For the past 13 years Ireland’s Search and Rescue cover has been provided by a small fleet of five Sikorsky S-92A’S provided by CHC Ireland from four bases at Dublin, Waterford, Shannon and Sligo.
Search and Rescue for Ireland finds its roots with the Irish Air Corps, In 1963 three Aerospatiale SA.316C Alouette III were delivered with one of the capabilities of this multirole platform being Search And Rescue, however being limited due to its single engine along with its reduced range and only being able to operate in daylight hours, so in 1988 the Irish Air Corps procured five Aerospatiale SA.365F Dauphin II’s capable of flying at night in all weathers with a greater range and on scene time. In 1990 retired Garda Commissioner Eamonn Doherty headed up an enquiry into the air sea rescue service of the republic of Ireland which included a number recommendations namely operating a dedicated medium lift helicopters in the search and rescue role moving to regionalized basses rather than a centralized service operating out of Baldonnel-Casement aerodrome under the management of a new emergency service called Irish Marine Emergency Service known today as the Irish Coast Guard and therefore creating the Search And Rescue service Ireland has today.
A fatal accident involving Aerospatiale SA.365F Dauphin 248 on the evening of 2nd July 1999 on the coastline at Tramore, highlighted the operational challenges and contributed to a wider review of resources, training and sustainability of the Irish Air Corps providing a 24-hour 365-day Search and Rescue service. The helicopter, callsign Rescue 111, had only just begun operating as part of Ireland’s first 24-hour search and rescue service from Waterford Airport the day before. That night, the crew successfully assisted in locating a pleasure boat lost in heavy fog off Helvick Head, but while returning to base, worsening weather conditions made landing attempts at Waterford Airport extremely difficult. After two aborted approaches, the Aerospatiale SA.365F Dauphin crashed into the sand dunes behind Tramore beach shortly after midnight. The crew Captain Dave O’Flaherty, Captain Mick Baker, Sergeant Pat Mooney, and Corporal Niall Byrne were all killed in the accident. The tragedy deeply shocked the local community and the wider nation, marking a sombre beginning to the expanded rescue service and leaving a lasting legacy of sacrifice in Ireland’s aviation and maritime rescue history.
The first aircraft operated for the privatized SAR Contract was the Sikorsky S-61N with Irish Helicopters later Bond Helicopters before finally being operated by CHC Ireland. Initially each of the four bases were operated independently but by 2002 CHC Ireland had won a nationwide contract to provide 24hours search and rescue cover to the republic of Ireland. The Sikorsky S-61N’s were in service in Ireland for 22 years with the final flight taking place in December 2013 when EI-SAR transited from Dublin to Waterford at the time of retirement EI-SAR was the highest timed Sikorsky S-61 still operational in the world. The Sikorsky S-92A was phased-in from December 2011 with all four bases transitioning over by January 2014. The Airframes themselves were no stranger to Search and Rescue having previously been ex United Kingdom of Great Britain and Northern Ireland’s His Majesty’s Coastguard aircraft operating for CHC Scotia Ltd from the Outer Hebrides, Scotland. Portland based HeliOperations provided a critical role to the Irish Coast Guard during the transition from Sikorsky S-61N to Sikorsky S-92A by providing experienced Sikorsky S-61N flight crew so that the fleet were kept operational whilst CHC Ireland concentrating on converting crews to the Sikorsky S-92A. Once the Sikorsky S-92A was in service HeliOps provided training captains for a period of three years allowing for the CHC Ireland crews to be mentored and build confidence in the Sikorsky S-92A by some of the finest rotary wing aviators in Europe.
The Sikorsky S-92A first came to light in 1992 following the need for support from off shore energy suppliers who were starting to drill for oil further and further out to sea, initially with a plan for it being offered for sale the following year, unfortunately due to the decline of the international market for new build helicopters this was delayed until 1995. Sikorsky’s first S-92 prototype first flew on 23rd December 1998. With a upgrade from S/N 920003 onwards saw a extension of 40cm being added to the fuselage with 104cm being reduced from the tail boom, along with the horizontal stabilizer being switched from the left side opposite the tail rotor to the right side at the base of the tail pylon, These modifications especially the extension to the fuselage allowed for a large cabin door making it an ideal platform for Search and Rescue. Type certification was granted by the United States of America Depart of Transportation Federal Aviation Administration on 19th December 2002 and by the European Aviation Safety Agency on the 8th of June 2004. Petroleum Helicopters International, Inc were the launch customer receiving their first airframe in late 2004. A grand total of 377 produced to date. Mission roles very greatly from Search and rescue to offshore energy support, corporate VIP transport as well as Military and governmental/Heads of State VVIP transport operated around the globe by the likes of Bristow Helicopters, Flexjet, The Royal Canadian Air Force and even the United Stated Marine Corps.
The origins of CHC Helicopters date back to the end of the Second World War where two Royal Canadian Air Force Pilots along with a Royal Canadian Air Force Engineer set up the South Okanagan Flying Club operating a small fleet of De Havilland DH.82 Tiger Moth in Penticton, British Columbia, however work was very sparse so a relocation to Kelowna, British Columbia took place rebranding to Okanagan Air Services Ltd and moving onto operate Cessna 140s. Shortly after Carl Agar one of the two founding pilots started to investigate the potential of operating helicopters, in particular the Bell 47, the first commercially certified helicopter in the world, receiving their first Bell 47-B3 CF-FZX in August 1947, however shortly after the airframe was involved in a wire strike whilst carrying out crop dusting. As well as agricultural work Agar also gained notoriety for conducting topographical survey work on behalf of the Canadian Government. The 1950’s saw Okanagan Helicopters Ltd as it was now known become the largest helicopter operator in North America operating 51 Sikorsky S-55’s in addition to its Bell 47s across Canada. During the 1960s the company continued to grow gaining its first overseas contract in Pakistan operating a single Bell 47J. A dedicated international division was set up in the 1970s with almost a quarter of its revenue coming from overseas operations. A spree of acquisitions also took place during this time with Associated Helicopters, Bow Helicopters, Dominion-Pegasus Helicopters, Haida Helicopters, Lac Saint-Jean Aviation, Sept Illes Helicopter services and Universal Helicopters all being scooped up whilst expanding its fleet to operate airframes such as the Bell 204, Bell 212, Sikorsky S-58T, Sikorsky S-62, and Sikorsky S-76. The late 1980s saw the birth of a new era where external investors in the form of Canadian Holding Company or CHC for short bought out Okanagan Helicopters as well as industry rivals Viking Helicopters and Toronto Helicopters. CHC were no stranger to the helicopter industry as CHC’s top man Craig Dobbin already owned Sealand Helicopters. All four companies were merged into Canadian Helicopters, with a plan to increase their workload in South America. For the next two decades CHC as they were now known by were buying up multiple other operators including British International, Helicopter Services Group of Norway, Helikopter Service AS, Lloyd Helicopters of Australia, Court Helicopters of South Africa, Schreiner Aviation Group. More recent years has seen some financial difficulty including a chapter 11 bankruptcy in 2016 due to the decrease in the price of oil having negatively impacted revenue. CHC Presently have Aerospatiale AS332L Super Puma, Airbus H175, AgustaWestland AW139, AgustaWestland AW189, Bell 412, Sikorsky S-76C+ as well as Sikorsky S-92A operating throughout the world In The United States of America, Canada, Mexico, Brazil, Ireland, United Kingdom of Great Britain and Northern Ireland, Netherlands, Norway, Poland, and Australia In Offshore energy support, Search and Rescue, Emergency Medical Services and Utility Roles.
The Irish Sikorsky S-92A’s are true multirole aircraft whilst their primary role is Search and Rescue in both the Maritime and onshore environments; where the crews will Respond to distress calls at sea, on cliffs, islands, and remote areas, conduct long‑range searches using advanced sensors and night‑vision systems and perform winch recoveries in severe weather, high seas, and low‑visibility conditions. Secondary roles include Medical Evacuation which the Sikorsky S-92A will be used for Transporting critically ill or injured patients from, islands, or remote terrain to hospitals, time critical Inter hospital transfers and Supporting the Feidhmeannacht na Seirbhíse Sláinte (Health Service Executive, Ireland) during major incidents or when air ambulance capacity is exceeded. The helicopters can also be tasked assisting in pollution response, maritime incident monitoring, and coordination with naval and fisheries patrols and providing aerial overwatch during major maritime emergencies. One quite unique role that the CHC Ireland Sikorsky S-92A’s have carried out is transferring Under Slung Loads such as generators and pumps up to a weight of 3620KG’s, a role not routinely carried out by United Kingdom of Great Britain and Northern Ireland’s His Majesty’s Coastguard Sikorsky S-92A operated by Bristow Helicopters.
The crew of Four comprises of Aircraft Commander, Co-Pilot, Winchman/Paramedic and Winch Operator. Crews come from a mixture of both military and civilian flying background. Pilots must hold a valid European Union Aviation Safety Agency Commercial Pilots License (Helicopter) with Instrument rating and at least 1,000 hours flight time. The Aircraft Commander is in overall responsibility of the crew and the mission. They have the final say on navigation, fuel and safety as well as leading the co-ordination with the Irish Coast Guard Marine Rescue Co-Ordination Centre’s. The Co-Pilot assists with the flying duties, navigation, radio, and systems management. Whilst in the cabin the Winch Operator/Paramedic manages the hoist system, directing the pilot whilst in the hover during the rescue as well as during take-off and landing by using a set standard set of phrases and distances known as conning. The Winchman/Paramedic is trained to Advanced Paramedic standard and must be registered with the Feidhmeannacht na Seirbhíse Sláinte (Health Service Executive, Ireland), as well as being the individual that is lowered down to the incident/patient and leads the patients care, the Winchman/Paramedic will also operate the FLIR Systems Star SAFIRE, Forward Looking Infra-Red Camera system. One role that goes very much under the radar are the base engineers, Each shift at the four bases will have two dedicated engineers able to carry out the day to day preventative Maintenance as well as general housekeeping such as refueling the aircraft post sortie and towing the aircraft out of the hangar prior to flight, most importantly though these two engineers are trained ready to respond to defects or faults that arise during the shift.
The selection process is fierce and openings into the Irish Coast Guard Search and Rescue helicopter crew are few and far. The process begins with submitting a CV, followed by a fitness test, which includes deadlifting 1.5x your body weight three times, press ups, sits ups, a run followed by a 50-meter sprint in the pool without goggles. If successful at the first two stages the next stage is for candidate’s to attended the National Maritime College of Ireland in Cork, where in the purpose built pool they are able to replicate storm force conditions, as well as Helicopter Underwater Egress Training in the infamous “dunker” which simulates a helicopter crashing in water and the crew needing to be able escape the air frame. The complete process is overseen by current senior members of the Irish Coast Guard Search and Rescue helicopter crew who know exactly what they are looking for in potential candidates. Training doesn’t stop once individuals join a base, continual professional development is crucial for all crew members, If not on live missions crews will spend time training, both keeping aviation skills such as instrument approach qualifications, or technical skills such as winching onto moving lifeboats as well as the ever advancing critical care skills that the rear crew need to keep familiar with.
In the early hours of March 14th, 2017, rescue 116 was providing top cover for another helicopter, rescue 118, which had been tasked with airlifting an injured fisherman from a vessel far offshore. Approaching Blacksod, County Mayo for refueling, the crew flew at low altitude in poor weather and failed to detect Blackrock Island until it was too late. Despite last-second evasive maneuvers, the aircraft collided with the island, rendering it uncontrollable and sending it into the sea. The crash claimed the lives of Captain Dara Fitzpatrick, Captain Mark Duffy, winch operator Paul Ormsby, and winchman Ciarán Smith. Subsequent investigations revealed that navigational issues and missing obstacle data in the helicopter’s flight management system were major contributory factors, alongside shortcomings in risk management and oversight by the operator, CHC Ireland. The incident prompted a nationwide outpouring of grief with annual tributes honoring the four crew members taking place each year at Blacksod lighthouse.
In 2023 the Irish Government’s Department of Transport signed a deal with Bristow Group to supply Search and Rescue services for 10 years’ worth 800 million Euros. Bristow opted for the proven Agusta Westland AW-189 as the rotary wing asset and for the first time since civilian Search and Rescue has taken place in Ireland a provision for a fixed wing asset able to provide top cover and initial search capability to the Irish Coast Guard. The fixed wing assets were sub-contracted to 2Excel Aviation who provide a similar role to the United Kingdom of Great Britain and Northern Ireland’s His Majesty’s Coastguard using two Beech B200 King Air’s. The awarding of this contract was not without controversy, however. CHC Ireland legally challenged the Irish Governments decision to award Bristow Group the contract stating that public procurement law was not followed, this automatically triggered the suspension of the newly awarded contract, which was then overturned by the Minister of Transport who was then overturned on appeal. CHC Ireland then launched further proceedings the following year stating that the modifications to the contract were unlawful, in 2025 these were all struck out by consent and the contract was awarded to Bristow Group.
The Agusta Westland 189 first flew in December 2011 having been unveiled 7 months earlier at that years Paris Airshow, Entering Service with Bristow in 2014 as one of two launch customers, the other being Gulf Helicopters. Capable of carrying 14 passengers with a range of 1043KM’s the Agusta Westland 189 has a proven track record in Bristow hands in the Search and Rescue role with Great Britain and Northern Ireland, The Falkland Islands and The Netherlands all choosing this winning combination. The Beech B200 King Air is a twin-turboprop aircraft renowned for its versatility, reliability, and enduring legacy in both civilian and military aviation. Introduced in 1981 as an evolution of the Model 200, the B200 features upgraded Pratt & Whitney PT6A-41 engines, a distinctive T-tail, and enhanced avionics that support a wide range of missions from executive transport to aerial surveillance. Its increased wingspan and fuel capacity allow for extended range and improved performance over its predecessors, while its pressurized cabin and rugged airframe make it a favorite for operations in challenging environments. With thousands still in service globally, the Beech B200 King Air remains a cornerstone of the King Air family, embodying a design philosophy that blends technical excellence with operational flexibility. Providing a 24-hour capability utilizing advanced sensor suites and communication systems, the King Air enhances domain awareness, allowing crews to detect pollution, track vessels, and improve safety oversight before emergencies escalate. The introduction of the Agusta Westland 189, has not been without its challenges. from delays in training and gaining the required authorizations from the Irish Aviation Authority to being initially unable to conduct Medical Evacuation flights not being able provide 24hour coverage through to personnel issues which saw trade union involvement. Rescue 115 went online from Shannon with the Agusta Westland 189 becoming online in December 2024, Rescue 120 the Beech B200 King Air in the neighboring hangar was next online in May 2025 , Rescue 116 ceased operating from Dublin Airport with the Sikorsky S-92A and started operating from Weston airfield in June 2025 with the Agusta Westland 189. Sligo based Rescue 118 were next to transition in December 2025, and on the 31st of January 2026 Rescue 117 based at Waterford concluded 13 years of operations for the Sikorsky S-92A in Ireland and nearly 40 years of service by Sikorsky airframes operating on behalf of the Irish Coastguard.
it is fair to say there is some skepticism if the AW189 is a suitable replacement for the Sikorsky S-92A even though it already has a proven track record in The United Kingdom of Great Britain and Northern Ireland, The Netherlands, and The Falkland Islands, only time will tail. What is certain though the Sikorsky S-92A leaves Irish coastguard service with a legacy written in storms weathered, lives lifted from danger and trust earned mission after mission. Its departure marks the end of an era. One defined by courage, reliability and an aircraft that never faltered when Ireland needed it most.
Chun go mairfidh daoine eile
Article by Matt Sudol, Kev Slade, Gary Morris and Steve Kilvington
© South West Aviation Photographers 2026