For the most part, my first week has been spent learning the BAS standard operating procedures and flight following phraseology.

The HF radios are the main means of communications with the aircraft.

Aircraft Departures

The first step in the communications process for the departure of an aircraft from Rothera International Airport is to check
that the appropriate stations are in place to provide fire cover, boat rescue cover, sea ice rescue and runway PAPI lighting checks.

The Standard Operating Procedures (SOP) provide the criteria and actions for all flight following procedures.
For an aircraft departing from Rothera we refer to the SOP to ascertain the SAR cover requirements for the flight taking into account the current conditions, the aircraft ferry weight and POB. Various internal calls on the base telephone or VHF ch1 are then made to check that appropriate, fire cover, boating SAR cover, and sea ice parties are in place to provide SAR cover for the flights take-off.

Once the aircraft is powered on the first call from the aircraft will be a request for radio checks on both VHF and the various HF frequencies that may be used throughout the flight. The radio check frequencies and readabilities are noted on the first entry in the flight following log for the flight.

The next call from the aircraft will be a request for the latest aviation weather reports. In this message we will pass the latest hourly weather from every airfield or field station en-route for both the planned flight and the alternative destinations. So for example for a direct flight from Rothera to Punta Arenas we would pass the latest weather for Rothera (EGAR), Redolfo Marsh (SCRM as alternative) and Punta (SCCI).

The next call from the aircraft will be the taxi call. This message will include the aircraft callsign, runway number, flight destination, POB and fuel endurance. We respond to this message by reading back all of the information and then passing the latest runway and area wind speeds and direction and the latest runway QNH (pressure) to the aircraft.
At this point we log all the details on the flight following log, turn on the runway siren, warning, lights and beacons and make an all stations announcement on VHF CH1 to announce the departure of the aircraft.

Once the aircraft has taxi-ed and lined up on the runway, the next call from the aircraft will be the callsign and rolling call. We simply acknowledge this call by reading back the callsign and replying with roger. As the wheels leave the runway we log the airborne time on the flight following logs. Once the aircraft levels off the pilot will call airborne. Once this call is received we respond by providing the airborne time from the FF log to aircraft. At this point we turn off the runway sirens lights and apron beacon.

I shall write further soon about:

•  Position reports passed every 30 minutes during the flight
• Hourly Meteorological Observation Reports from Airfields in the vicinity
• Trailing Skis calls
• Final and Circuit calls
• Landing and Arrival calls

Flying into Rothera I was invited to take the jump-seat in the cockpit. This allowed me to listen into all the radio communications for the landing procedure.  As you might expect meteorology is the major topic of the aviation communication messages. On the runway we were met by the Base Commander who took us upto the main building, taught us the hygiene procedures in the boot/coat room, assigned us our bedrooms (top bunk, room 19), then took us to the dining room for late dinner. The first day was induction training.  The day started with a generous welcome from the base commander and an explanation of the base routines and systems.  Kenrick the Base Medic then gave us a base tour. The base feels surprisingly spacious, the rooms are large corridors are wide and there is lots of common social spaces. The first day of induction training also ended with another session with Kendrick this time on First Aid and familiarisation with the first aid pack contents.  This was largely a walkthrough of the various levels of first aid kits use by field parties.  Kenrick sensibly spent the most time on the items that need to be administered rapidly.  Anaphylaxis shock requires a rapid IM  adrenalin injection so we all practiced this. And pneumothorax, is a collapsed lung.  If air escapes in the space between a collapsed lung and the chest wall,a buildup of air puts pressure on vital organs.  So again needs rapid treatment.

The second days induction training was field training (tents, stoves, lanterns) in the morning and vehicles driving (base skidoos and gaitors) in the afternoon.  The biggest safety risk to field parties in Antarctica is CO2 poisoning.  So a good part of this session focused on the safe use of stoves and lanterns.  After learning the basic skill, James took us up the ramp along the flagged recreation areas and explained the safety boundaries. The second part of the field training involved a tour of the travel zone boundaries. Tent pitching and snow camping were also covered in the field training.  We pitched this North Face tent but most of the field kits seem to be using Terra Nova Qasar Super edition tents.   These are fitted with addition flaps for snow weighting. Vehicle driving training was the final session. There are a few gaitors and skidoos on base that can be used for base work. Jack took us through pre-start checks, driving and fueling the vehicles. To check us he asked each of us to driving the skidoo up and down the the ski ramp opposite the base.

I spent my two weeks embarkation leave sailing and cycling in pretty Poland.

The first week sailing on the Masury Lakes in the north.

And the second week cycling in th Bialoweieza forest in the east.

And Sunday 19 October I shall be flying to Punta Arenas to join the Dash 7 flight to Rothera.