Modernising helicopter operations

'So it is that the Commissioners, ever anxious that a Lighthouse-Keeper's relief should not be delayed a minute longer than necessary and always alert for new ideas which would benefit and improve efficiency in the Service, began to run trials for the transfer of Keepers by helicopter' - David G. Videan (1969)
So wrote my predecessor by almost 40 years in Beam Vol 2 in 1969. David G. Videan was the Commissioners' helicopter consultant until the 1980s when ill-health forced him to retire; he advised on major investment in infrastructure such as landing pads and refuelling facilities for the new flying machines. He also contributed to the selection of the first contractor, Irish Helicopters Ltd in partnership with British Executive Air Services (BEAS), flying an Alouette III helicopter.

In due course, the single-engined Alouettes were replaced by a twin-engined helicopter, the Bolkow 105 (BO105). As aviation safety standards have improved over the years, two engines have become essential to provide a degree of redundancy in the event that one engine should fail over inhospitable terrain. Like the Alouette, the Bolkow was equipped with floats which could be inflated rapidly if any mechanical failure forced the helicopter to land on the sea. The Bolkow also continued to carry a liferaft and the means to attract attention to a forced landing, including a radiobeacon and flares.

By modern standards the Bolkow has now finally become obsolescent. Like many helicopters of its time, it was designed first for military purposes as only governments were able to fund the expensive development process, and BO105s were to be the gunships of several European and other armies. It was therefore designed to be rugged and agile, good traits for lighthouse support, but passenger comfort was not a priority; the stiff construction necessary for agility caused vibration, and the passenger compartment was cramped. Also, while two engines ensured safety for most of the flight, a single engine failure during a critical few seconds on take off and landing would have caused the BO105 to descend and land heavily on some inhospitable terrain at several offshore lighthouses. Finally, just like cars, old (1960s designed) helicopters are less reliable, need much more time on the ground for maintenance than their modern equivalents, and spare parts have become increasingly difficult to obtain.

All of which is why lighthouse Attendants and maintenance staff will soon see a new kid on the block. For several years the Commissioners have been assessing more modern helicopter types to take over the rôle. An exhaustive study of the requirement, the alternatives, and the additional costs and benefits of modern helicopters culminated in a competition to procure a similar but up-dated service. The contract was signed in April 2008. Irish Helicopters Ltd, who have won all the competitions to provide the Irish Lights helicopter service over the years were once more successful, this time with their tender offering a single EC135 helicopter.

The EC135 is built by Eurocopter, which was formed by the amalgamation of the German Bolkow company and the French Aerospatiale. It is a very popular type for many small-helicopter rôles such as air ambulance and police work throughout Europe and beyond, and is used by the Garda to police Dublin. The Irish Lights variant will continue to be equipped with all the safety systems of its predecessors, but also includes several additions relevant to the safer, more efficient support of lighthouse operations.

It will have a weather radar to warn the pilot of incoming storm clouds, a moving map system to ensure direct transit flights where possible and safe navigation around the coast in bad weather, and the ability to fly in cloud. The latter comprises an autopilot to stabilise and control the helicopter's flight path, and a comprehensive set of instruments to inform the pilot. The autopilot will not be used routinely for Irish Lights operations but will offer the ability to climb to a safe height above terrain for some long over-land transit flights, and will also allow the pilot to escape to a safe height if he encounters low cloud near the coast. Another new facility is a web-based tracking system so that managers can follow the progress of the helicopter as it works, and the emergency services can be alerted more quickly to an accurate location in the event of a forced landing.

As far as the coast workforce is concerned, the EC135 will provide a larger cabin; it will typically carry four passenger seats (one in the cockpit) as now, but up to three further seats can be fitted if there is a need to carry more passengers in place of cargo. The cargo doors at the back are similar to the Bolkow, but the EC135 does not have a bulkhead between the boot and the passenger cabin - no modern helicopter offers a safe cost-effective partition. This allows more flexible use of the larger space, including the carriage of longer items, but also requires that all freight is strapped down to prevent it flying forwards and injuring the passengers and crew in the event of a heavy landing. Depending on the weight of fuel carried and the proximity of a refuelling facility, the EC135 can also lift almost twice as much payload as the Bolkow. This will be most noticeable to those planning and preparing the loads of material which are carried underslung on the cargo hook under the belly of the helicopter. Overall, the EC135 will provide a significantly enhanced capability and the ability to undertake large jobs in fewer flights.

Safety is also further improved: exposure to the results of single engine failure on take-off and landing will be minimised, and the tail rotor is housed inside a frame, reducing the risk of serious injury to anyone who inadvisably walks around the back of the helicopter. The frame also protects the tail rotor if the pilot should accidentally place it too close to obstacles such as undergrowth or handrails around a landing site which could otherwise snap off the rotor blades. Many of the mechanical systems including the engines include self-monitoring systems which give early warning of failure.

The first pilot to fly on Irish Lights operations was Captain Peter Pechowski, a wartime Polish bomber pilot who later became an RAF helicopter pilot and instructor before leaving to join BEAS. Most pilots in the 1960s learned their flying in the military; the reserve pilot, Captain Midgley, had flown with the British Army. The operation was managed by Nobby Clarke, a colourful character with bushy handlebar moustache, who had been a squadron commander of the RAF Helicopter Flying School. Like the helicopters, today's pilots no longer have an automatic military connection.

Captain Sean Oakes, together with the Two Micks, Captain Mick Hennessey and Captain Mick Conneely, flew on the Irish Lights service over a twenty-year period; Captain Conneely had flown in Vietnam but Captain Hennessy was civilian-trained and commercially experienced like the current Irish Helicopters pilots, Colm Martin and Pete Hodges.

On one level, the arrival of the new EC135 from December 2008 should be unremarkable: Attendants, technicians, building tradesmen, painters, and managers, their equipment, materials, and provisions should continue to be flown to work at offshore lighthouses as they have been for nearly forty years. They will be trained to understand the differences and special capabilities of the new helicopter which will take them to work.

But on another level, December 2008 is a major milestone in the development of the aviation aspect of the Commissioners' work: the new helicopter will fly more quickly, smoothly, and reliably. It will need less time on the ground for maintenance, and although the capital cost (and therefore the overall cost) is higher than for the venerable and respected Bolkow, the hourly direct operating cost is slightly lower.

Importantly, the new helicopter also provides significant improvements in safety. Nearly forty years ago, David Videan wrote about a trial to relieve Keepers more efficiently and dependably; from 9 December 2008, the now well-established operation has been updated. Like the change to solar power for lighthouses and buoys, Irish Lights is demonstrating the adoption of the best of modern systems.

Captain Malcolm Coe is aviation consultant to the Commissioners of Irish Lights.