Ex Pinion Oman

132 Aviation Supply Sqn, 7 Avn Sp Bn REME.

Exercise PINION OMAN 21 saw the deployment of a Deployable Spares Pack (DSP) and a sixperson team from 132 Avn Sp

Sqn to process demands and issues for spares across the

AH and RH platforms. From the exercise activation period in August, 132 Sqn RLC, along with a REME Tech Stores

Section, and other personnel from 7 Avn Sp Bn REME, provided the real-life support (RLS) to the exercise. Their role being to ensure the main bulk of exercising troops arrived and settled in with zero issues.

The exercise did not get off to the best of starts, Op PITTING was happening at the same time as Ex PINION OMAN was due to deploy. Quite rightly, Op PITTING took priority meaning that there weren’t enough C17s and other air assets to deploy the exercise fully and a quick change of plan was required. It was however considered at a governmental level to be a high priority and the exercise was given the assets it required to deliver the exercise, albeit smaller than originally planned.

Once the exercise started, the demands for spares for the airframes started to arrive in thick and fast. The team were grateful for the work from a trade perspective and busily started to process these demands, working in shifts mirroring the technicians to ensure no demand was missed.

Although there were a number of problems experienced by the team throughout the exercise, which mainly centred around not being able to get spares from the UK quick enough, it did not extinguish morale or relationships between units on the exercise, which was a relief.

Down time was a great incentive and a boost for morale, with trips for adventurous training being organised regularly, either sailing or trekking. Also visits to historical places of interest to try and understand some of the rich culture and history that Oman has to offer. The sailing was a once in a lifetime opportunity, on which individuals could sail from Muscat, over to a group of small, secluded islands. Here they took the chance to drop anchor and go snorkelling, exploring the turquoise waters, and sighting all kinds of fish as well as turtles. On more than one occasion groups were lucky enough to encounter whale sharks feeding and basking in the shallows.

Overall, the exercise was a great success, achieving the aims that were required but it was also an amazing opportunity for some of the deployed personnel to see an incredible part of the world.

AVIATION ENGINEERING ON OP FORTIS

Since 28 Apr 21, 845 NAS B Flight had been embarked within the Carrier Strike Group (CSG) on its maiden operational deployment to the Far East.

During the deployment the Flight had shown true ‘Junglie’ spirit on a daily basis, achieving astonishing results through the adversity of COVID 19, aircraft maintenance challenges and multiple embarkations on different platforms within the Carrier Strike Group (CSG). The compact team, consisting of 48 engineers, maintained three Merlin Mk4 aircraft, ashore and afloat, throughout the eight-month deployment.

B Flight began their voyage onboard RFA FORT VICTORIA. The first week of the deployment saw the team, old and new, either brushing up or learning how to operate and maintain the aircraft safely whilst at sea. For many, this was an unfamiliar experience having never previously deployed, and even fewer in the maritime environment. Just as the team were getting comfortable onboard, and as the ink was still a little tacky on the pegging in board, a major ship’s defect (a significant fire in the refrigeration plant) caused the Flight to conduct a rapid embarkation into HMS QUEEN ELIZABETH. With only 24 hrs’ notice. The embarkation, which would normally be planned months in advance, went seamlessly. Although this was a challenge, the real adventure was just about to begin.

One of the Merlin Mk4’s primary roles is troop and cargo carrying in the amphibious environment. Having recently been through the Merlin Life Sustainment Programme, modifying the aircraft to include upgraded avionics, and a folding main rotor head and tail, optimizing it for maritime operations, makes it ideal for transporting vital equipment and stores around the entire CSG (one Aircraft Carrier, two Frigates, two Destroyers, two Auxiliaries and a number of other NATO ships). However, following 36 hrs of sailing, HMS QUEEN ELIZABETH hit some bad weather and high winds during the transit through the Bay of Biscay. The high winds caused three of the main rotor blades between two of the aircraft to be unshipped from their stowage. The bad weather was on the eve of the CSG’s first big Defence Engagement (DE) event, with many NATO VIPs (sporting more stars than the American flag) visiting the CSG. Success of this DE was very much in

the hands of the engineers who immediately went to work rectifying the damage caused by the high winds. In 36 hours, all three main rotor blades were replaced, all airframe damage and components were fully reviewed and rectified, and all partial test flights were completed with the aircraft assessed serviceable for tasking. Unfortunately, that was not the only engineering challenge faced by the flight during the deployment.

During an exercise on the remote Italian island of Pantelleria, the team was called to recover an aircraft which had gone downbird due to excessive vibration. A small team consisting of eight engineers investigated the fault and immediately discovered that two of the pitch-change links (PCLs) had failed. Over a 24-hour period, the team adapted to the situation and, using support from a local airfield, managed to replace the PCLs. Their efficiency was a true testament to the engineering skills and experience of the team, which caused no reductions to the operational tempo of the CSG that was still at sea.

Just as the CSG was about to depart the Mediterranean through the Suez Canal, B Flight was given the news that they were to re-join RFA FORT VICTORIA for the remainder of the deployment. However, with good news came that of the main gearbox (MGB) of ZJ129 requiring replacement, forcing the aircraft to remain onboard HMS QUEEN ELIZABETH. A MGB replacement is a lengthy and complex evolution which involves removing a significant amount of the aircraft’s main components; a complicated process even when back home at RNAS Yeovilton with access to all the tooling and support. This replacement, however, was conducted at sea by a small team of eight engineers, in 37-degree heat and 85% humidity.

The bulk of the team returned to RFA FORT VICTORIA to continue operational tasking in their absence, taking the majority of support equipment and tooling with them. The MGB replacement took a total of 25 days from delivery of the gearbox, until the aircraft was flown from HMS QUEEN ELIZABETH back to RFA FORT VICTORIA. This was

not just a first for B flight, 845 SQN and CHF, but it was a first for the QE Class carriers. It was a capability that had never been tested before, and this evolution proved another great capability of the Royal Navy’s flagship. Whilst the team was split across the two platforms, the bulk of the Flight onboard RFA FORT VICTORIA was hit with a COVID outbreak; which, at one point, saw 40% of the engineers isolating. With hard work, long hours and dedication, the Flight maintained the operational output and tasking requirements with

the remaining two aircraft, not missing a single sortie. Needless to say, this

happened with a sense of humour and a smile, as always.

On the eve of our second run-ashore to Guam and the 3-week ship’s maintenance period, ZJ127 returned to RFA FORT VICTORIA. This was the first time since leaving Portsmouth that all the team and aircraft were in the same place. However, before the champagne was fully chilled, the Flight received news that the tail gearbox on ZJ127 and main gearbox on ZJ118 required replacing. A completely new beast of a challenge since this was to be completed onboard RFA FORT VICTORIA.

The ship was built in the early 1990s, with a hangar designed to fit three Sea King helicopters, a fraction of the size of HMS QUEEN ELIZABETH’s hangar. This space challenge gave the Flight issues when attempting to remove main rotor blades and store the large amount of equipment needed to be removed before the gearbox could be replaced. The biggest issue highlighted was the lack of head space to remove the gearbox from the aircraft. Fortunately, RFA FORT VICTORIA, a solid support ship, has a crane that is located on the starboard side of the flight deck. Under close supervision and several test lifts, the removal and fitment of the gearbox was successful. The replacement took a little over three weeks to complete giving the opportunity to all within the Flight to gain the experience of carrying out large scale maintenance whilst on the maritime front-line. Again, a great achievement by the Flight demonstrating impressive ingenuity, engineering excellence and another first for the RFA FORT VICTORIA. During the 3-week ship’s maintenance period, the Flight also took the opportunity to clear the aircraft of any large scheduled maintenance for the remainder of the deployment. During this work package, the flight replaced a tail gearbox, main gearbox, tail rotor hub, tension link, two nose wheels, two flotation bags and an APU. An incredible feat by anyone’s standards; however, made more impressive by the resolute mindset of those involved. This ensured that the aircraft were ready in all respects to carry out tasking immediately upon sailing.

As this article is written, B Flight continues to conduct operations with HMS QUEEN ELIZABETH, maintaining a close relationship with the flagship and her embarked Squadrons, meeting all tasking with the same determination and commitment. It is a combination of all these successes that has earnt 845 NAS B Flight technicians a CNEO 2-Star Team award at the November 21 CNEO conference and sets a standard for future CSG capability.