In Part 1 last week we talked with Wg Cdr Nigel Colman, OC 78 Sqn and also looked at some of the differences between the Merlin Mk.3 and Mk.3A variants, but what about maintaining these complex aircraft and how will they react to the harsh conditions likely during Op HERRICK?
The main man as far as engineering is concerned is Sqn Ldr Paul Rose, SEngO for the entire Merlin fleet and our next port of call during our day long visit to RAF Benson.
Merlin Force Engineering Squadron (MFES) is a centralised engineering element comprising some 295 people, all of whom are Paul's responsibility; to an outsider it appears to be a daunting task.
"I've got engineers, mechanical and electrical (avionics), and we also have civilian support who conduct the in-depth servicing for us. We have split MFES in to two shifts and essentially cover 24/5 (twenty four hours a day, five days a week) with responsibility for getting the aircraft on to the flight-line to cover the programmed flying tasks. We also support the operational flying of course, and that is done from here (Benson) but also utilises the 'depth' servicing which is conducted at Culdrose."
The servicing facility at Culdrose includes RAF engineers and Paul explains that they are able to dip in to that manpower, if required, to support the Merlin's operational flying.
"The benefit of managing the engineering facility in this way is that we deliver to a central flying programme. This has a set format where the number of aircraft required on the line and the number of hours those aircraft will fly are pre-agreed in order that the flying tasks can be achieved."
Paul's job, as the senior manager in charge of MFES, is quite simply to ensure that a pool of Merlins is available to meet the task defined above. But with the commitment to operations in Afghanistan on the horizon, things will soon be changing within MFES, as Paul goes on to explain.
"We are now looking to increase the number of managers so that we can continue to meet the requirement, one part of which will be the appointment of a second SEngO. This will mean we return to having two pools of engineers under the flying squadrons with one of us being SEngO of 78 Sqn and one being SEngO 28(AC) Sqn, with the manpower divided between the two."
The 'fight by Flight' concept which was discussed in part 1 of our Merlin Force feature also extends to the engineers and Paul is currently busy working on this plan ahead of the deployment for Op HERRICK. Just like the aircrews it will see the maintenance teams working one period deployed with four periods at home, based on five operational Flights of engineers working to meet not only the operational flying requirements, but also supporting training back in the UK.
Merlin is a complex helicopter that requires complex engineering, and, like any other modern military aircraft, needs many hours of work on the ground for those spent in the air. The serviceability of the Merlin fleet has doubled over the past twelve months and like everyone else at RAF Benson, Paul has nothing but praise for the aircraft.
"It's an awesome aircraft and the team loves working on it. The aircrews love to fly it and the Army loves to fly in it. It performs brilliantly and is probably one of the best performing assets we have in theatre."
Having discussed the two Merlin variants from an aircrew perspective last week we were keen to do so with Paul, especially as he had some involvement with the procurement of the Mk.3A models from Denmark. He confirms that they do indeed present some differences from an engineering standpoint.
"The main difference is from an avionics perspective and we do have to send engineers on 'differences' courses. These courses have now been rolled into one, so when we send them down to Yeovilton (where the courses are held) they learn about Mk.3 and Mk.3A at the same time."
The mechanical differences are minimal and there is only a one day 'differences' course for these, with around 80% of parts for the two marks being common to the two variants."
The best part of five years in Iraq for Op TELIC has taught the Merlin Force much about operating Merlin in desert conditions but, as we know from the flying side of operations, Op HERRICK will provide different challenges. This also applies to engineering.
"We face one issue above all when operating in generic desert conditions; the dust gets absolutely everywhere.
"There are elements of the aircraft that we obviously have to look at very closely. The rotor blades on the Merlin are fantastic but they do suffer in desert conditions (as on any helicopter) and erosion will normally be the thing we monitor most. There is nothing insurmountable about operating in desert conditions though and it really does differ depending on where you are geographically.
"In America, where we are training at the moment, the sand is very gritty and quite corrosive but in Afghanistan it is more like talcum powder, which is less corrosive and more likely to clog in certain areas."
While Paul and his team will prepare by ensuring that spares are available in the right places it is clearly difficult to prepare fully for the unknowns that operations in Afghanistan will present. MFES, like everyone else involved, will learn quickly when they arrive in-theatre and deal with any issues they face.
The aircraft self-deployed to Op TELIC by flying out to Iraq, landing before entering the operational area to fit defensive measures and then carrying on into theatre. For Op HERRICK the RAF C-17 fleet will be used to both deploy and recover the airframes from theatre.
"It takes approximately three days to prepare them for transport. We strip down the aircraft, taking off the blades and the tail section, with everything then being packed into Air Transportable Kit (ATK). It is a tight fit inside the C-17 and we have to manoeuvre them in using hydraulic ramps very slowly as there are just inches either side of the ATK.
"At the other end it takes about the same amount of time to re-build the aircraft and then perform a rotor-tune, to ensure they are correctly balanced, followed by one flight-test. After that they are ready to go, so it takes probably around four days in total."
The aircraft cannot fly to Afghanistan due to the countries they would need to traverse but the main benefit of transporting them by air is the fact that MFES will not need to factor in a large buffer of hours to allow for the aircraft flying back to the UK. This means they can fly on operations almost right to the point in time at which they need to return for deeper servicing.
Paul himself has deployed to Iraq three times in the eighteen months he has been at Benson and while it is important in his role to find a balance where the flying in the UK is also managed, he will most likely deploy in the lead group for Op HERRICK.
"From my point of view it is important to live it. You shouldn't ask anyone to do something that you are not prepared to do yourself and the best way to understand the problems and potential frustrations that everyone will experience is to experience it yourself.
"My aim will be to make sure our engineering programme is sustainable. We need to get it right and if you do that at the beginning then you give yourself the best chance to deliver over the duration of the operation."
Welfare and harmony is just as important for the engineers as it is for the aircrew as we discussed with Wg Cdr Nigel Colman. Working on the aircraft in the extreme conditions that Afghanistan will present is a vital consideration itself (it's currently around 48 degrees in theatre during the day), as is the ever-present threat of rocket attacks. The way in which the team coped with such conditions in Iraq was one which made Paul very proud of the MFES unit and he has no doubts that they will continue to work just as well on Op HERRICK.
We can't help but leave Paul's office with the same feeling ourselves, as once again the professional and confident manner of the MF is very apparent. It seems almost inconceivable that anyone would try and make it out to be anything different, but that's the world we live in unfortunately.
Last but certainly not least at RAF Benson is 28(AC) Sqn, the first RAF squadron to operate the Merlin and one that, in '2nd In-command' Squadron Leader Simon Reade, has one of the most experienced Merlin pilots around. Who better to talk to for a final word on the aircraft and its capabilities?
"Merlin is a very deceptive aircraft really" says Simon.
"It's a large aircraft and I think the impression some people might form is that it is probably more like a bus than a sports car, but nothing could be further from the truth.
"It's manoeuvrable, powerful and aerodynamic, essentially a very nice helicopter to fly."
For a man with vast experience like Simon it is interesting to note one comparison with another helicopter in his logbook, but not one that you might naturally think of comparing with the Merlin.
"I flew the Lynx prior to this and really it (Merlin) is like a slightly smoother, more advanced version of the Lynx; it flies like a much smaller helicopter."
His words echo those of almost everyone else we've talked to at Benson and Karl and I can't help but mention that 'smooth' is a word we have heard a lot during our day with the MF.
"It really is incredibly smooth. When I flew the initial trooping on the helicopter in 2002 our major problem during long transits with troops on board was that they would all fall asleep, leaving young crewmen with the dilemma of wondering whether to wake up the large paratroopers asleep in the cabin!"
There is of course a very serious operational note to make here as the smooth ride is a big plus point when taking troops to the battlefield, with Merlin providing an extremely settled ride.
"Whatever else life is throwing at them we'll deliver troops to the battlefield in a comfortable mission-ready state. That is our core business and Merlin does it very well."
While the media focus on the expeditionary operations and the move from Iraq to Afghanistan for the MF, Simon is keen to highlight the bigger picture, especially the close ties the MF has with the Army.
"What people don't really see is that day to day, wherever the Army go we can be there supporting them. We have aircraft supporting many levels of Army tasking be it working with an entire infantry unit and carrying under-slung loads or supporting an Army exercise for example. It's a continual cycle and while we have to maintain focus on our operations and preparation for those, we also have to continue to support the Army's training in the UK and indeed wherever they might need us to be."
The Merlin Force is one that, as we've already seen, takes great pride in the work it has already achieved and almost without taking breath will soon be back on operations in a whole new theatre. Do the team ever stop to think about what they've managed to achieve over the past few years?
"There's pride on all levels really. I was a Flight Commander before taking on this role and when you look around at the youth we have here it does make you proud. The support we get from the engineers who work so hard on detachment to give us the aircraft we need is extraordinary.
"Also, having been involved with the Merlin from the start, it's great to see how much the aircraft has developed and how far it has come."
The Merlin has unquestionably already exceeded expectations in RAF service. The comparison is perhaps unfair but it is interesting to note that Merlin entered service just as the venerable Wessex was retired and the difference between the two is remarkable, highlighting the advances in technology and capability.
"What we have with Merlin is an all-weather helicopter that can go anywhere that the UK military needs it to go and there is nothing to stop it broadening its role even further if that is deemed necessary."
With a staff posting just around the corner Simon won't be deploying to Afghanistan this year, but his reaction to that fact seems like a good place to bring our look at the Merlin Force to a close. In many ways he sums up everything we have heard here and it also reinforces the old adage that maybe you shouldn't believe everything you read in the newspapers.
"Being on operations is what you train to do. Why spend your whole life training and never find out if you can do the job for real? Being on ops validates your training and your own skill-set, so I would actually love to be deploying.
"Merlin is a very capable helicopter and I wouldn't fly anything else."
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Top work guys. A brilliant follow up to Part 1. Please spread the word about what we do and are all about. Great website. Keep the articles coming.
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