16
Irish Air Corps / AW 139 Wolfhound?
« on: May 02, 2007, 02:09:28 pm »
Wolfhound is a great name and there is no other aircraft with that name. Squadron names and callsigns maybe, but not a formal aircraft name.
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17
Irish Air Corps / Irish Air Corps AW139 air to air piccies
« on: April 19, 2007, 08:24:15 am »
If I may expand on my previous post - not only are the 139 crews not wearing helmets, but there is no evidence of eye protection or survival vests and LPU's (life preservers) - all of which are considered standard in contemporary military aviation operations - be it US, Brit, French, Canada, etc. Does the IAC have body armour for flight crews?
There is no such thing as an "admin flight" - and certainly range firing is not admin flying anyway. Even an aircraft doing pattern work at Baldonnel could be called upon to respond to an emergency and end up down in the mountains with weather closing in or ditched at sea. Train as you fight - or perhaps in the case Ireland, train as you plan to operate at least.
The IAC will deploy helicopters on nternational missions someday, no matter what some in government may say, and now is the time to develop the skills and the mindset for "operations", particularly given the 139's stated mission of support to SF.
These pix give the impression that the IAC lacks the professional focus of a serious military air arm. Unfortunate, since the IAC already has something of an international reputation as a none-too-serious flyng club - which is unfair and probably unfounded.
I know, I know...mountains out of mole hills.....
Cheers
There is no such thing as an "admin flight" - and certainly range firing is not admin flying anyway. Even an aircraft doing pattern work at Baldonnel could be called upon to respond to an emergency and end up down in the mountains with weather closing in or ditched at sea. Train as you fight - or perhaps in the case Ireland, train as you plan to operate at least.
The IAC will deploy helicopters on nternational missions someday, no matter what some in government may say, and now is the time to develop the skills and the mindset for "operations", particularly given the 139's stated mission of support to SF.
These pix give the impression that the IAC lacks the professional focus of a serious military air arm. Unfortunate, since the IAC already has something of an international reputation as a none-too-serious flyng club - which is unfair and probably unfounded.
I know, I know...mountains out of mole hills.....
Cheers
18
Irish Air Corps / Irish Air Corps AW139 air to air piccies
« on: April 18, 2007, 03:16:19 am »
Well done Frank. Why no crew helmets in the 139?? Still waiting for the green ones to come?
19
Irish Air Corps / Cessna Replacement - Type or Role?
« on: April 17, 2007, 06:15:29 pm »
Sousa my friend,
Once again you are putting out some great ideas, but if I may re-enter the fray by stepping back to basic requirments definition for what may be termed the Fixed Wing Utility Aircraft (FWUA).
These may be boiled down to: Reducing the expenditure of valuable blade time by performing non-tactical tasks currently allocated to helos with a less costly (across the board), commercially derived alternative. Specifically, but not all inclusive, tasks are: near all weather day/night admin transport of personnel and light cargo, transport of high value/senstive light cargo is this still a mission?), administrative light transport support to civil authorities such as national resources, forestry, agriculture, health, etc., which may include a benign visual surveillance/observation role.
Parachute training may be included, but I would not, as the need is not great and military parachute training cannot be adequately conducted with a utility aircraft type. If a new CN-235-300 or other appropriate airlifter is not procured, then make a deal with another air force, such as Sweden,to buy Hercules time, and/or lease the services of an appropriate civilan jump platform when required - Casa 212, Let-410, DC-3TP, etc.
Likewise for banner towing, a PC-9 job, and more advanced tactical surveillance operations - the purview of the Garda Islander and/or the 139's once the have their full FLIR fit.
I do not believe there is a requirement for the advanced STOL capability of an aircraft like the Quest Kodiak, though it is a superb aircraft and you are right to suggest it. Operating locations will be established airfields in Ireland, of which there are plenty, with possible occasional trips to the UK - not rough fields. Similarly, the DA 42, while a superb light twin training aircraft, is not a utility aircraft in terms of payload and range - carryng three pax and a few duffels does not satisfy the requirement.
The existing B200 is capable of perfomring many FWUA tasks, but is in need of an avionics update (which I understand is imminent) and will eventually run out of hours on the airfarme and have to retire. Until that happens there is no reason it cannot keep flying on task. I would even add Raisbeck enhancements if there is sufficent time left to justifty them.
That said, I believe a single Cessna Caravan remains the most practical solution, working in concert with the B200. A new Caravan goes for USD2.2+ million, but a used Caravan may be obtained on the market for as much as USD1.8 million for a low time 2006 model, down to an minimally acceptable USD1.3 million for a 2003(+/-) with higher time. In terms of the Kodiak, I have to echo Taj in that there are no guarantees of Quest viability as an aircraft manufacturing concern, and a production aircraft will certainly exceed the cost fo a new Caravan, based on economies of scale and a host of other factors, and a production Kodiak will not be available for three years at best.
My recommendation is a detailed study of the requirement vs. potential solutons, including keeping a number of the 172's on the roles for as long as they are useful. They are economical and paid for and easy to maintain and operate - barring the need for AVGAS.
Cheers,
Once again you are putting out some great ideas, but if I may re-enter the fray by stepping back to basic requirments definition for what may be termed the Fixed Wing Utility Aircraft (FWUA).
These may be boiled down to: Reducing the expenditure of valuable blade time by performing non-tactical tasks currently allocated to helos with a less costly (across the board), commercially derived alternative. Specifically, but not all inclusive, tasks are: near all weather day/night admin transport of personnel and light cargo, transport of high value/senstive light cargo is this still a mission?), administrative light transport support to civil authorities such as national resources, forestry, agriculture, health, etc., which may include a benign visual surveillance/observation role.
Parachute training may be included, but I would not, as the need is not great and military parachute training cannot be adequately conducted with a utility aircraft type. If a new CN-235-300 or other appropriate airlifter is not procured, then make a deal with another air force, such as Sweden,to buy Hercules time, and/or lease the services of an appropriate civilan jump platform when required - Casa 212, Let-410, DC-3TP, etc.
Likewise for banner towing, a PC-9 job, and more advanced tactical surveillance operations - the purview of the Garda Islander and/or the 139's once the have their full FLIR fit.
I do not believe there is a requirement for the advanced STOL capability of an aircraft like the Quest Kodiak, though it is a superb aircraft and you are right to suggest it. Operating locations will be established airfields in Ireland, of which there are plenty, with possible occasional trips to the UK - not rough fields. Similarly, the DA 42, while a superb light twin training aircraft, is not a utility aircraft in terms of payload and range - carryng three pax and a few duffels does not satisfy the requirement.
The existing B200 is capable of perfomring many FWUA tasks, but is in need of an avionics update (which I understand is imminent) and will eventually run out of hours on the airfarme and have to retire. Until that happens there is no reason it cannot keep flying on task. I would even add Raisbeck enhancements if there is sufficent time left to justifty them.
That said, I believe a single Cessna Caravan remains the most practical solution, working in concert with the B200. A new Caravan goes for USD2.2+ million, but a used Caravan may be obtained on the market for as much as USD1.8 million for a low time 2006 model, down to an minimally acceptable USD1.3 million for a 2003(+/-) with higher time. In terms of the Kodiak, I have to echo Taj in that there are no guarantees of Quest viability as an aircraft manufacturing concern, and a production aircraft will certainly exceed the cost fo a new Caravan, based on economies of scale and a host of other factors, and a production Kodiak will not be available for three years at best.
My recommendation is a detailed study of the requirement vs. potential solutons, including keeping a number of the 172's on the roles for as long as they are useful. They are economical and paid for and easy to maintain and operate - barring the need for AVGAS.
Cheers,
20
Irish Air Corps / Cessna Replacement - Type or Role?
« on: April 12, 2007, 08:50:25 am »
*New build Viking Twin Otter is a possibility - Canadian Air Force is replacing their old ones with new Vikings - but too slow and limited range/payload for anything but internal + UK ops.
*DA-42 is good multi-engine trainer, but that's all. Zero payload, poor visibility for visual recce (VR) ops.
* A pair of PC-6's is a good option, though again limited to internal utility/VR ops, and not an ideal parachute platform (as a former military SF jumper).
* A pair of Caravans are slightly better option with more capability than PC-6's.
My recommendation: A pair of used PC-6's or Caravans to complement a new CN235-300 (likely to happen soon anyway) which will perform regional airlift, multi-engine training (after attending a commercial M/E transition such as Flight Safety, as is already done today) parachute training and more, while freeing up the MPA's for their primary task Not to mention covering for the MPA's while they go through upgrade one after the other in Spain shortly that will bring them up to -300 standard + FITS.
*DA-42 is good multi-engine trainer, but that's all. Zero payload, poor visibility for visual recce (VR) ops.
* A pair of PC-6's is a good option, though again limited to internal utility/VR ops, and not an ideal parachute platform (as a former military SF jumper).
* A pair of Caravans are slightly better option with more capability than PC-6's.
My recommendation: A pair of used PC-6's or Caravans to complement a new CN235-300 (likely to happen soon anyway) which will perform regional airlift, multi-engine training (after attending a commercial M/E transition such as Flight Safety, as is already done today) parachute training and more, while freeing up the MPA's for their primary task Not to mention covering for the MPA's while they go through upgrade one after the other in Spain shortly that will bring them up to -300 standard + FITS.
21
Irish Air Corps / More on Airlift options
« on: January 07, 2007, 05:17:17 pm »
Anything to the spculation that the IAC will lease a brand-new CN-235-300 for 18 months while the 235MPA's undergo serial mid-life overhaul/upgrades at CASA? Would have the same advanced avionics systems/cockpit as the MPA's when they return to service (also identical to the C-295). Good opportunity to explore airlift requirments with an option to buy?
22
Irish Air Corps / New Helis at Baldonnel
« on: January 04, 2007, 11:10:55 am »
It's official. The government has signed a contract for the two additional AW-139's, for a total of six.
23
Irish Air Corps / More on Airlift options
« on: January 04, 2007, 11:08:32 am »
Ireland does not need and will not obtain an airlifter capable of transporting heavy armoured vehicles like the LAV. This will be done by the new Naval Service Multi-Role Vessel and/or by AN-124's. The latter either purpose chartered, or more likely, a lift service obtained from the NATO SALIS pool in support of an EU/UN operation. Could also be via Swedish/RAF/NATO/USAF C-17 under certain circumstances.
24
Irish Air Corps / Happy Christmas Frank
« on: December 20, 2006, 08:28:45 am »
Hear! Hear!
Well done Frank and much appreciated. A great year for Irishairpics and a great year for the IAC. See you in 2007, which should be even better.
Well done Frank and much appreciated. A great year for Irishairpics and a great year for the IAC. See you in 2007, which should be even better.
25
Irish Air Corps / New Helis at Baldonnel
« on: December 04, 2006, 08:43:56 am »
Indeed Pym! The optimum force is eight 139's/149's in order to have a deployable four-ship detachment. But there is no rush, other than fears of the government changing and/or losing interest. It will take the next several years to fully absorb the new capbilities of the 139's and grow fully qualified tactical helo crews. They don't even have FLIR systems installed yet.
Two more orderd early in 2007 will be for delivery in 2009, maybe even late 2008 unless they are 149's, in which case delivery is probably not likely before later in 2009 or even into 2010. A final two ordered in 2008 would be delivered in 2010 or early 2011. Probably about the right rate of build-up for the IAC from this point, and the right spread of expenditure.
Two more orderd early in 2007 will be for delivery in 2009, maybe even late 2008 unless they are 149's, in which case delivery is probably not likely before later in 2009 or even into 2010. A final two ordered in 2008 would be delivered in 2010 or early 2011. Probably about the right rate of build-up for the IAC from this point, and the right spread of expenditure.
26
Irish Air Corps / New Helis at Baldonnel
« on: December 02, 2006, 07:10:20 am »
Hear! Hear! Scorpy
27
Irish Air Corps / nice pic!
« on: November 29, 2006, 04:12:22 pm »
Why are the crew weating headphones instead helmets? Waiting for the green ones? The white ones gotta go or at least get painted green.
28
Irish Air Corps / nice pic!
« on: November 29, 2006, 02:46:41 pm »
Great job Frank. Have you flown in them yet? Impressions?
29
Irish Air Corps / New Helis at Baldonnel
« on: November 29, 2006, 02:40:55 pm »
By the way, what was the delivery routing after Marseilles?
30
Irish Air Corps / New Helis at Baldonnel
« on: November 29, 2006, 08:30:04 am »
A real breakthrough event for the IAC. The 139's will permit a tremendous leap forward in capability and professionalism. Well done! Now, let's think about ordering four AW-149's to support international deployments - for delivery from 2009.