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Transfer of Aircraft and Equipment (Allotment)

Aircraft and Equipment are transferred between service units and to industry or final disposal from MOD ownership following the receipt of an allotment order.

The objective of the Allotment process is to provide a robust process for the transfer of Aircraft and Equipment between aviation organisations.

A flowchart summarising the Regulatory framework for the transfer of Aircraft and Equipment [21KB PDF] has been developed, and is available for download.

Requirement for the Transfer of Aircraft and Equipment (Allotment)

An aircraft or Equipment is not formally recognised as being “on contract”, unless it has an allotment allocating it to a particular Prime Contractor and contract. Once transferred to the Prime Contractor, the aircraft is the responsibility of the Prime, irrespective of aircraft transfer to a Sub-contractor, until return to the MOD in accordance with the contract.

An allotment order is required:

when aircraft or equipment are transferred from the charge of one holder to the charge of another (including initial delivery off contract)
when an aircraft or equipment is transferred from one specific task to another (e.g. a different contract) without change of holder
where an aircraft allotment is for short periods e.g. Chock to chock – time based Allotment.

An allotment order is not required:

when the aircraft is new build, that has not been accepted off a contract
where an aircraft transfer is established under a Loan Agreement with a Contractor in accordance with Defence Standards 05-123, Part 5, Issue 2, Section 3. The Loan Agreement specifically details the commencement and termination of the aircraft on and off contract.

The policies and procedures for the supply and accounting of aircraft and their inventories are well established within JSP 886 External link to Ministry of Defence Intranet content - Supply Instructions for Air Environment / UG 6/5 - Accounting for Aircraft.

This guidance supplements the supply and accounting policies when transferring aircraft or equipment and should be read in conjunction with Chapter 9.4 within the Joint Air Publication (JAP) 100A-01 External link to Ministry of Defence Intranet content - Military Aviation Engineering Policy and Regulation. The association between this guidance and the JAP 100A-01 is shown within the flowchart: Regulatory framework for the transfer of Aircraft and Equipment [21KB PDF].

The allocation and transfer of UK military registered aircraft and equipment to a specific organisation e.g. Contractor, MOD Service Unit or flight test agency is formalised by the issue of an allotment that takes the form of a signed authorisation for the transfer of an aircraft or specific equipment. The point at which the transfer of accountability (including airworthiness responsibilities) takes place is defined within the relevant allotment. The allotment order is to follow the layout in JAP 100A-01 External link to Ministry of Defence Intranet content , Chapter 9.4, Figure 1.

The overall responsibility and management for the transfer of aircraft or equipment rests with the aircraft or equipment IPT. The responsibility for the management of the aircraft operational fleet may be devolved to the Front Line Commands.

Chock to chock arrangements

Arrangements may exist whereby aircraft are allotted Chock to chock” to a specific organisation and/or contract. “Chock to chock” allotments are used for short-duration tasking which makes normal acceptance of the airworthiness responsibilities and supply accounting procedures impractical. The point at which the transfer of accountability takes place and ends is typically from signing out to signing in by aircrew in the MOD Form 700. For information regarding MOD Form 700 documentation see JAP 100A-01 External link to Ministry of Defence Intranet content , Chapter 7.2.1.

The allotment order special conditions / remarks field - section L, should identify the Flying Regulation applicable to the aviation organisation that is responsible for the aircraft flight:

Contractor’s flights - Before a Military Registered aircraft is flown at a Contractors airfield, or other location including Government establishments, the contractor must comply with the requirements of AvP 67 - Flying Orders to Contractors [1.04MB PDF].
DARA flights - TES-ASG-TESD has mandated that all flying undertaken by DARA flights is conducted in accordance with the requirements of JSP 556 - Military Aviation Test Flying Policy, Regulations and Directives.
QinetiQ flights - Where the aircraft is contracted to QinetiQ for Test & Evaluation (T&E) purposes the aircraft is to be allotted to QinetiQ.
Note:QinetiQ Ltd and the MOD Joint Test and Evaluation Group (JTEG) work jointly under a Long Term Partnering Agreement (LTPA) to conduct aircraft, aircraft weapons systems and airborne systems T&E. This Partnering Arrangement has resulted in the formation of the Aircraft Test and Evaluation Centre (ATEC) that is approved by DES SE AIR-TESD and regulated by JSP 556.
ATEC flying for Continuation Training and Ferry Flights only - Where the IPTL requests that the ATEC conduct delivery flights to/from a contractor on their behalf or when the ATEC requires aircraft for Continuation Training (CT) on a chock-to-chock basis. The aircraft is to be maintained and operated within the Release to Service, allotted to the ATEC and regulated by JSP 556.
MOD Service Unit fights - Aircraft and equipment are transferred between Service Units in accordance with the requirements of JAP 100A-01, Chapter 9.4. Service Unit flying of aircraft within the existing Release to Service is regulated by JSP 550 – Military Aviation Policy Regulations and Directives.

To ensure that the aircraft flight is compliant with the required Flying Regulations a copy of the respective allotment order is to be attached to the MOD Form 700C and the aircrew informed.

Change History

1 November 2007: The Allotment Guidance at paragraph 7b amended to recognise a change to the development of Def Stan 05-123, Chapter 5 – Loan Arrangements.