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to the Garrison in Brunei.
The Flight forms an integral part of
660 Squadron AAC, based at Sek Kong in the New Territories, Hong Kong, and is largely reliant on them for administration, logistics and manning matters. C Flight operates 3 Scout helicopters and provides for all 1st line and limited 2nd line
engineering support.
b. All 3rd line support is carried out by contract in H ong Kong. Aviation spares are also provided from Hong Kong.
With
the change in command, C Flight will have to become an independent flight, under command of HQ Brunei Garrison; although it will be responsible directly to Commander Aviation
HQ UKLF for operational efficiency.
C. The independent flight will require an additional aircraft and its own buffer stock of spares. The additional Scout will
be required as a reserve, either at Immediate Readiness (IRR) or
In Use (IUR), within the current Brunei Authorised Flying Target,
in order to allow for unserviceability and major servicing
requirements. It is an unfortunate fact that the age of the Scouts means they demand much greater unscheduled 2nd and 3rd line servicing than younger aircraft like the Gazelle. The provision of a spare aircraft in itself attracts little or no
additional costs, whereas an increase in the Flight's REME establishment, or the need to fly Forward Repair Teams out from
UK on an ad hoc basis would be a very expensive option (the
Alouettes previously based in Cyprus are a case in point).
Consideration of the provision of this additional aircraft to
C Flight in 1994/95 should now be given, as 660 Squadron in Hong
Kong reduce their aircraft holdings in line with the Withdrawal
Plan.
d.
Manpower will be required to provide the balance of 2nd Line support currently provided from Hong Kong. Although if an
D-7
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UK EYES A
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