Helicopter Search and Rescue Service

It should not have been a long phone call, because the Department issued a press release to that effect on 21 July last year. That does, however, contradict the Bristow memo, which says that Stornoway will be the final base to transition, on 1 January 2027—I think Sumburgh is due to transition at the end of November 2026. Again, it would be enormously helpful if the Minister could clarify that when he replies.

Baroness Vere goes on to say:

“With regards the proposed changes to the readiness state at Sumburgh, internal information from our contractor Bristow was released in error and subsequently a redaction has been issued.”

I confess: the words are all identifiably English, but I have no idea what that sentence actually means. First, the information was not released in error. It was released, quite deliberately, by a whistleblower. It was not released by Bristow; and what

“a redaction has been issued”

is supposed to mean is anybody’s guess. It would be useful if the Minister explained what the Government’s position currently is with regard to this information, and if he could ensure that it is put into the public domain.

Baroness Vere concludes:

“The MCA is at the first stage of assessing any proposed changes, and discussions with the contractor are ongoing.”

The contract has been signed; why these discussions were not held before the contract was signed is anybody’s guess. It does not look like something that would particularly impress the Public Accounts Committee. On 10 November, I met in Shetland—in relation to other stuff—the Scotland director of the Maritime and Coastguard Agency. He confirmed that the issue was being looked at again, and that it could be reopened if necessary. This is a novel approach to contract negotiation but, frankly, if at the end of the day we get to a place where my constituents, and other coastal and island communities, have the service that they need and deserve, I am not going to make too many complaints about how we got there. So has that review been carried out and who will be making the final decision?

Briefly, there are a few issues of wider concern about the contract. It is difficult, at present, to understand exactly which helicopters are going to be in service under the new contract. The Bristow memo that I have referred to speaks—on page 2, part 3, in relation to training—of a transition from the AW189, which is currently in use, to the AW139. There are also three Sikorsky helicopters—S-92s. It is believed in the industry that they are likely to be withdrawn from service; Sikorsky has apparently closed the facility that currently produces them.

It looks to me, and this is the understanding of many who currently work in the service, as if, under this new and improved contract—and there are improvements: mountain rescue is an obvious one—we are going to be relying on one type of helicopter. The service’s current resilience is due to there being more than one type of helicopter. If we are indeed going to be left with one type of helicopter, then there needs to be a plan B. We all know that occasionally accidents happen, and unforeseen design issues arise with helicopters or aeroplanes. When that happens, they are all grounded. If at some future stage—and we hope this never happens—there were to be a grounding of the AW139, and that was the only helicopter in use, where would our entire nationwide search and rescue service be left? Where is the resilience? Where is the plan B? If we were able to have an open and outward-looking consultation in the first place, we might know the answer.

The issue is not just that what is proposed is bad and dangerous—we know that—but the way in which it has been handled. If I could ask one thing of the Minister, it would be that when he goes back to his ministerial colleague who does have responsibility for this, he starts with a blank sheet of paper and says, “This has not been handled well. It is too important to be done badly, so let us have another go—and this time, let us get it right.”

It is important to understand the degree of funding here. For the first part, Government funding to the MCA has gone up over the past few years and also this is a £1.2 billion investment into search and rescue on an ongoing basis. I will set out a little of that. The Department for Transport has made huge efforts to ensure that we have a robust national network of search and rescue aircraft, with the capacity to meet the operational challenges faced by His Majesty’s Coastguard throughout the United Kingdom. The right hon. Gentleman is particularly concerned with Shetland, but I will give a brief overview.

An agile fleet of aircraft is not restricted to specific operational areas, but can instead be deployed across the country and it can surge according to demand. That is not simply helicopters, as the right hon. Gentleman rightly outlined; there are huge numbers of additional support, which can be provided. The award of the UK second-generation search and rescue aviation programme to the incumbent, Bristow Helicopters, was announced in July 2022. That is a further £1.6 billion investment in maintaining and enhancing our search and rescue aviation fleet for the next 10 years.

No bases are being closed in any way whatever. All the existing bases will continue to provide a 24-hour search and rescue service, as they do today. They will be supplemented by two new seasonal bases to provide enhanced support to northern England, Scotland and the coastal areas during the busy summer months from April to September.

It is always a delight to see the hon. Member for Strangford (Jim Shannon) in his place; we have crossed swords in an amicable way on many occasions in the past. He asked about this issue in relation to Northern Ireland. At the present stage, his community is covered by Caernarfon and Prestwick, and there is ongoing support across there. Obviously, he has his own situation—