THE CRANSTON INQUIRY ORGANISATIONAL STATEMENT OF BRISTOW HELICOPTERS LIMITED

performance of the SARH contract. Bristow provides the MCA with access to iSAR as part of the SARH contract. iSAR is a vast and complex system which gives a live snapshot of Bristow's operators. For example, it shows flight hours, all flight crew names and their qualifications and training, equipment on aircraft, status of aircrafts / bases and information on taskings. 3.4 The contract is measured by a number of key performance indicators as defined in Schedule 8.2 of the SARH contract. MCA has access to the live data through iSAR but Bristow also provides the MCA with a written report every month. In addition, every quarter, the MCA management team receive written 'contract management' briefings from Bristow and a meeting takes place to discuss performance against the SARH contract. 1 Page 5 of Schedule 8.2 of SARH contract (page 623 of collated contract) [INQ005349] 2 Flight operations software provided by Bellwade Ltd 72795534v8 INQ010336_0004 INQ010336/4 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 5 3.5 Bristow currently has 20 aircraft in total across the ten UK bases. There are typically two aircraft at Lydd and two at LoS. The numbers of aircraft at each base may fluctuate if they are tasked elsewhere or under maintenance. As at November 2021, there were 19 helicopters in the UK as one of the helicopters was loaned to Bristow Holland. Of those 19 helicopters, 15 were serviceable (i.e. in operation) as four were in maintenance. Every base had at least one green aircraft. 3.6 Taskings are categorised into the following areas: 3.6.1 rescue or recovery: the transfer of person(s) resulting in them being delivered to a safe environment (including medical facilities); 3.6.2 search: search for craft, person(s) or anything else which does not result in moving a person; 3.6.3 pre -arranged transfer: transfer of patients or organs between medical establishments; and 3.6.4 support: including on-scene assistance, pre-positioning of SAR units for a potential incident and movement of equipment/personnel. This type of tasking may result in person(s) being assisted, though depending on the type of support given, Bristow may not always know how many people were assisted. 3.7 The four operations on 23/24 November 2021 under the SARH contract were search operations. 3.8 Operation names are only given to taskings when Bristow is asked to support specific non-SAR contract tasks which are prearranged. For example: (1) Op Angel was an 72795534v8 INQ010336_0005 INQ010336/5 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 6 S92 dedicated to supporting the NHS based out of LoS during COVID; and (2) Op Blighty was to support the G7 conference in Cornwall. 3.9 The process by which taskings are issued to Bristow under the SARH contract is that the HM Coastguard's Joint Rescue Coordination Centre — Air Rescue (the "JRCC") contact the relevant Bristow base by telephone call. This will be determined by the JRCC on the basis of which base is closest to the task. The telephone at each Bristow base in manned by the duty crew during normal hours (0800 — 2200) and the duty captain during quiet hours (2200 — 0800). The crew request the relevant information from the JRCC to allow it to assess the task. This includes location, weather information, number of casualties and type of task (e.g. unknown number of people in water). If there are causalities, the JRCC will also provide information about the type of injuries. Once the crew has all of the relevant information, it will decide whether to accept the task. A crew may refuse a task if, for example, it is better suited to another base, or they have just returned from another task. If a crew does not accept a task, the JRCC may switch the request to another base. A tasking can be received by a crew when they are at base or airborne. 3.10 Once a task is accepted, the crew will prepare themselves and the aircraft for the task. This will include loading it with the necessary additional equipment required for the specific tasks such as salvage pumps for a sinking vessel. The agreed readiness times, as per the SARH contract, are 15 minutes by day (0800 — 2200) and 45 minutes at night (2200 — 0800). During the day the average readiness time is 10 minutes and at night the average readiness time is 40 minutes. This is measured from when the task has been accepted by the crew to take off. 72795534v8 INQ010336_0006 INQ010336/6 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 7 3.11 The types of assets utilised in taskings for the Dover Strait are AW189's from Lydd and LoS. In addition, there is an S92 from Humberside which supported operations in the Dover Strait. Humberside is further down the list as it is further away from the Dover Strait. As explained later, for person in the water searches both helicopters are equal and have the same equipment. However, the S92 can go further and has an additional internal fuel tank to provide increased range as required. JRCC are aware of the ranges of each helicopter and will consider that information before contacting the relevant base. Bristow is not involved in that part of the process. 3.12 In terms of the frequency of work undertaken on behalf of HM Coastguard in the Dover Strait, the tasking rates for Lydd and LoS in the period from 2018 to 2021 are as follows (information taken from iSAR): Year Monthly Average Tasking 2018 12.6 2019 11.2 2020 13.1 2021 15.6 72795534v8 INQ010336_0007 INQ010336/7 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E Taskings in ChanneL i(up to 23 -Nov -20211 187 151 150 1DO 5.0 158 134 2019 2020 2021 3.13 Bristow maintains strong lines of communication with the MCA through the operations team via the head of flight operations and his team as well as the duty operations manager. These individuals have direct lines into the JRCC and the MCA Operations Teams. The MCA Commercial team also reach out to Bristow to ask for subject matter expertise ("SME"). For example, whether Bristow can: provide certain aerial support for G7; place an aircraft in place X; or attend an airshow. 3.14 In terms of policies governing the work carried out by Bristow on behalf of HM Coastguard, all policies are contained in Bristow's Flight Operations Manual (the "Manual") [INO005343] [INO005346] which is an approved document set by the CAA. The Manual is vast and contains a significant amount of commercially sensitive information including some areas covered by iSAR and intellectual property of the 72795534v8 INQ010336_0008 INQ010336/8 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 9 original equipment manufacturers such as the forward looking infra -red technology of Leonardo and Sikorsky. The techniques described in the Manual are borne from Bristow's collective knowledge of SAR operations and many of the aircraft modifications are unique to Bristow. 3.15 By way of explanation, the Manual is split into different parts and the parts which I think are relevant to the Inquiry's Terms of Reference are: 3.15.1 Part A [INQ005343] is general information in terms of how Bristow flies helicopters and operates as a company. This is specific to the UK. It details, for example, the nature of the taskings, the briefing form, relevant weather considerations and additional equipment required. Part A has already been disclosed to the Inquiry; and 3.15.2 Part B [IN0005351] is operational information for specific types of helicopters. 3.16 The Bristow management structure is set out in the organigrarn at Appendix 1 [INQ008981] with me as the Director UKSAR supported by a Deputy Director and the heads of department I managers for various different areas. The roles in blue in the organigram are the UKSAR Executive Heads and the roles in orange are the nominated persons required by the Civil Aviation Authority ("CAA") under the Air Operator Certificate. It includes, for example, the Head of flight Operations, Flight Operations Manager, Operational Assurance Manager, Clinical Manager and Safety and Compliance Manager. In terms of assurance, the Safety & Compliance Manager (with their team) conducts regular audits and inspections across Bristow to ensure operational compliance. The organisational structure has changed since November 2021 to include additional contract work for the Falklands, the MOD and the channel 72795534v8 INQ010336_0009 INQ010336/9 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 10 operations. The channel operations include the addition of a UAS Operations Manager and supporting team. However, the core activities associated with the SAR helicopter roles have not changed. 4 WORKING RELATIONSHIP WITH OTHER STAKEHOLDERS INVOLVED IN RESPONDING TO SMALL BOATS ATTEMPTING TO CROSS THE DOVER STRAIT 4.1 As at November 2021, Bristow had no practical working relationship with Border Force, 2Excel Aviation or RVL. The only one which Bristow had contact with was Border Force as Bristow shared the same airspace as the Border Force aircraft so needed to deconflict. With regard to other stakeholders, Bristow had some involvement with, for example, the RNLI, Police (carriage of Armed Police if required), Mountain Rescue Teams, Cliff Rescue Teams, Mud Rescue Teams and Cave Rescue teams. However, this would be through involvement in specific rescues. Such rescues would be tasked through the JRCC and the relevant systems are those included in Part A of the Manual, but all interaction is through the JRCC. 4.2 An operational awareness programme, known as English Channel — Enhanced Situational Awareness ("Op Caesar"), was initiated on 1 March 2022 as part of the UK Government's response to the increased number of crossing attempts of the English Channel by small boats and the associated risk to life. The introduction of Op Caesar has led to increased levels of collaboration with the other stakeholders. Prior to Op Caesar, the MCA had access to fixed wing aircraft for Channel incidents through the aerial surveillance contract with 2Excel Aviation, but those aircraft were not dedicated to the channel and could be tasked to go offshore to conduct other duties. Op Caesar led to the introduction of dedicated channel aviation assets: two 72795534v8 INQ010336_0010 INQ010336/10 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 11 Diamond DA62 aircraft ("DA62") (fixed wing aircrafts as opposed to helicopters) and four Schiebel S-100 Camcopter Unmanned Aerial Vehicles (UAVs) ("S-100"). Op Caesar aircraft are based at Lydd and operated by Bristow on behalf of the MCA. These aircraft now provide the opportunity to deploy a persistent maritime patrol capability to deliver enhanced situational awareness of the English Channel. This is achieved through the sharing of real-time imagery from the aircraft's onboard camera systems into HM Coastguard Dover. This empowers HM Coastguard scene commanders to immediately assess the risk to life and triage the most appropriate response to each incident. These dedicated HM Coastguard Channel assets are deployable for up to 16 hours per day, this can be extended if an incident is ongoing. This has relieved pressure on the SAR helicopter fleet in the region and allows that fleet to be reserved for its primary lifesaving role. 4.3 Since March 2022, Op Caesar aircraft and their crews routinely work together with Border Force surface vessels and Home Office aircraft as part of the wider coordinated response to small boat crossings. The sharing of intelligence and weather forecasting between all government department stakeholders now ensures the most effective and efficient deployment of these multi agency assets. 4.4 On 4 November 2021I Name (the then director of UKSAR) and I attended a tabletop exercise alongside various stakeholders involved in responding to small boats attempting to cross the Dover Strait. I do not recall the specific attendees, but it was chaired by the Chief Coastguard (Peter Mizen). At this tabletop exercise, a simulated capsizing of small boats was explored. Mass events were also looked at from an aviation point of view in terms of how we could surge assets and the extent and duration of the support we could offer in a large operation. 72795534v8 INQ010336_0011 INQ010336/11 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 12 4.5 In terms of lessons learned, my view is that it was more about understanding the capabilities and resources of the relevant stakeholders. For example, we explained that Bristow has cameras that could assist with other aspects of the operations. I do recall that Bristow was asked to stock more deployable life rafts at Lydd. This would allow us to saturate the water with inflatable life rafts for people to use in the event of a large operation. This was actioned immediately following the meeting. 5 RESOURCES AVAILABLE FOR SAR ON THE DOVER STRAIT IN 2021 5.1 The below map shows Bristow's taskings in the Dover Strait in 2021 (this map is taken from iSAR): Sewen®aks MaMstone Roya: tuntmIdge Ashford wells 4m FOE sione u rg, 0 0 rj 5.2 This extract shows the geographical spread of taskings and evidences that, if necessary for a rescue, Bristow will go to the French side of the Dover Strait. 72795534v8 INQ010336_0012 INQ010336/12 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 13 5.3 Bristow does not have an overview of whether there was a significant increase in the number of small boats attempting to cross the Dover Strait in 2021. Bristow was involved in responding to tasks but did not monitor the number of small boat crossings. Bristow was not involved in monitoring until the introduction of Op Caesar. 5.4 As evidenced by the tables at paragraph 3.12, there was an increase in demand for Bristow's SAR assets in 2021. However, Bristow had sufficient resources to meet this demand. 5.5 Bristow was tasked to conduct surveillance in support of safety of life at sea ("SOLAS"), but this did not impact upon the availability of assets for SAR. The helicopter could be re-tasked to SAR in flight if it was currently engaged in a surveillance or training task. If necessary, the JRCC would contact the aircraft and issue the SAR task in flight. 5.6 In the period from 2018 to 2021, Bristow had no rejected tasks in the Dover Strait. 5.7 Bristow is not aware of any matters relating to the availability of resources for SAR on the Dover Strait in 2021. 6 ARRANGEMENTS FOR SAR IN NOVEMBER 2021 AND THE CAPABILITIES OF ASSETS 6.1 The SARH contract requires Bristow to have SAR assets available at the relevant bases and to a set standard. Therefore, other than the changes implemented by Op Caesar, there has been no change in the availability or capabilities of Bristow assets. Techniques / methods utilised by Bristow's crews 72795534v8 INQ010336_0013 INQ010336/13 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 14 6.2 The techniques utilised by Bristow crews for SAR are set out in Part A of the Manual (Supplement 1 — SAR Techniques) [INQ005343]. Part A of the Manual has already been provided to the Inquiry. There are around ten different techniques that can be used to extract persons from the water. The technique used would depend on the rescue situation. For example, stretchers, strops and various other lift and recovery techniques. The technique to be used depends on a number of factors including weather, casualty condition, swell and aircraft performance. If there are a group of people in the water, different techniques may be used for different persons. 6.3 All of these techniques have different advantages and disadvantages. For example, some techniques are more effective with unresponsive or oversized casualties, or in certain weather conditions. The training of the crew should allow them to utilise the most effective technique for each situation and person. 6.4 There are also different flight patterns used by the pilot depending on the purpose and extent of the search. For example, the pilot may use an expanding square search when looking for small boats or persons in a specific area. All search patterns are defined in the International Aeronautical and Maritime Search and Rescue ("IAMSAR") Manual set. Training 6.5 All crew members and pilots must complete core training and pass an independent assessment / examination process before they are qualified to fly / operate. This process takes around one year for technical crew members and around five years for pilots. Once qualified, all crew must maintain their competencies and currencies on an ongoing basis. An individual must have completed the necessary training to be 'competent' in a specific competency. In addition, they must have demonstrated a 72795534v8 INQ010336_0014 INQ010336/14 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 15 level of 'currency' in that competency (e.g. a minimum number of hours using it) in order to demonstrate a sufficient level of proficiency and experience. A crew member will only be allowed to carry out specific roles when they are both competent and current in relation to all of the necessary competencies for that role. 6.6 Crew members also undergo an annual competence check where they are given a scenario, and the assurance team will carry out audits at each of the bases and monitor the crew against the requirements outlined in the Manual. While the necessary skills are tested on every flight, the ongoing training regime ensure that all Bristow technical crew and pilots are suitably qualified and experienced to conduct their roles. 6.7 In terms of examples of the types of competencies, crews are trained to use visual search techniques and the aircraft's sensors. This includes instruction on the advantages and disadvantages of each. For example, a forward looking infra -red ("FLIR") search is different from a visual or Night Vision search. Crew are also taught how thermal crossover, mist, snow, rain, and industrial haze may affect a search, and how the aircraft's sensors may be used to mitigate these affects. In the case of crossings at the Dover Strait, it is unlikely that Bristow would be able to home in on a small boat using a personal locator beacon. Instead, the crew are trained to identify small boats using a combination of aircraft sensors / night vision and visual search techniques. 6.8 If a SAR target is a person in the water as opposed to being on a boat, there is a smaller cross section / exposed area which makes it more difficult to find the target. A person may be covered by the waves, and there may be limited or no heat signature 72795534v8 INQ010336_0015 INQ010336/15 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 16 (given the majority of a person's body may be under the water). It is therefore difficult to identify a person in the water. Physical capabilities of Bristow's assets 6.9 All assets on the Dover Strait as at 23 — 24 November 2021 were AW189s (at Lydd and LoS) or S92s (at Humberside). All of the AW189s were identical and the S92s had the same capabilities for providing SAR and medical care. The technology on board both assets which could be utilised for the purpose of SAR includes: 6.9.1 Aircraft Mission Management System: an internal visual display showing all the relevant information to the crew. 6.9.2 Automatic Flight Control Systems ("AFCS"): a cruise control function allowing the aircraft to automatically hover, approach or move in a certain way. This allows the crew to focus on the rescue. 6.9.3 Night Vision Imaging System: equipment which amplifies light and provides better vision during dark searches. 6.9.4 Forward Looking Infra -Red ("FLIR"): a camera which seeks to identify heat signatures in the water. 6.9.5 Advanced Search Radar: radar technology which seeks to identify objects on the surface of the water. 6.9.6 Helicopter Terrain Avoidance Warning System ("HTAWS"): a warning system which allows the pilot to safely navigate any obstacles at lower altitudes (e.g. oil rigs). 72795534v8 INQ010336_0016 INQ010336/16 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 17 6.9.7 Lighting: aircraft lights, external search lights and the Red Star Safire (a very powerful search light). 6.9.8 Chelton Direction Finder: equipment which homes in on specific radio signals. 6.9.9 Multi -frequency homing: equipment which allows the crew to home in on certain signals (e.g. signals emitted from a SOLAS lifejacket). 6.9.10 AIS transponder: equipment which allows you to receive and transmit data to and from vessels. This allows the crew to communicate with shipping vessels. 6.9.11 Two dual hoists: only one hoist is operated at a time, but the assets are equipped with two in case one was to fail or break. 6.9.12 Rescue strops: a piece of equipment placed around a person's chest. 6.9.13 Stretcher: a flat piece of equipment which a person can be strapped into. 6.9.14 Air deployable life raft: a life raft which automatically inflates. 6.9.15 Full icing protection: this allows the helicopters to fly in snow or extreme weather. 6.10 All of the equipment and technology outlined above may be used by the crew in any context. However, the technology highlighted below may be of particular assistance in the following contexts: 6.10.1 Identifying small boats in the water: Night Vision, FLIR, Search Lights and Radar. 72795534v8 INQ010336_0017 INQ010336/17 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 18 6.10.2 Identifying persons in the water: Night Vision, FLIR, Search Lights and Radar. 6.10.3 Carrying out SAR at night: Night Vision, FLIR, Seach Lights (in particular, Star Safire), Radar, Chelton Direction Finder, HTAWS, AFCS, Aircraft Mission Management System and AIS Transponder. 6.10.4 Carrying out SAR in poorweather conditions: Night Vision, FLIR, Seach Lights (in particular, Star Safire), Radar, Chelton Direction Finder, HTAWS, AFCS, Aircraft Mission Management System and AIS Transponder. 6.11 In terms of communications equipment, Bristow's aircrafts can communicate with anyone. We operate over essentially every communication frequency / mode: standard frequencies; civil and military ultra -high frequencies (UHF); marine very high frequencies (VHF); high frequencies (HF); satellite communications (SATCOM); terrestrial trunked radio (TETRA) used by government and emergency services; and there is a wireless winchman intercom (allowing communications between the winchman and the crew on the aircraft). 6.12 Depending on the fuel state at take-off, the maximum endurance of the Bristow assets is 3 hours with a 30-minute reserve. 6.13 The only limitations of the helicopters are speed and height. The helicopter is used in the low-level environment whereas the fixed wing operates at height. The fixed wing aircraft can carry out searches and surveillance of a much wider geographical area but it cannot physically execute a rescue. 6.14 As already outlined at paragraph 3.10, the agreed readiness times under the SARH contract are 15 minutes by day (0800 — 2200) and 45 minutes at night (2200 — 0800). 72795534v8 INQ010336_0018 INQ010336/18 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 19 The average readiness time is 10 minutes by day and 40 minutes at night. This is measured from when the task has been accepted by the crew to take off. 7 The events of 23-24 November 2021 7.1 On 23-24 November 2021, Bristow had a full complement of crew (two pilots and two technical crew) for each of the assets at Lydd and LoS. Each base was also fully manned with engineers and all other necessary ground staff. All of the crew members were fully competent and current in terms of their training, and therefore appropriately trained and qualified to undertake SAR taskings for small boats attempting to cross the Dover Strait. 7.2 Bristow staff and assets were involved in four missions during this period (with the relevant mission reports and pilot logs appended to this statement): 7.2.1 SAR 233/21 (Lydd) [INQ000699] and [INQ008983] - see appendices 2 and 3 for the mission report and pilot's flight log ("PLOG") 7.2.2 SAR 224/21 (LoS) [INQ000700] and [INQ008985] - see appendices 4 and 5 for the mission report and PLOG. 7.2.3 SAR 234/1 (Lydd) [INQ000701] and [INQ008987]- see appendices 6 and 7 for the mission report and PLOG. 7.2.4 SAR 235121 (Lydd) [INQ000702] and [INQ008989] - see appendices 8 and 9 for the mission report and PLOG. 7.3 The below chronology of events has been taken from each of those documents: 7.4 Mission 1: SAR 233/21 (Lydd) 7.4.1 We received this request for tasking at 0246. R163 was tasked for a migrant search in the Channel. Three migrant vessels were located and their 72795534v8 INQ010336_0019 INQ010336/19 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 20 position was sent to a Border force vessel (Valiant) via Dover Coastguard. On completion of the search plan and due to fuel restraints, R163 was cleared to return to base to Lydd and await further instructions. On return R163, was stood down by UKRCC. No tasking issues were encountered. There was a technical issue on start but the aircraft was shut down and this was rectified. We were on scene at 0402 and off scene at 0606. The position of the incident was 510 9.28 N 10 47.2 E. The below image was taken from iSAR: Map A.Mold ! K.r1 QrtM - <,.rp~ 4 ni*v— drhurefi ~ ,1 4m7r~Hy,M IM f~ Sit r-" Bay Naw Rarnrry „ Go qle CaWira Mrrl .. Co Z,*I" 4S[r~las Couley- r 4s: ula 3:::/ 0- 'rra 7.4.2 The crew on R163 were not aware of "Charlie". Three migrant vessels were located and positions passed to Border Force vessel Valiant via Dover Coastguard. Positions were not recoded by aircraft crew. No persons were identified in the water. No information about the vessels and persons in the water was passed to any agency. 7.4.3 Bristow does not record any of its communications. The cockpit recording is also overwritten after two hours and is not downloaded. This provides 72795534v8 protection in the event that there is an aircraft crash. HM Coastguard I N Q010336_0020 INQ010336/20 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 21 records all of its communications with Bristow which is predominantly by telephone and over iSAR. 7.4.4 There was no specific outcome to this tasking. The crew landed back at base and were stood down by JRCC at around 0630. 7.5 Mission 2: SAR 224/21 (LoS) 7.5.1 We received the tasking request at 0950 and were tasked to conduct a search in Migrant Search Area C for illegal immigration activity. We searched for approximately 1 hour before being contacted by Hastings all weather lifeboats ("ALB") regarding a pregnant female with abdominal pain. There was a slight delay in take-off for the uplift of additional fuel. We commenced our search of Migrant Search Area Charlie at 1048. The below image was taken from iSAR: Chelr: - Hybrid Map Light Dark Smndon -- --. London _ 6"45iGI -iG °''e' Readrrng Bath Crawley Fc Souiha mpto - - . .- ~'atdi s Pgrtsmuuth arth,rq - - : a o Easfhaurn 7.5.2 The search area was referred to as Migrant Search Area Charlie. Numerous contacts of interest were sighted and this information was relayed by us to Dover Coastguard. A female Libyan national was uplifted from Hastings 72795534v8 INQ010336_0021 INQ010336/21 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 22 ALB and transferred to Ashford Hospital. Thereafter we returned to base at 1255. 7.6 Mission 3: SAR 234/21 (Lydd) 7.6.1 We received the request for tasking at 1302. We were tasked to multiple persons in the water having become separated from a small inflatable boat whilst transiting the English Channel from France. The search area was across French and British waters with multiple French Coastguard I Lifeboat surface assets on scene. A French Coastguard helicopter — Rescue GW — was also involved in the mission. We did not encounter any issues. Our search commenced at 1325. The below image is taken from iSAR. k, e:ham ~eai fvphcinf _ L a.nds+5n+ - —wnnoelG / K~^gc+sor[h ~ - lrawk~ng' ~ poorer.. utl~ngtan uh.o !, L7mM~F:y'..he Fp ke,lona ~ymch~rc>• SPrmlo. Yw S7 Mory s Ba, ken Romney oyP Nice 0, awo L7 6aIWS Marco + PWO Coq-R,9 Dungeness fxallgs Color 7.6.2 The crew were not aware of the existence of Charlie on this tasking. After approximately one hour of searching, R163 spotted multiple persons in the water. Due to the casualties being in the immediate vicinity of French surface vessels, individual smoke grenades were fired alongside each individual to direct the French surface vessels to casualty locations. These were then promptly recovered by Coastguard / Lifeboat vessels. This 72795534v8 I N Q010336_0022 INQ010336/22 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 23 proved to be a more expeditious method than attempting to winch each casualty. A total of five casualties were located by R163 and all were recovered by French assets. All casualties were submerged or face down and appeared to be unconscious. The French surface vessels were the agency to whom information about the vessels and persons in the water was transmitted to. 7.6.3 The outcome of the tasking was to return to base for fuel and further tasking instructions. We were off scene at 1510 and stood down at 1745. 7.7 Mission 4: SAR 235/21 (Lydd) 7.7.1 We received this request for tasking at 1527. We were tasked to return to the general search area and continue to search for outstanding persons in the water. By this time there were low mix levels for NVGs (this refers to the fact that sunset was at 1556 so there was a transition from daylight to night vision, but it was still too light for full night vision), plus casualties had been in the water for a prolonged period therefore poor thermal contrast for FLIR. No other issues were encountered. Our search commenced at 1622. The below image is taken from iSAR. 72795534v8 I N Q010336_0023 INQ010336/23 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 24 MaD r se yes Deal L J ny 1^ralmpf Landscape r f / Whi se / Ashford .. .. -. Kingsnorth ~, - Hawkmgee ~,. . ~✓ ' AVr}in54M fodeslnne th® s. .LyrnPn-w l+.ythe dymthusCh Sfrdii aa!' F st Mary's Say h rrr Gr;enc iil Wew Romney .-...Lr Cye Ptoge Lydd Calais Marck + II rnIw Coquelles .. Dungeness Escalle; Cau9pr~le Coo ale -- -- : sh=ac:r 5^.a24cma.. rams Reee.:..T.; e-=' 7.7.2 The crew were not aware of the existence of "Charlie". We identified an empty rigid inflatable lifeboat and the location was passed to French Coastguard. No persons were found in the water. The outcome of this tasking was that we were stood down and continued with training on return to base at 1745. 8 REVIEW AND LESSON LEARNING FOLLOWING 23-24 NOVEMBER 2021 8.1 Bristow has conducted a review of the events on 23-24 November 2021 from a SAR helicopter operations perspective. One minor issue was identified in that some of the crew had not followed guidance relating to downloading FLIR camera imagery files post flight. All crews were reminded to download FLIR mission files post-flight when involved in any Channel operations and not only where an event (i.e. a rescue or sighting) occurred. The crew were reminded to always download the FLIR camera data in line with the procedures. No other issues were identified. Since the review, Bristow's assurance team have conducted regular checks to ensure that all of the information is being downloaded from the aircraft following each mission. 72795534v8 I N Q010336_0024 INQ010336/24 Docusign Envelope ID: CD4D5C3D-7D05-41CC-AA63-F53931AFF02E 25 9 POST -INCIDENT DEVELOPMENTS 9.1 The contract change notice in February 2022 related to the provision of unmanned surveillance ("UAS") in the English Channel. The MCA was aware of the UAS development work being undertaken by Bristow at Caernarfon. Bristow had conducted successful trials integrating UAS into coastguard operations. The MCA tasked Bristow to review: (i) the feasibility of moving the UAS operations from Caernarfon to Lydd to offer increased situational awareness in the Channel; and (ii) to identify different options to support the Lydd base to increase readiness to 15 minutes 24/7. 9.2 Bristow gave various options to HM Coastguard: one option was to double man the base and the other option was to use UAS. The more cost-efficient option was the use of UAS. 9.3 The contract change notice was mostly about how we could integrate the UAS services into our SAR services. This ultimately resulted in the implementation of Op Caesar in March 2022 which I have discussed in detail at paragraphs 4.2 to 4.3. this change allows for the deployment of a persistent maritime patrol capability to deliver enhanced situational awareness of the English Channel. Statement of Truth I believe the content of this statement to be true. Personal Data Signed: 03 December 2024 1 11:09 AM GMT Dated: 72795534v8 I N Q010336_0025 INQ010336/25