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Swedish SAR 1

Swedish SAR

By Vertical Mag

Published on: July 27, 2016
Estimated reading time 18 minutes, 21 seconds.

The Swedish Maritime Administration’s new Leonardo Helicopters AW139s are proving to be a good fit for the organization’s life-saving missions.

Swedish SAR 1
This Leonardo AW139 is one of seven operated by the Swedish Maritime Administration, carrying over the distinctive paint scheme that was worn by its previously operated Sikorsky S-76 helicopters. Lloyd Horgan/Vortex Aeromedia Photo

The Swedish Maritime Administration (SMA) has responsibility for one of the largest Scandinavian search-and-rescue (SAR) regions, stretching from the Southern Baltic Sea right up to the Northern Gulf of Bothnia. Overland, Sweden’s SAR responsibilities also extend well into the Arctic Circle under its commitment to the Arctic Search-and-Rescue Agreement.

The SMA recently replaced its fleet of Sikorsky S-76C+ aircraft with the Leonardo Helicopters (formerly AgustaWestland) AW139. Seven of these medium twin-engine helicopters were delivered to the SMA between 2013 and 2014, the latest chapter in Sweden’s somewhat complex history of airborne SAR.

Today’s SMA Helicopter Rescue traces its lineage to the founding of the Norrlandsflyg company in 1961. Initially operating fixed-wing aircraft in the northern wilderness, the company quickly established helicopter operations with a mix of types ranging from Bell 47s to Sikorsky S-55Ts operating in the utility role. After gaining its first emergency medical services (EMS) contract in 1970, the business went from strength to strength, with more contracts following and the acquisition of an Aérospatiale SA-360C Dauphin in 1981.

Norrlandsflyg acquired its first S-76 in 1993, and the model would become a staple for the company as it moved away from the utility market to concentrate on the EMS and SAR sectors. It received its first civilian SAR contract in 2002, and had five SAR contracts by 2007, when Norrlandsflyg’s owners sold the majority share of the company to Scandinavian Helicopter Invest (SHI). With the company then operating S-76C+ and C++ models, a deal was signed in the same year to procure eight brand-new S-76D helicopters, a model that at that time had yet to fly.

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The sleek lines of the AW139 are shown off as the crew takes part in a search-and-rescue training sortie in the Baltic Sea. Lloyd Horgan/Vortex Aeromedia Photo

The S-76D deal was later in canceled, and in 2011, in a bid to ensure the continued financial viability of domestic SAR, the Swedish government approved the purchase of Norrlandsflyg by the Swedish Maritime Agency under the banner of “SMA Helicopter Rescue.” In the same timeframe, the SMA launched the procurement process that ultimately led to the fleet of AW139s — and the acquisition hasn’t been without controversy.

In April 2015, the Swedish public broadcaster SVT aired an investigative story on the deal, claiming that SMA management and AgustaWestland had come to a private agreement on the acquisition before announcing a public tender that was structured to favor the AW139. The broadcast prompted a government investigation, which included a high-profile raid of SMA offices in June of last year.

In a statement, Leonardo Helicopters said it was “deeply concerned” about the allegations, adding, “The company confirms to be a responsible company whose compliance system conforms with international best practices.” Shortly before this issue went to press, Noomi Eriksson, Deputy Director General of the Swedish Maritime Administration, told Vertical 911, “We strongly reject all forms of fraud and corruption. It is wrong to do business that way. The procurement is currently being viewed by the Swedish Competition Authority and we are looking forward to their decision.”

The controversy may not be settled, but in the meantime, the AW139s have been fully incorporated into the SMA and now provide all of Sweden’s civilian SAR coverage from five bases along the coastline. In May of this year, Vertical 911 visited the Ronneby base in southeastern Sweden to see first-hand how the aircraft are being used in the field.

Putting the Aircraft to Work

In August 2014, Ronneby became the second base to receive the AW139 after operations had begun from the northernmost base at Umeå four months prior. The base at Norrtälje on the Baltic coast would follow, then Gothenburg in the west, with Visby on the island of Gotland the last to convert to the new aircraft. This dispersal of assets ensures that everywhere in Sweden’s SAR region except the very northern wilderness is within the unrefueled range of the AW139, and gives a degree of overlap in the busier shipping lanes of the southern Baltic Sea.

Swedish SAR 3
The SMA can be requested to take part in exercises with the Swedish military. Here, it is shown working with one of the Swedish Navy submarines. Lloyd Horgan/Vortex Aeromedia Photo

Vessels large and small are all in abundance in these waters, so a medium-class helicopter was a logical choice for the SMA. Without the prospect of searching large expanses of open ocean, there’s little need for the longer legs of larger helicopters. However, with the potential requirement to orchestrate a complex rescue from a large ship such as a cargo vessel or cruise liner, there is a clear need for a large cabin and the sort of maritime SAR capabilities that such a mission might demand.

Here, the AW139 appears to be a good fit. While the S-76C+ that used to be based at Ronneby had previously been used for offshore utility operations — and thus had to be retrofitted for the SAR role — the new AW139 came factory-equipped with two winches, a SAR mission interior, and cabin extension with enough space for a rescue swimmer, winch operator, doctor/flight nurse, and of course the casualty. The 139 cabin also allows for easier egress in the case of an emergency landing or ditching, with all side windows being jettisonable.

Other improvements include the introduction of an airframe anti-icing system and integrated EuroAvionics Euronav 5 mission and situational awareness system. This is an upgrade from the tablet-based carry-on system used previously and includes integrated AIS — the transponder-based Automatic Identification System used to locate and identify ships.

As might be expected of a modern twin-engine design, the aircraft comes equipped for instrument flight rules (IFR) transits in controlled airspace with a full suite of communication and navigation equipment based on the Honeywell Primus Epic integrated avionics suite, with a P701 weather radar. Additionally, enhanced ground proximity warning systems (EGPWS) and traffic collision avoidance systems (TCAS) are fitted, alongside several SAR/EMS-specific items such as TETRA radio, satellite communication, and marine VHF radio.

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Historically, rescue swimmers have primarily come from a military background, but SMA now has its own program for training future rescue swimmers. Lloyd Horgan/Vortex Aeromedia Photo

A four-axis fully digital automatic flight control system keeps the aircraft stable throughout the flight envelope — a necessity when undertaking precision maneuvering in turbulent conditions — and crews are fully equipped to conduct nighttime rescues, with the aircraft being fully compatible with night vision devices. A cruise speed of 145 knots and a maximum speed of 167 knots gives it a slight edge over its predecessor, but its power margin is where it really stands out, according to the Ronneby crews.

“In the case of an engine failure in light wind, the AW139 is able to remain hovering for five minutes at standard SAR weight,” said Gustaf Lannek, Ronneby base manager and pilot. “This is a big advantage as in the same situation the [older] S-76 would need immediate action from the pilots, who in many cases would have to cut the hoist cable.”

Given Sweden’s wildly variable climate (in the south it’s a lot milder than most people realize!) the aircraft needs to be able to cope with anything the weather can throw at it. Thunderstorms are not uncommon and in the far north temperatures are below zero for much of the year, so it is reassuring for crews that the AW139 is certified for flight into known icing conditions. Its full icing protection system (FIPS) uses electric heating to shed ice from the main and tail rotors, as well as heating the cockpit windshield.

Farther south, where fog is prevalent along the coastlines and out to sea, the extended flight director’s SAR-specific modes allow blind transitions down to the hover and back into forward flight, as well as providing pre-programmed search patterns. For additional capacity in the hover, a winchman’s hover trim allows the rear crew to maneuver the aircraft directly from the winching station — reducing the requirement for the rear crew to verbally “con” the aircraft via the pilot. This system is particularly useful when the pilot has limited visual references, such as when winching to yachts at night.

Swedish SAR 5
A rainbow is created as the sun hits the spray created by the rotor wash of an SMA AW139 working with a civilian tanking vessel in the Baltic Sea. Lloyd Horgan/Vortex Aeromedia Photo

The Ronneby base responds to around 100 rescues every year, with year-round operations often resulting from illnesses on the islands or passing cruise ships. According to pilot Magnus Lingwall, however, summer tends to be their busiest season. The fine weather sees more people exploring Sweden’s beautiful countryside or taking to the water in small boats, and with more people enjoying themselves outdoors comes an increase in the number of people getting lost or swept out to sea. Winter tends to see some of the islands completely iced-in, meaning that a helicopter may be the best means of hospital transport for even relatively minor injuries. Such missions are not always routine, as exemplified by the transfer of one pregnant woman between hospitals.

“We were getting forced lower and lower by the weather,” recalled Lingwall. “Then one of the [medical] pumps broke and we had to turn back and land at another hospital for a spare. We carried on from there but things were getting pretty tense in the back.” It may not sound like much in the cold light of day and with a heavy helping of typically Nordic sangfroid, but the combination of weather and the pressure of a life-or-death mission can lead to hazards well recognized by the SAR and helicopter EMS (HEMS) communities. Key to mitigating the risks for all those involved is meticulous and constant training.

The SMA crews usually fly a training sortie every day, and living at the base for seven days at a time gives them sufficient time to develop strong bonds within their teams and build continuity into the training program. They have varying backgrounds, with a mix of military and civilian experience. The pilots’ previous jobs range from military SAR through HEMS or offshore flying, to bush flying or charter operations. While the winch operators tend to be from civilian stock, the rescue swimmers have typically cut their teeth in the military, although this is changing — the organization now has its own program for training rescue swimmers using its own facilities.

All of the rear-seat crewmembers have advanced first aid training, as they will often be the first on the scene of an incident. Additionally, a team of 10 doctors and 16 flight nurses from the local hospital in Karlskrona are fully trained and able to join the SMA aircrew, should specialist medical intervention be required. This additional duty involves close cooperation between the medical staff and the aircrews, with a doctor or flight nurse joining a training sortie once every week.

Swedish SAR 6
Rescue swimmer Michael Swärd and winch operator Thomas Höglund pose with the AW139 at their home base. Lloyd Horgan/Vortex Aeromedia Photo

A SAR crew consists of two pilots, a rescue swimmer and a winch operator. Scrambles usually come in through the TETRA emergency services radio. While the rear crew ready any additional equipment and range the aircraft on dispersal, the front-seaters change into immersion suits and conduct any planning required. If the weather is inclement or the job is particularly complex, this time is extended for additional planning to ensure the safety of the mission. As ever with life-critical flying, a crew is no use to anybody if they never make it to the scene.

The rear-seat crewmembers get changed while the aircraft is started, and once all are aboard the final pre-flight checks are carried out. The aim is to be fully kitted up, crewed in, and ready to fly within 15 minutes from a cold start. Normally the left-seat pilot will fly, with the right seat occupied by the aircraft captain, who takes care of the radios and radar, fuel calculations, and other planning considerations.

A Job Like No Other

With such changeable weather and over 3,000 kilometers (1,865 miles) of coastline to cover, SMA crews certainly have their work cut out, but seem more than up to the task. The combination of skilled, professional aircrew flying a capable helicopter should give comfort to those taking on the notoriously unpredictable Baltic Sea. Even in these crowded waters, in an age of GPS and global communication, the need for pilots Lannek and Lingwall, rescue swimmer Michael Swärd, and winch operator Thomas Höglund is still starkly evident.

This was illustrated dramatically by Lannek, who recalled arriving at a sinking sailing boat with 10 souls still on board. After lifting eight of the ship’s crew to the relative safety of his aircraft’s cabin, the remaining two sailors elected to stay on board to try to save their stricken vessel. As another helicopter had arrived on scene, Lannek’s aircraft departed to drop off the casualties and refuel. When they returned to the scene, the captain had decided to abandon the vessel and was hoisted up and brought to safety.

Cockpit photo of AW139 helicopter
The modular glass cockpit and large windows of the AW139, coupled with the Euronav 5 mission system, ease the workload for pilots and enhance their situational awareness. Lloyd Horgan/Vortex Aeromedia Photo

During the debrief with the 10 rescued crewmembers at the airfield, they received another distress call, from the same location. A second vessel had joined the rescue and attempted to tow the first craft inshore; three people had boarded her when she suddenly sank. Two men tumbled into the water and were quickly picked up by a rescue vessel and transferred to the helicopter. A third had become tangled in the vessel’s rigging and, despite a large search effort with many units involved, was tragically beyond help.

Again, Lannek was sanguine about the outcome, preferring to focus on the many benefits of his job and remarking, “It’s hard to think of another job that involves high-tech equipment, a professional team, extreme weather conditions, all kind of terrain and such a very satisfactory purpose. There is of course a downside. You do not always succeed in saving others. Fortunately, this does not happen frequently and in total, this must be one of the most rewarding jobs there is.” He and all of his crew are at pains to point out that each rescue is carefully risk-managed and that they do not put their own lives at risk to perform their duty. (Of course, when that duty involves flying a helicopter at night, over rough seas and in poor weather, it is very much a matter of perspective.)

It is a sobering thought that taking to the ocean, even on one of Europe’s busiest waterways, can carry such risk. But the risk is hugely reduced by the dedication of men and women who are ready at a moment’s notice to pour their life’s worth of skill and experience into such a technically challenging and dangerous environment “so that others may live.”

Story by Jon Duke

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