Author: Jason Trott

  • Non-CE Rebreathers in the EU: What Divers and Instructors Need to Know

    First, a big disclaimer:
    I’m not a lawyer. I’m a technical and rebreather instructor based in Malta, not a legal professional. Nothing in this article is legal advice. I’m simply explaining, in plain language, how European rules around CE marking and PPE apply to rebreathers as I understand them, and what that means for divers and instructors.

    If you’re making business or legal decisions, talk to a qualified lawyer in your country. If you’re making diving decisions… read on.

    What does “CE-approved rebreather” actually mean?

    In the EU, rebreathers are treated as Personal Protective Equipment (PPE) – life-support equipment – not toys. That brings them under two key things:

    1. PPE Regulation (EU) 2016/425, which says when PPE can be sold or supplied in the EU.
    2. The harmonised standard EN 14143 – the test standard for self-contained re-breathing diving apparatus.

    Under the PPE Regulation, there’s a simple but very powerful rule:

    “PPE shall only be made available on the market if… it complies with this Regulation.”

    “Complies” here means it has been through proper conformity assessment, and in practice, for a rebreather, that means tested to EN 14143 by a notified body and CE marked.

    The regulation also defines “making available on the market” as:

    “any supply of PPE for distribution or use on the Union market in the course of a commercial activity.”

    The EU’s own guidance (“Blue Guide”) then makes it very clear that this includes renting, loaning and free-of-charge supply – not just selling.

    So from Brussels’ point of view:

    • A rebreather is PPE.
    • It may only be supplied (sold, rented, loaned as course kit) in the EU if it complies with the PPE Regulation.
    • For diving CCRs, that effectively means CE-approved to EN 14143.

    EU workplace rules: the “use” side of the story

    There’s a second strand to this: rules about using PPE at work.

    Directive 89/656/EEC (implemented into national law in places like Malta and Germany) says:

    “Personal protective equipment must comply with the relevant Community provisions on design and manufacture with respect to safety and health.”

    Translated into dive-centre language:

    • If you’re an instructor or guide, your rebreather is work equipment and PPE.
    • You’re expected to use PPE that complies with the EU design and manufacture rules – i.e. the same framework that leads to CE-marked EN 14143 units.

    So even if your student turns up with their own pet rebreather, a regulator or court will still ask:

    • “Did the professional in charge follow the same safety standards an employer owes to their staff?”
    • “If CE-approved life-support was available, why choose to work outside that framework?”

    Malta, UK: how this plays out in real life

    Malta (where I’m based)

    The Maltese market-surveillance authority (MCCAA) puts it bluntly on their PPE page:

    “To place a PPE in the market, it needs to bear the CE marking and be accompanied by the EC declaration of conformity.”

    If you’re selling or renting a non-CE rebreather in Malta, you’re going directly against that statement.

    For instructors, Maltese law also implements Directive 89/656/EEC on PPE at work, so the duty to use compliant PPE applies to rebreathers used for teaching and guiding.

    UK (post-Brexit quick note)

    The UK has switched to UKCA marking but still accepts CE for most PPE. The HSE guidance says:

    “Most new PPE placed on the GB market must be UKCA or CE marked…”

    Again, the logic is the same: professional use of non-compliant life-support kit is a big red flag if anything goes wrong.

    So what is a “non-CE rebreather” in EU terms?

    A “non-CE rebreather” is simply:

    • a unit that does not carry a valid CE mark as PPE,
    • and for which the manufacturer cannot show a current EU Declaration of Conformity referencing EN 14143 under PPE Regulation 2016/425.

    It might be:

    • a perfectly well-engineered unit built outside the EU,
    • an older design that pre-dates EN 14143:2013,
    • a sidemount or custom configuration of a base unit that is CE-approved in backmount but not certified in that altered configuration,
    • or a boutique / experimental unit the manufacturer never put through the CE process.

    From a legal standpoint inside the EU:

    • If you sell it or rent/loan it as course kit, you’re “making available non-compliant PPE on the market”, which clashes with Article 4 of the PPE Regulation.
    • If you teach on it as an instructor, you’re using work PPE that does not comply with the EU design/manufacture provisions, which is very hard to defend under the PPE-at-work rules (and under your training agency’s “comply with local law” clauses).

    Safety vs legality: non-CE doesn’t mean “junk” – but it does matter

    It’s important to be fair:

    • There are non-CE rebreathers that have done extremely serious exploration dives.
    • There are CE-approved units that have been involved in accidents.

    CE marking is not a magic safety shield. It is:

    • a sign the unit has been tested against a clear, published standard (EN 14143),
    • a sign a notified body has examined the design,
    • and a legal prerequisite for placing that life-support equipment on the EU market.

    From an instructor’s perspective, the question is not “can you survive a dive on a non-CE unit?” – you clearly can. The questions are:

    • What happens in a fatality investigation when someone points out the unit was non-CE?
    • What does your professional liability insurer say about you operating outside the PPE/CE framework?
    • What does your training agency say when local law expects CE-marked PPE and you chose otherwise?

    That’s where teaching on non-CE units inside the EU becomes very uncomfortable, very quickly.

    How to check whether a rebreather is CE-approved

    If you’re a diver thinking of buying a unit, or an instructor considering what to teach on, here’s a simple checklist:

    1. Look for the CE mark on the dataplate.
      No CE mark at all? Treat it as non-CE.
    2. Ask for the EU Declaration of Conformity (DoC).
      It should list:
      • the model and specific configuration,
      • reference EN 14143:2013,
      • reference PPE Regulation (EU) 2016/425,
      • name a notified body number (SGS, DEKRA, RINA etc.).
    3. Check the limits.
      EN 14143 certificates typically specify:
      • depth range (often 0–100 m),
      • temperature range (e.g. 4–34 °C),
      • gas range and configuration.
    4. Be careful with sidemount / conversions.
      A CE certificate for a backmount unit does not automatically cover sidemount, chest-mount or heavily modified rigs unless the DoC explicitly says so. Many of the “cool” sidemount units in circulation are, from a strict EU-law standpoint, non-CE PPE.

    My policy at diveprism2.eu

    Because I’m based in Malta and regularly train visiting divers from all over Europe, I have to think about this not just as a diver, but as:

    • an instructor responsible for people underwater,
    • a business owner inside the EU regulatory system.

    My policy is simple:

    • I teach and guide on CE-approved rebreathers, primarily the Hollis Prism 2, which is certified to EN 14143:2013 and approved for sale in the EU.
    • I follow the standards of my training agencies and local regulations as far as I can interpret them.
    • I keep documentation (manuals, Declarations of Conformity, etc.) on file for the units I use for training.

    That doesn’t mean I think non-CE units are “bad” or that nobody should dive them. But if you’re coming to Malta to train or do deep wreck dives with me, you’ll be on CE-approved kit, with paperwork to match, because:

    • it gives you better protection as a student or client,
    • it gives me a much clearer position with insurers, agencies and regulators if anything ever goes wrong.

    Takeaways for divers and instructors

    If you only remember three things from this article, make them these:

    1. In EU law, rebreathers are PPE.
      The core rule is: PPE may only be placed or made available on the market if it complies with PPE Regulation (EU) 2016/425 – in practice, that means CE-approved to EN 14143 for diving CCRs.
    2. Selling or renting a non-CE rebreather in the EU is a legal problem, not just a personal choice.
      Article 3(2) and the Blue Guide make it clear that “making available on the market” covers any supply, paid or free.
    3. Teaching on non-CE rebreathers inside the EU is very hard to defend if something goes wrong.
      Workplace PPE rules expect professionals to use equipment that complies with EU design/manufacture provisions, and non-CE life-support will be a major talking point in any investigation.

    FAQ: Non-CE Rebreathers in the EU

    Are non-CE rebreathers “illegal” in the EU?

    I’m not a lawyer, but here’s the simple version:

    • Selling, renting or loaning a non-CE rebreather as PPE in the EU conflicts with the PPE rules, which say PPE may only be made available on the market if it complies with the Regulation and relevant standards.
    • Owning one is not automatically a crime, but once money changes hands (sale, rental, course kit) you’re in the “making available on the market” zone.

    So it’s less “this brand is illegal” and more “this way of supplying and using non-CE life-support is very hard to justify under EU law.”

    Can I travel to Malta with my non-CE rebreather and dive it?

    From an immigration/customs point of view, people arrive all the time with all sorts of personal kit. The bigger issues are:

    • Will a boat operator or centre be happy taking you on that unit?
    • What does your insurance say about using non-CE life-support in EU waters?
    • If something goes wrong, how does it look that you chose to dive non-CE kit when CE-approved options exist?

    My policy at diveprism2.eu is to train and guide on CE-approved units. If you want to bring a non-CE unit for personal dives, that’s a separate discussion — but I won’t be teaching you on it.

    If it’s just “fun dives with friends”, does anything change?

    Socially, it feels different. Legally and practically:

    • The PPE and product rules don’t suddenly disappear because someone writes “fun dive” on the slate.
    • If there’s a serious incident, investigators won’t stop at “we were just friends”; they’ll look at who was the most experienced diver, who organised the trip, who knew what about the equipment.

    If you’re the one everyone looks at as “the instructor” or “the tech guru”, you may still find yourself under a spotlight if something goes wrong on non-CE kit.

    Can an instructor in the EU teach on a student’s own non-CE rebreather?

    This is the grey area that causes so many arguments.

    • The PPE Regulation focuses on placing / making PPE available on the market. If the student imported the unit themselves, you are not the importer.
    • But as an instructor, you’re still bound by work-equipment / PPE-at-work rules and a duty of care. You’re the professional who chose to run a course on non-conforming life-support when CE-approved alternatives exist.

    Agencies and insurers may well ask: “Why did you accept that risk?” That’s one reason I’ve chosen not to teach on non-CE units in Malta.

    Is a sidemount or chest-mount version of a CE CCR automatically CE approved?

    Often: no.

    CE certification is model- and configuration-specific. A typical pattern:

    • The backmount version of a CCR is CE-approved to EN 14143.
    • A sidemount or chest-mount conversion uses the same head/scrubber but in a different configuration that has never been through CE testing.

    From an EU paperwork perspective, that converted rig is not covered by the original CE certificate unless the Declaration of Conformity explicitly lists that configuration.

    How do I know if my rebreather is CE approved?

    Ask three questions:

    1. Is there a CE mark on the dataplate?
    2. Can the manufacturer give you an EU Declaration of Conformity that lists:
      • your exact model/configuration,
      • EN 14143, and
      • PPE Regulation (EU) 2016/425 and a notified body number?
    3. Are you using it in the certified way? (Depth range, temperature, gas, counterlungs, etc.)

    If the answer to any of those is “no” or “not sure”, treat it as non-CE from a legal standpoint, even if it’s mechanically identical to a CE version.

    I’m already on a non-CE unit. Do I have to sell it?

    That’s a personal call.

    Things to think about:

    • Do you regularly dive in EU waters or mostly elsewhere?
    • Are you primarily a private diver, or do you teach, guide or organise trips?
    • How do your insurers and training agency view non-CE kit?

    For my own operation in Malta, the line is simple: students and guided clients are on CE-approved units. What people choose to do privately, with their own units and risk appetite, is their decision — but they should make it with their eyes open.

    Why do you use the Hollis Prism 2 at diveprism2.eu?

    Because it ticks the boxes I care about:

    • CE-approved to EN 14143 for EU markets.
    • A solid platform for deep wreck diving around Malta.
    • Good manufacturer support and parts.
    • Recognised by the major training agencies for PADI Tec CCR progression.

    It means I can focus on skills, procedures and wrecks, not spending half my time worrying about whether the unit itself belongs in a courtroom debate.

    A final word

    Rebreathers are incredible tools. They open up wrecks and depths around Malta and across Europe that are simply not practical on open circuit. I love them – enough to dedicate my working life to training people properly on them.

    But with that extra capability comes extra responsibility.

    Whether you’re a diver shopping for your first CCR, or an instructor thinking about what you’re willing to teach on in EU waters, CE vs non-CE is not just a forum argument – it lives in black-and-white in European law.

    If you’re unsure about a specific unit or training offer and how it fits into all of this, you’re welcome to contact me via diveprism2.eu and we can talk through it from a diving and training perspective. For the legal side, bring a lawyer into the conversation as well.

  • JU88 South, Malta – 105m Technical & CCR Dive Guide

    JU88 South, Malta – 105m Technical & CCR Dive Guide

    Overview of the Dive Site

    JU88 South is a WWII German Junkers Ju 88 twin-engine bomber lying upright on a sandy seabed at about 105–106 metres off the south-east coast of Malta, a few kilometres off Marsaskala. maltadives.com

    Discovered during a remote-sensing survey and confirmed by divers in 2019, the wreck is remarkably intact, with the wings, engines and fuselage all in place. There is damage to the nose and tail but overall the aircraft is considered to be in good condition, suggesting a controlled ditching followed by battle damage. The Virtual Museum

    This page is about JU88 South at ~105–106m, not the shallower Ju 88 North wreck at 55m off Baħar iċ-Ċagħaq. maltadives.com

    Key Facts at a Glance

    • Type: WWII German twin-engine bomber wreck (Junkers Ju 88)
    • Location: Offshore, a few km off Marsaskala, south-east Malta maltadives.com
    • Depth: Approx. 105–106 m to seabed and wreck
    • Seabed: Flat sand
    • Orientation: Upright, wings and engines in place The Virtual Museum
    • Access: Boat dive; deep offshore site
    • Certification: Advanced trimix (OC) or equivalent high-level CCR
    • Gas: Hypoxic trimix, multiple deco gases; ideally CCR (Hollis Prism2)
    • Management: Part of Malta’s underwater cultural heritage; access via registered dive centres and clubs under Heritage Malta’s programme Heritage Malta

    Location & Access

    JU88 South lies in open water south-east of Malta, on a sandy plain in 100+ metres of water. Coordinates published by the Underwater Malta virtual museum give a position of 35° 53′ 7.08″ N, 14° 37′ 58.44″ E with a depth of 106m. The Virtual Museum

    • Access:
      • Boat only, usually via specialist technical boats running deep heritage wreck trips.
      • A shot line is mandatory for controlled descents and ascents.
    • Permits / access control:
      • The site forms part of Malta’s managed underwater cultural heritage; diving is organised through registered dive centres and clubs, in line with Heritage Malta requirements for deep wrecks. Heritage Malta

    Depth Range & Profile

    • Seabed depth: ~105–106 m
    • Wreck height: Aircraft sits almost flush on the sand; minor relief from engines and tail plane
    • There is no shallower section – you are on the bottom depth as soon as you arrive at the aircraft.

    Bottom times are necessarily short and decompression obligations long. This is very much an expedition-style dive rather than part of a casual holiday week.

    Recommended Certification Level

    JU88 South is appropriate only for divers with significant deep trimix or CCR experience.

    • Open circuit:
      • Advanced / full trimix certification (e.g. PADI Tec Trimix or equivalent)
      • Comfortable with 90m+ dives in similar conditions
      • Proven experience managing multiple deco gases and long run-times
    • CCR / Hollis Prism2:
      • Advanced / full trimix CCR certification
      • Solid bailout planning and recent deep bailout drills
      • Prior experience on 90–100+ m CCR dives, ideally on deep wrecks around Malta

    If you are not already relaxed at 70–90m with long deco and heavy task loading, JU88 South is not the next step – it’s a project goal to train towards.

    Best Season & Typical Conditions

    • Season: Late spring to autumn usually offers the best combination of sea state and daylight.
    • Water temperature:
      • Summer: ~15–18°C at depth
      • Winter: 13–15°C throughout the column
    • Visibility: Commonly 20–30 m, but can vary with plankton and weather. DIVE Magazine
    • Sea state: Open-water boat run; conditions must be benign for shot-line work and deco.

    Why Dive JU88 South?

    What Makes This Site Special for Tec / CCR Divers

    • Iconic deep aircraft wreck: A near-complete Junkers Ju 88 bomber, one of Malta’s most photogenic deep-water plane wrecks. DIVE Magazine
    • Upright attitude: Unlike many aircraft wrecks, JU88 South lies upright with wings and engines intact, giving a dramatic “frozen in time” profile. The Virtual Museum
    • Historical context: The Ju 88 was one of the Luftwaffe’s key bombers during the siege of Malta, used for raids on harbours, airfields and shipping. DIVE Magazine
    • Challenging depth: At ~105m, it’s a serious deep-trimix or CCR objective – ideal for experienced teams wanting a focused project dive.

    Dive Profile & Route Options

    Typical Open Circuit Profiles

    On OC trimix, gas volume and deco exposure are the main limiting factors. Expect:

    • Hypoxic trimix back gas, multiple deco mixes
    • Bottom times in the 12–18 minute range depending on team, fills and chosen conservatism
    • A pre-planned, tight circuit of the aircraft:

    Common route:

    1. Descend on the shot line directly to the fuselage / wing root.
    2. Check orientation, confirm team position and gas/time.
    3. Follow a circuit around:
      • Nose section and cockpit area (now open/damaged)
      • Starboard and port engines and landing gear remains
      • Tail plane and damaged tail fin
    4. Begin ascent on schedule – there is no stretching the plan at this depth.

    Typical CCR / Hollis Prism2 Profiles

    On the Hollis Prism2, JU88 South becomes more logistically practical, though still extreme:

    • Longer effective bottom time (e.g. 18–25 minutes) for similar overall runtime compared to OC
    • Greatly reduced helium usage and simpler topside logistics
    • Bailout planning is king – all plans built around a realistic full-bailout scenario from 105m

    A typical CCR dive might include:

    • Controlled descent on 1.0–1.2 setpoint
    • One or two full circuits of the aircraft, allowing time for photos/video
    • Early ascent if anything feels off – there’s zero margin for “just one more shot” at 105m.

    Actual run-times and schedules must be generated with proper software and aligned with your training.

    Entry, Exit & Navigation Notes

    • Descent: On a fixed shot line; often nothing visible until the last part of the drop.
    • Bottom navigation:
      • The wreck is small compared to a ship, so one circuit covers most of it.
      • Orientation is simple: fuselage, wings, tail – but it’s easy to lose the shot in poor vis if you wander too far into the sand.
    • Ascent: Entire ascent and deco normally done on the same line, sometimes with a deco trapeze or support stage at shallower stops.

    Conditions & Hazards

    Environmental

    • Current: Can be present at depth or mid-water. Drift off the line at 50m with multiple stages and you’ll have an unpleasant time getting back.
    • Visibility: Usually good, but silt from the seabed or plankton blooms can reduce it quickly.

    Wreck-Specific Hazards

    • JU88 South is relatively compact, but:
      • Exposed wiring, twisted metal and control cables offer snag points.
      • There may be occasional fishing line or net debris in the area. maltadives.com
    • Penetration is not appropriate – this is a fragile aircraft structure at extreme depth.

    Safety & Minimum Experience

    • You should already be:
      • Comfortable with long TTS and multi-gas ascents
      • Regularly practising lost-gas and bailout drills
      • Diving with a stable, well-rehearsed team

    JU88 South is the kind of dive that rewards conservative planning and ruthless self-assessment.

    Wreck / Site History

    The Aircraft – Junkers Ju 88

    The Junkers Ju 88 was a German twin-engine all-metal bomber, around 15 m long with a 20 m wingspan, used in multiple roles including bombing, reconnaissance and night fighting. maltadives.com

    Role in WWII Around Malta

    During the siege of Malta, Ju 88s formed a major part of the Luftwaffe bombing force, attacking airfields, shipping and harbour facilities. DIVE Magazine

    JU88 South – Loss & Discovery

    • The JU88 South wreck appears to have ditched in a controlled manner, coming to rest upright on the seabed. Heritage Malta
    • Damage on the tail suggests it may have been shot down by Allied aircraft. Heritage Malta
    • The wreck was identified through surveys in the 2010s and is now part of Malta’s managed deep-wreck heritage programme. The Virtual Museum

    Points of Interest Underwater

    Key Aircraft Features

    On the dive you can expect to see:

    • Nose and cockpit: Damaged/glazed nose missing, exposing the cockpit area and bomb-aimer’s position. The Virtual Museum
    • Twin engines and wings: Engines and mainplanes lying flat on the sand, often with marine growth and small fish schools. The Virtual Museum
    • Tail section: Partially damaged, likely from combat, but still recognisable as a Ju 88 tail assembly. The Virtual Museum

    Marine Life & Photography

    Despite the depth, the wreck attracts:

    • Lobsters and other crustaceans hiding in wreckage gaps maltadives.com
    • Rockfish, damselfish and occasional larger visitors
    • Encrusting sponges and hydroids that glow under video lights

    Photographically, this is all about:

    • Big-picture shots of the aircraft profile
    • Engine details
    • Tail and control surfaces

    Time is very limited, so having a pre-planned shot list helps.

    Training & Skill Development Opportunities

    Courses & Workshops

    JU88 South itself is usually not used as a training site, but it makes an excellent capstone for:

    • Advanced / full trimix training (OC or CCR), once all performance criteria are met on shallower dives
    • CCR expedition skills workshops for bailout planning, deep problem solving and camera handling under time pressure

    Skills You Can Refine

    • Precision ascent control from very deep water
    • Team communication when everyone is heavily kitted and on big deco schedules
    • Realistic post-dive debriefing and project planning skills

    Gear & Gas Planning Notes

    Cylinders, Stages & Bailout

    • Open circuit:
      • Backmount twins or large sidemount configuration with multiple stages
      • Absolutely no “minimal” setups – redundancy is crucial.
    • CCR (Hollis Prism2):
      • At least two sizeable bailout cylinders, sized for a full ascent from 105m with contingencies
      • Clear, written bailout decision points and team-agreed protocols

    Deco Gases & Trimix

    • Hypoxic trimix bottom gas tuned for narcosis management and oxygen exposure
    • 1–3 deco gases depending on your planning philosophy and logistics
    • Explicit gas switch confirmation procedures – no shortcuts at 105m.

    Logistics & Surface Interval

    Boat & Day Planning

    Trips to JU88 South are typically:

    • Single-project dive days with one deep dive only
    • Early starts and long surface run-times
    • Supported by operators familiar with Heritage Malta procedures and deep-wreck logistics Dive Systems Malta

    Expect:

    • Full briefing on wreck history, access rules and emergency planning
    • Onboard O₂ and appropriate emergency kit
    • Post-dive debriefs once everyone is rehydrated and warmed up

    Why Dive JU88 South with Jason Trott & diveprism2.eu

    Small Teams, Safety First

    On deep objectives like JU88 South, Jason runs very small CCR/trimix teams, focusing on:

    • Thoughtful gas and bailout planning
    • Clear roles and pre-agreed procedures
    • Conservative decision-making on the day

    Wreck, CCR & Prism2 Experience

    Jason Trott is a Malta-based PADI Tec instructor and Hollis Prism2 CCR instructor specialising in technical, CCR and wreck diving around Malta. He’s logged extensive hours on deep heritage wrecks, including JU88 South, HMS Russell and other 80–110m sites.

    Jason Trott is a Malta-based PADI Tec and Hollis Prism2 rebreather instructor at diveprism2.eu, offering small-team, wreck-focused CCR and trimix training plus guided technical dives on Malta’s deep WWII wrecks.

    FAQs About Diving JU88 South

    How deep is JU88 South?
    The wreck lies upright at around 105–106m on a sandy seabed off south-east Malta.Maltadives.com

    Is this the same as the Ju 88 North at 55m?
    No. JU88 South is the deep wreck (~105m). The north wreck is a separate Ju 88 at ~55m off Baħar iċ-Ċagħaq. maltadives.com

    What level of diver do I need to be?
    You’ll need advanced / full trimix or equivalent level CCR certification with significant experience in 70–90m+ dives and complex decompression.

    Can I dive it on open circuit or is it CCR only?
    Both are possible, but CCR (e.g. Hollis Prism2) is usually the more practical and cost-effective approach at this depth. OC dives will have very short bottom times and huge gas requirements.

    Is a permit required?
    The site is part of Malta’s managed underwater heritage and is dived through registered dive centres and clubs operating under Heritage Malta’s framework. Heritage Malta

    How to Book or Plan Your Dive

    Check Your Readiness

    Before thinking about JU88 South, ask honestly:

    • When was your last 90m+ dive?
    • How current are your bailout and lost-gas drills?
    • Do you have a stable team and suitable kit?

    If there are any doubts, treat JU88 South as a medium-term goal, not a next-week objective.

    Contact Jason for a Progressive Plan

    Jason can help you:

    • Map out a training and warm-up path using Malta’s shallower wrecks (including the 55m Ju 88 North, destroyers and deep ships)
    • Build confidence on the Hollis Prism2 CCR or open-circuit trimix
    • Plan a dedicated JU88 South project day when you’re truly ready

    Head to diveprism2.eu to get in touch, send your current certs and recent dives, and start planning your route to one of Malta’s most iconic deep-wreck dives.

  • HMS Russell, Malta – Technical & CCR Dive Guide

    HMS Russell, Malta – Technical & CCR Dive Guide

    Overview of the Dive Site

    HMS Russell is a First World War pre-dreadnought battleship lying upside down on the sand at around 110–115 metres depth, roughly 6 km east of Fort St Elmo / Valletta, Malta. maltadives.com This is an expedition-level deep wreck, suitable only for highly experienced trimix and CCR divers with excellent team skills and discipline.

    The wreck is huge (about 130–140 m long) and remarkably intact apart from the stern, which was blown off by the mine explosion. Wikipedia The surrounding seabed is littered with shells and gun cases, and some of the ship’s guns now sit upright in the sand, making this a powerful, atmospheric dive. maltadives.com

    Key Facts at a Glance

    • Type: Deep WWI battleship wreck, war grave
    • Location: Offshore east of Valletta / Fort St Elmo, Malta maltadives.com
    • Depth: Approx. 110–115 m to the seabed; top of hull a few metres shallower maltadives.com
    • Access: Boat only, offshore site
    • Certification: Advanced trimix (OC) or equivalent high-level CCR certification
    • Gas: Hypoxic trimix, multiple deco gases; ideal for CCR (Hollis Prism2)
    • Permits: Special Heritage Malta permit required to dive (war grave) DiveBoat.mt
    • Best for: Experienced technical divers, deep wreck enthusiasts, CCR teams

    Location & Access

    HMS Russell lies in open sea, about 4–6 nautical miles off Valletta / Fort St Elmo, on a flat sandy seabed. Dive on Malta

    • Access is by boat only, usually from Valletta or Marsamxett harbours.
    • A shot line is essential for safe descent/ascent and for holding decompression stops in any surface chop.
    • Because it’s a managed heritage wreck and a war grave, diving is only allowed with the correct permits and through authorised operators. Heritage Malta

    Depth Range & Profile

    • Seabed / guns: 112–115 m
    • Upside-down hull: around 108–112 m along most of the wreck
    • No real “shallow” section – you are in full-on deep trimix territory from the moment you leave the shot line. maltadives.com

    Expect a vertical technical profile: a long descent, a short, carefully planned bottom phase, and then a long ascent with extended deep and mid-water deco.

    Recommended Certification Level

    HMS Russell is not an entry-level technical dive. It’s for divers who already have serious time at 70–90 m and are comfortable with complex gas, bailout and team management.

    Recommended minimums:

    • Open circuit:
      • Full trimix certification (e.g. PADI Tec Trimix or equivalent)
      • Substantial experience on 90 m+ dives in similar conditions
    • CCR / Hollis Prism2:
      • Advanced / full trimix CCR certification with experience in the 90–100+ m range
      • Excellent bailout planning and real-world bailout drills completed recently

    This is a dive where you should already be very comfortable with task loading, multiple deco gases, team procedures and problem solving at depth before ever stepping on the boat.

    Best Season & Typical Conditions

    • Season: Late spring to autumn is usual, when sea state and daylight are most favourable.
    • Temperature:
      • Summer: ~15–18°C at depth (thermoclines common)
      • Winter: 13–15°C throughout the water column
    • Visibility: Often 20–30 m, but can drop with plankton or weather. Divers Guide
    • Sea state: This is open sea; wind and swell can build quickly. Skippers will be conservative.

    Why Dive HMS Russell?

    What Makes This Site Special for Tec / CCR Divers

    • Scale & history: A full-size British battleship, sunk in 1916 after striking mines laid by German submarine U-73 while approaching Malta. Heritage Malta
    • Pristine deep environment: Opened to civilian diving only in 2019; still relatively few teams have visited compared to shallower wrecks. maltadives.com
    • Serious depth: A true proving ground for advanced trimix and CCR skills – more expedition than “fun dive”.
    • Atmosphere: As an official war grave, the dive has a solemn, respectful feel that most divers never forget. Heritage Malta

    For capable teams, HMS Russell is one of Malta’s “bucket list” deep wrecks alongside HMS Olympus, HMS Southwold and the deep destroyers. DIVE Magazine

    Dive Profile & Route Options

    Typical Open Circuit Profiles

    On OC, gas volume is the main limiter. Expect:

    • Helium-rich, hypoxic back gas (e.g. 8–12% O₂ range depending on plan)
    • At least two, often three deco gases
    • Bottom times typically 15–20 minutes for realistic gas and runtime control

    Most teams:

    • Drop the shot to the upturned hull amidships
    • Run a short, pre-agreed route along one side of the hull, checking key features and the surrounding seabed for guns and debris
    • Start ascent on schedule – overrunning the plan is not an option at this depth

    Typical CCR / Hollis Prism2 Profiles

    On the Hollis Prism2, HMS Russell becomes more logistically manageable, though still extremely serious:

    • Longer possible bottom times (e.g. 20–30 minutes) for similar or slightly extended runtime compared to OC
    • Better gas logistics and reduced helium cost
    • Bailout plan drives everything – you plan as if you might have to complete the entire ascent on OC

    A common approach:

    • Descend on a fixed setpoint (e.g. 1.1–1.2)
    • Maintain a conservative working setpoint at depth
    • Spend the bottom time exploring one flank of the hull and selected debris fields
    • Begin ascent with generous deep stops and pre-planned bailout options at multiple points

    Nothing here replaces proper planning software and training – your actual runtime and schedule must be calculated specifically for your team and conditions.

    Entry, Exit & Navigation Notes

    • Descent is along a permanent or temporary shot line placed near the mid-section.
    • There is usually no visual of the wreck until the last part of the descent – expect a blue-water drop until your lights pick up the hull.
    • Navigation on the wreck is relatively simple: it lies upside down on sand with the bow and stern clearly oriented, but you must keep strong situational awareness and not stray from the shot in poor visibility. maltadives.com
    • Ascent and all deco are done on the same line, often with additional deco trapezes or support stages for comfort.

    Conditions & Hazards

    Current, Visibility & Temperature

    • Current: Can be variable; even moderate current is magnified when you’re trying to hold stops with big cylinders. Divers Guide
    • Visibility: Usually good, but plankton or weather changes can reduce it significantly, especially in mid-water.

    Overheads, Entanglement & Other Risks

    • HMS Russell is a war grave. Penetration is not appropriate.
    • There may be fishing line and nets on and around the wreck, plus scattered ordnance on the seabed – this is not the place to “collect souvenirs”. Divers Guide
    • Depth means that any issue is immediately life-threatening if not handled perfectly: CO₂ issues, loop flood, gas switch errors, lost deco gas, etc.

    Safety Tips & Minimum Experience

    • Only attempt this wreck with:
      • A well-practised team used to working together
      • Recent deep trimix or CCR dives in the 70–90 m range
      • A support plan that may include surface / in-water support divers on shallower stops
    • Treat this as a project dive, not something you add to a casual holiday week.

    Wreck / Site History

    Background & Historical Highlights

    HMS Russell was a Duncan-class pre-dreadnought battleship, launched in 1901 and serving in the Mediterranean and the Dardanelles during WWI. Wikipedia

    In April 1916, while returning to Malta for resupply, she struck mines laid by German U-boat U-73 just outside Grand Harbour and sank shortly afterwards. Around 125 members of her crew were lost. Heritage Malta

    The wreck was first located and dived in 2003 by a British technical team and was only opened to controlled technical diving in 2019 as part of Heritage Malta’s deep wreck initiative. maltadives.com

    Notable Stories or Incidents

    Many first-hand accounts describe the slow capsize and evacuation, with lifeboats launched before the final explosion and sinking. Surviving officers and crew later served in senior wartime roles, adding to the ship’s historical significance. Wikipedia

    Points of Interest Underwater

    Key Structures / Features to See

    Because the ship rests upside down, you’ll see:

    • The curving hull and keel dominating your view
    • Large holes and damage towards the missing stern where the mine detonated
    • Guns and ammo cases scattered around the sand, some guns upright and very photogenic maltadives.com
    • Structural elements like casemates and deck edges partially exposed beneath the hull

    Marine Life & Photographic Opportunities

    Despite the depth, HMS Russell hosts:

    • Black and red corals, hydroids and sponge growth
    • John dory and other deep-water fish hunting along the hull maltadives.com
    • Occasional pelagics passing in the blue

    This is very much a “big camera, big lights” dive – expect dark water, strong contrasts and limited time to set shots.

    Training & Skill Development Opportunities

    Suitable Courses or Workshops

    HMS Russell is a target dive rather than a training site itself, but it can form the pinnacle of a carefully structured training plan:

    • Advanced / full trimix programmes (OC or CCR)
    • CCR expedition workshops focusing on bailout, team protocols and deep problem solving
    • Debrief-heavy coaching on gas planning, thermal protection and decompression strategies

    Skills You Can Practise Here

    • Precise ascent control and deep stops in blue water
    • Team navigation and communication with limited reference points
    • Photographic workflow under strict time pressure

    Gear & Gas Planning Notes

    Recommended Cylinders / Bailout

    • Open circuit: Twinset or backmounted twins with multiple stages; nothing minimal here
    • CCR: At least two substantial bailout cylinders, sized realistically for a full bailout from 115 m with contingencies

    Deco Gases & Trimix Considerations

    • Hypoxic trimix for bottom gas (e.g. 8–12% O₂ range with appropriate helium fraction)
    • One or more high-O₂ deco mixes staged at planned stop depths
    • Redundant gas switch confirmations and clear team-wide protocols

    All of this must be tailored to your training agency guidelines, software and conservative personal limits.

    Hollis Prism2 / CCR-Specific Notes

    For Hollis Prism2 divers with Jason:

    • Careful pre-dive checks and loop integrity are non-negotiable
    • Emphasis on bailout drills, BO switches, and scrubber management long before the project
    • Jason will help design a step-up series of progressively deeper CCR dives around Malta’s other deep wrecks before considering HMS Russell

    Logistics & Surface Interval

    Meeting Point & Boat Logistics

    Trips to HMS Russell are boat-only, with departure typically from Valletta / surrounding harbours depending on conditions and boat partner.

    On the day:

    • Early start, full briefing on wreck history, permit conditions and emergency plan
    • Surface support and emergency O₂ present
    • Long surface intervals and conservative planning – this is usually the only deep dive of the day

    Facilities Nearby (Parking, Food, Fills)

    • Cylinder and sorb fills, helium and O₂ are arranged in advance through Jason and partner tech centres.
    • Post-dive debriefs and food options in Valletta / nearby towns round off the day.

    Why Dive This Site with Jason Trott & diveprism2.eu

    Small Groups & Safety Focus

    Jason runs very small teams, especially on ultra-deep dives like HMS Russell. The focus is on:

    • Thorough pre-dive planning
    • Calm, structured execution
    • Honest debriefs and learning points after every project dive

    Wreck & Tech Diving Experience

    Jason Trott is a Malta-based PADI Tec instructor and Hollis Prism2 CCR instructor who specialises in deep wreck and CCR training around Malta, including deep heritage wrecks like HMS Russell. His approach blends real-world expedition experience, solid procedures and a strong safety culture.

    FAQs About Diving HMS Russell

    How deep is the dive?
    HMS Russell sits around 110–115 m on the seabed, with the upside-down hull only a few metres shallower. maltadives.com

    What level of diver is this for?
    Only for advanced trimix or CCR divers with extensive experience in 70–90 m+ technical dives and excellent buoyancy, gas and team skills.

    Can I dive it on open circuit and CCR?
    Yes, but CCR (such as the Hollis Prism2) is usually more practical for gas logistics. On OC, expect very limited bottom time and large gas requirements.

    What are the main risks?
    Extreme depth, long decompression, potential current and entanglement, plus the general risks of deep trimix or CCR diving. This is a managed war-grave site and must be approached with full respect and preparation.

    How to Book or Plan Your Dive

    Check Dates & Availability

    Because of permits, logistics and depth, HMS Russell dives are planned as special project days, not everyday outings.

    Step 1: Decide whether your current experience genuinely matches the demands of a 110–115 m wreck.
    Step 2: If it does, get in touch early so Jason can align permits, boat, gas logistics and any warm-up dives.

    Contact Jason for a Training or Dive Plan

    If you’re aiming for HMS Russell but aren’t quite there yet, Jason can build a progressive training path on Malta’s shallower and mid-range wrecks – on open circuit or the Hollis Prism2 CCR – leading logically toward this dive.

    You can:

    • Reach out via the contact form on diveprism2.eu
    • Send a message with your current certifications, recent dive history and goals
    • Ask about custom Tec / CCR coaching and deep wreck weeks in Malta

    HMS Russell is not just another wreck – it’s the kind of dive you plan for, prepare for, and remember for the rest of your diving life.

  • HMS Southwold – Stern Section, Malta – 72m Technical & CCR Dive Guide

    HMS Southwold – Stern Section, Malta – 72m Technical & CCR Dive Guide

    Overview of the Dive Site

    The HMS Southwold stern is the aft section of a British Type II Hunt-class destroyer sunk in 1942, lying upright on a sandy seabed at around 72–73 metres depth, roughly 1.5 miles off Marsaskala Bay on Malta’s south-east coast. maltadives.com

    The wreck of HMS Southwold is split in two: a larger bow section and a smaller stern section about 28–30 metres long, sitting approximately 300 m apart. The stern is compact but packed with detail – guns, depth-charge racks and stern structures – making it a favourite for experienced technical divers and CCR photographers. maltadives.com

    As with many of Malta’s deep wrecks, HMS Southwold is now a protected heritage site and war grave, dived under permit through authorised operators. The Virtual Museum

    Key Facts at a Glance

    • Type: WWII British Hunt-class destroyer stern section
    • Location: ~2.4 km (1.5 miles) off Marsaskala Bay, south-east Malta DIVE Magazine
    • Depth: Approx. 72–73 m (upright on sand) The Virtual Museum
    • Length of stern section: ~28 m maltadives.com
    • Seabed: Sand
    • Access: Boat only
    • Certification: Advanced trimix on OC or equivalent advanced CCR
    • Permit: Managed by Heritage Malta; special permit and approved operator required maltadives.com
    • Status: War grave; risk of unexploded ordnance

    Location & Access

    Both sections of HMS Southwold lie outside Marsaskala Bay on Malta’s south-east coast, on a flat sandy bottom. The Virtual Museum

    • Access is by boat only, usually from harbours on Malta’s south or central coast.
    • A shot line is always used for precise descent and ascent.
    • The wrecks are listed as underwater cultural heritage sites; diving is only allowed through registered dive centres and clubs working under Heritage Malta’s regulations. DIVE Magazine

    Depth Range & Profile

    For the stern:

    • Seabed / deck: ~72–73 m
    • Highest relief (gun mounts, superstructure): a few metres above the seabed

    Most teams treat this as a single-level deep trimix dive: you arrive at full depth, tour the section and then begin a long ascent with substantial decompression. There is no natural “shallow” part of the wreck. maltadives.com

    Recommended Certification Level

    The Southwold stern is a proper technical wreck; it’s deeper than the bow and usually treated as the more advanced of the two dives. Dive Systems Malta

    • Open circuit:
      • Advanced / full trimix certification (PADI Tec Trimix or equivalent)
      • Significant experience in 60–70m+ dives with long decompression, ideally on wrecks
    • CCR / Hollis Prism2:
      • Advanced / full trimix CCR certification
      • Recent bailout practice and real dives in the 70m range
      • Solid experience with multi-stage CCR dives and team procedures

    If your deep technical experience tops out at 45–50 m or you’ve had a long lay-off, you should treat the stern as a future objective and start with shallower wrecks and/or the bow section.

    Best Season & Typical Conditions

    • Season: Late spring to autumn is the main window for deep-wreck projects here.
    • Water temperature: Typically 14–16°C at depth in spring, 15–18°C in late summer.
    • Visibility: Often 20–30 m, but can be reduced by plankton or weather. DiveBoat.mt
    • Sea state: Exposed to open-sea conditions; dives can be cancelled at short notice if wind or swell picks up.

    Current can be an issue both on the bottom and especially during deco, so conservative planning and good line skills are essential. Calypso Sub-Aqua Club

    Why Dive the HMS Southwold Stern?

    What Makes This Site Special for Tec / CCR Divers

    • Compact but detailed wreck: At ~28 m long, the stern packs in a twin gun mount, depth-charge racks and superstructure detail – a lot to see in one small footprint. The Virtual Museum
    • Upright attitude: Unlike many collapsed sterns, this section sits upright, giving an intuitive sense of the ship’s lines and a dramatic profile on approach. The Virtual Museum
    • Rich marine life: Reports consistently mention excellent coral and sponge growth and dense fish life, with some divers rating it among Malta’s best-decorated wrecks. maltadives.com
    • History & context: A frontline WWII escort-destroyer sunk while protecting a vital fuel tanker during the siege of Malta, now resting as a war grave and underwater museum piece. The Virtual Museum

    If you like “busy” wrecks where every metre has something to look at, the Southwold stern is incredibly rewarding.

    Dive Profile & Route Options

    Typical Open Circuit Profiles

    On OC, gas volume and deco are the main limiting factors. Plans usually involve:

    • Hypoxic trimix back gas
    • 2–3 deco gases
    • Bottom times around 15–20 minutes for realistic gas / runtime

    A common route:

    1. Descend the shot to land near the stern deck.
    2. Confirm team, gas and time, then:
      • Tour the twin aft gun mount and surrounding deck
      • Move along the depth-charge racks and stern railings
      • Check selected superstructure features without straying far from the line
    3. Begin ascent on schedule, not when you “feel like you’ve seen enough”.

    Typical CCR / Hollis Prism2 Profiles

    On the Hollis Prism2, the stern fits nicely into a moderate-length CCR project dive:

    • Bottom time often 20–25 minutes depending on plan and comfort
    • Runtime controlled by decompression choices and conservatism, not gas volume
    • Bailout planning is the critical factor – you plan as if you might have to ascend the entire profile on open circuit from 72–73 m

    A typical route mirrors the OC one, but with slightly more time for photography or video. Setpoints, gradient factors and bailout strategies are chosen according to your training and team agreement.

    Entry, Exit & Navigation Notes

    • Descent: Always on a shot or mooring line; expect mid-water with no visual reference until the last section of the drop.
    • On the bottom:
      • The stern lies upright; once you see the guns and depth-charge racks, orientation is straightforward. The Virtual Museum
      • The site is compact; one or two slow circuits usually cover the main features.
    • Ascent: Completed on the line, often with deco trapeze or support bottle at shallower stops depending on operator.

    Because bow and stern are 300 m apart, this is always a separate dive from the bow section – you can’t reasonably swim from one to the other at depth. DIVE Magazine

    Conditions & Hazards

    Environmental

    • Current: Can be strong at depth and mid-water; you must be able to hold stops and manage drifting teams without panic. Calypso Sub-Aqua Club
    • Visibility: Usually good but can fluctuate; silt from the wreck and seabed can reduce it if teams are careless.

    Wreck-Specific Risks

    • The wreck is a war grave with unexploded ordnance (including depth charges) still present; nothing should be disturbed or removed. The Virtual Museum
    • There are typical wreck hazards: sharp metal, wiring, cables and possible fishing line.
    • Penetration is not recommended – the stern is relatively small and structurally compromised in places.

    Minimum Competence

    Teams should already be comfortable with:

    • Long deco and multi-gas ascents
    • Problem-solving at depth (lost gas, valve drills, CCR bailout)
    • Maintaining formation and awareness in limited-time environments

    Wreck / Site History

    The Ship

    HMS Southwold (L10) was a Hunt-class escort destroyer, around 85 m long with a beam of about 9.5 m, built in 1941 for convoy escort and anti-submarine duties. maltadives.com

    Sinking

    In March 1942, during the siege of Malta, Southwold was involved in escorting vital convoy ships including the fuel tanker Breconshire. While attempting to pass a tow line to Breconshire near Żonqor Point, she struck a mine, suffering severe structural damage and flooding of the engine room. The Virtual Museum

    An attempt was made to tow the damaged destroyer, but her hull split and she sank in two main sections on 24 March 1942. Most of the crew survived; one officer and five ratings were lost. The Virtual Museum

    Points of Interest Underwater

    Key Stern Features

    On the stern section you can expect to see:

    • Aft twin 4-inch gun mount, still in situ and very photogenic The Virtual Museum
    • QF 2-pounder (“pom-pom”) anti-aircraft gun mount structures
    • Depth-charge racks with unused depth charges visible on the wreck The Virtual Museum
    • Sections of superstructure and deck fittings, railing, bollards and other hardware

    Marine Life & Photography

    The Southwold stern is known for:

    • Rich coral and sponge growth on guns and railings
    • Shoals of damselfish, anthias, and frequent larger visitors in the blue
    • Excellent wide-angle opportunities: the upright stern, gun silhouette, and depth-charge racks framed against open water

    This is a dive where a well-planned shot list pays off – your time on the bottom is limited.

    Training & Skill Development Opportunities

    Courses & Workshops

    The stern makes a strong capstone dive for:

    • Advanced trimix programmes (OC or CCR) once performance at shallower depths is proven
    • CCR expedition skills workshops, focusing on:
      • Deep bailout planning
      • Team protocols around shot lines and deco
      • Camera handling and task loading on deep wrecks

    Skills You Can Practise

    • Fine-tuning buoyancy and trim around fragile structures and ordnance
    • Maintaining team formation and communication on a compact but deep site
    • Efficient ascent management with staged deco, particularly in mild current

    Gear & Gas Planning Notes

    Cylinders & Configuration

    • Open circuit:
      • Backmount twins or large sidemounts with multiple stages
      • Sufficient back gas and deco gas reserves for contingencies
    • CCR (Hollis Prism2):
      • At least two appropriately-sized bailout cylinders with realistic gas for a full ascent from 72–73 m
      • Clean rigging and stage placement for easy access around guns and racks

    Gas & Deco

    • Hypoxic trimix as bottom gas, tuned for low narcosis and safe oxygen exposure
    • One or more deco gases (common choices: intermediate nitrox/trimix plus high-O₂ mix)
    • Clear written plan covering gas switches, lost-gas scenarios and bailout decision points

    Logistics & Surface Interval

    Boat & Day Planning

    Southwold stern dives are typically run as part of a deep-wreck programme, often paired with a separate day on the bow or other 60–70m wrecks. Expect:

    • Early departure and detailed briefing
    • Single deep dive with long runtime
    • Long surface debrief and proper recovery time afterwards

    Facilities for trimix fills, O₂ and CCR sorb are arranged in advance through Jason and partner tech centres.

    Why Dive the Stern with Jason Trott & diveprism2.eu

    Small Teams, Solid Procedures

    On wrecks like the Southwold stern, Jason runs very small, well-matched teams, with emphasis on:

    • Thorough planning and realistic gas/bailout strategies
    • Clear roles and communication on the shot line and during deco
    • Straight-talking debriefs to keep improving each dive

    Wreck & Prism2 Expertise

    Jason Trott is a Malta-based PADI Tec instructor and Hollis Prism2 CCR instructor specialising in wreck-focused technical and CCR diving around Malta, including HMS Southwold, HMS Russell, JU88 South and other deep WWII wrecks.

    Jason Trott, at diveprism2.eu, offers small-group, wreck-focused trimix and Hollis Prism2 CCR training plus guided technical dives on Malta’s deep heritage wrecks, including the 72m stern of HMS Southwold.

    FAQs About Diving the HMS Southwold Stern

    How deep is the stern section?
    The stern section of HMS Southwold lies upright at around 72–73 m on sand, about 300 m away from the bow. DIVE Magazine

    Is this different from the bow dive?
    Yes. The bow is a separate section at roughly 65–70 m on its starboard side, while the stern is slightly deeper, upright and more compact. Both are independent technical dives. The Virtual Museum

    What certification do I need?
    You’ll need at least advanced trimix (OC) or equivalent CCR certification, with recent deep-wreck experience and comfort in the 60–70m+ range.

    Is a permit required?
    Yes. HMS Southwold is managed by Heritage Malta; diving requires a special permit and must be done through approved operators. maltadives.com

    How to Book or Plan Your Dive

    Check Your Readiness

    Before aiming for the stern, ask yourself:

    • Am I current on deep deco dives?
    • Have I recently practised valve drills / bailout and lost-gas scenarios?
    • Do I have a stable, compatible team?

    If not, Jason can help you build a progressive path via shallower wrecks and the Southwold bow section first.

    Contact Jason for a Southwold Plan

    To plan a Southwold stern dive or a full Southwold bow + stern project:

    • Visit diveprism2.eu
    • Send Jason your current certifications, recent tech dives and goals
    • Ask about custom Tec / CCR coaching and Southwold project days in Malta

    When you’re ready, the Southwold stern delivers exactly what deep-wreck divers love: history, structure, marine life and a serious but achievable challenge at 72 m.

  • HMS Southwold Bow – 70m Technical Wreck in Malta

    HMS Southwold Bow – 70m Technical Wreck in Malta

    Introduction – the “shallower” half of a serious wreck

    HMS Southwold, a British Hunt-class destroyer, lies broken in two off Marsaskala on Malta’s south-east coast. The larger bow section sits on its starboard side, roughly 40 m long, on a sandy seabed around 65–70 m deep. Malta Dives

    For technical divers, the bow is often the first half of the wreck they see: slightly shallower than the stern, a bit more bottom time to play with, and packed with detail around the fo’c’sle, anchors and forward gun mount.

    Jason Trott, a Malta-based technical and Hollis Prism 2 instructor at diveprism2.eu, regularly dives the Southwold bow with qualified trimix and CCR divers as part of wreck-focused technical weeks.

    History recap – how the bow ended up here

    Built in 1941, HMS Southwold (L10) was an 86 m Hunt-class escort destroyer used for convoy protection during World War II. Wikipedia

    In March 1942 she was escorting the Malta relief convoy MW10. After the Second Battle of Sirte, Southwold was ordered to assist the damaged tanker Breconshire. While manoeuvring close in heavy seas, she detonated a British mine. The blast under the engine room caused catastrophic structural damage; flooding and loss of power followed.

    Attempts were made to tow the crippled destroyer, but her hull eventually split and she sank in two main sections – bow and stern – about 1.5 miles off Marsaskala Bay, roughly 300 m apart on the seabed. Heritage Malta

    Today both sections are classified as separate underwater cultural heritage sites and war graves.

    Location, depth and layout of the bow

    • Position: Outside Marsaskala Bay, south-east Malta
    • Depth: Seabed around 68–70 m; wreck lying on its starboard side Malta Dives
    • Length of this section: Approx. 40 m, from the bow back to around the engine-room break Malta Dives
    • Separation from stern: Roughly 300 m away across sandy bottom Heritage Malta

    The bow section is instantly recognisable:

    • The stem and anchor area dominate one end, with chain, hawse pipes and winches visible. Black and White Diving
    • A forward twin 4-inch gun mounting remains in place near the break, echoing the similar mount at the stern. The Virtual Museum
    • Hull plates and superstructure lie collapsed to the side, showing obvious blast and break damage. The Virtual Museum

    Resting on its starboard side, the wreck gives you a strong sense of the ship’s lines – bow flare, deck camber and the way the hull tore when she split.

    Permits, protection and ghost-net cleanup

    The Southwold bow is not a casual “turn up and drop in” dive. It’s:

    • Managed as an underwater cultural heritage site by Heritage Malta and the Underwater Cultural Heritage Unit (UCHU).
    • Officially listed as a war grave, with unexploded ordnance present. Heritage Malta
    • Diveable only via licensed centres or clubs operating under permit. Heritage Malta

    The bow has also been the focus of ghost-net removal projects: UCHU and local divers cleared heavy netting from the site as part of a wider campaign, improving safety and protecting both the wreck and marine life. Heritage Malta

    As a visiting diver you’re expected to treat the site as a memorial: no penetration, no moving artefacts, no entering collapsed areas, and absolute respect around any human remains.

    Who the Southwold bow is for

    Like the stern, the bow is firmly in advanced technical territory:

    • Typical depths around 68–70 m.
    • Long decompression on the way up.
    • Open-sea boat conditions with potential current. Malta Dives

    Minimum realistic experience:

    • Solid normoxic/hypoxic trimix background or CCR trimix training.
    • Comfort with multiple deco gases (e.g. nitrox 50, oxygen) and staged cylinders.
    • Experience with blue-water ascents, DSMBs and shot-line etiquette.
    • Recent practice in long decompression profiles.

    On open circuit, gas volumes for a relaxed, non-rushed dive are substantial. Many teams choose CCR – in particular, units like the Hollis Prism 2 CCR – for efficiency, better gas logistics and reduced narcosis for repeated dives in the 60–70 m range.

    Bow vs stern – how this dive feels different

    Both halves of the Southwold are strong dives in their own right, but they have slightly different flavours:

    • Bow:
      • Very distinct ship’s-bow profile and anchor gear.
      • Forward gun mount, blast damage and collapsed plating to explore.The Virtual Museum
      • A little shallower, so marginally more bottom time for the same gas plan.Malta Dives
    • Stern:
      • Upright, with twin gun turret, depth-charge racks and props.Malta Dives
      • Typically a metre or two deeper, with a slightly more “towering” feel off the sand.Heritage Malta

    Ideally, you dive both on separate days. On diveprism2.eu you can position this blog as the companion piece to your Southwold stern article, so tech divers can read both before planning a week of deep wrecks.

    A typical Southwold bow dive – narrative profile

    As always, this is a descriptive example, not a dive plan. Your actual profile must follow your training, gases and team parameters.

    Descent

    After the Heritage Malta permit checks and a thorough briefing, the skipper drops a shot line on the bow. Once the shot is confirmed, teams gear up and enter in sequence, clipping on deco stages at the line.

    You descend through blue water, the shot disappearing into deeper blue. Around 60 m the bow comes into view, lying on her starboard side, stem pointing slightly upwards. The sense of scale is immediate: an entire warship’s bow section looming out of the gloom.

    On the wreck

    Typical bottom times might be 20–25 minutes depending on gases and training. That’s enough for a full, controlled circuit:

    • Swim along the stem and anchor gear, checking out the chain, windlass and hawse openings.Black and White Diving
    • Move aft along the hull, taking in rows of portholes, hull plating and the clear line where she broke away.
    • Spend time at the forward 4-inch twin gun mount, now frozen in place but still menacing.The Virtual Museum
    • Inspect areas of collapsed superstructure, where the weight of metal and decades of corrosion have peeled sections away from the hull.The Virtual Museum

    Marine life can be surprisingly lively for such a deep site: shoals of damselfish and anthias, scorpionfish tucked into plates, and sometimes pelagics cruising the sand.

    On a Hollis Prism 2 CCR, you’ll be running a trimix diluent with an appropriate set-point, keeping END/ENDT within your training while minimising helium costs and streamlining your cylinder count compared to OC.

    Ascent and deco

    Leaving the wreck, you return to the shot, secure yourself and begin the long multi-stop ascent. Expect:

    • Initial deeper stops on bottom gas or a travel mix.
    • One or two rich nitrox and O₂ switches (for OC) or staged bailout plans on CCR.
    • 60–90+ minutes of decompression, depending on bottom time and mix.

    Good communication, solid buoyancy and thermal management become the real work now. The bow disappears below as you focus on deco discipline and gas switches.

    Hazards and risk management

    Key issues specific to the Southwold bow:

    • Depth and gas density: 68–70 m is no place to push air or light nitrox – trimix (OC or CCR diluent) is mandatory. Malta Dives
    • Currents: Can be present at surface and depth; team separation is a real risk if people lose the shot. Calypso Sub-Aqua Club
    • Unexploded ordnance: Shells and other ordnance may be present; absolutely no touching or moving objects. Heritage Malta
    • Overhead temptation: Collapsed plates and spaces under the hull are not for penetration – this is a war grave, not a playground. The Virtual Museum
    • Shot-line dependence: Lost-line drills and DSMB skills should be second nature before you attempt this site.

    Diving with a small, experienced team and an instructor/guide who knows the wreck and local conditions – like Jason – mitigates a lot of the operational risk.

    Why the Southwold bow suits CCR and the Hollis Prism 2

    For Hollis Prism 2 divers, the bow is a perfect application of the unit’s strengths:

    • Gas efficiency: You can get meaningful bottom time without absurd OC back-gas and deco volumes.
    • Optimised decompression: Adjusting set-points during ascent lets you balance decompression efficiency with sensible PO₂ ceilings.
    • Trim and stability: A properly configured Prism 2 is very stable in horizontal trim – ideal when you’re hovering alongside the hull or over the collapsed superstructure.
    • Bailout options: You can stage bailout trimix and deco gases to cover realistic contingencies without turning yourself into a Christmas tree.

    Jason can include a Southwold bow dive as:

    • A capstone dive for suitably prepared Prism 2 divers after CCR trimix training, or
    • A guided experience for already-certified CCR trimix divers who want a local mentor on their first Malta deep wrecks.

    Planning your Southwold bow dive with diveprism2.eu

    If you’re looking at the Southwold bow as a goal, Jason can help you:

    • Build the pathway: From PADI Tec through to Hollis Prism 2 CCR and trimix, he can map the steps needed to get you comfortably into the 60–70 m range.
    • Schedule a wreck week: Combine the bow and stern with other deep wrecks – HMS Stubborn, ORP Kujawiak/HMS Oakley, and more – for a full technical itinerary around Malta. Malta Dives
    • Handle permits and logistics: Heritage Malta paperwork, boat bookings and weather windows are all managed for you, so you focus on training and diving.
    • Keep it small and safe: Jason works with small groups, emphasising pre-dive planning, bailout realism and conservative decision-making.

  • Gas Planning for Deep Wrecks in Malta: Deco Gases, Trimix, and CCR Considerations

    Introduction – Gas Planning Is the Real Technical Skill

    Malta has some of the world’s most accessible deep wrecks: HMS Stubborn (~55 m), Southwold bow & stern (68–73 m), Schnellboot, ORP Kujawiak, and several 90–100+ m sites for expedition-level CCR diving.

    The difference between a safe dive and a stressful one is almost always gas planning

    This guide breaks down high-level gas planning principles for deep Malta wrecks — not a full maths class, but a practical framework you can apply immediately.

    Why Gas Planning Is Different in Malta

    Malta’s deeper wrecks create a unique environment:

    Consistent depth ranges

    Most major wrecks sit at clean, flat depth bands (55 m, 70 m, 90–110 m).
    This makes gas planning predictable — if you know the profile.

    Blue-water ascents

    Many wrecks require DSMB ascents with mid-water deco.
    Gas planning must allow for imperfect line work or current.

    Long runtimes

    A “short” 70 m dive can still involve 45–70 minutes of deco.
    OC gas adds up fast.

    Perfect for CCR

    Deep, square profiles are exactly where CCR shines — but bailout planning must be realistic.

    Trimix Basics for Malta – Simple Rules That Work

    Trimix gas planning isn’t about chasing perfect numbers. It’s about:

    • Function
    • Safety
    • Cognitive clarity
    • Logistics

    A simple way to think about deep wreck mixes in Malta:

    For 45–55 m wrecks (Stubborn / Polynesien deeper routes)

    Typical back gas:
    Trimix 21/35 or 18/45

    Why:

    • Good END
    • Low narcosis
    • Moderate helium cost

    For 60–70+ m wrecks (Southwold, Schnellboot)

    Typical back gas:
    Trimix 15/55 or 12/60

    Why:

    • Keeps END sensible (25–30 m range)
    • Enough helium to avoid dense gas issues
    • More stable physiology during long bottom times

    For 90–100+ m dives (Kujawiak / deeper project dives)

    Typical back gas:
    Trimix 10/70, 8/80 or expedition mixes depending on PO₂ ceiling

    Why:

    • Very low nitrogen
    • Very low gas density
    • Narcosis management becomes critical

    These aren’t rules — they’re starting points.
    Exact mixes depend on:

    • Workload
    • Diver experience
    • Unit (OC vs CCR)
    • Thermocline
    • Dive objective

    Choosing Deco Gases – Keep It Simple, Keep It Useful

    New technical divers often over-complicate deco gas choices.

    For typical Malta profiles, these cover 90% of use cases:

    Nitrox 50 (50% O₂)

    Used from ~21 m
    Excellent “workhorse” gas for 45–60 m dives.

    80% O₂ or 100% O₂

    Used from 6 m
    Pure O₂ is great when conditions allow stable holds.

    Trimix Deco (rarely needed)

    For extremely deep or cold dives.
    Most Malta divers won’t need it until 90+ m projects.

    For OC:

    • 1 deco gas → Tec40
    • 2 deco gases → Tec45 / Tec50 / Trimix
    • More only for extreme runtimes

    For CCR:

    Deco gases are bailout gases first, deco gases second.

    OC vs CCR Gas Planning – The Real Differences

    Most recreational or early-tec divers think CCR is “just more bottom time”.
    The real difference is deeper:

    Open Circuit Trimix – Gas Planning Realities

    High gas consumption at depth

    A 70 m dive on OC burns through:

    • Back gas rapidly
    • Deco gas rapidly
    • And doubles or triples costs

    Heavy bailout dependence

    Your entire plan must assume OC bailout as your exit strategy.

    Deco gas logistics matter more

    If you lose one deco gas, what’s your plan?
    OC divers need redundancy at multiple levels.

    Depth/time trade-offs

    Want more time?
    Prepare for more helium cost and more deco.

    CCR – Gas Planning Realities

    CCR fundamentally changes the profile:

    One-third to one-tenth the gas cost

    Your helium lasts many dives, even at 70–90 m.

    Deco becomes more efficient

    Constant optimal PO₂ reduces decompression.

    Predominant risk = bailout planning

    Your loop gives efficiency.
    Your bailout plan gives safety.

    Bottom time flexibility

    You can extend the dive safely — but tasks & thermal load still matter.

    CCR Bailout Planning – The Critical Skill

    Many new CCR divers fail at the realistic part of bailout planning:

    They plan bailout for calm, perfect conditions – not real ones.

    A good CCR bailout plan assumes:

    • Stress SAC, not CCR SAC
    • Delay before ascent
    • Potential current
    • Possible deeper start point
    • Gas switch issues
    • Team separation
    • DSMB ascent, not a shot line

    For a typical 70 m Malta wreck, bailout might include:

    • Deep bailout (e.g., 15/55 or 12/60)
    • Nitrox 50
    • Oxygen
    • BOV access
    • Clear switch protocols

    Example Planning Differences – 70 m Wreck Dive

    Not a dive plan — just a comparison.

    Open Circuit Example (Southwold Stern, 73 m)

    Bottom gas: Trimix 12/60
    Deco gases: 50% and 100%
    Bottom time: 20–25 min
    Total gas carried: 3–4 cylinders
    Typical deco: 60–90 min
    Primary concern: Gas volume and gas density

    CCR Example (Prism2, same wreck)

    Diluent: Trimix (e.g., 10/70 or similar)
    Setpoints: 1.2–1.3 at depth / 1.4–1.5 ascending
    Bottom time: Often 30–40+ min
    Bailout: 1–3 cylinders depending on training & team
    Deco: Shorter, more controlled
    Primary concern: Bailout management & loop discipline

    Both are valid.
    CCR simply opens more time and reduces cost.

    Safety Margins – The Most Important Aspect

    Gas planning isn’t about minimums.
    It’s about margins.

    A solid plan includes:

    • Accurate SAC
    • Realistic stress response
    • Failure scenarios
    • Lost gas contingency
    • Team resources
    • Ascent strategy
    • DSMB plan
    • Thermal/physiological load

    This is what separates a deep technical dive from a deep number-chasing dive.

    Final Thoughts – Gas Planning Is a Skill, Not an Equation

    Technical diving isn’t about chasing the perfect mix.
    It’s about making decisions that keep you safe, efficient and focused on the wreck — not your SPG.

    Whether you choose OC trimix or CCR, the principles remain:

    • Plan with honesty
    • Leave margin
    • Prepare bailout properly
    • Avoid task overload
    • Don’t rush depth progression

    Malta offers the ideal environment to train these skills — predictable depths, real wrecks, and clean progression from 40 m to 100+ m.

  • My journey so far.

    My Journey to Tec CCR 100 in Malta

    From Stoney Cove and Dorothea Quarry to 100+ metres on a Hollis Prism2

    If you’re reading this, you’re probably an experienced diver thinking about going deeper – into technical diving, rebreathers, or both.

    I’m Jason Trott, a Tec & Rebreather Instructor based in Malta, with 500+ hours on the Hollis Prism2 and thousands of logged dives. I didn’t start out on trimix in the Mediterranean – I started as a 12-year-old kid in Egypt, completely hooked after my first Red Sea dives.

    This is the story of how I went from junior diver in Egypt, through cold Stoney Cove weekends, to 106 m in Dorothea Quarry, and eventually to achieving PADI Tec CCR 100 in Malta at 27 – very likely one of the youngest to do it.

    I’m writing it from my perspective so you can see what a realistic path into technical and CCR diving actually looks like, with all the plateaus, cold water, and quarry hours included.

    Early Days: Getting Hooked in Egypt (2007)

    I made my first dives in the Red Sea in Egypt in 2007, at age 12. Warm water, good viz, colourful reefs – the usual story – but for me it clicked hard. I went back to the UK completely addicted.

    Back home, I did what a lot of keen young divers do: pushed right up against the age limits.

    • Trained up through the junior levels as quickly as I could.
    • Reached Junior Master Scuba Diver while still too young to do half of what I wanted.
    • Spent a lot of time waiting for birthdays so I could sign the next bit of paperwork.

    By 18, the second the age restriction allowed it, I was:

    • Divemaster
    • Tec 40
    • On a clear path toward deeper, longer, more complex dives.

    Stoney Cove, UK – My Real Training Ground

    Most of my real development didn’t happen on holiday; it happened at Stoney Cove in the UK.

    If you’ve dived there, you know it’s not glamorous – cold water, limited viz, and a lot of repetition – but it’s an excellent environment for building discipline.

    At Stoney Cove I:

    • Cemented my core skills: buoyancy, trim, gas management, valve drills.
    • Worked my way through Tec 40 and Tec 50.
    • Got comfortable being cold, wet, and doing the same skills over and over until they were boring – which is exactly the point.

    Looking back, those weekends in a quarry did more for my technical diving foundations than any single warm-water trip. If you’re reading this from the UK thinking “I only have quarries” – that’s not a limitation, it’s a training asset.

    Dorothea Quarry – First 100 m+ Dives (Max 106 m)

    From Stoney Cove, the natural progression for deeper training in the UK is places like Dorothea Quarry in North Wales.

    Dorothea has a reputation: deep, cold, overhead rock walls, and plenty of ways to get things wrong if you’re not prepared. It was an obvious step once my training and experience allowed it.

    I’ve dived and explored Dorothea to a maximum depth of 106 m.

    Those dives were significant for me because they weren’t just about “touching 100 m”:

    • They forced serious gas planning and bailout strategy.
    • They tested team discipline under real narcosis and deco stress.
    • They showed me very clearly where I wanted more redundancy and efficiency – which is where rebreathers started to make more and more sense.

    At that point I knew my long-term objective: HMS Britannic at around 120 m. To do that safely and repeatably, CCR wasn’t optional – it was the logical next step.

    Why I Moved Into Rebreathers

    The push towards rebreather diving was simple:

    • I wanted to spend more time on deep wrecks without carrying a ridiculous amount of open-circuit gas.
    • I wanted better gas efficiency and a more controlled decompression environment.
    • I had specific goals – like Britannic – that realistically require CCR if you want proper time on the wreck.

    Open circuit taught me discipline and respect for depth. But for the kind of 120 m-class dives I was interested in, CCR offered:

    • Constant best mix at depth.
    • Huge reduction in open-circuit gas logistics.
    • The ability to treat deep wreck projects as repeated, sustainable dives, not once-in-a-lifetime stunts.

    Moving to the Hollis Prism2 (2020)

    In 2020 I made the move onto the Hollis Prism2.

    I didn’t just want to dive the unit; I knew early on that I wanted to teach on it, so I approached it as a long-term platform, not a toy.

    Since then I’ve:

    • Logged 500+ hours on the Hollis Prism2.
    • Progressed through training all the way to PADI Tec CCR 100.
    • Qualified as a PADI Tec Instructor and PADI Rebreather Instructor on the unit.
    • Built a lot of those hours specifically on wreck and technical profiles, not just shallow bimbling.

    The Prism2 has become the backbone of my diving life, from UK quarries to Red Sea walls to deep wrecks in Malta.

    Red Sea and Malta – Warm Water, Real Dives

    While a lot of my foundational skills were built in cold UK water, I’ve returned to the Red Sea multiple times and spent extensive time in Malta.

    Red Sea

    In Egypt and the wider Red Sea I’ve:

    • Logged numerous recreational and technical dives on reefs and wrecks.
    • Used the clear water to focus on refining trim, buoyancy and situational awareness without fighting cold and low viz.
    • Enjoyed that contrast between holiday diving and the more serious project-style dives elsewhere.

    Malta

    Malta is where everything came together for me.

    Malta offers:

    • Shallow wrecks and training sites from around 5–20 m.
    • Classic tec wrecks in the 40–60 m range.
    • Serious deep wrecks out towards 100+ m.

    It’s one of the few places where you can realistically build a progression from your first tech steps to genuine expedition-style CCR dives, all from the same base.

    That’s why I’m now based in Malta and focusing my Tec and CCR training here.

    Working With Different Dive Centres and Teams

    I’ve been lucky to work with and around a number of different operations over the years. That mix has given me a wide view of how different teams approach technical and CCR diving.

    I’ve worked with:

    • DiverCity
    • Platinum Divers
    • Rec2Tec Diving
    • Blue Ocean Diving
    • Waterworld Malta

    Each centre has its own approach and culture, and spending time with different teams has helped me:

    • See multiple ways to solve the same problems.
    • Learn from other instructors’ successes and mistakes.
    • Refine my own teaching style and standards.

    In the next season, I’ll be diving with Divewise / Techwise Malta, continuing to focus on Hollis Prism2 CCR training and technical wreck diving around the islands.

    Achieving PADI Tec CCR 100 in Malta at 27 (June 2022)

    A key milestone for me was achieving PADI Tec CCR 100 status in Malta in June 2022, at 27 years old.

    Given how new rebreathers still are for a lot of divers, that makes me very likely one of the youngest Tec CCR 100 divers at the time – and quite possibly the youngest at 27. I’m not claiming any official world record, but it’s a detail that gives people an idea of how early and intensely I committed to this path.

    Tec CCR 100 isn’t just “another card”:

    • It formalises 100 m+ rebreather capability with serious decompression.
    • It requires real planning, discipline and bailout preparation, not just skill demos.
    • It demands a solid track record of CCR dives, problem-solving and team behaviour before you ever see the assessment dives.

    Doing that in Malta, on a Hollis Prism2, using the same wreck environment I now teach in, means my current courses are built on exactly the kind of dives my students eventually want to make.

    My Teaching Style: Calm, Methodical, Safety-Driven

    All of this history feeds into how I now teach Tec and CCR.

    A few key points about how I work:

    • I’m calm and methodical – no shouting, no theatrics, just clear expectations and repetition.
    • I focus relentlessly on margins – we don’t plan to the limit of what’s theoretically possible; we plan to leave room for the unexpected.
    • Bailout is central – gas volume, gas choice, realistic loss-of-loop scenarios, and how you and your buddy actually get out alive, not just on paper.
    • Team behaviour is non-negotiable – communication, positioning, role clarity and honest pre-dive checks, especially on CCR.
    • My background in IT and Open University teaching means I’m used to breaking complex systems down into logical steps and teaching adults who ask hard questions.

    My ideal student is not the thrill-seeker chasing numbers. It’s the experienced diver who wants to go further but understands that progression takes time, discipline and honest self-assessment.

    Why This Journey Matters If You Want to Train With Me

    When you choose an instructor for technical or rebreather training, you’re not just buying a syllabus – you’re buying into their experience, biases and habits.

    Here’s what my path means for you:

    • I’ve seen both warm and cold water environments – from Red Sea to Stoney Cove to Malta – and I understand how skills translate between them.
    • I’ve done the hard quarry hours, not just the photogenic dives, and I still believe in that kind of foundational training.
    • I know what it feels like to be at 100+ metres in a dark, cold quarry and on deep wrecks – and I respect that environment.
    • I’ve worked with multiple centres (DiverCity, Platinum Divers, Rec2Tec Diving, Blue Ocean Diving, Waterworld Malta, and soon Divewise/Techwise Malta), so my standards are built from a wide base, not a single “house style”.
    • I reached Tec CCR 100 at 27, but I did it with conservative planning, not shortcuts. That same mindset applies to every course I run.

    Thinking About Tec or CCR Diving in Malta?

    If you’re considering:

    • Moving from advanced / rescue level into your first Tec course.
    • Taking your open-circuit tech experience onto a Hollis Prism2.
    • Building towards 60–100 m wreck dives in Malta in a structured, realistic way.

    Then this is exactly the environment I’ve built my training around.

    On this site you’ll find:

    • Details of my PADI Tec 50 and PADI CCR 40 Hollis Prism2 courses (with CCR 60 coming soon).
    • Information on the Malta wrecks we use at different stages of training.
    • More articles breaking down bailout planning, course structure, and how to prepare before you arrive.

    If you’d like to talk through your experience and goals, use the contact form or message me directly. I’ll tell you honestly whether you’re ready, what you need to work on, and how we can build a safe, realistic training plan that moves you towards the dives you actually want to do – not just another plastic card.

    – Jason Trott, Tec & Rebreather Instructor, Malta

  • Beginner’s Guide to the Hollis Prism2: What New CCR Divers Need to Know

    Introduction – Why the Hollis Prism2?

    The Hollis Prism2 rebreather has become one of the most respected closed-circuit systems for technical divers looking to progress safely into deeper, longer and more efficient dives. Whether you’re moving beyond Tec40/Tec45 or looking at your first CCR, the Prism2 offers a stable, predictable platform for real technical progression.

    What Exactly Is the Hollis Prism2?

    The Hollis Prism2 (often written as Prism 2 or P2) is a rear-mounted closed-circuit rebreather (CCR) built for serious technical diving. It’s widely used for:

    • Deep wreck diving
    • Trimix exploration
    • Long-range project dives
    • Progressive CCR training

    Key features that matter to new divers:

    • Back-mounted counterlungs → familiar balance for divers coming from twinsets
    • Solid, predictable control system → excellent for newer CCR divers
    • Modular design → easy travel, simple servicing, clean layout
    • Stable work-of-breathing → important at depth, especially 60–100 m
    • Wide training support through PADI, TDI, RAID and instructors worldwide

    The Prism2 is not a gimmick or a trendy unit – it’s a workhorse. That’s why so many technical divers choose it as their first CCR.

    Who Is the Prism2 Ideal For?

    While anyone with the right prerequisites can train on it, the Prism2 is especially well suited for:

    Technical divers already using twinsets

    The balance and trim feel familiar.

    Divers planning 50–100 m progression

    The unit handles serious depth very well.

    Wreck divers

    Rear-mounted lungs keep the chest area clear for valve access and stage management.

    Divers who value stability and predictability

    The Prism2 focuses on reliability, not endless configuration options.

    Divers who want a long-term platform

    It’s not something you “outgrow”. It scales from CCR40 all the way to CCR100 and expedition profiles.

    If your long-term goals include deep wrecks in Malta, 100 m class dives, or eventually projects like Britannic, the Prism2 is a smart choice.

    How Does Prism2 Training Work? (Clear Overview)

    Prism2 training follows a structured, modular path. Most divers progress through the following:

    CCR40 – First Step Onto the Unit (30 m)

    Learn:

    • Loop management
    • Basic failures
    • Bailout
    • Buoyancy & trim with a CCR
    • Setpoints, oxygen control, scrubber management

    Perfect for divers transitioning from OC Tec40/45.

    CCR60 – Moving Into Real Technical Depth (up to ~60 m)

    You’ll learn:

    • Deep CCR procedures
    • Decompression strategy
    • Advanced bailout planning
    • Team protocols on CCR

    This is where CCR “clicks” for most divers.

    CCR100 – Full Technical Depth Capability (100 m+)

    Serious training for serious dives.

    Skills include:

    • Hypoxic trimix
    • Complex bailout
    • Long decompression profiles
    • Realistic failure management
    • Deep wreck task loading

    Jason completed Tec CCR 100 on the Prism2 in Malta at 27, giving you an instructor who has actually taken the unit to those depths.

    Why Malta Is an Ideal Place to Learn the Prism2

    Malta offers one of the best CCR training environments in the world:

    Perfect depth progression:

    • 5–20 m → drills
    • 30 m → CCR40
    • 40–60 m → CCR60
    • 70–100+ m → CCR100

    Stable conditions:

    Predictable viz, minimal currents, ideal for multi-day courses.

    Real wrecks at every level:

    • Le Polynesien (OC/CCR 40–55 m)
    • HMS Stubborn (~55 m)
    • Southwold bow & stern (68–73 m)
    • Deeper 90–110 m wrecks for post-cert progression

    CCR divers need repetition without weather disruption – Malta delivers.

    Common Questions New Divers Ask About the Prism2

    Is the Prism2 safe for beginners?

    Yes. It’s one of the most stable units on the market. Safety depends far more on discipline than what unit you choose.

    How hard is the transition from open circuit?

    Most divers say the first 5–8 hours feel strange.
    After 2–3 days, buoyancy begins to feel natural.
    By the end of CCR40, you will feel in control.

    Is maintenance difficult?

    You will learn:

    • Pre-dive checks
    • Packing the scrubber
    • Cell management
    • Loop testing
    • Basic O-ring care

    The Prism2 is logical and clean, not fiddly.

    Do I need a lot of bailout cylinders?

    Depends on depth.
    For CCR40/60, usually one stage + optional pony.
    For CCR100 and deeper wrecks, you’ll carry multiple.

    Bailout planning is a core part of Jason’s training.

    Is CCR cheaper than OC?

    Upfront = more expensive.
    Long-term = dramatically cheaper on helium and logistics.

    Most divers moving to 60–100 m save a fortune.

    Why I Specialise in the Hollis Prism2

    I’ve trained, logged and taught on multiple systems, but the Prism2 is my primary platform because it offers:

    • Stability at depth
    • Predictability when problem-solving
    • Rear-mounted counterlungs ideal for wreck diving
    • Clean, logical maintenance
    • Strong global support network
    • A training pathway that scales to serious expedition diving

    I’ve logged 500+ hours on the Prism2 and achieved Tec CCR 100 on this unit here in Malta. My training is built on the exact progression I used myself.

    My focus is simple:

    Give divers a safe, realistic and enjoyable path into real-world CCR diving — not just a card.

    Is the Hollis Prism2 Right for You? (Quick Checklist)

    You’re a strong candidate if you:

    • Are comfortable with twinset/DIR-style skills
    • Want to dive below 50–60 m
    • Want more bottom time, less helium cost
    • Enjoy the discipline of technical diving
    • Are interested in deep wreck exploration
    • Want one platform for the next decade of diving

    If that sounds like your long-term path, the Prism2 is an excellent choice.

  • 7 Common Mistakes New CCR Divers Make (and How to Avoid Them)

    Learning CCR the Right Way

    Switching from open circuit to a rebreather is one of the biggest steps in a diver’s journey. Technology changes, planning changes, mindset changes — and that adjustment period can create predictable mistakes for new CCR divers.

    These are real issues I’ve coached divers through, especially those on the Hollis Prism2, but they apply across all units and training agencies.

    Complacency With Pre-Dive Checks

    The mistake:
    New CCR divers sometimes rush or skip parts of their checklist once they’ve done a few dives.
    “I packed it yesterday, it’ll be fine.”
    “We only changed a small thing; let’s just go.”

    Why it matters:
    A skipped checklist is the root cause behind a huge percentage of CCR accidents.
    Cells, sensors, O-rings, scrubber packing — one oversight can snowball.

    How to avoid it:

    • Use a written checklist every time (physical or digital).
    • Slow down. CCR diving rewards patience.
    • Treat the BOV/OC bailout test as non-negotiable.
    • Pack and test without distractions.

    Poor Loop Volume Management

    The mistake:
    New divers either run the loop too full (bubble-like buoyancy) or too empty (work-of-breathing struggle).

    Why it matters:
    Loop volume affects:

    • Buoyancy
    • Trim
    • Breathing effort
    • Workload on ascent/descent
    • CO₂ retention risk

    How to avoid it:

    • Practice “loop neutral” at different depths.
    • Use small, deliberate additions — not big breaths.
    • Learn the feel of optimal loop tension early.

    On the Hollis Prism2, balanced counterlungs make this easier, but only if your trim is solid.

    Task Loading Too Early

    The mistake:
    Trying to run cameras, scooters, extra stages or long routes before core CCR skills are instinctive.

    Why it matters:
    CCR has a cognitive load:

    • Monitoring PO₂
    • Loop management
    • Setpoint handling
    • BOV usage
    • HUD awareness
    • Bailout readiness

    Task loading too early leads to missed warnings, slow response times, and poor buoyancy.

    How to avoid it:

    • First 10–20 hours: keep dives simple.
    • Build camera or scooter skills after buoyancy mastery.
    • If you feel behind the unit, slow down, simplify, reset.

    Overreliance on Automation

    The mistake:
    New divers trust the computer to “handle everything” — especially on electronically controlled units.

    Why it matters:
    Automation helps, but you are the life support system.

    If you don’t understand:

    • What your solenoid is doing
    • Why your PO₂ is drifting
    • How your sensors are behaving
    • What manual mode feels like
      …then you’re not ready to handle failures.

    How to avoid it:

    • Practice manual PO₂ control regularly.
    • Dive different setpoints deliberately.
    • Switch modes during training (with instructor).
    • Watch trend behaviour, not just numbers.

    On the Prism2, the manual mode is intuitive — use it often to build confidence.

    Forgetting That Skills Fade Quickly

    The mistake:
    Three months off the unit, two missed dives, and suddenly:

    • buoyancy is sloppy
    • setpoint awareness is poor
    • bailout drills feel alien

    Why it matters:
    CCR skills are high-consequence.
    If you don’t dive regularly, you lose muscle memory fast.

    How to avoid it:

    • Don’t return to the unit “cold”.
    • Book a 1–2 dive CCR tune-up when returning after a break.
    • Start again in shallow, controlled conditions.
    • Re-do bailout, dil flush, loop checks, OC ascents.

    Being Unprepared for Bailout

    The mistake:
    New CCR divers underestimate bailout gas, planning and mental readiness.

    Typical issues:

    • “I’ll never need this much gas.”
    • Incorrect gas choice
    • Unrealistic SAC assumptions
    • Poor bailout ascent strategy

    Why it matters:
    Bailout is the ultimate rescue — for you.

    If you’re not prepared:

    • A minor failure becomes a major problem.
    • You may not have the gas needed to get out alive.

    How to avoid it:

    • Train bailout as if it’s guaranteed, not unlikely.
    • Use realistic SAC rates (OC stress rates, not calm CCR rates).
    • Run bailout drills at least once every few dives.
    • Use a BOV or quick OC access if your unit supports it.

    On Wreck & 60–100 m CCR training in Malta, bailout realism is central to every dive plan.

    Neglecting Unit Maintenance & Servicing

    The mistake:
    New divers sometimes treat CCR maintenance casually:

    • “The scrubber is fine; I didn’t dive long.”
    • “O-rings look OK.”
    • “I’ll service it next season.”

    Why it matters:
    Neglect leads to:

    • Loop leaks
    • Floods
    • Sensor issues
    • Oxygen spikes or drops
    • Reduced reliability

    How to avoid it:

    • Follow strict scrubber rules
    • Replace O-rings proactively
    • Service valves and cylinders regularly
    • Change sensors on schedule
    • Keep the unit dry, clean and correctly stored

    Bonus: The Mindset That Prevents 95% of CCR Mistakes

    A CCR diver needs to be:

    • Calm
    • Conservative
    • Curious
    • Methodical
    • Honest about their limits

    Not a superhero.
    Not a number-chaser.
    Just someone who takes the time to do things properly.

    This mindset is what keeps CCR safe — and enjoyable — for decades.

  • Should I Go Trimix or Rebreather First? A Practical Guide for Technical Divers in Malta

    Introduction – The Big Fork in the Road

    Once you’ve completed PADI Tec40 or Tec45, you’re standing at the same crossroads every technical diver eventually faces:

    Do I continue on open circuit and go trimix?
    Or should I move onto a rebreather (CCR) now?

    Most divers don’t know which path fits their long-term goals. This guide breaks it down based on real experience in Malta’s wreck environment.

    Why This Question Matters

    Both trimix and CCR are incredible tools – but they serve different purposes.

    The right choice depends on:

    • Your goals
    • Your budget
    • How often you plan to dive
    • Whether you want to build towards 100 m+ wreck dives
    • How much you enjoy equipment and planning

    Let’s break it down into the realities, not the marketing.

    Option 1 – Go Trimix First (Open Circuit)

    What It Is

    Trimix training continues your OC journey into deeper and safer profiles by replacing nitrogen with helium.

    Typical depth ranges:

    • Tec50 Trimix: ~50–60 m
    • Full Trimix: 70–100 m+

    Why Choose Trimix First

    1. You build problem-solving discipline

    Open-circuit trimix forces you to:

    • Track multiple gases
    • Plan bailout precisely
    • Handle failures with increasing decompression
    • Maintain rock-solid buoyancy under narcosis reduction

    It builds strong mental discipline for later CCR work.

    2. Zero new life-support systems to learn

    You stay with what you know:

    • Twinset
    • Stages
    • Gas switches
    • Existing protocols

    This removes cognitive load compared to jumping straight into a rebreather.

    3. Ideal if you dive only a few big trips a year

    Trimix is straightforward for:

    • Malta holidays
    • Red Sea trips
    • Occasional deep wreck missions

    You don’t lose currency like you might on CCR if you take long breaks.

    4. Cheaper upfront

    No unit purchase, no electronics. Just:

    • Twinset + regs
    • Two stage cylinders
    • Trimix training

    Much lower barrier to entry.

    Limitations of Trimix

    • Gas costs add up, especially 60–90 m
    • You’re carrying a lot of cylinders
    • Short bottom times compared to CCR
    • Logistics are heavy for multiple deep dives in a week

    Trimix is amazing, but at some point you hit its practical ceiling.

    Option 2 – Go Rebreather (CCR) First

    What It Is

    A rebreather recycles your gas, optimises PO₂ and dramatically improves efficiency.

    You’re specifically training on the Hollis Prism 2 CCR.

    Why Choose CCR First

    1. Much longer bottom times

    On a 70–90 m wreck, you can spend:

    • Twice as long (and often more)
    • With manageable deco
    • Without mountains of OC gas

    This is the biggest reason divers move to CCR early.

    2. Huge gas savings

    You’re not burning trimix every minute – you’re recycling it.
    This makes deep diving far more affordable long-term.

    3. Reduced narcosis

    Running a consistent high PO₂ means you stay sharper at depth.
    Less low-viz “fog”, better awareness.

    4. Real progression to expedition-level diving

    If you ultimately want to dive:

    • HMS Southwold (70–73 m)
    • HMS Stubborn (~55 m)
    • Schnellboot (~65+ m)
    • ORP Kujawiak / HMS Oakley (~100 m class)
    • Or eventually Brittanic (120 m)

    …CCR is the platform.

    5. Modern training is safer and more structured

    The Prism 2 is one of the most stable, predictable units for new CCR divers.

    Training focuses on:

    • Loop failures
    • Bailout
    • Realistic problem-solving
    • Team behaviour

    Not on “unit tricks” or shortcuts.

    Limitations of CCR

    • Higher upfront cost
    • Electronics require discipline
    • You must stay current
    • More time spent maintaining the unit
    • Bailout needs to be taken seriously

    CCR requires a mindset shift – but for many divers it becomes their main tool for life.

    Trimix vs CCR – Which Path Fits Your Goals?

    Here is the straightforward comparison:

    If your goals are 40–55 m wrecks, a few trips per year → Trimix first

    You’ll benefit from:

    • Simple logistics
    • Strong OC skill refinement
    • Lower initial investment

    Perfect if you’re still exploring the idea of tech.

    If your goals are 60–100 m wrecks → CCR first

    You’ll benefit from:

    • Longer bottom times
    • Lower helium costs
    • Greater capability and stability
    • A platform you can grow with for years

    If you know you want deep wreck experience, go CCR early.

    If you’re not sure yet → Do Tec40/Tec45, then decide

    Tec40 + Tec45 give you:

    • Full foundations
    • True deco experience
    • Team protocols
    • Gas switch discipline

    You’ll know after Tec45 whether OC trimix or CCR excites you more.

    What I Recommend as an Instructor (Realistically)

    After 500+ hours on the Hollis Prism 2 and thousands of OC dives:

    Best progression for most divers aiming beyond 60 m:

    1. Twinset + Intro to Tec
    2. Tec40 + Tec45
    3. Move to CCR (Prism 2)
    4. CCR 40 → CCR 60 → CCR 100
    5. Optional: OC trimix as a cross-training tool

    This gives you:

    • Strong OC discipline
    • Early CCR experience
    • A safe path to serious wreck diving
    • The ability to do long deep dives properly

    This is the pathway I used myself.

    Training in Malta – Why It Works for Both Paths

    Malta delivers perfect environments for both:

    Trimix training

    • 45–60 m wrecks from shore
    • Clear drills on the Cirkewwa platforms
    • Smooth transitions from Tec45 to Tec50

    CCR training

    • Controlled shallows for loop work
    • Deep walls and wrecks for 60–100 m progression
    • Stable conditions for multi-day courses
    • Minimal currents, predictable weather

    Few places in the world offer such clean progression.

    Final Decision Guide – Quick Answers

    Go Trimix First If…

    • You want to improve OC skills
    • You dive occasionally
    • You prefer a lower upfront cost
    • You want to take it slow and steady

    Go CCR First If…

    • You want 60–100 m wreck capability
    • You want longer bottom times
    • You’re tired of helium bills
    • You want a long-term deep diving platform

    Unsure? Start with Tec40/45.

    You will know exactly which path feels right.