Helicopter crews honoured
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Helicopter crews honoured
Helicopter crews starred at the Guild of Air Pilots and Navigators Banquet at the Guildhall on Tuesday night:
The Prince Philip Helicopter Rescue Award
To an individual member or a complete crew of a helicopter, for an act of outstanding courage or devotion to duty in the course of land or sea search and rescue operations.
Awarded to the Crew of 'Rescue 137' – D Flight No 202 Sqn RAF Lossiemouth
Extract from Citation:
On the 2 February 2002 a French fishing trawler 240 nm NW of Scotland's Western Isles was severely damaged by heavy seas and lost all power. The skipper was lost overboard and 18 crew members awaited rescue. 'Rescue 137', a SAR Sea King was scrambled from Lossiemouth and positioned to Benbecula to await first light.
Flt. Lt Gear and his crew lifted shortly before dawn. Even from Benbecula, the stricken trawler was at the absolute limit of the Sea King's operational capability. Directed to position by a Nimrod reconnaissance aircraft, the Sea King began to life the crew off, 2 at a time. Horrendous waves 30+ feet high sent the crippled trawler up and down towards the hovering Sea King which was battling 60 knot winds.
At one point, and with 3 survivors and the winchman still on deck, the trawler plummeted into a trough and the hi-line connecting the ship and helicopter was lost. Precise flying skills were needed to return the winch hook to the winchman and to recover the 3 remaining people in one lift. Despite the high seas, and after 9 lifts in just under 30 minutes, in textbook manner, the rescue was completed.
The Sea King had just sufficient fuel remaining to make the return flight of 240 nm to Stornaway to land the survivors. After nearly 5 hours in the air, it landed with only 10 minutes fuel remaining.
In the full knowledge that they were launching into a rescue at maximum operational range, with all the dangers to crew that entailed, and in extreme weather conditions, the crew unflinchingly persevered towards a successful outcome. Throughout this demanding and dangerous rescue, the helicopter crew displayed exceptional flying skill, courage and determination.
(I'm sorry, I don't get the names of the other members of the crew if anyone knows, please post them.)
The Hugh Gordon-Burge Memorial Award
To the Captain, a member of a flight deck crew, or a cabin attendant whose action contributed outstandingly to the saving of his/her aircraft or passengers.
Awarded to Lt. Cdr. Neale Hargreaves MBE, RN – Mission Commander 'Dolphin 43 – 849 NAS
Extract from Citation:
On 12 March 2003 Sea King "Dolphin 43" from 849 Squadron A Flight, embarked in HMS Ark Royal, was tasked with a night tactical surveillance sortie in support of Operation Telic in the North Arabian Gulf. The crew comprised Lt. Cdr. Neale Hargreaves (Tactical Mission Commander), Lieutenant David White (a relatively inexperienced AsaC pilot although Green rated for Sea Kings and Flt. Lt. Emma Bridge (Tactical Aircraft Control Officer.)
The weather brief was likelihood of reduced visibility due to blowing dust, worst colour code ashore likely to be Yellow, with better conditions at sea. There was no indication weather would deteriorate over the sea, but the crew decided to identify and track all Sea King capable platforms within their operating area and hold Ark Royal diversion fuel as precautionary measures - enough fuel to complete the mission plus an additional hour above Minimum Landing Allowance.
The Royal Australian Navy ship HMAS Kanimbla, positioned 60 miles ahead of the Task Group, was to be used as a forward operating base. The sortie went smoothly and, with 15 minutes to go to recovery, the crew could see Kanimbla from 5000 feet.
Dolphin 43 set up for a Helicopter Controlled Approach (HCA) with 1400 lbs fuel remaining. On approach, Kanimbla advised visibility had reduced rapidly and the ship was now in fog. Lt White switched on the landing light and saw they were flying in a sandstorm. The crew made two HCAs but did not become visual.
Whilst controlling the helicopter for the HCAs, Lt. Cdr. Hargreaves was also communicating with UK and US controlling ships to establish if any spare decks he'd been tracking were in clearer air. All Sea King capable ships were reporting Red conditions, Ark Royal had seen visibility reduce from 8-9 km to 60-70 metres in 12 minutes, and all friendly airfields within range were now Red.
Dolphin 43 was informed that USS Bataan had reported clear air. Lt Cdr Hargreaves calculated sufficient fuel to reach her, but was concerned that she was likely to go Red shortly given the axis of the weather and whilst routing directly to Bataan continued to search for a contact in clearer air to the east. En route, USS Milius further to the east was reported clear of the sandstorm with 6 nm visibility.
That being the better option, Dolphin 43 went to Milius and closed on her with 700lb fuel remaining. At 3nm they were still not visual. Milius reported visibility reducing and requested Dolphin 43 remained clear for 10 minutes whilst she prepared for a ship controlled Emergency Low Visibility Approach. Realising they did not have 10 minutes to wait, Lt. Cdr. Hargreaves briefed that they would conduct an HCA and hover-taxi towards the ship using the Rad Alt hold to reduce height.
The Sea King Mk 7 does not have an Automatic Flight Control System transition facility and Lt White had to fully brief Flt Lt Bridge on his requirements whilst flying on instruments in a stressful environment. Still not visual at the end of the HCA, Lt White reduced speed to 25 kts and height to 65 ft. Barely visual with the surface, Lt White was hovering on instruments while Flt Lt Bridge looked for the ship.
As they closed the ship using DR and assistance from Milius, Flt Lt Bridge spotted a single light in the sandstorm and directed them towards it. The sandstorm was so thick the flight deck crew on Milius did not see the helicopter until it was hovering alongside. Lt White carried out an exemplary landing to an unfamiliar deck which was very small for a Sea King. The aircraft landed with 450lb remaining; Sea King MLA is 400lb.
Engulfed by the unexpected sandstorm, the crew of Dolphin 43 displayed exemplary CRM skills to utilise all available resources both within the crew and from outside agencies.
Lt Cdr Hargreaves' captaincy and decision-making was of the highest order. Lt White had to brief an inexperienced observer on a non-standard approach whilst flying on instruments at low level in zero visibility; his flying skills in extreme conditions were faultless and he remained exceptionally composed and collected throughout.
Flt. Lt. Bridge, on exchange from a Hercules Squadron, is not yet greatly experienced in helicopter operations, especially at night, but remained focussed and was of great assistance to the pilot.
Faced with reducing options at every turn and with the very real possibility of having to ditch due to lack of fuel, the crew remained calm and, through hard work and sound airmanship, overcame all obstacles.
The Award was given to Lt Cdr Hargreaves for his display of outstanding captaincy and skill and on behalf of the crew.
The Guild Sword of Honour
For an outstanding contribution to General Aviation, ie Civil Aviation other than Air Transport
Awarded to the Hong Kong Government Flying Service
Extract from Citation:
On the 11 September 2002, a severe tropical storm passed through the South China Sea bringing extreme weather conditions. The GFS was tasked to provide SAR services to several vessels in distress, and the crew members involved displayed levels of skill and professionalism well above that normally required of them, in conditions which tested themselves and the aircraft they flew to the limit.
The pilots of helicopters and fixed-wing aircraft operated day and night in severe turbulence, very low visibility with torrential rain, mountainous seas and at times with equipment failures brought about by the violent nature of the storm.
Examples:
(1) Crew of 14 from a fishing vessel recovered two at a time. The pilot had to move in and out in the gaps between mountainous waves. Because strong winds would have caused excessive and dangerous swinging after lift off from the ship, the safest procedure was for the crewmen to be lifted from the vessel, dragged through the water to prevent swinging and then winched to safety. This required exceptional skill and judgement by both the winchman and the pilot.
(2) Vessel out of fuel anchored in heavy seas with winds in the area of 70 kts. The deck was covered with fishing equipment making it impossible to lower a winchman. Due to the requirement to hover at 100ft, two high-line packs were linked. Safer to use a rescue basket instead of strops.
The winchman occasionally had to lean out to free the long high-line which became entangled in the landing gear. Again, because of dangerous swinging, the crew dragged the basket with the survivors through the water and winched them up when almost vertically below.
During the second winch, the line broke and, as all weight packs had been used, oxygen bottles were used as weights for a second deployment. After a prolonged attempt, the line was re-established and the seven fishermen rescued safely.
The thoroughly professional manner in which all the GFS crews performed their duties, stretching their skills and experience to the limits, deserves a lasting recognition. The Award is in recognition of these rescue missions and the continual dedication to duty of all members of the GFS.
Phew …. that took some typing. Hope fellow Rotorheads find it interesting.
Tudor Owen
The Prince Philip Helicopter Rescue Award
To an individual member or a complete crew of a helicopter, for an act of outstanding courage or devotion to duty in the course of land or sea search and rescue operations.
Awarded to the Crew of 'Rescue 137' – D Flight No 202 Sqn RAF Lossiemouth
Extract from Citation:
On the 2 February 2002 a French fishing trawler 240 nm NW of Scotland's Western Isles was severely damaged by heavy seas and lost all power. The skipper was lost overboard and 18 crew members awaited rescue. 'Rescue 137', a SAR Sea King was scrambled from Lossiemouth and positioned to Benbecula to await first light.
Flt. Lt Gear and his crew lifted shortly before dawn. Even from Benbecula, the stricken trawler was at the absolute limit of the Sea King's operational capability. Directed to position by a Nimrod reconnaissance aircraft, the Sea King began to life the crew off, 2 at a time. Horrendous waves 30+ feet high sent the crippled trawler up and down towards the hovering Sea King which was battling 60 knot winds.
At one point, and with 3 survivors and the winchman still on deck, the trawler plummeted into a trough and the hi-line connecting the ship and helicopter was lost. Precise flying skills were needed to return the winch hook to the winchman and to recover the 3 remaining people in one lift. Despite the high seas, and after 9 lifts in just under 30 minutes, in textbook manner, the rescue was completed.
The Sea King had just sufficient fuel remaining to make the return flight of 240 nm to Stornaway to land the survivors. After nearly 5 hours in the air, it landed with only 10 minutes fuel remaining.
In the full knowledge that they were launching into a rescue at maximum operational range, with all the dangers to crew that entailed, and in extreme weather conditions, the crew unflinchingly persevered towards a successful outcome. Throughout this demanding and dangerous rescue, the helicopter crew displayed exceptional flying skill, courage and determination.
(I'm sorry, I don't get the names of the other members of the crew if anyone knows, please post them.)
The Hugh Gordon-Burge Memorial Award
To the Captain, a member of a flight deck crew, or a cabin attendant whose action contributed outstandingly to the saving of his/her aircraft or passengers.
Awarded to Lt. Cdr. Neale Hargreaves MBE, RN – Mission Commander 'Dolphin 43 – 849 NAS
Extract from Citation:
On 12 March 2003 Sea King "Dolphin 43" from 849 Squadron A Flight, embarked in HMS Ark Royal, was tasked with a night tactical surveillance sortie in support of Operation Telic in the North Arabian Gulf. The crew comprised Lt. Cdr. Neale Hargreaves (Tactical Mission Commander), Lieutenant David White (a relatively inexperienced AsaC pilot although Green rated for Sea Kings and Flt. Lt. Emma Bridge (Tactical Aircraft Control Officer.)
The weather brief was likelihood of reduced visibility due to blowing dust, worst colour code ashore likely to be Yellow, with better conditions at sea. There was no indication weather would deteriorate over the sea, but the crew decided to identify and track all Sea King capable platforms within their operating area and hold Ark Royal diversion fuel as precautionary measures - enough fuel to complete the mission plus an additional hour above Minimum Landing Allowance.
The Royal Australian Navy ship HMAS Kanimbla, positioned 60 miles ahead of the Task Group, was to be used as a forward operating base. The sortie went smoothly and, with 15 minutes to go to recovery, the crew could see Kanimbla from 5000 feet.
Dolphin 43 set up for a Helicopter Controlled Approach (HCA) with 1400 lbs fuel remaining. On approach, Kanimbla advised visibility had reduced rapidly and the ship was now in fog. Lt White switched on the landing light and saw they were flying in a sandstorm. The crew made two HCAs but did not become visual.
Whilst controlling the helicopter for the HCAs, Lt. Cdr. Hargreaves was also communicating with UK and US controlling ships to establish if any spare decks he'd been tracking were in clearer air. All Sea King capable ships were reporting Red conditions, Ark Royal had seen visibility reduce from 8-9 km to 60-70 metres in 12 minutes, and all friendly airfields within range were now Red.
Dolphin 43 was informed that USS Bataan had reported clear air. Lt Cdr Hargreaves calculated sufficient fuel to reach her, but was concerned that she was likely to go Red shortly given the axis of the weather and whilst routing directly to Bataan continued to search for a contact in clearer air to the east. En route, USS Milius further to the east was reported clear of the sandstorm with 6 nm visibility.
That being the better option, Dolphin 43 went to Milius and closed on her with 700lb fuel remaining. At 3nm they were still not visual. Milius reported visibility reducing and requested Dolphin 43 remained clear for 10 minutes whilst she prepared for a ship controlled Emergency Low Visibility Approach. Realising they did not have 10 minutes to wait, Lt. Cdr. Hargreaves briefed that they would conduct an HCA and hover-taxi towards the ship using the Rad Alt hold to reduce height.
The Sea King Mk 7 does not have an Automatic Flight Control System transition facility and Lt White had to fully brief Flt Lt Bridge on his requirements whilst flying on instruments in a stressful environment. Still not visual at the end of the HCA, Lt White reduced speed to 25 kts and height to 65 ft. Barely visual with the surface, Lt White was hovering on instruments while Flt Lt Bridge looked for the ship.
As they closed the ship using DR and assistance from Milius, Flt Lt Bridge spotted a single light in the sandstorm and directed them towards it. The sandstorm was so thick the flight deck crew on Milius did not see the helicopter until it was hovering alongside. Lt White carried out an exemplary landing to an unfamiliar deck which was very small for a Sea King. The aircraft landed with 450lb remaining; Sea King MLA is 400lb.
Engulfed by the unexpected sandstorm, the crew of Dolphin 43 displayed exemplary CRM skills to utilise all available resources both within the crew and from outside agencies.
Lt Cdr Hargreaves' captaincy and decision-making was of the highest order. Lt White had to brief an inexperienced observer on a non-standard approach whilst flying on instruments at low level in zero visibility; his flying skills in extreme conditions were faultless and he remained exceptionally composed and collected throughout.
Flt. Lt. Bridge, on exchange from a Hercules Squadron, is not yet greatly experienced in helicopter operations, especially at night, but remained focussed and was of great assistance to the pilot.
Faced with reducing options at every turn and with the very real possibility of having to ditch due to lack of fuel, the crew remained calm and, through hard work and sound airmanship, overcame all obstacles.
The Award was given to Lt Cdr Hargreaves for his display of outstanding captaincy and skill and on behalf of the crew.
The Guild Sword of Honour
For an outstanding contribution to General Aviation, ie Civil Aviation other than Air Transport
Awarded to the Hong Kong Government Flying Service
Extract from Citation:
On the 11 September 2002, a severe tropical storm passed through the South China Sea bringing extreme weather conditions. The GFS was tasked to provide SAR services to several vessels in distress, and the crew members involved displayed levels of skill and professionalism well above that normally required of them, in conditions which tested themselves and the aircraft they flew to the limit.
The pilots of helicopters and fixed-wing aircraft operated day and night in severe turbulence, very low visibility with torrential rain, mountainous seas and at times with equipment failures brought about by the violent nature of the storm.
Examples:
(1) Crew of 14 from a fishing vessel recovered two at a time. The pilot had to move in and out in the gaps between mountainous waves. Because strong winds would have caused excessive and dangerous swinging after lift off from the ship, the safest procedure was for the crewmen to be lifted from the vessel, dragged through the water to prevent swinging and then winched to safety. This required exceptional skill and judgement by both the winchman and the pilot.
(2) Vessel out of fuel anchored in heavy seas with winds in the area of 70 kts. The deck was covered with fishing equipment making it impossible to lower a winchman. Due to the requirement to hover at 100ft, two high-line packs were linked. Safer to use a rescue basket instead of strops.
The winchman occasionally had to lean out to free the long high-line which became entangled in the landing gear. Again, because of dangerous swinging, the crew dragged the basket with the survivors through the water and winched them up when almost vertically below.
During the second winch, the line broke and, as all weight packs had been used, oxygen bottles were used as weights for a second deployment. After a prolonged attempt, the line was re-established and the seven fishermen rescued safely.
The thoroughly professional manner in which all the GFS crews performed their duties, stretching their skills and experience to the limits, deserves a lasting recognition. The Award is in recognition of these rescue missions and the continual dedication to duty of all members of the GFS.
Phew …. that took some typing. Hope fellow Rotorheads find it interesting.
Tudor Owen
Join Date: Dec 2001
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I often wonder why when tasked to make long distance rescues in medium to large helicopters where mauw on take off is not a problem, that pilots don't take some 44s with them and refuel in the air. Having done numerous ferry flights in S76 and the Bell 212, we used to take up to 10 or more 44s with us to give legs of 1000 miles with ease.
I would much rather have too much fuel than too little!
I would much rather have too much fuel than too little!
OK, in this case no wonder we can increase the range...but more and more these sorts of arrangments are not approved anymore... we are not allowed to fit a big 400 liters internal tank in our S76's in order to increase their range for ferry flights. (in the "past" I have even seen a set of four modified 200 liters drums on a craddle, as a "ferry tanks" !
Avoid imitations
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Nice to see those boys did good. 
Nigel,
Interesting thought about drumstock refuelling in flight. What physical arrangements were made to enable this, bearing in mind the practical difficulty?
I can visualise other practical difficulties, such as lack of room in the cabin and the heavy drums causing damage to the wet fit.
An SAR equipped aircraft tends to be very heavy compared to one in the ferry role. The HK GFS S-76s were weight limited in any event; it was the norm NOT to carry even full main tanks.
Nigel,
Interesting thought about drumstock refuelling in flight. What physical arrangements were made to enable this, bearing in mind the practical difficulty?
I can visualise other practical difficulties, such as lack of room in the cabin and the heavy drums causing damage to the wet fit.
An SAR equipped aircraft tends to be very heavy compared to one in the ferry role. The HK GFS S-76s were weight limited in any event; it was the norm NOT to carry even full main tanks.
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I'm not up with the latest Australian CASA requirements but in the past with S76 ferries we either had a Sikorsky aux tank in the boot or a CASA approved 200 litre drum strapped on a cradle on the back seat which fed into the main tanks by gravity. The extra drums were positioned upright on the floor with the seats removed and packed away. These were hand pumped by a McNaught 1/4 stroke pump into the cradled drum. You simply carried as many drums as weight would allow.
In the 212 the drums were pumped into the 90 gal aux tanks.
The drums were tied down and I don't recall anyone ever having problems although on one occasion the pump was left in the empty drum and the stand pipe vibrated off. Fortunately the engineer had long fingers!
In the 212 the drums were pumped into the 90 gal aux tanks.
The drums were tied down and I don't recall anyone ever having problems although on one occasion the pump was left in the empty drum and the stand pipe vibrated off. Fortunately the engineer had long fingers!
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"44s"?
I had visions of S-61s accompanied by three or four Ravens setting off into the stormy weather, the smaller machines trailing fuel hoses to keep the big turbine fully fuelled for maximum range, then peeling off to make it back to base and wishing the big bird success as they did so.
My respect for the crews grows with news of every exploit. Well damn done.
My respect for the crews grows with news of every exploit. Well damn done.
