Double F-15C Eagle Crash Ben Macdui – 26 Mar 01
This Report resurfaced from amongst the many documents in the joint MRS/MRA archive that was commercially scanned to PDF in 2021.
It was then converted to MS Word by Stuart Vyner.
INITIALLY RESTRICTED NOW UNCLASSIFIED
DOUBLE F-15C EAGLE CRASH BEN MACDUI – 26 MAR 01
INTRODUCTION
I. On 26 Mar 01, two United States Air Force F-15C aircraft, (Call sign, flight Bite 21) were on a routine Training flight from RAF Lakenheath. The aircraft had the intention of entering the UK Low Flying System just North of RAF Leuchars. Whilst under the control of Air Traffic Control (ATC) RAF Leuchars, and approaching the Ben Macdui area from the South East, communications were lost with both aircraft.
2. The Distress and Diversion Cell (D&D) at RAF Prestwick was notified and in turn tried to raise communications with Callsign Bite 21. All attempts failed, and subsequently the Aeronautical Rescue Co-ordination Centre (ARCC) alerted Kinloss Mountain Rescue Team (MRT) at 1200hrs local, and Leuchars MRT at 1310hrs local. The two aircraft in turn became overdue on their Estimated Time of Arrival (ETA) at base and eventually passed the time at which all their reserves of fuel would have been used up.
3. At this point it could be assumed that the aircraft had either force landed, or crashed. The last radar plot of the aircraft was close to Ben Macdui (this feature is marked electronically on the radar at RAF Leuchars ATC), and this gave a starting area for a search to begin for the missing aircraft. The search area in general and in detail can be found at Annex A and B respectively.
SUMMARY OF EVENTS
4. 26 Mar 01. Kinloss MRT, comprising of 23 personnel were deployed at 1553hrs local. They arrived at the Forward Operating Base (FOB) of Glenmore Lodge at 1620hrs local. Leuchars MRT comprising of 21 personnel were deployed at 1553hrs local, with a fast party deployed by helicopter (Rescue 131) to search the Ben Alder area. ARRC tasked the road party to move via the A9 road towards Dalwhinnie, and whilst en route one party were sent to search the Atholl area on the strength of reports from the public. The remainder of the Leuchars MRT joined the Kinloss MRT at Glenmore Lodge. It later transpired that the Rescue 131 should have taken the Leuchars MRT to the Ben Macdui area to search, with the helicopter conducting an airborne search of the Ben Alder area. This confusion wasted the resources of two hill parties that would have been best utilised on Ben Macdui. Meanwhile, Kinloss MRT deployed hill parties by Sea King helicopter (Rescue 137) to search the high mountains and tracks in the Cairngorms area. The weather proved to be a limiting factor to the extent of the searches.
5. At this stage of the operation, Gazelle and Lynx helicopters also participated in the search. The Kinloss and Cairngorm civilian MRT’s continued to search the mountain tops in atrocious weather conditions before finishing at 0200hrs local. However, they had detected the smell of aviation fuel on the Cairngorm plateau. The weather at this point precluded any further searching and all parties descended from the hill.
6. 27 Mar 01. Using the facilities of Glenmore Lodge, FS Sylvester, the Kinloss Team Leader had set up an operations base to plan the running of the search. At his disposal, were the RAF MRT’s of Kinloss, Leuchars and Leeming plus the civilian MRT’s from Cairngorm, Braemar and Aberdeen. Additional support was provided by Sea Kings from 202 Sqn, RAF Lossiemouth (Rescue 137). The USAF at this point also sent 2 CH53 ‘Jolly Green Giant’ helicopters to help, but weather hampered the use of these aircraft in the search phase. Using the information from ATC radar replay tapes and police reports, the main search area was based around Ben Macdui (1309 metres). The first parties deployed at 0700hrs local in poor weather conditions. During the day, a Tornado GR4 aircraft carried out a Thermal Imagery run over the search area, and although some returns were found to the South of Ben Macdui, subsequent searches found nothing at the locations.
7. Snow, strong winds and a high avalanche risk hampered the search parties. During this phase of the search a joint party from RAF Leeming MRT and Braemar MRT located wreckage near the summit of Ben Macdui. Soon afterwards, the body of one of the pilots was also found. Once permission had been granted from the Procurator Fiscal to move the body, it was taken to a point lower down the mountain where it was winched aboard a Sea King helicopter and flown to Aberdeen. At this stage, the weather on the mountains was so bad, that all search parties descended.
8. 28 Mar 01. The search continued despite the continuing bad weather and more wreckage was found in the Ben Macdui area. Visibility on the hill was down to a few metres, and knee deep fresh snow hampered progress. However, the wind had started to die down considerably.
9. 29 Mar 01. A probe search was conducted within the crash site and serial numbers from pieces of wreckage confirmed that searchers had located two separate aircraft in the same area. RAF Stafford MRT were deployed to Braemar to allow Kinloss MRT to stand down for a break. Control was now transferred from Glenmore Lodge to Braemar MRT’s Headquarters in Braemar village.
10. 30 Mar 01. Utilising the Sea King helicopter of 202 Sqn search parties deployed as near as possible to the crash site to carry out a probe search for the second pilot. After a period of probing, members of Leuchars MRT located the body of the second pilot still attached to his ejection seat. A USAF EOD man was requested to attend and make the ejection seat safe. Two USAF EOD men were flown to the crash site by Rescue 137 and made the seat safe. The casualty was removed from the seat and moved to a suitable position in the Braemar MRT Snowcat to allow uplift by Rescue 137 and recovery to Aberdeen.
11. At the finding and recovery of the second pilot, the involvement of the RAF Mountain Rescue Service (MRS) was technically finished. The teams would normally have stood down, but because of the crash location, and the adverse weather conditions, ARCC tasked the MRS to assist RAF Aircraft Recovery and Transport Flight (ARTF). ARTF had been detailed to recover the aircraft wreckage in the Post Crash Management (PCM) phase. Also on the hill would be members of the USAF PCM team who would be investigating the crash plotting wreckage locations and gathering up sensitive and classified materials from the site. The majority of these personnel had no mountaineering experience and consequently was closely monitored by the RAF MRT whilst operating at the crash site.
POSTCRASH MANAGEMENT PHASE 31 MAR 01 – 31 MAY 01
12. All RAF MRT’s were accommodated in Invercauld Hotel in Braemar due to its proximity to the crash site, ease of access, and the transfer of operations to Braemar MRT Headquarters. The ARTF and the USAF PCM teams were accommodated in the Fife Hotel, Braemar. The Station Commander of RAF Lossiemouth was made TACCON of the PCM phase and an Incident Commander was provided to liaise with MRT’s and other agencies. 2 Sqn, RAF Regiment had been deployed to RAF Lossiemouth with the intention of using them as a crash guard for the incident. Due to the location of the crash and the weather conditions, it was decided to use them only at road heads adjacent to the crash area to limit the access.
13. A RAF Puma helicopter of 230 Sqn was tasked to support the recovery by flying personnel to, or as near as possible to the crash site. If the weather necessitated a low drop off the Braemar MRT with their Snowcat and Skidoos would relay personnel up to the
crash site. A Chinook helicopter was also tasked to lift ISO containers to the crash site to facilitate the recovery of heavy pieces of wreckage.
14. It was now decided that RAF MRT’s would rotate the escort duties between all 5 teams, each team operating out of Braemar for an 8-day period at a time, with a minimum of 10 team members available for hill escort duties.
15. The RAF MRT Team Leader in charge was responsible for assessing the weather conditions and deciding if teams would be deployed or not. He was also responsible for making up the manifest for each day’s flights in the Puma, and briefing the crew and ground
parties accordingly. A daily Sitrep was produced and it highlighted any problems, thus allowing the oncoming team to adjust numbers and kit as required. On the hill, the RAF MRT would make the decision to abandon the site and task the puma in if the weather started to deteriorate badly. Although the Puma was the mainstay of operations during the PCM phase, RAF and RN Sea Kings, and Chinooks also assisted at various times throughout the PCM operation.
16. Over the PCM phase the weather was variable, and it often snowed. A member of the Scottish Avalanche Information Service (SAIS) assessed the avalanche risk each day. This was as
the crash site still had large quantities of snow, up to 2 metres deep (This task could have just as easily been done by RAF MRT troops who had attended the avalanche courses at Glenmore Lodge). When the weather was good, sunburn became a problem. Sunscreen and a good pair of snow goggles or sunglasses were needed to prevent damage to the skin and eyes. The issue factor 20 Suntan cream was deemed inadequate.
17. The PCM phase continued until 31 May 01 when it was decided that all had been done in the recovery of the wreckage. Large quantities of contaminated snow had been lifted from the site by the environmental agencies and from this, 230 gallons of fuel was recovered.
It was further decided that the ARTF would visit the crash site in Aug 01 after the snow had melted, and recover what was still there. Whether or not RAF MRT would be involved in this phase, was undecided.
WEAPONS
18. Initially MRT’s were informed that both aircraft were unarmed. This was not quite the case as both aircraft were carrying two acquisition Sidewinder missiles. It might be argued that
acquisition rounds are not classed as live weapons as they are explosives inert, but MRT’s should bear in mind that even acquisition rounds will have explosive release units on them. Also some missiles use harmful substances to cool their electronics: though not thankfully in the case of the Sidewinder.
19. The fact that one pilot was still in his ejection seat, may require MRT’s to think about extending their ejection seat lectures to cover those foreign aircraft that operate on a
regular basis from the UK.
CRASH SITE MARKINGS
20. It has been suggested that a standard system of marking crash sites be introduced. FS Coull of RAF Kinloss MRT has suggested the following colour coding for crash sites.
a. GREEN ARROW – Flight path direction if known.
b. BLUE – Initial impact point or points
c. RED – Boundary limits of line and probe searches.
d. YELLOW – Casualty locations and personal effects
e. ORANGE – Unsafe Aircraft Armament & Escape Systems (AAES) items or items in question.
Flags should be made of rip-stop nylon on 2, 3, 5 & 6ft bamboo canes. Ski slalom poles could be used at a later time to replace the bamboo.
21. In the extreme weather conditions experienced during the search phase, route marker flags would have been of immense value to cut down on navigation time.
MRS EQUIPMENT
22. RAF Leuchars MRT used the Denali MSR snowshoe to great advantage in the deep snow at the crash site. This snowshoe has the added advantage of having an inbuilt crampon, which made it extremely safe on the icier patches.
23. The issued Global Positioning System (GPS) proved effective on the Cairngorm plateau, as navigation by map and compass alone was extremely difficult They were also of immense value in plotting wreckage areas and without them, traditional map plotting in the featureless terrain would have been nigh impossible. Some of the GPS’s are a little out of date and an updated version with software to enable Personal Computer compatibility should be investigated.
24. The Global Star hand held satellite telephone worked effectively at the crash site.
25. The Suunto watch altimeter function proved accurate.
26. Snow Goggles or Glacier Glasses proved indispensable both during the search phase with the driving snow, and the PCM phase with strong bright sunlight being reflected from the snow. It is recommended that MRT’s be issued a quality Sun block cream with a filter factor higher than 20, as well as an effective After-sun agent.
27 Metal detectors were used by the USAF PCM team to good effect, as much of the wreckage was covered by new snow.
CIVILIAN EQUIPMENT
28. During PCM operations, the use of Braemar MRT’s tracked snow vehicles played an
essential role. There is little doubt that the removal of wreckage would have been significantly delayed had these vehicles not been available to the recovery teams.
29. As well as aiding with wreckage recovery, these vehicles would play a vital role in the evacuation of personnel from the site if and when the weather deteriorated to such an extent
that helicopter operations could not continue. These vehicles would be highly desirable assets on the RAF MRT inventory, especially for the two Scottish teams.
30. Another valuable piece of equipment was the ISO container, which was used as both a safe refuge from the weather and as a storage medium. The ISO container was helicoptered into the site early in the PCM phase and proved valuable.
HAZARDS
31. The following hazards were encountered during search and recovery operations:
a. Aviation Fuel . – Large areas of fuel-contaminated snow were found within the site and some personnel were affected by the fumes.
b. Hydraulic Fluid. – Large patches of a fairly corrosive hydraulic fluid were found around many wreckage parts.
c. Carbon Fibre. – A fair amount of carbon fibre was spread over the area but the wet snow conditions ensured that its disruption was limited.
d. Explosive Devices. – All the usual devices were found ranging from ERU’s to ejection seats to canopy removal explosives.
e. Body remains. – Some small pieces of human remains were recovered during subsequent visits to the crash site.
f. Sharp wreckage. – Much of the wreckage had sharp metal edges that had to be handled with extreme care
MEDIA
32. During the first two days of the search, there was an extensive media presence at Glenmore Lodge. All of the major newspaper and television companies were represented and in time all wanted a story. SO3(N) kept the press informed as and when information became available, and arranged and gave interviews when requested. Numerous newspaper reports were produced throughout the search, some of which can be found at Annex C.
33. The media were also allowed to film the operations room in action during a quiet period and also to interview key players on various topics regarding the search. Allowing the media this access and information kept them positive and ensured that the information they produced was factual
CONCLUSION
36. Whilst Military and Civil aircraft continue to fly over or around mountainous terrain, then RAF MRT’S can expect to attend similar types of operations to this one in the future.
37. The MRS as a whole has learned much from this call-out especially in that of the PCM phase – one. This is an area that we are not normally involved in, and consequently has proved to be an invaluable learning curve.
38. This operation has shown the flexibility and strengths of the MRS in their ability to adapt to challenging environments and respond professionally whatever the circumstances.
Report compiled by:
Flt Lt N Daniels.
Lt P J Sanders RE
Annexes:
A. Area of Operations.
B. Crash Area in Detail.
C. Press cuttings.
D. Various Photographs.
Enclosures:
1. Report ‘A’ – RAF Kinloss.
2. Report ‘A’ – RAF Leuchars.
3. Report ‘A’ – Leeming.
4. Sitrep – RAF Kinloss.
5. Sitrep – RAF Leuchars.
6. Sitrep – RAF Leeming
7. Signal – of Congratulations
Royal Air Force Kinloss Mountain Rescue Team
Forres, Moray, IV36 0UH
Tel: 01309 672161 Ext 7671
INCIDENT REPORT A SERIAL NUMBER: KIN/11/01
Referring to Form R : 314 DTG:011639ZAPR01
Nature of incident: Aircraft crash Area: Cairngorms Date: 26 – 29 Mar 01
Mil or Civ: Mil Total Personnel assisted this year: Mil:2 Civ: 14
Times: Alerted: 261311 Deployed: 15:53 On Scene: 16:20 RTB/new task: 291200
Personnel on task: 124 Team strength: 31
Total Personnel hours: 1071 Total Vehicle miles: 900
Other SAR Forces Involved: RAF Leuchars MRT, RAF Leeming MRT, Braemar, Cairngorm, Aberdeen MRT’s, 202 SQN Lossiemouth & Boulmer, R51 Nimrod
Comments on Communications: Having the facility of Glenmore Lodge greatly assisted with all comms from the North side of the search.
Comments on Equipment: Nil
Comments on IEC: Nil
Weather: Primarily the weather was horrendous with Exceptionally high avalanche risks throughout the whole search.
Narrative:
26 Mar 01. FS Sylvester plus 23 were requested by the ARCC to assist various SAR assets with a search for 2 missing USAF F15 aircraft missing within the Cairngorms region. Before departing base MRTL received radar replays and reports from the local public. Fast parties were deployed to all high mountains by R137 while high tracks were searched by troops in landrovers, search concluded at 0200 hrs. Although the smell of fuel was received by a search party weather conditions dictated that everyone descended from the mountain.
27 Mar 01 , using radar replay and police reports, search parties were deployed at 0700 hrs to search areas based around Ben Macdui. A joint Braemar/Leeming party located aircraft wreckage and 1 crewman (fatal). Due to horrendous wintry conditions all search parties descended from the mountain.
28 Mar 01, the search continued with more wreckage being found in the Ben Macdui area, once again the weather severely hampered the search
29 Mar 01, a probe search was conducted within wreckage, which virtually confirmed that both aircraft where within the same crash site. Once again the weather severely hampered the search.
30 Mar 01, Kinloss RTB, joint Leuchars/Braemar team located 2nd crewman within the wreckage. The post-crash management phase of this incident will now be conducted.
Conclusion: The team effort and determination displayed by all agencies in such life threatening conditions was undoubtedly the key to the efficiency of this incident. I feel I should also highlight the outstanding efforts by the Braemar MRT and the endless support of the Glenmore Lodge personnel. The RAF MRS will now provide trained personnel to escort the USAF Accident investigation Board and Aircraft recovery officer to the crash site
A SYLVESTER
FS.-.
Mountain Rescue Team Leader
Royal Air Force Leuchars Mountain Rescue Team
ST ANDREWS, FIFE, KY16 OJX
Military Network: 9515f – 7239
FAX: 95151 – 7798 BT: (01334) 838812
Email : teamleader@leucharsmrt. fsnet. co. uk
(Enclosure 2 to SFD/2935/HQ Flt Dated 17 July 01)
INCIDENT REPORT A
Report A Serial Number LEU/11/01
Date of Incident: 26 March 2001
Referring to Form R 314 DTG: 041244MAR01
Persons Assisted: 2 Total this year Mil: 2 Civ: 6
Nature of Incident: Search/Med Rescue
Incident Area: Ben Macdui, Braemar
Times:
Alerted: 26 1311 Mar 01
Deployed: 26 1553 Mar 01
On Scene: 26 1646 Mar 01
Off Task 31 1042 Mar 01
Personnel on Task: 21 of Current Team Strength 28
Total Man Hours 2424
Total Vehicle Miles 3043
Other SAR Forces Involved: A20,A23, R51, R131, R137, R138, Aberdeen, Cairngorm, Braemar MRT’s
Comments on Communication: Nil
Comments on Equipment: Snow shoes were used to good effect in difficult conditions and have been left on scene
Comments on IEC: Nil
Narrative: FS Wilcox plus l8 were initially tasked to assist in the search for two overdue F-15 aircraft. A total of 2l personnel assisted over five days searching various areas. During Fri 30th at approx 1200 the body of the second crew member was located by a Flt Lt Booth (TTF) and SAC Thome (SES). The casualty was still attached to his ejection seat; therefore USAF EOD were requested. The casualty was freed from his seat and recovered by R137.
Following a hand over of the MRS PCM duties to the RAF Stafford MRTL, all Leuchars assets stood down and returned to base.
David A Willcox
FS
TL
(ENCLOSURE 3 TO SFD/2395/HQ Flt Dated 17JUL 01)
RAF LEEMING MOUNTAIN RESCUE TEAM – REPORT “A”
Report A Serial No: 06/01
Date of Incident: 26 – 29 March 01
Referring to Form A 314 DTG: 300901ZMAR01
Military Callouts: 3 Total Military Personnel assisted this Year 2
Civilian Callouts: 3 Total Civilian Personnel assisted this Year 5
Nature of Incident: Missing USAF F15 Aircraft
Incident Area: Cairngorms
Times (Local) Alerted: 26 March 1724hrs
Deployed: 26 March 1830
On Scene: (scan distorted)
Off Task: 29 March 1400
(Lined scanned was distorted here suspect it is number on team and number on task)
Total Man Hours: 1200
Total Vehicle Miles; 3750
Other SAR Forces Involved: A22, A23, R131, R137/8, Aberdeen, Cairngorm, Braemar MRT’s
Comments on Communications: Mobile internet facility would have been useful. More High Band VHF radios would be beneficial. (Scan line distorted) Weak Thread
Comments on Equipment: A Portable colour photocopier is essential for MRT Ops.
Comments on IEC: Nil
Narrative: Sgt Clethero plus 15 were tasked by ARCCK to assist other SAR agencies search for two missing USAF F15 aircraft missing off radar in the Cairngorm Mountains.
26th March – On arrival at Braemar, Sgt Clethero liaised with TL Braemar MRT. Information received suggested that an IR pass by GR$ highlighted a likely hotspot. One party deployed to search area highlighted nothing found.
27th March – During daylight hours all Leeming MRT deployed to search southern Cairngorms. At 1210 Tango 3 party informed Braemar Control that they had located wreckage @ Sht 43 GR994991. Tango 3 assisted by Braemar MRT recovered the casualty to Helo evacuation point following orders from Fiscal Office.
28th March – Troops deployed with the intention of establishing 2 aircraft at known wreckage location. In repeated extreme conditions troops located items of wreckage confirming 2 aircraft in the impact area. Search parties had located a second flying helmet but were unable to locate 2nd casualty. Search teams descended from crash site.
29th March – Leeming MRT members spent several hours completing Grampian Police Statements before RTU to RAF Leeming.
30th March – Leuchars located 2nd casualty (CAT 5). Incident now PCM.
TL Comment: Team members worked extremely hard on this incident working well in excess of what is expected of any service personnel. Their professionalism and determination throughout this incident impressed me.
GS Clethero
Sgt
Team Leader
RAF Kinloss MOUNTAIN RESCUE SITREP – F15 CRASH SITE
(enclosure 4 to SFD/2935/HQ Flt Dated 17JUL 01)
| Number (obscured by photocopier) | Day/time (obscured by photocopier) | Prepared By: FS J A F COULL |
| Team Members Available | Braemar Control Manning | |
| PO VINCENT | FS COULL | |
| Cpl STEATHAM | Sgt BELL | |
| CPL VENABLES | CPL ROUSELL | SAC ROBBINS |
| CPL MORRISON | ||
| On Scene Weather: Perfect Cloud Base: Above Tops Precipitation: Nil Wind: 260degs at 10 – 15 kts Temp: Cold | Timings Helo Lift: Outbound: 1030 + 1115 Inbound: 1730 | |
| Report: Party: 3X RAF MRT + 4 Braemar MRT Situation: Due to uncertainty of a return flight helo and the safety of the USAF personnel being paramount, only MRT personnel were deployed to the site. Initial lift of 3 personnel to Loch Etchachan by Sea King 137 to collect Skidoo’s and then orientation flight of the crash site for OSC. Second lift of remaining MRT to summit of Ben Macdui. Manpower allocation and task: Team deployed to crash site to carry out control and cordon of scene. The team was to remain flexible with manpower distribution around crash site allocated as circumstances (civilian presence, prevailing conditions) dictated. GPS plot of wreckage extent required for mapping and environmental issues. Task Achievement: On arrival at scene 3 civilian personnel were located within crash site boundaries. Their presence was unintentional, based upon misinterpretation of information received from control of entry at Cairngorm Car Park. No problems were encountered and all persons were immediately escorted from the scene. Control of entry to scene remained in place until 1630hr when civilian activity in location was deemed minimal However, over 30 hillwalkers had been informed as to the site hazards on arrival at Ben Macdui Summit. GPS Wreck extent map of site was conducted, All MRT parties returned to Loch Etchachan and were uplifted by Sea King 137 and returned to Braemar landing site. Task Outstanding: On-going commitment to escort USAF personnel at crash site and to maintain a Service Presence on scene | ||
| Remarks/recommendations: Skis were used to great effect to patrol and move around the site and descend the mountain. | ||
RAF LEUCHARS MOUNTAIN RESCUE SITREP – F15 CRASH SITE
ENCLOSURE 5 TO SFD/2935/HQ FLT. DATED 17 JUL 01
| Serial Number: LEU/001 | Day: Friday 20 Apr 01 | Prepared by: Flt Lt D J Squires | |
| Team members available | Braemar Control Manning | ||
| FS Wilcox | Sgt Crombie | Flt Lt Squires | |
| Cpl Smith | JT Cregan | ||
| JT Jones | SAC Sprawson | ||
| SAC Thorne | |||
| Weather on Scene: Good Cloud Base: 5000ft Visibility: Unlimited Precipitation: Nil Wind: 5kts Temp: above freezing | Helicopter Timings: Vortex Two (Puma) Outbound: 0900/0945/1025/1050 Inbound: 1635/1650/1715 | ||
| Report: Party: 7X RAF MRT, 2X Braemar Police MRT, 1X Braemar MRT, 2 X SAIS, 6 X USAF, 9 X AR&TF ( * RAF and 1 USAF) and 1 X Supercat Driver Situation: Initial cloud cleared to give excellent conditions with good visibility. Manpower allocation and tasking: All Agencies made use of the fine weather and worked until 1700. AT&RF began recovery of wreckage and prepared 15 bags for removal. Braemar MRT greatly assisted in positioning the bags using a tracked vehicle and snow bikes. USAF personnel continued to locate and log serial numbered items and recovered a data recorder using a metal detector. Leuchars MRT personnel provide assistance and safety cover. Tasks Outstanding: Continued removal of wreckage from the site by AT&RF. USAF personnel will continue to search for second data recorder. Further surveying of the site by the EHT required. | |||
| Remarks/recommendations Nil | |||
RAF LEEMING MOUNTAIN RESCUE SITREP – F15 CRASH SITE
ENCLOSURE 6 TO SFD/2935/HQ FLT. DATED 17 JUL 01
| Serial Number: LEE/003 | Day: Sunday 29 Apr 01 | Prepared by: Sgt Ritchie | |
| Team members available | Braemar Control Manning | ||
| Sgt Richie | Sgt Adams | SAC Williams | |
| Cpl Tait | Cpl Whitmore | SAC Blankley | |
| JT Jones | |||
| SAC Davies | |||
| Flt Lt Daniels Leuchars | |||
| Sgt Taylor Stafford | |||
| Weather on Scene: Cool, Clear to Start Cloud Base: 5000ft lowering to 3500ft Visibility: 30Km lowering to 100m Precipitation: Nil in morning heavy snow showers in the afternoon Wind: 5kts becoming 20kts Temp: +2 becoming -t | Helicopter Timings: Vortex Two (Puma) Outbound: 4 Wreckage recovery: Nil Inbound: 4 | ||
| Report: Party: 8 X RAF MRT, 2 X Grampian Police MRT, 3 X Braemar MRT, 2 X SAIS, 6 X USAF, 13 X AR&TF 1 X EHT, “ X BRIGGS, (total 31) Situation: Ongoing recovery and cutting of wreckage, environmental site survey, preparation of USL for Chinook recovery.. Manpower allocation and tasking: Work consisted of MRT and SAIS personnel excavating major items of wreckage (two fin sections, one engine and an intake) which were removed to the cutting area. One further engine excavated from the snow pack ready to move. RAF AR&TF team cut large section of wreckage and packed into ISO Short site examination caried out by Briggs Team in afternoon (30 mins max) Tasks Outstanding: Continued removal of wreckage from the site by AT&RF. USAF personnel will continue to search for second data recorder. Further surveying of the site by the EHT required. J HSU will prepare under slung loads. | |||
| Remarks/recommendations Briggs personnel were late resulting in an extra helio lift in the afternoon (RAF EHT on time). With shortage of hours on the Puma airframe this is an unacceptable situation. To conserve hours, if they are late again, we are reluctant to deploy them onto the hill. Puma crew extracted RAF AR&TF team in difficult flying conditions and poor visibility | |||
ENCLOSURE 7 TO SFD/2935/HQ FLT. DATED 17 JUL 01
