Messages

1

Irish Air Corps / Easter Rising Parade & Flypast information

« on: April 15, 2006, 11:57:45 pm »

Badger is correct.  Here's the running order;

1.  6xPC9's
2.  3xCessnas
3.  4xAlouettes
4.  GIV/LR45/Beech
5.  2xEC135's
6.  2xCASA

These go with each ground formation.

Then to finish off;

7.  Formation of Cessnas/AIII's/EC135's
8.  Formation of GIV/LR45/Beech/4xPC9's
9.  Formation of 2xCASA/2xPC9's

Spacing will be about 5 minutes between flypasts.

Lets hope the weather, the aircraft and the crowd behaves themselves

Freespeed

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2

Irish Air Corps / Aircraft Storage

« on: October 17, 2005, 12:38:45 am »

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If I(or any other airline engineeer) can do a safe reliable "Daily"/Ramp 1 outside, regardless of all but the worst weather, then so can any Donner.

GoneToTheCanner;

Just because you can do a safe, reliable "daily" out on the ramp, or did when you were in the Don doesn't mean that everyone else has to.  If the DI can be done in a safer, more comfortable working environment then why not?  I bet if Aer Arran had free, convenient hangarage they'd use it.  Ask any of the avionics guys who've worked over the years on the CASA, Defender or Dauphin about the number of times they've been called to work on an EFIS/radar eqpt that turned out to be damp.  15-20 minutes with power on and things dry out! Better to have them dry to start with.

Regarding the weather, you mentioned the CASA damage. Existing hangars weren't big enough for the CASA and the Dept wouldn't spend the money. I'm sure you remember that the greatest weather damage caused to the CASA was in the early nineties when it was left out on the ramp over a weekend(the fouga ramp where No 5 hangar is now).  That cost something in the region of £30,000 at the time. After that incident the best(or more likely worst) alternative was tail out in No 1 hangar.  Eventually the Dept in their generosity purchased the nose lifter.  Better than their solution for the GIV, by cutting a hole in the door of No 3 hangar!  There has probably been more money spent on the repair of corrosion on the GIV than it would have cost to build a hangar at the time.

IAS;

In answer to your original point, the hangars pre-date the Air Corps.  Over the years they have been used for many things; you mentioned the museum, they were also used as transport workshops and for vehicle storage.  Many of the current fleet are high maintenance aircraft (PC-9, helis).  Usage varies based on requirements.  Even GoneToThe Canner admits that helicopters should be hangared.  With the imminent arrival of new helicopters the hangars will be in full use again.  From the Depts point of view its cheaper to repair existing hangars than build new ones ('repair' is from a different budget than 'new'), and if they knocked them down, they'd only have to spend money putting something else there that might be needed.

3

Irish Air Corps / 240 Overhaul

« on: November 05, 2005, 12:32:58 am »

Thanks Frank; spot on.  It was purely an example of the difference between current and capital expenditure

If 240 were upgraded, it would be around for the foreseeable future.  Thats probably the best estimate you're going to get.

Cheers,

Freespeed

4

Irish Air Corps / most exotic air force aircraft to visit ireland?

« on: October 24, 2005, 11:44:41 pm »

Maybe not the most exotic, but the most unusual I saw in Bal was a 707 that flew in many years ago for a film. The crew did a go-around first time, then a right hand circuit to 29 which allegedly broke windows all over the south city.  The runway was short enough for the landing and take off, but the taxiways only left a matter of inches to spare, especially in the turns.

regards,

freespeed

5

Irish Air Corps / 240 Overhaul

« on: October 24, 2005, 11:33:59 pm »

Pilatus/old redeye;

The upgrade is in the estimates, but that doesnt mean it'll be sanctioned.  Its purely a cabin refurb, not an overhaul.  Although not the newest avionics, the aircraft is doing plenty of flying in the training role.  With the imminent arrival of PC9 students to the BE20, its no harm letting them learn what a basic T instrument layout is, and how to fly an IF approach on needles rather that the new screens, moving maps and HUD's they'll have learned on since they joined.  Theres already a partly integrated GNS(you can couple it to the AP) and a standalone GPS installed.

In terms of a replacement, your logic is compelling, but Capital Expenditure is a big no-no, whereas current expenditure is ok within reason.  Its all about budgets; easier to spend $3m on a refurb than $1m on replacement. And dont blame the Air Corps; they're the rules used across all govt departments.

regards,
Freespeed

6

Irish Air Corps / 240 Overhaul

« on: October 18, 2005, 12:04:26 am »

GTTC; Have to agree with your last post.  Spot on.

The King Air had a respray.  Nothing else in terms of a refurb or upgrade.  Avionics upgrades have been looked at, but no firm plans to date.  I've heard theres going to be a cabin upgrade next year if the money's available, and there's no plan to replace it in the short to medium term.

regards,

Freespeed

7

Irish Air Corps / Visiting Aircraft

« on: September 21, 2004, 11:45:21 pm »

Snapper;

The Premier was in to support the King Air, which was demo'ing the potential for upgrading 240. It has a glass cockpit, raisbeck kit including 4 bladed prop etc.

The official party line is that the Learjet is the replacement for the King Air in the transport role. The King Air was then to be returned to it's "primary" role of multi engine training.

Freespeed

8

Irish Air Corps / Light Strike Squadron

« on: September 21, 2004, 11:35:55 pm »

Silver;

Light Strike was part of No. 1 Support Wing.  Under the new establishment this became No. 1 Operatons Wing. The new squadrons are;
101 Sqn - Previously Maritime Sqn
102 Sqn - Previously Training & Transport Sqn
103 Sqn - Newly established Wing Maintenance Sqn
104 Sqn - Formerly ACOS
105 Sqn - Photo Section (placed in 1 Ops as Marpats make up most of their business)
106 Sqn - GASU

The former pilots of LSS try to have reunion dinners whenever possible. They used to be annually but have become more infrequent in recent years as the number of serving pilots who flew in LSS reduces.

The advanced stage of the Wings course that used to be in LSS on the CM170 is now done on the King Air. The cadets are attached to 102 Sqn for the duration and returned to FTS for Commissioning and Wings.

Hope this helps,

Freespeed.