More Merlins?
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Oh well there was all confused as to the demise of the Wessex Sqn at Benson then.
Last edited by Almost_done; 25th Oct 2006 at 15:10. Reason: To eat some humble pie
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.The best aircraft to have to refuel on a cold night as the front point had a conveniently placed heater.
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Jackonicko ,
I take you point , i agree that it makes more sense for the TTT aircraft to be used . I was just going by what we have been hearing on the shop floor recently , but then again we only build the aircraft and are the last to be told anything
Still whatever aircraft it is lets hope it is of help to the guys that need it in the field of operations and it will keep me in overtime for a while longer 
Highlander , you mean to say you have seen the Danes up our canteen , brave bunch the Danes . The only place I ever see them is outside Westland Road smoking themselves silly 
I take you point , i agree that it makes more sense for the TTT aircraft to be used . I was just going by what we have been hearing on the shop floor recently , but then again we only build the aircraft and are the last to be told anything
Still whatever aircraft it is lets hope it is of help to the guys that need it in the field of operations and it will keep me in overtime for a while longer Highlander , you mean to say you have seen the Danes up our canteen , brave bunch the Danes . The only place I ever see them is outside Westland Road smoking themselves silly
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Jackonicko
(Extract from AP3456)
Generic Aircraft Release Process
With effect from 1 November 2004, the management of release for all new
aircraft is in accordance with the Generic Aircraft Release Process (GARP) (see JSP 553, Annex J, Appendix 3). Most of the existing aircraft projects retain their traditional aircraft release management procedures (and are now referred to as 'legacy'aircraft). However, legacy projects will, in due course, convert to GARP documentation.
The main changes introduced by GARP include the following:
a. There is no MA Release document.
b. The Safety Case and Aircraft Document Set reflect the 'as flown'
aircraft configuration.
c. When the aircraft is in service, the Safety Case will be 'owned' by the Release to Service Authority (RTSA).
d. Amendments to the Release to Service document are agreed jointly between the Integrated Project Team (IPT) and the RTSA.
e. Service Deviations will not apply under this process. RTS information which has not been derived from a fully substantiated Safety Case is termed a "Clearance with Limited Evidence" (CLE) and is recorded in Part F of the RTS.
Hope this helps.
Each will have his or her own take on this. I twitch at the “as flown” bit, when considered against various benchmark rulings from within MoD. To me, this is related to the “test and declare” status afforded some projects, whereby the trials a/c lacks kit (often Service Engineered Mods), kit does not meet its spec or where kit hasn’t been integrated properly; so the aircraft does not conform to, and cannot be assessed against, the Whole Aircraft Specification (not that many have one that’s current). In other words, it is common for the MAR build standard to be wholly unrepresentative of that actually needed to fulfil the operational role. It is up to the IPT to ensure that all subsequent build standards, of all aircraft in the fleet, can be traced back to the MAR aircraft. This is configuration control, the importance of which is often ignored. Very few aircraft types have such a robust audit trail. More often than not, an aircraft will be deemed safe upon acceptance off-contract (notwithstanding CDP’s ruling that this is not actually necessary, which rather negates the reason for having a contract) but it is quite a different thing to MAINTAIN that safety throughout its life. Again, the latter is often forgotten about, and certainly no longer understood or practiced by many in DPA.
(Extract from AP3456)
Generic Aircraft Release Process
With effect from 1 November 2004, the management of release for all new
aircraft is in accordance with the Generic Aircraft Release Process (GARP) (see JSP 553, Annex J, Appendix 3). Most of the existing aircraft projects retain their traditional aircraft release management procedures (and are now referred to as 'legacy'aircraft). However, legacy projects will, in due course, convert to GARP documentation.
The main changes introduced by GARP include the following:
a. There is no MA Release document.
b. The Safety Case and Aircraft Document Set reflect the 'as flown'
aircraft configuration.
c. When the aircraft is in service, the Safety Case will be 'owned' by the Release to Service Authority (RTSA).
d. Amendments to the Release to Service document are agreed jointly between the Integrated Project Team (IPT) and the RTSA.
e. Service Deviations will not apply under this process. RTS information which has not been derived from a fully substantiated Safety Case is termed a "Clearance with Limited Evidence" (CLE) and is recorded in Part F of the RTS.
Hope this helps.
Each will have his or her own take on this. I twitch at the “as flown” bit, when considered against various benchmark rulings from within MoD. To me, this is related to the “test and declare” status afforded some projects, whereby the trials a/c lacks kit (often Service Engineered Mods), kit does not meet its spec or where kit hasn’t been integrated properly; so the aircraft does not conform to, and cannot be assessed against, the Whole Aircraft Specification (not that many have one that’s current). In other words, it is common for the MAR build standard to be wholly unrepresentative of that actually needed to fulfil the operational role. It is up to the IPT to ensure that all subsequent build standards, of all aircraft in the fleet, can be traced back to the MAR aircraft. This is configuration control, the importance of which is often ignored. Very few aircraft types have such a robust audit trail. More often than not, an aircraft will be deemed safe upon acceptance off-contract (notwithstanding CDP’s ruling that this is not actually necessary, which rather negates the reason for having a contract) but it is quite a different thing to MAINTAIN that safety throughout its life. Again, the latter is often forgotten about, and certainly no longer understood or practiced by many in DPA.
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Jackonicko
(Extract from AP3456)
Generic Aircraft Release Process
With effect from 1 November 2004, the management of release for all new
aircraft is in accordance with the Generic Aircraft Release Process (GARP) (see JSP 553, Annex J, Appendix 3). Most of the existing aircraft projects retain their traditional aircraft release management procedures (and are now referred to as 'legacy'aircraft). However, legacy projects will, in due course, convert to GARP documentation.
(Extract from AP3456)
Generic Aircraft Release Process
With effect from 1 November 2004, the management of release for all new
aircraft is in accordance with the Generic Aircraft Release Process (GARP) (see JSP 553, Annex J, Appendix 3). Most of the existing aircraft projects retain their traditional aircraft release management procedures (and are now referred to as 'legacy'aircraft). However, legacy projects will, in due course, convert to GARP documentation.
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Also from the Sun:
"Its three engines give enhanced reliability and the extra power means it can operate in the hot and high conditions of Afghanistan, where other choppers run out of steam."
Glad we're buying all this capability, sorry, forgot it was the Sun I was reading.
"Its three engines give enhanced reliability and the extra power means it can operate in the hot and high conditions of Afghanistan, where other choppers run out of steam."
Glad we're buying all this capability, sorry, forgot it was the Sun I was reading.
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Bring Back 72
Get the badge away from The fixed wing boys at Linton and get 72 back into the rotary world.
Never served on 72 but did take great delight when on JOCC watching some diverted Linton aircrew from 72 Sqn berating a Nav who claimed to have been on 72. The arguement went along the lines of "you're not a pilot thus you can't have served on 72" to which the response came - "I served on 72 when it was an operational sqn not put aside to train nerks(not the real word but a substitute - there may be kids reading) now do me a favour and f*** off before I plant you" or at least words to that effect.
Never served on 72 but did take great delight when on JOCC watching some diverted Linton aircrew from 72 Sqn berating a Nav who claimed to have been on 72. The arguement went along the lines of "you're not a pilot thus you can't have served on 72" to which the response came - "I served on 72 when it was an operational sqn not put aside to train nerks(not the real word but a substitute - there may be kids reading) now do me a favour and f*** off before I plant you" or at least words to that effect.
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If the Royal Navy is providing aircrew for this venture, will they look to retrain Sea King Commando, ie experienced SH people, onto the new helo or will they look to move Merlin Mk1 (Anti Submarine Warfare) crews and train them in SH roles and NVG? I hear that there are some Merlin Mk1s playing at SH stuff on exercise in Sierra Leone at the moment....coincidence?
Will the final crews be mixed service or kept single service & what would the role of the RN observer be without a radar to play with........doorgunner?
Will the final crews be mixed service or kept single service & what would the role of the RN observer be without a radar to play with........doorgunner?
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Eng Support for the new Merlins
First post.....No one is talking about this in the Engineers Forum, hence my boldness to go into the unknown and post in the Aircrew one!!!I have been approached to provide Eng Support for the proposed new Merlins at Benson. Like everyone else I am waiting for some concrete nod as to whether this is really going to happen and when.
What is the proposed Sqn setup? Are the Engineers going to be RN or RAF???
If anyone has something other than speculation then please PM.
Safe as houses
Green Sabre - currently!