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Finnishing school
In the second of a 3-part article we look at how the Adour-powered Hawk trainer is supported by the Finnish Air Force
While Major Pöysti and his colleagues are training the pilots of tomorrow, close by in the hangar Lieutenant Colonel Markus Mecklin is busy getting the engineers up to speed to ensure there are plenty of available Hawks to fly.
Lt Col Mecklin is the Squadron Commander of Aircraft Maintenance Squadron 41 at the Academy. In addition to the regular Air Force personal under his command he is also responsible for training conscripts in aircraft and engine maintenance. Finland operates mandatory military conscription for all its citizens over the age of 18 so there is a regular throughput of fresh trainees through the system.
Lt Col Mecklin’s own Air Force career started as a conscript so he is well acquainted with a system that creates a regular conveyor belt of talent and potential career recruits, balanced by the high turnover generated by the 11-month conscription period. Former conscripts are recalled to support the large military exercises that the Air Force conducts enabling them to refresh their skills.
The maintenance teams at Tikkakoski work side-by-side with their partners from Patria, the Finnish industrial giant that has been involved with the Hawks since starting a licensed production line for the aircraft and engine in 1980. “Patria is our strategic partner and we have huge trust in them,” explains Lt Col Mecklin. The Finnish aircraft have also undergone regular upgrade and modification programmes that have seen them increase capability to match the exacting demands of the training syllabus. All of these have been conducted by ‘in house’ through combining the knowledge and expertise of the Air Force and Patria.
“It’s easier for us to develop solutions for the Hawk. We have modified the aircraft to integrate many new systems, including engine health monitoring, and virtually everything is supported in-country,”
Finland’s climate and environment set a challenge for aircraft and maintainers alike.
“We usually have a week or so when the temperature plummets to -30°C.” So is icing an issue? “It is,” explained Lt Col Mecklin, “but not at really low temperatures such as -20°Centigrade and below as the extreme cold removes the moisture from the air and the Adour engine actually produces more thrust at these temperatures. However, when we are a little less cold in Spring and Autumn ice affects the wings and the engines and can make the aircraft heavier. We also get lots of birds nesting in Scandinavia in the summer which can lead to bird strikes. On the plus side, though we are close to the sea, the coastal waters have a low salt content so there’s little issue with corrosion. The robustness of the Hawk and the Adour is vital given the throughput of pilots here.”
Meanwhile, out on the flightline, engineers and pilots prepare for the next training sorties – a seamless team of career servicemen and women and conscripts working with an aircraft and engine that are also fused in capability and mission. The perfect combination for a unique operation.