Memorandum from the Ministry of Defence
This memorandum provides evidence in the four
areas sought by the House of Commons Defence Committee:
Current and future size and structure
of the helicopter fleet
Current procurement and maintenance projects
The support structure underpinning helicopter
operations
The role played by helicopters on operations
Given the classification of the information
relating to the role played by helicopters on operations, this
section is of necessity provided in strict confidence in a separate
classified annex and should not be disclosed outside the Committee.
As with much of the MoD's business, the world
of helicopter capability is littered with acronyms and complex
terms and so an annex of acronyms and a glossary of terms will
be provided to accompany this memorandum.
SECTION 1: CURRENT
AND FUTURE
SIZE AND
STRUCTURE OF
THE HELICOPTER
FLEET
1.1. Helicopters are operated by all three
Armed Services in a variety of roles ranging from UK Search and
Rescue to battlefield support in Afghanistan to global maritime
patrol. Altogether, the MoD's helicopter fleet consists of 586 aircraft,
comprising eight models broken down into 19 marks (Mk).
1.2. As with all equipment capabilities,
the Department plans its current and future helicopter force structures
on the basis of an assessment of the capability required to undertake
those military tasks and operational scenarios for which it is
assessed helicopter capability will be required to achieve military
success. Helicopters do not provide a singular capability and
can be utilised in a wide range of roles. For that reason, the
Department's helicopter capability requirements are broken out
into more detail. In some instances a particular helicopter platform
may be able to support several different capability requirements.
In addition, the need to provide helicopter capability in both
the maritime and battlefield environments has a bearing on the
specific capabilities and performance characteristics that may
be required of a platform to cope with the particular challenges
of an environment. MoD's helicopter capability requirements include:
(a) Support Helicoptersrequired
in both maritime and battlefield environments, this capability
relates to the movement of personnel and equipment. MoD's Support
Helicopter fleet is categorised according to the aircraft's Maximum
All Up Mass (MAUM)[6]
in either Light, Medium Lift or Heavy Lift classes. While there
is no universal definition of the boundaries between these classes,
the Department routinely defines the Medium class as being between
about 7 tonnes and 16 tonnes MAUM.
(i)Heavy Liftthe only helicopter in
the MoD's inventory capable of providing this capability in either
the battlefield or maritime domain is the Chinook
(ii)Medium LiftIn the maritime domain,
this role can be performed by the Merlin Mk1 and the Sea
King Mks 4 and 6. In the battlefield domain, this role is
currently met by the Merlin Mk 3/3a, the Sea King Mk 4 and
Puma
(iii) LightIn the maritime domain
this role is currently performed by the Lynx Mks 3 and 8.
In the battlefield domain it is performed by the Lynx Mks 7 and
9
(b) Find and Attackrequired in
both the maritime and battlefield domains, the Find function relates
to the ability to locate enemy or friendly forces. In the battlefield
domain it is most often referred to as armed reconnaissance, while
in the maritime domain it is known as armed maritime patrol. The
Attack function is also required in both domains and relates to
the ability to then prosecute the target. Anti-Surface Warfare
and Anti-Submarine Warfare both fall under the Find and Attack
function. In the maritime domain, MoD's Find and Attack helicopters
are the Lynx Mks 3 and 8, the Merlin Mk 1 and the Sea
King Mk 7, in the battlefield domain they are the Apache, the
Gazelle and the Lynx Mks 7 and 9.
(c) Search and Rescuethis provides
a peacetime capability to extract personnel to safety. It is a
capability that can be delivered in both sea and land environments,
but it is important to note that the UK does not have a dedicated
Combat Search and Rescue capability. The MoD's UK-based Search
and Rescue helicopters are the Sea King Mks 3/3a and 5.
1.3. Each of the Armed Services commands
helicopter crews and airframes in order to fulfil the military
tasks they are required to support. Command structures are covered
in more detail in Section 4.
ROYAL NAVY
1.4. The Royal Navy requires helicopters
that are able to operate in the maritime environment, requiring
the airframes to be specifically built to cope with salt corrosion
(sometimes referred to as being marinised) and to be able
to embark for operations to provide ships and task forces with
an organic capability (sometimes referred to as being ship-optimised).
The Royal Navy's primary requirement is for Find and Attack capability,
although its helicopters also fulfil secondary roles providing
support and Search and Rescue capabilities.
1.5. The principal role of the Lynx Mks
3 and 8 and the Merlin Mk 1 is maritime patrol,
including Anti-Submarine and Anti-Surface Warfare. The Lynx Mks
3 and 8 are utilised primarily to conduct Anti-Surface
Warfare although they can also be used for Anti-Submarine Warfare
and Maritime Counter-Terrorism operations. The Merlin Mk 1 is
the primary asset to conduct Anti-Submarine Warfare although it
too can provide an Anti-Surface Warfare capability. It can also
provide a Medium Lift capability and can fulfil a limited Search
and Rescue function. In the North Arabian Gulf, the Merlin Mk
1 performs oil platform protection, while embarked (ship-borne)
Merlin and Lynx are engaged in a range of counter-narcotics, counter-piracy
and counter-terrorism operations in the Caribbean and Mediterranean
and off the coast of both Iraq and the Horn of Africa. Alongside
these Standing Overseas Commitments, Merlin and Lynx aircraft
are carried by Royal Navy ships on deployment around the world.
The Sea King Mk 7 Airborne Surveillance and Control helicopter
can also be carried aboard Royal Navy ships and is used to provide
early detection and prosecution of enemy aircraft. It also provides
over the horizon targeting for surface launched weapon systems
against other surface targets and to provide airspace control.
In the near-term, however, the Department is considering deploying
this sophisticated surveillance capability to Afghanistan.
1.6. Royal Navy helicopters also operate
in support of the Royal Marine Commandos. The Commando Helicopter
Force consists of the Sea King Mk 4 and Mk 6c Medium Lift
helicopters and the Lynx Mk 7 Light Helicopter, which is
an Army asset operated by both the Army Air Corps (AAC) and the
Commando Helicopter Force. While capable of operating in purely
land-based roles, the Sea King Mk 4 has traditionally provided
a littoral manoeuvre (ship-to-shore transport) capability and
Lynx Mk 7 has provided force protection and reconnaissance,
both in support of 3 Commando Brigade. The Sea King Mk 4 is
now deployed in Afghanistan on an enduring basis and its roles
include troop transportation, while the Commando Helicopter Force's
Lynx Mk 7 has been providing a multi-role battlefield Light
Helicopter in turn with AAC-operated Lynx. The Sea King Mk 6c
is a modified aircraft providing temporary training support to
the Commando Helicopter Force. They will be retired from service
next year.
1.7. For Search and Rescue the Royal Navy
utilises the Sea King Mk 5.
ARMY
1.8. The Army's helicopter capability is
provided by the AAC and takes the form of battlefield helicopters.
1.9. The AAC's helicopter capabilities are
concentrated on delivering the Find and Attack functions, although
they also provide limited troop transportation and command support
roles. The Lynx Mks 7 and 9 are Light Helicopters which
perform several battlefield roles on operations in Iraq and Afghanistan
including reconnaissance, direction and control of fires, limited
troop transportation and command support. Lynx can also provide
Manned Airborne Surveillance which augments other Intelligence
Surveillance Targeting and Reconnaissance (ISTAR) platforms such
as Unmanned Aerial Vehicles (UAVs) as part of the integrated ISTAR
matrix.
1.10. The AAC operates the Apache Attack
Helicopter which has taken over the primary helicopter attack
role from Lynx. Equipped with Hellfire missiles, CVR7 rockets
and a 30mm cannon, it also has sophisticated surveillance and
reconnaissance capabilities. It has provided crucial support to
ground forces in Afghanistan since 2006.
1.11. The Gazelle Light Helicopter continues
to be operated by the AAC in certain specialist capabilities.
It can be considered a battlefield helicopter, however, it lacks
Defensive Aids Suites and is no longer deployed on overseas operations.
The vast majority have been withdrawn from service but a limited
number of Gazelles continue to fulfil an operational role in the
UK and also support to training in Canada.
1.12. The Army also operates commercially
owned helicopters which provide support to training in Belize
and Brunei. These are not considered to be within the scope of
this memorandum.
ROYAL AIR
FORCE
1.13. The RAF provides battlefield helicopter
and Search and Rescue capabilities.
1.14. The RAF's battlefield helicopter capability
is focused on the provision of Medium and Heavy Lift. The Puma
and the Merlin Mk 3/3a helicopters provide Medium Lift capability
while the Chinook Mk 2/2a provides Heavy Lift support. The Merlin
Mk 3 and the Puma are currently providing support to operations
in Iraq. The Merlin Mk 3 will redeploy to Afghanistan as
soon as practicable following the completion of its mission in
Iraq; the Puma will remain in Iraq principally to provide a transport
role for the Foreign & Commonwealth Office in the Baghdad
area, but it is likely to be deployed to Afghanistan to replace
the Royal Navy Sea King Mk 4 in the medium-term. The Chinook
Mk 2/2a is committed to essential Heavy Lift support to operations
in Afghanistan and Very High Readiness contingency operations
in the UK. Routinely, RAF Chinook helicopters also embark to meet
Heavy Lift requirements for littoral manoeuvre operations. The
RAF will also begin to receive the first of eight reverted Chinook
Mk 3 helicopters at the end of this year.
1.15. The RAF's Search and Rescue Helicopters
are the Sea King Mk 3 and Mk 3a. Their primary function is
provision of Search and Rescue capability in the UK and the Falkland
Islands.
1.16. The RAF operates other helicopters
including those of 32 Squadron, in a communications role,
and Search and Rescue helicopters assigned to the Joint Operating
Base on Cyprus. These aircraft are not owned by the MoD and are
not considered within the scope of this memorandum.
CURRENT AND
FUTURE SIZE
OF THE
HELICOPTER FLEET
1.17. The MoD provided a detailed table
in its memorandum to the Committee for the Defence Equipment Enquiry
in late 2008 which set out which helicopters fleets the Department
operates, the numbers and the planned out of service dates (OSDs).
This table has been updated and reproduced at the end of this
section as Table 1 to provide a full and comprehensive summary
of MoD's current helicopter capabilities. It provides a breakdown
of the 586 aircraft currently in the military helicopter
fleet, excluding helicopters that the Department operates but
does not own, and sets out the respective OSDs. The table excludes
leased helicopters and the eight Chinook Mk 3 helicopters
undergoing reversion.
1.18. Helicopter numbers are set out in
three columns: the MoD's Departmental Fleet, the Effective Fleet
and the Non-Effective fleet. These terms are defined as:
(a) MoD Departmental Fleetall MoD
owned aircraft currently on the Military Register. This includes
all "effective" and "non-effective" aircraft.
(b) Effective Fleetthose aircraft
expected to be flown by the Armed Services. This includes all
aircraft in Forward and Depth. Depth includes Depth maintenance
and repair, those undergoing modification, trials aircraft (other
than manufacturers'), storage (including attrition/reserves) and
surplus aircraft awaiting classification as "non-effective".
(c) Non-effective FleetAircraft
no longer expected to be flown by the Armed Services. Aircraft
still on the Military Register that have been declared surplus
and are awaiting disposal, plus Ground Instructional Aircraft.
62 of the 586 helicopters are categorised as non-effective.
Figure 1
HELICOPTER SERVICEABILITY DEFINITIONS

1.19. The Department plans to carry out
Life Extension Programmes (LEPs) to extend the OSDs of several
of its helicopters. Where an LEP is planned, the resulting extended
OSD is set out in brackets in the Current Planned OSD column of
Table 1. It is important to note though that these are planning
assumptions which remain subject to approval from the Department's
Investment Approvals Board.
1.20. MoD also expects to complete a number
of helicopter procurement programmes in the next decade. The capabilities
currently provided by the Lynx and Gazelle fleet will be provided
by Future Lynx[7]
from the middle of the next decade, the Sea King Mks 3/3A and
5 will be replaced under a Private Finance Initiaitive (PFI)
for Search and Rescue and the first tranche of the Future Medium
Helicopter capability should also be introduced in this timescale.
In addition the eight Chinook helicopters reverted from Mk 3 standard
to the Mk 2/2A standard are also not included in the table but
will have been introduced into service.
1.21. As with all Defence programmes, it
is not until Main Gate approval has been obtained that decisions
such as the final aircraft numbers, the timescales for the upgrades
and the revised OSDs are confirmed. As such, the information provided
in Table 1 is susceptible to change and the Department cannot
be precise about the number and type of helicopters that will
be in service in the medium-term. It is also important to recognise
that MoD's delivery of capability (which may include Contracting
for Availabilitysee Section 2) is the primary measure of
success and so a focus on overall numbers alone can be misleading.
REDUCTION IN
THE SIZE
OF THE
HELICOPTER FLEET
1.22. Over the next ten years, the overall
the size of the helicopter fleet will reduce. This is principally
due to: changes in the way the Department delivers battlefield
capabilities, which are leading to a restructuring of the Light
Helicopter component; the intention to replace the Sea King Search
and Rescue capability with a joint PFI in partnership with the
Maritime and Coastguard Agency; and to improvements and changes
in technology and support solutions (see Section 2) which allow
us to provide greater capability with fewer helicopters or through
the use of other assets such as UAVs. The configuration of the
Department's future helicopter fleet is driven by an assessment
of the optimum mix of platforms (both helicopters and other non-rotary
platforms) to meet capability requirements.
REDUCTION IN
LIGHT HELICOPTERS
1.23. MoD currently owns 91 Gazelle
Light Helicopters with an OSD of 2012. As has already been explained,
the Gazelle is an older aircraft with limited capability and,
whilst it was originally operated as a battlefield helicopter,
it is no longer deployed on operations overseas and its former
communications and ISTAR role is being performed on operations
by other helicopter and non-rotary wing assets. There is therefore
no overarching requirement to replace the Gazelle fleet as a whole
with another rotary wing fleet. Where there is a residual requirement
to do so, the Department is assessing the best way to continue
to deliver capabilities currently provided by Gazelle aircraft
in the UK.
1.24. MoD also currently operates 176 Lynx
Light Helicopters, 108 in the battlefield role and 68 in
the maritime role. The Department is replacing these aircraft
with 62 Future Lynx, 34 in the battlefield role in 2014 and
28 in the maritime role in 2015. This reduction is partly
a result of the considerable increase in capability which Future
Lynx will provide over current Lynx in terms of its projected
availability rates, its performance in hot and high conditions
and its sensor fit. In addition the development of a common aircraft
build standard and training and support arrangements for both
Royal Navy and Army variants will give the Future Lynx fleet greater
versatility and flexibility including an ability to move aircraft,
by changing role equipment, between the two roles. Importantly,
there has also been a change to the capability requirement. Ten
years ago, Army Lynx provided ground attack as well as surveillance
and reconnaissance. Now ground attack is principally conducted
by the Apache Attack Helicopter and the Armed Forces have benefited
from a huge growth in the availability of UAVs which have reduced
the requirement for helicopter-borne surveillance and reconnaissance.
While in the maritime domain, helicopter numbers are in part a
reflection of the ships they are required to support.
FUTURE OF
SEARCH AND
RESCUE HELICOPTERS
1.25. Under current plans the Department
expects to replace the Search and Rescue capability provided by
its 40 Sea King Mks 3/3a and Mk 5 helicopters with a
joint PFI service with the Maritime and Coastguard Agency. Whilst
the helicopters provided by this service will be manned partly
by military aircrew, the platforms themselves will not be owned
by the MoD.
Table 1
CURRENT PLATFORM NUMBERS AND OUT OF SERVICE
DATES
Aircraft type/mark
| MoD Departmental Fleet | Effective Fleet
| Non-Effective Fleet | Current
Planned OSDs
| Comments |
Agusta 109 | 4 | 4
| NIL | 2009 | It is expected these aircraft will be replaced during 2009.
|
Apache | 67 | 67
| NIL | 2030 | MoD expects to have to invest further in this aircraft (eg to address obsolescence and meet emerging requirements) during the next decade, in order to sustain its service life up to 2030.
|
Chinook Mk 2 | 34 | 34
| NIL | 2015 (2040) | MoD expects to have to invest further in these aircraft (eg to address obsolescence, to meet emerging requirements and to extend the date of their retirement to 2040) during the next decade, although no investment decisions have yet been made.
|
Chinook Mk 2a | 6 | 6
| NIL | 2025 (2040) |
|
Gazelle | 91 | 56
| 35
(see note 1) | 2012 |
Where there is an enduring requirement for the capability currently provided by Gazelle, MoD is exploring arrangements based on leased aircraft.
|
Lynx Mk 3 | 34 | 29
(see note 2)
| 5 | 2013 | It is expected that these aircraft will be replaced by the maritime variant of Future Lynx from 2015.
|
Lynx Mk 8 | 34 | 33
| 1 | 2015 | |
Lynx Mk 7 | 84 | 74
| 10 | 2013 | It is expected that these aircraft will be replaced by the battlefield variant of Future Lynx from 2014.
|
Lynx Mk 9 | 24 | 22
| 2 | 2013 | |
Merlin Mk 1 | 42 | 42
(see note 3)
| NIL | 2029 | MoD is currently preparing to upgrade 30 (see note 4) of these aircraft through the Merlin Mk1 Capability Sustainment Programme.
|
Merlin Mk 3 | 22 | 22
| NIL | 2030 | MoD expects to have to invest further in this aircraft (eg to address obsolescence and meet emerging requirements) during the next decade, in order to sustain its service life up to 2030.
|
Merlin Mk 3a | 6 | 6
| NIL | 2030 |
|
Puma | 43 | 34
| 9
(see note 5) | 2012
(2022+)
| MoD expects to have to invest further in this aircraft to extend its out of service date. The Department anticipates that the planned upgrade will extend the service life of Puma to 2022 or beyond. The capability provided by these aircraft will be replaced by the Future Medium Helicopter Programme.
|
Sea King Mk 3/3a | 25 | 25
| NIL | 2017 | It is expected that the capability provided by these aircraft will be replaced by a joint PFI service with the Maritime and Coastguard Agency.
|
Sea King Mk 4 | 37 | 37
| NIL | 2012 (2018) | MoD expects to have to invest further in this aircraft to extend the planned date of their retirement to 2018, whereupon it is expected that the capability provided by these aircraft will be replaced by the Future Medium Helicopter Programme.
|
Sea King Mk 6c | 5 | 5
| NIL | 2010 |
|
Sea King Mk 5 | 15 | 15
| NIL | 2017 | It is expected that the capability provided by these aircraft will be replaced by a joint PFI service with the Maritime and Coastguard Agency.
|
Sea King Mk 7 | 13 | 13
| NIL | 2018 (2022) | MoD expects to have to invest further in this aircraft to extend the planned date of their retirement to 2022.
|
| | |
| | |
Notes:
Note 1: The Non-effective fleet currently includes 30 aircraft
for disposal and five ground training aircraft.
Note 2: Since the last report one Lynx Mk 3 has
moved from Effective to Non-effective
Note 3: Four of these aircraft are in storage and have
been cannibalised heavily; one has been extensively modified as
part of a joint MoD/Industry technology demonstrator programme.
Recovery to a fully serviceable condition would take significant
time and investment. These aircraft are, under today's definitions,
classified as effective until such time that a decision is taken
to dispose of them.
Note 4: The Department reviewed its investment plans
across a number of capability areas during 2008; this review was
known as The Equipment Examination. As a result, the Department
has determined that, given current defence priorities, it would
not take up an option to modify an additional eight Merlin Mk1 aircraft
and that its contractual commitment would remain at 30 aircraft.
The Department is currently exploring whether the Department has
further use for those aircraft not being modified under the Merlin
Capability Sustainment Programme, they will otherwise be disposed
of in the most cost effective way (including consideration of
sales opportunities.)
Note 5: The Non-effective fleet include five "Category
5" plus four "Category 4" damaged helicopters not
expected to fly again as Puma Mk 1 aircraft.
ENCLOSURE 1 TO SECTION 1: PRINCIPAL OPERATIONAL HELICOPTERS
OF THE DEPARTMENTAL FLEET
(weapons fit, crew numbers and performance may vary dependent
on role and operating environment)




SECTION 2: CURRENT
PROCUREMENT AND
MAINTENANCE PROJECTS
2.1. To deliver the helicopter capabilities which the
Armed Services will require, MoD intends to carry out a mix of
Life Extension and Sustainment programmes on a number of its current
fleets as well as procurement projects to deliver new capabilities.
The Department is planning to invest around £6 billion
in helicopters over the next 10 years, comprising approximately
£2.5 billion in enhancements to the current helicopter
fleet (both to improve their capability and to sustain their in-service
lives) and approximately £3.5 billion in procuring new
capabilities.
HELICOPTER LIFE
EXTENSION AND
SUSTAINMENT PROGRAMMES
2.2. Table 1 in Section 1 highlights the Department's
intention to invest in work on several of its current fleets either
to extend the service life or to ensure that the platform can
meet its expected service life.
2.3. In some instances the work MoD is required to carry
out is to sustain the platform to its expected OSD by addressing
obsolescence caused by advances in technology and ensuring the
continued safety and airworthiness of the aircraft. For instance,
the Department might need to replace electronic components that
are no longer supportable given the rate of technological advance
in this area and might take advantage of improvements in areas
such as Defensive Aids Suites. The Department is currently carrying
out a Sustainment Programme for the Merlin Mk 1 aircraft
which is due to go out of service in 2029. MoD also intends to
carry out sustainment programmes for the Apache, the Sea King
Mk 7 and the Merlin Mk 3.
2.4. In other instances the Department plans to carry
out LEPs where it assesses there is scope on value for money grounds
to extend the expected OSD of a platform type. These programmes
often amount to a significant upgrade of a platform type, for
which a significant engineering overhaul of the platform is required.
The Department is planning to undertake a number of LEPs, including
on Chinook where it is assessing the best way to ensure that the
military Heavy Lift capability is retained through to 2040. It
should be noted that these programmes have not yet been approved
under the Department's investment approvals process. The programmes
closest to their main investment decision point are:
(a) Puma LEP This programme will upgrade several
elements of the Puma Mk 1 aircraft, including the engines
and avionics. The resulting Puma Mk 2 aircraft will be a
significantly more capable aircraft which it is assessed will
remain in service into the early 2020s at which point it is expected
to be replaced under the Future Medium Helicopter (battlefield
lift) Programme.
(b) Sea King Mk 4 LEPThis is a limited
programme to extend the life of the Royal Navy Sea King Mk 4 which
will address obsolescence, safety and legislative requirements.
It will also incorporate modifications to improve performance
in the environmental conditions and altitudes experienced in Afghanistan
through the addition of Carson main rotor blades and a five-blade
tail rotor, and the provision of a Bowman communications capability.
It is anticipated that these measures will enable MoD to extend
the OSD of Sea King Mk 4 to 2018 at which point it will,
under current plans, be replaced by the Future Medium Helicopter
(littoral manoeuvre).
2.5. The "Medium-Term Helicopter Capability"
diagram provided at Enclosure 1 to this section provides
an indicative timeframe for Life Extension and Sustainment Programmes.
2.6. Beyond formal Life Extension and Sustainment Programmes,
MoD routinely carries out minor modifications to its platforms
to deliver capability enhancements. These might, for instance,
include new safety measures.
HELICOPTER PROCUREMENT
PROGRAMMES
2.7. Over the next decade the Department intends to carry
out two significant procurement programmes: Future Lynx and the
Future Medium Helicopter.
FUTURE LYNX
(AW159 LYNX WILDCAT)
2.8. The Future Lynx Programme is on contract and will
deliver a new Light Helicopter for the Royal Navy and the Army
mid-next decade to replace current Lynx helicopters. The Royal
Navy variant of Future Lynx will provide an agile maritime capability
providing Anti-Surface Warfare capability and force protection
and will operate in support of littoral manoeuvre. They will be
an important element of ship defence against surface threats and
can carry out an Anti-Submarine role, as well as acting as a light
utility helicopter. The Army variant of Future Lynx will perform
a range of tasks on the battlefield including reconnaissance,
command and control, the transportation of troops and materiel,
and the provision of force protection. MoD is procuring 62 Future
Lynx, 34 in the battlefield role entering service in 2014 and
28 in the maritime role entering service in 2015.
FUTURE MEDIUM
HELICOPTER
2.9. The Future Medium Helicopter Programme is expected
to meet two requirements, a Medium Lift helicopter to support
littoral manoeuvre, replacing the capability currently provided
by the Royal Navy Sea King Mk 4 operated by the Commando
Helicopter Force, and a Medium Lift helicopter to replace the
capability currently provided by the RAF Puma battlefield helicopter.
MoD's planning assumptions are that entry into service of the
Future Medium Helicopter (littoral) will be timed to be coherent
with the retirement of Sea King Mk 4, with Future Medium Helicopter
(battlefield) entering service in the early 2020s.
UK PEACETIME SEARCH
AND RESCUE
2.10. The Search and Rescue Helicopter PFI strategy was
announced as a joint project by the MoD and Department for Transport
in May 2006. A "competitive dialogue" is being used
to progressively refine the Search and Rescue helicopter requirement,
develop bidders' solutions and will culminate in the selection
of a preferred bidder. The contract will replace the current UK
Search and Rescue helicopter capability, which is provided today
by Royal Navy and RAF Sea King helicopters and a civilian helicopter
service contracted by the Maritime and Coastguard Agency, with
a joint service that is no less effective than the current one.
Two consortia are engaged in the competition, and are expected
to deliver the new service over the coming decade.
HELICOPTER SUPPORT
2.11. Beyond seeking to ensure that it has the necessary
helicopter numbers to deliver the capabilities the Armed Services
require, the other key equipment concern is to ensure that MoD
is able to support its aircraft and provide the necessary levels
of serviceability to the front line.
2.12. The Department is in the process of transforming
the way it delivers equipment support, including for helicopters,
under a process known as the transformation staircase (see Figure
2 below). Historically, under traditional support arrangements,
when equipment broke the Department had to pay to repair it and
there was little incentive on the supplier to improve the reliability
and maintainability of the product. The Department then moved
onto arrangements that helped incentivise reliability by replacing
some broken parts with spares provided within the contract price,
which is known as spares inclusive arrangements. MoD is now increasingly
moving towards arrangements for all of its helicopters that see
payments made only when the equipment is serviceable, hence providing
an even stronger incentive to provide equipment that can be made
available for use the maximum amount of time. This is known as
Contracting for Availability but in the field of helicopters is
often referred to as Integrated Operational Support (IOS). The
MoD already has a number of such contracts in place, with both
AgustaWestland for Sea King and Merlin and with Boeing for Chinook,
with similar arrangements planned for other aircraft. The recent
Gnome Engine availability contract for the Sea Kings signed in
December 2008 is also an example of incentivising equipment
availability.
Figure 2
THE TRANSFORMATION STAIRCASE

2.13. The principle benefit of Contracting for Availability
or IOS arrangements is that the Department is able to focus on
deciding the level of support that is required (the output) and
looking to Industry to manage the delivery of the required output.
This leaves industry to bring its full potential and expertise
to bear to provide an enhanced support service at the minimum
cost. The Department's aim is to deliver better value for money
through an optimised supply chain and more efficient asset management
to maximise the level of output that can be provided to the front
line. The payment mechanism is based on flying hoursthe
Users' principle unit of output. Both MoD and Industry agree that
the quality and responsiveness of support services now delivered
under IOS are significantly improved in comparison to traditional
support arrangements. By working together to improve every aspect
of their business relationship, with further incentives under
gain-share, IOS contracts are focusing on continuous improvement
opportunities in both processes and products, delivering reliability
improvements that drive up availability and bear down on whole-life
cost, while maintaining safe and available aircraft.
2.14. In terms of benefits, Sea King Integrated Operational
Support (SKIOS) is expected to provide a 20% through-life cost
reduction, with the Integrated Merlin Operational Support (IMOS)
expected to deliver about the same through-life cost reduction.
AgustaWestland IOS arrangements are anticipated to save some £250 million
over the next 10 years. For Chinook, the Boeing equivalent
of IOS has not only generated significant savings but has been
instrumental in significantly driving up platform utilisation
to support operations on Op HERRICK. Activity levels are now 25%
higher than ever previously achieved on the UK Chinook fleet.
Moreover, depth maintenance Turn-Round Times have been reduced
by over 40% and the recovery of damaged aircraft has been significantly
accelerated, thereby increasing aircraft availability to the Front
Line.
2.15. In some instances, the Department is examining
the scope to move to contracting for capability or service provision
whereby the Supplier is responsible for providing a capability
and outputs to an agreed performance standard. The proposed PFI
contract for Search and Rescue capability is an example of this.
MEASURING PERFORMANCE
2.16. The primary means of assessing whether the Department
is delivering the required helicopter output is through measuring
the level of flying hours that a particular fleet is able to generate,
rather than the number of airframes available. Priority is given
to meeting operational tasking requirements and ensuring that
operational Commanders continue to have sufficient assets to undertake
key tasks. The Department recognises that they could always do
with more and continue to strive to increase the aircraft levels
available to them.
ORGANISATIONAL STRUCTURE
UNDERPINNING PROCUREMENT
AND SUPPORT
2.17. The responsibility for determining military helicopter
requirements lies with the Head of Capability for Air and Littoral
Manoeuvre (HoC(ALM)). Under Through Life Capability Management
processes, HoC(ALM) works with the front line commands, Defence
Equipment and Support (DE&S), the scientific community, and
MoD Centre to determine helicopter requirements; collectively
these organisations are known as the MoD Unified Customer. These
organisations work together on Capability Management Groups and
Capability Planning Groups to determine capability requirements.
HoC(ALM) is provided with a budget to meet these requirements.
2.18. The effective delivery of these capability requirements
is dependent on timely and coherent management of the Defence
Lines of Development (DLODs): Training, Equipment, Personnel,
Infrastructure, Doctrine, Organisation, Information, and Logistics.
This process is managed by the two helicopter Programme Boards
(Heavy Lift and Find/Attack), chaired by HoC(ALM), attended by
owners of each of the DLODs, and supported by a Programme Support
Function. This approach recognises that the delivery of effective
equipment offers nothing if it is not coherent with the delivery
of the other DLODs. DE&S plays a key role in the delivery
of the Equipment and Logistics DLOD (through its 10 helicopter
Project Teams) and in supporting the effective coordination of
all DLODs through the provision of the Programme Support Function.
2.19. While the above approach is relatively new within
the Department, such a programme management approach has been
adopted for most of the helicopter capability since the advent
of the Future Rotorcraft Capability Programme in 2004. This holistic
consideration of helicopter capability has supported trade-offs
between difference capability areas (from both a finance and manpower
perspective), better sequencing of investment opportunities and
has allowed capability gaps to be better articulated.
INDUSTRIAL SUPPORT
2.20. Industry plays a vital role in the effective delivery
of military capability and its support, and MoD continues, in
general, to be pleased with the aerospace industry's support to
operations (to modify existing aircraft, buy new, and improve
equipment support) over recent years. The demand that MoD is placing
on Industry to support current operations is very high and the
Deprtment maintains a regular dialogue with key Suppliers to ensure
priority demands are met.
2.21. Many of MoD's current demands on Industry require
the skills which the Department highlighted in the Defence Industrial
Strategy as being essential to retain onshore, ie those critical
to the through-life support of the current aircraft fleet (including
technology insertion) and the verification of continued airworthiness
of military helicopters. These skills are largely resident onshore
at AgustaWestland, Yeovil. The demands of current operations,
coupled with export business, and ongoing procurement and modification
projects mean that those critical skills are safeguarded in the
medium-term. However, beyond this the volume of new helicopters
required by the MoD dictates that Industry will need to continue
to transform its business models to focus more on new export orders
and on the through-life support to the current fleet.
ENCLOSURE 1 TO SECTION 2: MEDIUM-TERM PROVISION
OF HELICOPTER CAPABILITY

SECTION 3: THE
SUPPORT STRUCTURE
UNDERPINNING HELICOPTER
OPERATIONS
3.1. In delivering the flying hours necessary to meet
operational requirements, the Department must provide the required
number of appropriately trained air and ground crew and maintainers
and the required number of airframes.
ORGANISATION STRUCTURE
3.2. The three Armed Services maintain Full Command of
the recruitment and training of their helicopter personnel. However,
Operational Command (that is their provision to operational commanders)
of helicopter assets is divided between Navy Command, Air Command
and the Joint Helicopter Command:
(a) Navy Commandmaintains Operational Command
of its maritime helicopter fleet of Anti-Surface and Anti-Submarine
(Lynx Mks 3 and 8 and Merlin Mk 1), Airborne Surveillance
(Sea King Mk 7) and Search and Rescue (Sea King Mk 5) helicopters.
This fleet contributes to current operations, Standing Overseas
Commitment and contingent operations both globally and in the
UK.
(b) Joint Helicopter Commandmaintains Operational
Command of the Commando Helicopter Force (Lynx Mk 7 and Sea
King Mk 4), the AAC helicopters (Apache, Gazelle and Lynx Mks
7 and 9) and the RAF Medium and Heavy Lift helicopter fleet
(Merlin Mk 3, Puma and Chinook).
(c) Air Command maintainsOperational Command
of its Search and Rescue helicopters (Sea King Mk 3 and 3a).
PROVISION OF
PERSONNEL
Aircrew Training
3.3. Candidates applying for a career as aircrew in the
Royal Navy, Army and RAF must pass through a selection process
involving medical screening, Aircrew Aptitude testing and Flying
Grading before attending a Selection Board. Successful candidates
then begin their aircrew training.
Elementary Flight Training
3.4. The first phase in the training of Armed Forces
pilots is Elementary Flying Training (EFT) on light fixed wing
aircraft. The EFT provides a profile of pilot competences which
determines whether the pilot enters the Fast-Jet, Multi-Engine
(fixed wing non-jet) or Rotary-Wing training stream.
Figure 3
ELEMENTARY FLIGHT TRAINING

ROTARY WING
AIRCREW TRAINING
SYSTEM
3.5. The aircrew of all three of the Armed Services[8]
begin their helicopter-specific training at the tri-service Defence
Helicopter Flying School (DHFS) at RAF Shawbury, which comprises
a Headquarters and five training squadrons. DHFS is a contracted
service which is due to end in 2012. The Department is currently
carrying out work to assess how best to take forward coherent
helicopter training for the three Armed Services from that point.
3.6. Ground School is the first stage of training
at RAF Shawbury. At the Ground School students learn the principles
of flight, air operations and Crew Resource Management, the latter
being focused on operational rather than aircraft-specific competences.
Ground School also provides a technical introduction to the Squirrel
helicopters which students will be flying during their Single
Engine Basic Rotary Wing (SEBRW) Training.
3.7. SEBRW Training provided by 660 Squadron
at Shawbury is the next phase of training and constitutes students'
first formal flying instruction. During 11 weeks of SEBRW
training, students learn basic and advanced flying techniques,
on successful completion of a Basic Handling Check they then progress
to Single Engine Advanced Rotary Wing (SEARW) Training.
3.8. SEARW Training is carried out at Shawbury
by 705 Squadron and is the point at which helicopter training
for the three Armed Services begins to diverge. Army and RAF students
undertake 35 hours with the SEARW Training with 705 Squadron,
whilst Royal Navy students undertake 47 hours, with the extra
12 hours largely devoted to winch training and mountain flying
(skills particularly necessary for those who will go on to become
Royal Navy Search and Rescue aircrew or serve with the Commando
Helicopter Force). Whilst Royal Navy students continue this more
specialised training at Shawbury, Army students move to their
Operation Training Phase (OTP) at the School of Army Aviation
(SAAvn) at Middle Wallop to learn specialised skills including
low-level tactical flying, the use of night vision goggles and
the direction of artillery fire.
3.9. MEARW Training RAF students go to 60(R) Squadron
at Shawbury to undertake Multi-Engine Advanced Rotary Wing (MEARW)
Training before undertaking introductory Search and Rescue training
at RAF Valley.
3.10. Students in all three services are assessed throughout
their SEARW and MEARW Training and must successfully complete
Final Handling Tests at the end of each phase of training before
they can progress. In general, those unable to maintain progress
are given a small number of additional flying sorties and if the
required standard is not met, they are removed from the course.
3.11. Operational Conversion Units (OCU) This
training is the final phase of the aircrew training system. It
is undertaken on the helicopter that crews will be operating on
when they join their frontline units. It provides them with specialised
training in both the operation of the aircraft type and the way
they might be expected to fly it when deployed. It is also the
point at which the entire crew of the helicopter (which can include
pilots, observers and aircrew men) train together. Helicopter
OCUs are located at six bases in the UK and, whilst the training
tends to be administered by a single service, elements of the
syllabus are set by the headquarters (Navy Command, Air Command
or Joint Helicopter Command) under whose operational command the
particular aircraft type falls. These are:
RNAS YeoviltonRoyal Navy Lynx Mks 3 and
8, Sea King Mk 4 (approx. 40 weeks)
RNAS CuldroseRoyal Navy Merlin Mk 1, Sea King
Mks 5 and 7 (all approx. 40 weeks)
SAAvn, Middle WallopArmy Lynx Mks 7 and
9 (22 weeks[9]),
Apache (approx 52 weeks) and Gazelle (approx. 7 weeks)
RAF BensonRAF Merlin Mk 3/3a (approx. 26 weeks)
and Puma (approx 20 weeks)
RAF OdihamRAF Chinook (approx. 26 weeks)
RAF ValleyRAF Sea King Mk 3/3a (approx. 26 weeks)
3.12. OCU Training focuses initially on flying and operating
the aircraft safely (Conversion to Type Training) before moving
onto role specific training (Conversion to Role). Dependent on
the helicopter, role specific training may include low-level tactical
flying, mountain flying, use of sensors, prosecution of targets,
naval gunfire support, artillery support, tactical insertion,
insertion of boarding parties, night operations, Search and Rescue
and transport of loads. The length of OCU Training depends on
the sophistication of the aircraft's systems, the specialist role
skills required and the training which aircrew have received during
SEARW/MEARW training.
Figure 4
FLYING TRAINING PIPELINE

.
OPERATIONAL TRAINING
AND THE
UNIT TRAINING
CYCLE
3.13. On completing their OCU training, newly qualified
aircrew join their operational unit. At this point they are considered
to be Limited Combat Ready.[10]
Over the course of their first year with their operational unit
they will progress through all the roles which they will be required
to perform on operations working towards reaching a Combat Ready
level of competence.
3.14. The training of newly qualified aircrew falls into
the ongoing training cycle which all aircrew within the operational
unit undertake. It is carried out on both an individual and a
collective basis.
(a) Individual Trainingconsists of the maintenance
of Currency in the flying of the aircraft and of Competency in
a wide range of flying skills from the use of Night Vision Goggles
to mountain flying to maritime crash drills, dependent on the
aircraft's operational role.[11]
(b) Collective Trainingbrings together the individual
training of aircraft crew members with the capability provided
by other platforms such as aircraft, ships, or ground units. Prior
to deploying on operations, units undertake intensive collective
Pre-Deployment Training tailored specifically for the operations
they will undertake and the operating environment they will encounter
on deployment. Pre-Deployment Training encompasses a range of
training programmes including the refreshment on non-aircraft
specific military skills, intelligence and operational briefings,
and joint exerciseswhere possible with units also deploying
to the same theatre of operation.
ROYAL NAVY
AIR ENGINEERING
TRAINING
Officers
3.15. Potential Royal Navy Air Engineer Officers initially
undertake the Systems Engineering Management Course (Air Engineering)
at the Royal Naval Air Engineering and Survival School (RNAESS)
at HMS Sultan. The course involves 45 weeks of foundation
training for Direct Entry Graduates during which students are
provided with an induction to generic aeronautical engineering
and squadron engineering management. Training at HMS Sultan takes
24 weeks for Senior Upper Yardsmen,[12]
who in all cases will have previous experience of air engineering
during their careers as Air Engineering Technicians. The Systems
Engineering Management Course (Air Engineering) is then followed
by workplace-based training in the form of Certificate of Competency
(CofC) training at an Air Station. This training allows students
to consolidate their knowledge within a squadron environment and
obtain platform specific aircraft knowledge; this training takes
four months for Direct Entry graduates and two months for Senior
Upper Yardsmen. On completion of their CofC training, students
undertake a CofC Board and if successful will attain the status
of qualified Air Engineer Officer with the majority immediately
taking up their first compliment Front Line engineering appointments.
Further training in the next stage of an Air Engineer Officer's
career and prior to their change of appointment is also undertaken.
Air Engineering Technicians
3.16. Having completed the Phase 1 training undertaken
by all ratings, trainee Royal Navy Air Engineering Technicians
undertake 22 weeks of specialised Phase 2A Air Engineering
training at the RNAESS, HMS Sultan; this training covers a generic
introduction to aeronautical engineering, aircraft maintenance
and support and squadron organisations. Provided they pass assessments,
the trainees then progress to Phase 2B training on a specific
aircraft type at an air station for 23 weeks to consolidate
their knowledge and gain platform specific knowledge. If successful
during both phases of training, ratings attain the grade of OperativeQualified
to Maintain (particular to aircraft type) and Qualified to Sign
(confirmations of airworthiness)and are assigned to an
operational unit. After a period of time, Royal Navy Air Engineering
Technicians usually then go on to promotion and more advanced
training in one of two specialisations: Mechanical Trade Engineering
or Avionics Trade Engineering. Dependant on the level of advancement,
this training always includes a period at RNAESS, which may then
be followed by a period of consolidation training and assessment
at an air station. Competency to operate is assessed against a
Tri-Service competency matrix.
AAC GROUNDCREW TRAINING
Officers
3.17. Traditionally, the AAC Officers in Command of Ground
Support Flights have been Late Entry officers with the experience
of working as ground crew during their soldiering careers. From
January 2010 the AAC will start recruiting some Direct Entry
groundcrew officers from the Royal Military Academy Sandhurst.
A bespoke Ground Support Flight Commanders Course will be delivered
by SAAvn at Middle Wallop to both DE and LE ground support officers.
Non-Commissioned Groundcrew
3.18. Having completed the Phase 1 training undertaken
by all AAC soldiers, potential ground crew carry out their Phase
2 Training at 2 (Training) Regiment ACC at Middle Wallop.
After an initial induction package the soldiers will stream into
to specialisations: Communications (signals) Specialists and Groundcrew
Specialists. Training for the latter concentrates on all aspects
of re-fuelling, arming and moving aircraft. In total, the Phase
2 training takes between 28 and 30 weeks and on
its completion the soldier is considered a qualified Class 3 ground
crew. Further training is carried out with their unit to bring
the soldier up to a Class 2 level of competence. After 12 to
18 months the ground crew soldier returns to 2 (Training)
Regiment at Middle Wallop in order to complete their advanced
and trade-specific Class 1 training.
REME AVIATION TRAINING
Aviation Engineering Officers
3.19. The Royal Electrical and Mechanical Engineers (REME)
deliver the Army's qualified aviation engineering capability.
A six to seven week Enhanced Phase course at the Royal Military
College of Science at Shrivenham provides REME Engineering Officers
with an induction to aeronautical engineering prior to their undertaking
the seven month Officers Long Aeronautical Engineering course
at the Defence College of Aeronautical Engineering (DCAE) at Arborfield.
From the DCAE, they will join their operational unit and, following
a period of around four months with their unit they will attend
a Viva Board at HQ Director of Electrical and Mechanical Engineers
(Army) and if successful they will attain the status of Aviation
Engineering Officers.
Aviation Technicians
3.20. Having completed the Phase 1 training which
all REME soldiers undertake, those wishing to pursue a career
as REME Aviation Technicians begin their Phase 2 training
at the School of Electronic and Aeronautical Engineering (SEAE)
at Arborfield. The Aviation students take common induction and
foundation courses over their first 15 weeks, before being
streamed into two Aviation specialisations: Aircraft Technician
and Avionics Technician. Aircraft Technician students move to
the DCAE where they undertake vocational training while Avionics
Technician students continue at SEAE to complete a 25 week
Basic Electronics course before they too undertake vocational
training at DCAE. Vocational training takes 47 weeks for
Aircraft Technicians and 41 weeks for Avionics Technicians.
The technicians then move on to Phase 3 of their training,
completing any necessary platform-specific Equipment Courses before
moving on to train with their operational units. It is during
their unit training that they will progress to become qualified
Class 2 technicians. Technicians will then usually return
to DCAE to continue with more advanced training to a Class 1 level
of competence.
RAF GROUNDCREW AND
MAINTAINER TRAINING
Engineering Officers
3.21. The RAF does not recruit engineers to a particular
flying stream; all aircraft engineers are eligible for fast-jet,
rotary or multi-engined operations. All candidates complete the
common officer selection process at the Officer and Aircrew Selection
Centre.
Non-Commissioned Engineers
3.22. All RAF non-commissioned aeronautical engineers
are trained at the DCAE in Cosford. They all undergo generic aeronautical
engineering training and are not selected or streamed for any
type of aircraft. They are equally capable of filling any vacancy
for rotary, fast jet or multi-engine aircraft.
3.23. Those who wish to become Mechanical or Avionics
Technicians undergo a common six month generic Aircraft Maintenance
Mechanic course. On completion they are multi-skilled mechanics
and undertake 18 months to two years productive service on
a main operating base before returning to Cosford for a year long
further training course. Here they are streamed into either Avionic
or Mechanical specialisations and are taught to Technician standard.
This is the basis of the advanced apprenticeship which, coupled
with a period of productive service and on the job training, leads
to the award of an NVQ.
3.24. Weapons Technicians are trained to Technician standard
at the outset and do not go through the aircraft maintenance mechanic
course. The Weapons Technician course is 13 months in duration.
3.25. All training at Cosford is generic and provides
the technicians with the fundamentals they require to underpin
their trade. They are assigned by RAF Personnel to fill vacancies
as required. The student does not graduate from DCAE Cosford unless
they have achieved the training performance standard. When an
aircraft maintenance mechanic or an avionics, mechanical or weapons
technician arrives at his assignment they will be given the type-specific
training necessary through training cells on the individual squadron,
a type-specific maintenance school or, in some cases, courses
delivered by the aircraft manufacturer.
3.26. Once they have satisfactorily completed their type
specific training they will be given the necessary engineering
authorisations to work on aircraft.
PROVISION OF
AIRCRAFT
Procurement in Support of Current Operations
3.27. Section 2 sets out in detail helicopter procurement
and support and the process that underpins it. Beyond the Department's
standard equipment procurement and support processes, a significant
amount of effort is put into the delivery of Urgent Operational
Requirements (UORs), which are crucial for current operations.
Whereas the Equipment Programme is designed to deliver long-term
core capabilities that can be employed globally to meet a range
of potential future threats, the intention of UORs is to adapt
and respond quickly to unforeseen requirements specific to particular
operational environments and emerging threatsfor example
as a result of the enemy forces' developing techniques, tactics
and procedures.
3.28. Because UORs are by nature unforeseen and theatre-specific,
it not possible to predict them in advance; instead capabilities
are delivered through the UOR process when the requirement emerges.
The required capability is then fast-tracked to the front line.
Chinook Mk 3 Reversion Programme
3.29. In 1995, the Department ordered 8 Chinook
Mk 3 helicopters for special operations but, due to well-reported
technical problems, they have remained unavailable since their
delivery in 2001. On 30 March 2007, it was announced by the
then Chancellor that, as part of a package of investment in the
Department's battlefield helicopter fleet, the Chinook Mk 3 aircraft
would be converted to a battlefield Support Helicopter role. The
Reversion programme is being taken forward through the UOR process
with the Department funding the majority of the Reversion work
and HM Treasury funding the theatre modifications. The result
of the Reversion Programme will be an increase in the Chinook
fleet of 20% and the fielding of the aircraft more than two years
earlier than would have been the case under the previous plans
to resolve the technical problems.
Theatre Entry Standard UORs
3.30. The Department's helicopters are fitted with equipment
to allow them to fulfil the role which they will be required to
perform across a range of operational environments and against
a range of threats. However, the fitting of additional "Theatre
Entry Standard" equipment may be required to meet the threat
and environmental conditions which may be encountered in a specific
theatre. This has been the case in both Iraq and, in particular,
Afghanistan, where the sophisticated and changing nature of the
threat from hostile forces and the dusty and, in the summer, hot
and high altitude conditions have required the Department to carry
out several Theatre Entry Standard modifications under HM Treasury-funded
UORs. These include the fitting of improved Defensive Aids Suites
to several platforms and equipping both the Royal Navy Sea King
Mk 4 and the RAF Merlin Mk 3 helicopters with new main
rotor blades and Display Night Vision Goggles (the work on the
Merlin Mk 3 is ongoing). The Department is also upgrading
its 22 current Lynx Mk 9 aircraft with T800 engines,
12 under a HM Treasury-funded UOR and has now secured . These
more powerful engines will enable Lynx Mk 9 to provide a
year-round Light Helicopter capability, including during the summer
months when it is currently unable to operate.
Merlin Mk 3a
3.31. In addition to the significant number of UORs that
it has completed, MoD has also taken urgent action under its standard
processes where an urgent requirement for more helicopter capability
has been identified. In July 2008 the Front Line Commands
took delivery of six Merlin Mk 3a Medium Lift helicopters. These
aircraft were acquired from the Danish Government in order to
provide a 25% increase in the RAF Merlin fleet more quickly than
would have been possible through a conventional procurement route.
The Merlin Mk 3a, have been fitted with state of the art new main
rotor blades and sensors and have been absorbed into the IMOS
contract. The RAF's Merlins are currently committed to Iraq, but
once their mission there has ended, the Department intends to
deploy them to Afghanistan as soon as practicable.
Maintenance in Support of Current Operations
3.32. The process by which helicopter airframes are supported
and the priority which the Department places on delivering flying
hours to meet operational tasking requirements is outlined in
Section 2.
3.33. At any one time, a percentage of the total Departmental
Fleet will be undergoing routine scheduled Depth maintenance and
some aircraft will also be undergoing Theatre Entry Standard modifications
and upgrades to ensure they are capable of operating in current
theatres and against current threats. The number of aircraft in
the Forward Fleet (those available for training, standing commitments
and operational use) is therefore dictated by these essential
maintenance and modification functions.
3.34. Serviceability is not solely an equipment issue,
being also dependent on the performance of many aspects of support,
including spares availability and the expediency of the supply
chain, and the availability of appropriately trained Front Line
Command manpower. MoD is continuing to increase the numbers of
available maintenance personnel in support of current operations
to provide better resilience for the deployed units. The Department
has also introduced improved In-Theatre logistics support, including
the increased use of Deployable Spares Packs and it is actively
ensuring that commanders have appropriate/optimum stock types
and levels in theatre. MoD is also taking forward work to improve
the cost effectiveness of its support solutions, including adjustments
to the Lynx In-Service Support Arrangement and for the engines
of the Sea King fleet.
Improvement in Flying HoursAfghanistan
3.35. The UORs which the Department has delivered, and
the improvements in logistics and maintenance support both in
theatre and in the UK have had a tangible effect on the number
of hours made available to commanders on the ground in Afghanistan.
As of April 2009, the Department has delivered the following percentage
increases in helicopter flying hours in Afghanistan, when compared
to November 2006.
Figure 5
IMPROVEMENTS IN HELICOPTER FLYING HOURS (NOV 06 TO
APR 09)
Apache | Chinook
| Lynx Mk 7 | Sea King Mk 4
| Total Increase |
43 per cent | 50 per cent
| 25 per cent | Not deployed in
October 2006
| 84 per cent |
| |
| | |
3.36. The Department intends to make further significant
increases in total year-round helicopter flying hours following
the introduction of RAF Merlin by the end of 2009 and re-engined
Lynx Mk 9 in 2010.
SECTION 4: THE
ROLE PLAYED
BY HELICOPTERS
ON OPERATIONS
This section includes classified information and is therefore
provided as a separate classified annex.
23 April 2009
6
The heaviest take off mass at which the aircraft has been shown
to meet applicable airworthiness requirements. Back
7
Future Lynx will be known formally as AW159 Lynx Wildcat;
the manufacturer AgustaWestland is hosting a naming event on 24 April. Back
8
With the exception of Royal Navy observers who receive their role-specific
training separately at RNAS Culdrose. Back
9
As of June 2009. Back
10
The terminology varies according to Armed Service. Back
11
For Navy Command and Joint Helicopter Command, the guideline flying
hours per month for the retention of Currency and Competency is
15 hours. Back
12
The equivalent of Late Entry officers in the Army. Back
|