RAF MARHAM - LOX CPU INCORPORATING BITE FACILITY
SGT GARY TAYLOR, CPL TIM ELTON, CPL DAVE POTTS, J/T MARK LEEMING,
J/T SAM MCGONAGLE, SAC ROB WHITEHEAD
Above 1000ft any aeroplane has to supply occupants with oxygen. A Tornado does not
have room for an oxygen generating system so a pot of expensive liquid oxygen (LOX) is
carried with a small converter for changing liquid oxygen to gas.
Prior to this suggestion being implemented there was a content indicator but no
serviceability test for the LOX with converter. The only serviceability test was during the
pilot’s pre-flight checks at the aircraft using BITE (Built in Test Equipment). The pilot would
either be able to breathe oxygen or not, irrespective of the amount of oxygen in the pot. If
not working, the pot would have to be emptied for servicing and the liquid oxygen discarded
in case of contamination. At Marham, for five Tornados, 5 pots might be taken out to the
aircraft to ensure a serviceable supply for the pilots. The suggestion involved making a
modification to a Ground Power Unit so that it could mimic the BITE connection and test a
Lox pot/converter prior to issue while still in the servicing bay. The modification now almost
guarantees 100% serviceability of pots.
RAF BRIZE NORTON - REWORK OF TENSATOR
MR BRIAN MASSEY, MR JOHN COCKETT:
VC10’s Mk 32 Refuelling Pods with de-spooled tensators (basically a large spring similar to
that employed in clocks) were being returned to the industry for repair at a significant cost
to the MoD, both in financial and operational terms. In particular, recorded turn-around
times for tensator repairs were often in the region of 12 to 15 weeks and came at a cost in
excess of £3,000 per item.
The suggestors, who both work within the Unit’s Air to Air Refuelling Bay, identified a
simple yet extremely effective solution that enables tensator repairs to be carried out at the
Unit. Their proposal, which has been accepted by the ARC IPT and implemented by the
Unit, is expected to generate savings of more than £15,000 over the first 3 years and has
drastically reduced the time to recover a Mk 32 Refuelling Pod from months to a matter of
hours.
As a direct result of adopting this GEMS suggestion, the Unit is experiencing increased
availability of Mk32 Refuelling Pods, realising a commensurate operational benefit.
Moreover, the ability to conduct these repairs in such short time and at the Unit will enable
an extremely prompt response to any reactive tasking, thereby providing a much enhanced
and extremely flexible level of support to operations.
RAF INNSWORTH - RECOGNITION OF OUTSTANDING CONTRIBUTION
WO KEITH SEALY (recently retired from the Service)
Keith Sealy has been involved in the GEMS Scheme since it began in 1996. As a subject
matter expert, he has played a pivotal role in helping to assess GEMS suggestions at
quarterly RAF Service Award Group (SAG) Meetings. As the longest serving member of
the RAF SAG, his outstanding contribution to the GEMS Scheme has been exceptional.
He has demonstrated his commitment further by often following up on individual cases of a
more technical nature out of committee.
Over the past 11 years Keith has been highly involved in the training of many LAG
personnel, as a facilitator at training events held in both London and Abbey Wood, his vast
experience and knowledge have proved to be invaluable in nurturing staff new to the
GEMS Scheme. In addition, he has also played a significant role in the development of the
current GEMS Rules and Regulations.
All in all, Keith’s dedication and the outstanding contribution he has made to the Scheme
from its inception is considered worthy of this special recognition.
RAF ODIHAM - ANVIS Mk9 HELMET RAIL ASSEMBLY TRANSFER
J/T MICHAEL LAMBERT
This suggestion increased the ability to repair Night Vision Goggles in house removing the
requirement to send them to the USA; reducing cost and carbon footprint.
When the ANVIS Mk 9 Night Vision Goggles (NVG) failed 2nd Line had only a limited ability
to repair them. NVGs had to be sent to the USA to be fitted to the electrical assembly
causing 23 of them to be taken out of circulation as being Beyond Economic Repair (BER).
The suggestion made by J/T Lambert was to increase 2nd Line’s ability to repair the NVGs
by salvaging the rail parts from the BER NVGs and attach them to newly procured mounts
whilst strengthening their connection by adding heat shrink to reduce their failure rate.
Each NVG is worth approx £600per set and so, with 23 sets BER, to replace them the MoD
would have had to spend over £12,000 or send them to the USA with the increased cost
and carbon footprint that that would entail. His suggestion also increased the pool of NVGs,
which in itself aided the operational ability of the Station.
RAF LOSSIEMOUTH - UNSCHEDULED FAULT SYPTOM CODING SYSTEM
MR IAIN MACLEAN
Recording of faults on the Tornado GR4 fleet is undertaken using the Logistics Information
Technology System (LITS); there are numerous ways in which to input the details of the
fault and quality of recording the most vital aircrew-reported fault data has been
disappointing.
Identical faults, if described differently, have shown as different faults on the system.
Intermittent faults, which may only manifest themselves in flight conditions, can effectively
render maintenance procedures and test equipment useless. They contribute to high ‘No
fault found’ (NFF) rates and the wasting of huge numbers of serviceable components,
manpower and tax payers’ money.
The suggestors fault coding database standardises the input to LITS, displaying the
previous history of the system and the type of fault, without an expensive LITS upgrade.
This improves aircrew debrief, fault diagnosis and rectification of system faults. And has the
potential to save £millions over the remaining service life of Tornado.
PUS AND CDS WITH GEMS AWARD WINNERS OUTSIDE THE IMPERIAL WAR MUSEUM