Aircraft Data

The Search Aircraft

Lions Pride G-CIAS

The 'Lion's Pride' aircraft is a PBN-2B Islander aircraft built in 1982 and is the workhorse of the organisation. Bought in 1992 after airline use in Equador, a year was spent making nineteen non-standard CAA-approved modifications to the aircraft including an extended nose housing a 24 mile range marine radar. Much of the structural work was master-minded by ex-BAE Concorde structural engineer, Ian Larby and carried out in Guernsey by Anglo Normandy Engineering. Powered by 300hp engines, it has long range tanks and extended wing tips.

The aircraft is aptly registered G-CIAS. The overall cost of the project was £300,000.

Aircraft Data

Aircraft Call-sign

The Islander aircraft uses the radio call sign "AIR SEARCH ONE", with the addition of the suffix "TANGO" when on exercise or training flights. It operates with a crew of five, including one pilot, one navigator and three observers.

Air speed

To reach a search area, the aircraft will fly at a still air speed of 140 knots (for each 15 minute period, the aircraft will cover a distance of 35 NM plus or minus the effect of wind). During a search, the speed of the aircraft will normally be reduced to an equivalent of 90 knots over the sea (the rate of search will then be at 1.5 NM per minute). This speed may be varied as circumstances dictate. The maximum speed of searching (covering a large area for a target known to be afloat) will not normally exceed 120 knots (2 NM per minute).

Endurance

The endurance without refuelling is averaged at 4 hours 30 minutes. Time from take-off will normally be restricted to 3 hours 15 minutes before the aircraft returns to refuel.

Search altitude

The aircraft will normally fly at between 250 and 400 feet above sea level, and is fitted with a Radar Altimeter to ensure that an accurate height may be maintained without reference to the surface.

Tracking

Using a 6-channel differential Global Positioning System, the aircraft will normally operate to within an accuracy of 3 metres in terms of any given position or departure from a particular track. Information concerning any off-track error or deviation when homing on to an EPIRB locator beacon is presented directly to both the pilot and the Search Director.

Weather Limitations

The aircraft is not fully protected against icing conditions. The area of operation and operating height are such that it would only be in exceptional circumstances that the aircraft could not operate. (In the 20 year period prior to this publication, no such situation had occurred.)

Crosswind limitations

The demonstrated crosswind for landing is published at 30 knots. The runways of Guernsey and Jersey are aligned East/West, but alternatives aligned roughly North/South are available at Cherbourg, Dinard and Alderney.

There is no operational reason why, in conditions of excessive crosswinds or adverse weather conditions, the aircraft may not leave Guernsey in the knowledge that a landing may have to be made elsewhere. Fuel will normally be obtained at alternate airfields.

Take-off Visibility

The aircraft requires a forward visibility of 100 metres.

Even in conditions of dense fog, the opportunity to launch will probably arise provided that there is an available alternative airport for landing, either within the Channel Islands or in France.

Landing Limits

The minimum requirements for landing are a cloud base such that visual contact with the ground or approach lights is possible at 200 feet and a horizontal visual range along the runway of 600 metres.

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