22 Group RAF (DFT) is the user, Defence Equipment and Support (DE&S) is the customer and Ascent Flight Training is the service provider.

In February 1999, the Department had invited proposals for a restructured and civilianised multi-engine initial pilot training system, based on a long term PFI contract.

The four groups were:[14] BAES pulled out of the bidding in April 2004, citing a conflict of interest as it was supplying the Hawks for the fast-jet training program.

The 25-year PFI contract, to outsource training of military pilots and air crew of all three UK armed forces to the private sector, was valued at £6 billion.

[16] The MoD reported, in 2008, that the proposed UKMFTS would deliver a coherent, flexible and integrated flying training capability catering for the needs of the Royal Navy, RAF and AAC.

The system was judged, at the time, to be at risk of being unable to deliver the required quantity and quality of aircrew to meet the input standard for the operational conversion units.

The existing training platforms were approaching the end of their useful lives and included outdated systems that were unable to prepare trainees for current and future frontline aircraft.

The focus was to achieve a holistic system based on capability and service delivery, and not solely on the provision of aircraft platforms.

It was to offer an opportunity to modernise the flying-training processes for all three services, realise efficiencies and, since training was then spread across several organisations, take advantage of potential economies of scale.

£39 million was allocated for assessment of a public-private partnership contractual partnering model, with a mix of Private Finance Initiative and conventional procurement.

[18] At the close of 2012, the Lockheed Martin-Babcock consortium running the MFTS re-launched a competition for a contractor to supply and support fixed-wing elementary aircraft.

Stage 1 training for Royal Navy rear aircrew was established, in late 2011, at RAF Barkston Heath using the MoD's existing Grob 115Es, and at RNAS Culdrose, using four Ascent-owned King Air 350ERs.

[24] The Ministry of Defence procured a number of Beechcraft B200 aircraft in 2003, five operated by contractor Cobham Aviation Services, to supply rear crew training for the Royal Navy with 750 NAS at RNAS Culdrose, while seven aircraft operated by Serco with 45 Squadron at RAF Cranwell train both multi-engine aircrew and rear seat aircrew officers and non-commissioned airmen.

The King Airs were equipped with glass cockpits and advanced systems to prepare students for their Operational Conversion Unit training onto frontline multi-engined aircraft such as the C-17, A400M and C130J Hercules fleets.

[25] The UKMFTS training helicopters acquisition program had been shelved by mid 2012, but a four-year extension was granted to the FB Heliservices contract to run the DHFS at RAF Shawbury.

[26] In 2013, Ascent proposed modified versions of the bids originally provided by the two contestants for the requirement: AgustaWestland and Alphar (a Eurocopter, FB Heliservices and CAE consortium).

Due to the reduced requirement for Search and Rescue training following the privatisation of SAR provision, only 3 larger H145 aircraft are to be procured.

[35] The MoD had wanted a leasing deal under the private finance initiative (PFI), to transfer risk to the contractor rather than buy aircraft outright, with at least 11,000 flying hours a year being required.

The upfront costs of developing and building the new aircraft, while waiting for lease payments, were not favoured by BAE Systems, and the first PFI proposal that was submitted in March 2003 was considered too expensive by the Treasury.

Brown had wanted to reduce costs by putting the contract out to competitive tender, but jobs and export orders were considered more important.