Black Alligator New Years - LZDZ

T H E J H C D E L I V E R I N G J O I N T S U C C E S S O N O P E R A T I O N S

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Lessons Management and Exploitation in JHC

A Closer Look, Aviation Reconnaissance Force

Northern Premier League Football

Academy (Leek Town)

J O U R N A L O F T H E J O I N T H E L I C O P T E R C O M M A N D

JHC troops sink their teeth into

Benson sporting superstars

Black Alligator AwardsHonours

New Years&

JHSSon the move

Poppy Appeal

2016

announced

Capability Begins With Training…Aviation Training International Limited (ATIL) is a 50:50 joint venture between AgustaWestland Limited and The Boeing Company.

It was formed in 1998 as a special purpose vehicle to deliver the Attack Helicopter Training Service contract for the UK Army. The contract was financed under a PFI arrangement.

ATIL holds a unique position as a training organisation in being able to provide total synthetic training solutions in the areas of Aircrew, Groundcrew and Maintenance training. A range of equipment is employed to represent the sophisticated systems that reside within an aircraft of the complexity of the Apache.

From weapons to avionics, each device allows students to familiarise themselves with some of the most advanced technology in the world. The equipment is based on full size aircraft systems and provides a high degree of fidelity offering the necessary tactile and visual cues, greatly reducing the need to use operational aircraft for training purposes. Constant investment by the MoD and ATIL in technology insertions has ensured that the training system remains one of the most up to date in the world.

Aviation Training International LimitedColdharbour Business Park, Sherborne, Dorset DT9 4JW

Tel: 01935 810300Email: [email protected]: www.atil.co.uk

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CONTENTS

Contents Issue 4, 2016

COVER STORYJHC troops sink their teeth into Black Alligator ........... 6

HONOURS & AWARDS New Years Honours and Awards. ................ 5Commander Joint Helicopter Command Air Safety Awards ... 20

OPERATIONSJHC troops sink their teeth into Black Alligator ......... 6JHSS on the move ..................... 9JHC reach their Maritime Operations high water mark on JEF(M) ......................... 10JHF3 HQ Assured during Excercise WESSEX STORM ...... 14

LESSONS CORNERLessons Management and Exploitation in JHC .................. 13

CAPABILITYA closer Look, Aviation Reconnaissance Force .............. 16

PEOPLEPast, present and future launch 2016 Poppy Appeal under a fall of petals ................. 21Flag lowering ceremony marks the end of MEDEVAC operations in Kenya for the AAC .................................... 22

SAFETYJHC Safety Team ...................... 24

SPORTSBenson sporting superstars announced .............. 26Northern Premier League Football Academy (Leek Town) ............................... 27

This publication is copyright Lance Publishing Limited and may not be reproduced or transmitted in any form in whole or in part without prior written permission of Lance Publishing Limited. While every care has been taken during the preparation of this magazine, Lance Publishing Limited cannot be held responsible for accuracy of the information herein or for any consequence arising from it. Views Expressed in this publication are not necessarily those of the Royal Air Force or the Ministry of Defence. All images © Crown Copyright unless otherwise stated.

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4 ISSUE 4, 2016 / LZDZ

FOREWORD

PLEASE TURN TO PAGE 6 FOR THE COVER STORY

JHC TROOPS SINK THEIR TEETH INTO BLACK ALLIGATOR

L ZDZ Magaz ine i s a l so on l ine and can be found a t : w w w. lzdzon l ine.co.uk

Foreword MeettheTeam

EDITORIALEditor: Sqn Ldr Anna BurtE: [email protected] T: 01264 381 178–SALESSales Manager: Laurence RoweE: [email protected]: 01536 526 678–DESIGNERDesigner: Rowena WilsonE: [email protected] T: 01536 526 673–PUBLISHERLance Publishing Ltd, 1st Floor, Tailby House, Bath Road, Kettering, Northants NN16 8NLT: 01536 512 624E: [email protected]: www.lancepublishing.co.ukCompany Registration No. 3253372–PRINTERLance Print Ltd, 29/30 Stapledon Road, Orton Southgate, Peterborough PE2 6TDT: 01733 390 564E: [email protected]: www.lanceprint.co.uk–FURTHER INFORMATIONW: www.mod.uk/defenceinternet/

aboutdefence/whatwedo/airsafetyandaviation/jhc

Maj Gen Richard Felton CBE Commander JHC

THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS

I would like to wish you, your families and your loved ones a Happy New Year.

This will be my last foreward as Commander JHC and as I reflect on my time in Command, it is your hard work and efforts that have

been pivotal to the success of the JHC. Together we have achieved so much and I thank you all for your continued commitment and support. Over the last 3 years the JHC completed its long-term commitment to Op HERRICK in Afghanistan and in relief, the Puma Mk 2 made its first operational deployment on Op TORAL. In terms of Operational Command, in 2015 we said goodbye to 16 Air Assault Brigade after 16 years and have more recently welcomed the newly established Watchkeeper Force.

Our capabilities have improved and the following upgrade programmes are now delivering exciting possibilities: Chinook Mks 4 and 6, Puma Mk 2, Wildcat and the marinisation of Merlin Mk 3. We have seen

retirements of the Lynx Mk 7 and more recently the Sea King Mk 4. Looking forward, the introduction of the Apache AH-64E model in 2019 is an exciting prospect for JHC. The AH64E model will see a step change in operational capability with improved weapons and sensors and also the ability to connect with the battlefield and integrate with other platforms.

I continue to be impressed with the transition you have made from operating a sustained campaign to training for contingent operations. Future operations are likely to be Contested, Degraded and Operationally Limited (CDO) and, as we build our forces for Joint Force 25 (JF25), we must ensure that deployability is at the forefront of our minds when conducting training. I hope that the Exercises planned for 2017 continue to develop and test you so that the JHC is best prepared for any future operations. I wish you all the very best for the future.

NEW YEAR HONOURS & AWARDS

New Years Honours

&Awards

Congratulations to the following JHC personnel

who were recognised in the New Year Honours and Awards Award Rank First Name Surname Force

Army

OBE Col Jason Etherington AHF

RAF

OBE Wg Cdr Nicholas Knight RAF Odiham

Army

MBE SSgt Andrew Harrison ARF

RAF

MBE WO Francis Sinclair RAF Odiham

MBE SAC Shayne Hadland RAF Benson

CGS

CGS Capt John Smith WKF

CGS Maj Mark Hitch AHF

CFA

CFA WO2 Benjamin Wilkins AHF

CFA WO2 Jason Rees AHF

CFA L/Maj Paul Dargavel ARF

CAS Com

CAS Com Cpl Natalie Anderson RAF Benson

DCom Ops

DCom Ops FS Martin Wilkinson RAF Benson

DCom Ops Cpl Kevin Perry RAF Benson

DCom Ops Sqn Ldr Stephen Davies RAF Benson

AOC Com

AOC 2 Gp Com FS Jamie Hillman RAF Odiham

AOC 2 Gp Com Sgt Lyndon Edwards RAF Benson

AOC 2 Gp Com Cpl Sean Wingrove RAF Odiham

AOC 2 Gp Com Ms Maria Burriage RAF Odiham

AOC 2 Gp Com Mr Richard Crane RAF Odiham

AOC 2 Gp Team Team PEd Flt RAF Benson

AOC 2 Gp Team Team SMSC RAF Odiham

AOC 22 (Trg) Gp Flt Lt Joel Babbage RAF Benson

AOC 22 (Trg) Gp Flt Lt Steven Mills RAF Benson

RAF MSM

MSM WO Tracey Walker RAF Odiham

MSM MACR Robert Ruffles RAF Odiham

RN MSM

MSM WO Stuart Nanson CHF

Comd JFC Com

Gp Capt Gp Capt Lee Turner JHC HQ

Comd JHC Commendations

Rank Name Force

FS Widdison RAF Odiham

Cpl Buffey TSW

SAC Kirkpatrick TSW

SAC Smitten TSW

Lt RN Powell CHF

CSgt Smith CHF

CSgt Stevens CHF

CPO Swash CHF

Lt RN Nash CHF

LH Pickett CHF

Lt Cdr Brierley CHF

Lt Cdr Vaughan CHF

SSgt Ashdown AHF

Capt Hyland AHF

Capt Isitt AHF

WO1 Anthony AHF

WO1 Webb ARF

WO2 Wildblood ARF

SAC Perry ARF

FS Sharp RAF Benson

Sgt Cil RAF Benson

FS Clulow RAF Benson

Comd JHC Team Commendations

Team Ch Main Flt RAF Odiham

Team Carpenters RAF Odiham

Team Ch DSP RAF Odiham

Team Eng Auth Trans RAF Odiham

Team 7 REME Field Gun AHF

Comd JHC Commendations - HQ

Rank Name Dept

Lt Col Marcus Brown JHC HQ

WO1 Grant Meekey S&A (Avn Stds)

Sqn Ldr Bob Higgins JHC HQ

Sqn Ldr Chris Shone JHC HQ

Mrs Nikki Franklin JHC HQ

Mr Brian Bailey JHC HQ

GOC FTC Commendation

WO2 C Haigh WKF

LZDZ / ISSUE 4, 2016 5VISIT: WWW.LZDZONLINE.CO.UK

OPERATIONS

JHC troops sink their teeth into Black Alligator Written By: Flt Lt Rachel Potts Exercise Media Officer and Capt Arran Robertson-Cowley, Adjutant 4 Regt AAC

RAF Odiham Chinook helicopters crewed and supported by 18(B)Sqn have recently returned from Exercise BLACK ALLIGATOR at the Marine Corps Air Ground Combat Centre, California; a huge all-terrain exercise area eight times larger than Salisbury Plain and the US Marines largest training area.

Alongside two Apache helicopter Sqns from 4 Regt AAC, 18(B)Sqn worked together

with 40 Cdo Royal Marines to collectively achieve their training objectives and ultimately assure 40 Cdo as the Lead Cdo Group as

the move to take on Readiness. The aviation elements were led by Joint Helicopter Force One (JHF1), allowing for focused joint training between 4AAC and 18(B) Sqn now newly aligned in their readiness cycles.

Both aircraft types were

heavily challenged in the extreme environment and the full range of the Royal Marines’ armoury including Viking and Jackal armoured vehicles, 105mm field guns, mortars and Javelin anti-tank missiles were also put through their paces.

They were supported by the Raiding Sqn from the Dutch Marine Korps and tanks and infantry from US Marines.

The austere conditions provided by the Mojave Desert tested both aircraft and personnel alike. Det Cdr, Sqn Ldr Jack Kyle, explained:

“We faced challenging environmental conditions with high temperatures during the day, cold temperatures at night and extremely low light levels. In human terms this tested us with heat stress and fatigue, but also challenged the aircraft with the increased temperatures impacting aircraft

6 ISSUE 4, 2016 / LZDZ THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS

Photographs by: Cpl Rob Travis and SAC Nicholas Egan, RAF Odiham and Cpl Pete Brown RLC.

LZDZ / ISSUE 4, 2016 7

performance at higher altitudes.”Chefs, Ops Support Staff,

Survival Equipment Specialists, Armourers, GEF, Suppliers and Engineers from RAF Odiham, plus personnel from the Joint Helicopter Support Squadron (JHSS) and Tactical Supply Wing (TSW) all worked together to provide vital support to the training objectives of 18(B)Sqn, 4 Regt AAC and 40 Cdo.

Heavy lift, Re-Supply, Forward Air Refueling and Troop Carry are all capabilities that 18(B) Sqn delivered throughout the Exercise.

In one scenario, 18(B) Sqn provide Forward Air Refueling Equipment to an isolated location in austere conditions on the ‘front line’. Ground crew from 664 Sqn, 4 Regt AAC, then work at speed to ensure the refuel takes place with great efficiency; the less time spent on the ground

means the Apache returns on task as soon as possible.

A second scenario sees a bridge requiring relocation from one position to another under simulated contact in order to facilitate safe passage on task. The powerful lift provided by the Chinook facilitates this capability but only with the expertise of JHSS who safely arrange the heavy load ready for transfer. This particular training task was a revalidation for the Defence Landing Point Commanders for 59 Cdo Sqn Royal Engineers.

A third scenario includes a tactical insertion of troops and resupply of food, water and equipment to personnel manning a Rebroadcasting facility on a remote mountain only accessible by helicopter. The topography provides realistic training in the delivery of troops onto peaked terrain to establish a critical rebroadcasting facility. The resupply, whilst part of the scenario, was also a real-time necessity in order to ensure the welfare of troops on the ground. These insertions allowed the 4AAC signalers from Command Troop to hone some of their communication skills in a challenging environment offering great secure communication for JHF1 HQ to maintain radio contact with the Aircraft.

Delivering alongside such a breadth of tri-service assets and personnel created an interesting dynamic on the Exercise.

“There are clearly cultural differences between the RM, the AAC and the RAF, but such strength in diversity was obvious throughout the Exercise” observed Sqn Ldr Kyle, “The Apache and Chinook are the most ‘in-demand’ aircraft to complete the task; we deliver troops to and from the objective and the Apache provides top-cover whilst they’re there. It’s what makes the JHF concept such a great task force to work with.”

It’s a view supported by Section Commander Cpl Brack from B Coy, 40 Cdo, who has worked with the Chinook on multiple occasions whilst delivering kinetic effect on Operations:

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“The Mojavé Desert in which we’ve been training for the last 6 weeks is not unlike the hostile lands of the Herricks. It’s a good job the Chinooks are here with us to get the lads into such advanced positions.” He remarked. “When all is done out on the ground, we listen for the sound of the Chinook in the distance growing louder and louder like the marching of a Great Army. Which is of course what we would be doing if it weren’t for the Chinook! I’ve never not been happy to see them, it certainly beats walking…”

Of course none of this happens without the expertise of the RAF Odiham Engineers. WO Mark Cunnigham, Det Eng Officer, explains the challenges faced by his 24 technicians:

“This place is like a mini Bastion, it’s a hard det for the guys no doubt about it but by the end they will have achieved so much, although it may not feel like that right now! Communications, resources and the austere conditions are a challenge but we work hard to do our job so that the aircrew can do theirs; fixing the aircraft and seeing it off on a mission is a great sense of achievement.”

This exercise has highlighted that our newest and youngest engineers, commandos and aircrew have no Operational experience following the drawdown of Op Herrick.

“This particular Exercise saw the first pilot get Combat Ready without having completed a Herrick Tour” said Sqn Ldr

Kyle “Corporate knowledge of Afghan is steadily fading and ideologically we need to move on. Locations such as these help us to adapt and move forward, we must always look to the demands of the future rather than solely rely on the experience of past.”

For those Royal Marines that have never had the joy of being thrust into the sky backwards inside a Chinook or having heard the thunderous rattle of an Apache’s 30mm cannon live firing above their heads these joint exercises become key in developing that experience.

Throughout the exercise 4 AAC’s QMSI, A/WO2 Dave Reid led a team of instructors from across the Army and RM who provided personnel with Adventurous Training in San Diego, a vital part of bonding and development as a team. This time away consisted of a 4 day package in a youth hostel that backed on to Pacific Beach, mountain biking, trekking, paddle boarding and sea kayaking around San Diego. There was even an opportunity to swim with sea lions, something no-one expected during a desert training exercise.

The next time these troops collectively meet might be on an emerging contingent operation. It’s rare to get stretched in such austere locations; heavily fatigued, in each other’s pockets 24/7 with limited washing facilities and no Wi-Fi or signal- this is certainly no El Centro.

The Exercise culminated in a

CONTINUED ON PAGE 8


OPERATIONS

Combined Arms Live Fire Exercise (CALFEX) and next year will see the men of 40 Cdo take over the nation’s high-readiness Lead Cdo Group, a contingency force able to deploy anywhere in the world at very short notice. The success of Ex Black Alligator allowed crews to gain their desert environmental and joint live firing qualifications; a key enabler to operating and delivering effect worldwide.

CONTINUED FROM PAGE 7

OPERATIONS

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OPERATIONS

Written By: Flt Lt Andy Davidson

JHSSon the moveThe dust is settling and the Sqn has reached IOC after our relocation from RAF Odiham to RAF Benson, and as every good ProjO knows there will always follow a request for the obligatory article.

By way of introduction, Joint Helicopter Support Squadron is a joint, independent sub-unit

based at RAF Benson that provides Defence’s specialist helicopter handling and under slung load capability. The unit was originally formed in 1987 and later rebadged in 2007 as a result of the amalgamation of Joint Helicopter Support Unit (JHSU) and RAF Mobile Air Operating Teams (MAOT). The Sqn has been continually committed to operations since its formation, and in addition supports almost all major support and attack helicopter platforms and wider Collective Training exercises that take place, both in the UK and overseas whilst holding a 2hrs Notice To Move (NTM) readiness team to support the

National Standby commitment and teams at 5 days NTM in support of contingent operations.

The initial news that we were to relocate from RAF Odiham was met in the most part with a good degree of apprehension and nervousness. Apart from the very early days, JHSS has been in residence at Odiham for most of its 35 year history. Most organisations fear change and in that respect we were no different. For this move the apprehension was compounded by the need to complete the move within compressed timelines whilst maintaining our operational output.

The project was complex and can in many ways be compared to moving house. If you accept that your household consists of 112 personnel, their families, a

fleet of 43 vehicles and about 50 tonnes of equipment.

The decision to move in such a short time scale was driven by a well meant desire to have the families in and settled in time for the start of the school year. In practical terms this was never going to be easy, but we achieved it. Once we had worked out that we could squeeze into the technical accommodation the kit and equipment were relatively easy. The challenge was always going to be the people. Lots of engagement with personnel and supporting agencies such as Carillion Amey and DIO and eventually it’s starting to take shape.

So where are we now? We are in and settling into the Benson battle rhythm

nicely. The domestic facilities are fantastic, and the food in the respective messes is amazing and despite the initial apprehension the Sqn personnel are happy and morale is good. The working accommodation is taking shape and we are slowly gaining ground on the outstanding infrastructure issues.

Was the relocation a success, yes but largely as a result of the proactive and can do attitude that we in the military possess in abundance. We are here and operational output was not affected. Could we have done it better, yes given more time but we are content that we achieved the aim in a satisfactory manner and more importantly morale is at an all-time high and the future at RAF Benson looks bright and promising.


OPERATIONS

JHC reach their Maritime Operations high water mark on JEF(M)Written by Flt Lt Henry Fuller

Between the 12th of September and the 12th of October Chinooks, Merlins and Apaches of Joint Helicopter Command were embarked on-board HMS Ocean as part of Joint Expeditionary Force (Maritime), known as JEF(M).

OUR AIRCRAFTThe three aircraft worked together as the Tailored Air Group (TAG), overseen by a headquarters element of Commando Helicopter Force (CHF) personnel. Commander Matt Punch, RN, took up the role of Commanding Officer once again having previously overseen embarked aviation during Exercise GRIFFIN STRIKE earlier this year.

27 Squadron, Royal Air Force, based at RAF Odiham deployed two Chinook HC4s. The HC4

is the mainstay of the ‘green’ fleet, serving two squadrons at Odiham and the Operational Conversion Flight at RAF Benson. The aircraft were configured with equipment appropriate to their continued readiness for contingent operations worldwide. This included Forward Looking Infra-Red (FLIR), Rescue Hoist, extra internal fuel tanks, Defensive Aids Suite (DAS) and Crew-Served Weapons. 5 crews, essential engineers and Force Enablers (FE) made up the complement of people

to turn the excellent kit and equipment into crucial capability.

662 Squadron, Army Air Corps, operating four Apache AH Mk1 battlefield helicopters provided the FIND and ATTACK functions on the exercise. Ordinarily based at Wattisham in East Anglia, the aircraft flew to the ship in formation, via London, to Devonport. The detachment comprised 6 crews and supporting elements including Royal Engineers, Royal Electrical and Mechanical Engineers (REME) and Royal Signals. The Apache brings to bear a range of sensors and weaponry including the Longbow radar, thermal imaging, day TV optics, 30mm chain gun, rockets and Hellfire missiles. It can also fold its rotor

blades and is small enough to fit on the lifts to be stored and engineered in the ship’s hangar. This is a huge advantage for engineering when compared to working on deck at night with a red torch, in foul weather and amidst the noise of aviation.

845 Naval Air Squadron (NAS), part of CHF, brought two aircraft, a classic Merlin Mk3 and, in the historic first embarkation, a folding rotor iMk3. Operated in support of Royal Marine (RM) amphibious forces the Merlin is now operated solely by the Royal Navy (RN). They shared the delivery of the LIFT function in support of the Embarked Military Forces of 42 Commando. The versatility of the Merlin means that, in both of its

HMS Ocean and all three types weathering some light rain on deck. Photo taken by PO(Phot) Si Ethell


distinct ‘green’ and ‘grey’ roles, it is always useful to have aboard for tactical moves, Helicopter Delivery Service (HDS), winching, Under-Slung Loads and more. 845 had 3 crews and technical support where both RN and RM personnel were represented.

OCEAN-GOING CAPABILITYThe exercise was indeed a high point for the thousands of personnel across all 3 services who participated. It falls towards the end of a busy year of incrementally building experience upon experience, learning crucial lessons and, as the Ship’s Company like to remark, constantly improving ‘interoperable amphibiosity.’ Nonetheless, the three JHC aircraft types arrived with different training objectives and currency demands to fit into the space around the main event.

Maintaining the number of hours and deck landings for the Embarked Qualification is no easy task when faced with a dwindling number of aviation capable ships which are constantly busy around the world. Whilst it could be said that the majority of operators are at the top of their game in ship to objective manoeuvre, they cannot fly if below the required numbers. 662 Squadron revalidated 9 pilots and attained Initial Qualifications (IQ) for 3 more. 845 Squadron IQ’d one new pilot and requalified their crews in Vertical Replenishment (VERTREP). Chinook aircrew renewed 11 pilots in deck landings and conducted some valuable winching and VERTREP

serials. Using the rescue hoist enables the Chinook to overcome its size in the rare event that personnel need to be lifted from a ship with insufficient deck space to land. The Chinook and the Merlin detachments alternated the HDS standby crew so that there was an aircraft at readiness for any emergency medical or compassionate tasking. The two aircraft were also required daily on Exercise ALBANIAN LION 16 (Ex AL) to move personnel between the platforms and ashore. Senior commanders, Albanian observers, many VIPs and personnel reorganising post training were the regular passengers.

TACTICAL EXPERTISEJHC aircrews, engineers and FE’s mastered many of the lower level skills during seaborne exercises earlier this year. This meant that there were no surprises that JEF(M) had a different start and end point on the well-used ‘Crawl, Walk, Run’ scale! On the transit to the operating area for Ex AL, 662 Squadron crews took advantage of the opportunity to fire live Hellfire missiles and 30mm chain gun at floating targets known as ‘Killer Tomatoes.’ The large red bags float on the surface and drift away behind the ship carrying radar reflectors which provide a target for the Apache weapons systems. This high-level training occurs every 2 years or so and was invaluable to aircrew and ground crew alike who have a

decreasing corporate knowledge as our last major operation fades into tactics manuals of the past.

One of the many advantages of the operating area is uncongested airspace. Using an out of use airfield, TAG aircraft were able to work with two unusual players, RN Hawks of 736 NAS and the experts of simulation at the Air Manoeuvre Planning Training Advisory Team (AMPTAT). The Hawks divided their time between harassing the floating Task Group, supporting the RM ashore and participating in excellent combined training serials for aviation. Those Apache aircrew who had qualified as Forward Air Controller (Airborne) were able to requalify using the Hawk as a Close Air Support platform to talk onto a target. On the ground AMPTAT used emulators, gadgets and smoke to aggravate the approaches of the AH into the overhead. They were also used to trigger the DAS on incoming troop-carrying helicopters requiring an abort and re-attack whilst calling for support from the escorting gunships. These units are the catalyst for the rapid improvement of capability within the Contested, Degraded and Operationally Limited (CDO) environment.

Within this construct yet another force-multiplying skill set was proven. Forward Air Refuelling Equipment (FARE) can be carried by Chinook and transforms the aircraft into a petrol station for all-comers.

There is room inside for three extra fuel tanks to enable the offload of many tonnes of fuel, leaving the Chinook just enough to return to base! The setup and operation of the FARE was remarkably swift. Between AMPTAT training serials two Apaches were refuelled with rotors running using this method. A 736 NAS Hawk maintained its presence overhead. On operations a FARE aircraft could be combined with a second Chinook carrying ground crew and ordnance for rearming the Apaches.

OBJECTIVE BRONZE SUPPORTThe final mission for Ex AL was a raid on an island off the coast which had been taken over by the fictional Benalian Liberation

COMMODORE ANDREW BURNS, COMATG MESSAGE:“This deployment is a hugely important task for the Royal Navy, and for Defence, demonstrating our ability to deploy and operate worldwide, engaging closely with our allies and standing ready for whatever a deployment to an area of strategic interest to the UK can present.”

A FOD Plod is conducted before and after each flying window to keep the deck clean. Photo taken by PO(Phot) Si Ethell

A Chinook and Merlin operating from HMS Ocean. Photo taken by PO(Phot) Si Ethell

CONTINUED ON PAGE 12

HEADINGOPERATIONS

Army. With exercise intelligence reports confirming a rapidly destabilising security situation, the planning elements of the 42 Cdo RM headquarters went into overdrive. With 3 fighting ships in the Task Group, a huge amount of resources can be brought to bear. HMS Ocean and HMS Bulwark are able to simultaneously deploy Landing Craft Utility (LCU), Landing Craft Vehicle Personnel (LCVP), Attack Helicopters and two helicopter types full of Marines and their vehicles.

On the final night of the tactical element of JEF(M) each type would see action in the simulated threat environment of a littoral conflict. The complicated geopolitical scenario meant that the command element favoured a night-time, short duration insertion to neutralise forces aligned against the task force and the allied government. The first aircraft on the scene were the Apaches. They cleared the beaches of enemy units and used their sensors to determine the suitability of the landing sites from range. The bulk of combat forces were delivered by sea in LCUs and LCVPs with Apaches overhead.

Support Helicopter involvement was a mixed pair of a Chinook and a Merlin arriving at a precise point and time. Specialist units and quad bikes were delivered to near-inaccessible points of high ground in order

to dominate the steeply falling slopes of the island. Two SH types able to complement the other’s ability whilst launching within seconds of each other from ships well outside the horizon of the enemy provide a huge range of options for manoeuvre. Practicing these skills in training will always be better and safer than learning them for the first time for real on operations.

SHIP-SHAPE AND BRISTOL FASHIONAfter a successful Ex AL, the 250 strong TAG turned their thoughts to home. 8 helicopters on a ship with 6 medium helicopter parking spots presented a considerable challenge to the crew of HMS Ocean and the 27 Squadron crew who had planned the formation for the route to the UK. The Chinooks were despatched from their larger spots, the Merlins and Apaches were variously raised from the hangar, rotors spread and towed about the deck to make the deck plan for the departure a reality. The result was a formation ripple lift of 6 helicopters followed by a flythrough of the port circuit of all 8 JHC aircraft with what looked like most of the Ship’s Company cheering and waving from the now empty flight deck. That enthusiasm clearly extends to the British public who had expressed their awe of the large formation 132,000 times on social media within a few days of the departure.


All eight JHC aircraft fly past HMS Ocean and her crew as they depart. Photo taken by Flt Lt Fuller

A view from the sky. Photo taken by Flt Lt Fuller

Sqn flew multiple lifts of 105 Light Guns and trailers to support the exercise. Photo taken by PO(Phot) Si Ethell

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LESSONS CORNER

Lessons Management and Exploitation in JHCWelcome to ‘Lessons Corner’; a new addition to LZDZ with an aim to ensure that JHC lessons are more widely understood and communicated across the community.

Falling under the commitments branch of JHC HQ, the Lessons team (also

responsible for Doctrine) are:• SO1 Lt Col Stephen James JHC-Cts-Doctrine-SO1• SO2 Lt Cdr J J Hughes

JHC-Cts-Doctrine-Lessons-SO2• SO3 Mrs Linda Mundy

JHC-Cts-Doctrine-Lessons-SO3

SO, WHAT IS A LESSON?Across Defence, a lesson is defined as: ‘a significant observation or experience that can be actioned, changed or influenced, and in doing so, imparts beneficial new knowledge or understanding.’ The key thing being that a lesson results in an action/change that will introduce a benefit/improvement. Therefore, the principle of learning/applying lessons is; through adopting a formal approach to learning, individuals and the organisation can reduce the repetition of mistakes and instead repeat successes. Across Defence this results in improved operational and cost effectiveness, and reduced operational and operating risk.

WHO IS RESPONSIBLE FOR LESSONS ACROSS DEFENCE?Overall responsibility is delegated to Director Joint Warfare (DJW); who is tasked with ensuring Defence maintains a comprehensive lessons capture and exploitation framework at the Joint level of operations and below.

HOW DOES THE JHC LESSONS PROCESS WORK?The JHC lessons process is detailed in JHC Command Instruction J3CI05- Lessons Management and Exploitation, complemented by J3CI30 - JHC Post-Operation/Exercise Report Template Guidance. Together these CIs provide all the detail required for Commanders and Staff on how lessons should be written / formatted and how they are processed within HQ JHC. Honest and forthright reporting is encouraged; to contain details of the good and the not so good and document the successes and the not so successful.

WHAT HAPPENS WITH LESSONS WHEN THEY ARE RECEIVED BY HQ JHC?The detail lies within the CIs mentioned above; post operation /exercise reports are analysed by

the lessons team and prepared for review by a Military Judgement Panel (MJP), attended by the SO1 lead desk officers across the HQ. The MJP forum will assess whether a lesson should be taken forward for action / resolution and provide direction on who should be responsible for leading lesson development and what timeline lesson resolution is required to be in place. A lesson will only be deemed learned or applied when the required change has occurred and a benefit realised.

I’VE HEARD MENTION OF DLIMS, WHAT’S THAT…?Defence Lessons Information Management System (DLIMS) is the electronic tool used for capturing, progressing and archiving all Lessons in Defence. Providing a readily accessible library / repository where all Defence lessons are stored. This means that there is a wealth of information available to individuals who may wish to understand whether particular topics /issues have

been experienced in the past.Newly identified lessons

are entered into DLIMs and managed until the required action or change has been implemented, the lesson will then be reviewed before agreement for closure is given.

SO WHAT ARE THE BENEFITS OFFERED BY JHC ADOPTING A LESSONS POLICY? By COLLECTING the detail from reports then ANALYSING the issues, ACTION is directed so the required change is IMPLEMENTED. This process:• Completes the ‘Circle of Learning’.• Provides evidence on which to shape future exercises etc.• Provides supporting evidence for Capability development.• By reviewing what went wrong in a previous similar event we can avoid repeating the same mistakes in the future.Finally, by DISSEMINATING our ‘Learning’ widely we VALIDATE the effort involved.

NEXT TIME…In the next edition of LZDZ we will provide more detail on a number of lessons that have recently been learned/applied that are of particular interest across the JHC.

HEADINGOPERATIONS

Written By: Flt Lt Rebecca Stratton

Exercise WESSEX STORM took place on Keevil Airfield, Wiltshire, in November 16.

During the Exercise, Joint Helicopter Force (JHF) 3 HQ achieved assurance as

a capable and competent HQ, able to conduct Non-Combatant Evacuation Operations (NEO) and Humanitarian and Disaster Relief Operations (HADRO).

The JHF3 HQ and Force Elements (4x Chinook, 1x Merlin, 1x Apache and 1x Puma plus up to 300 personnel) operated

from an austere environment for the duration. JHF3 HQ is held at five days notice to move and is manned by personnel from RAF Benson and RAF Odiham. In addition to Support Helicopter platforms, JHF3 HQ is prepared to support AH and CHF assets for any deployment. In order to achieve assurance, JHF3 planned and conducted a simulated NEO, which aimed to LIFT 150 entitled personnel to a place of safety.

Ex WESSEX STORM was not a bespoke exercise for JHF3, but was intended as a CT4 Exercise for 4SCOTS Battle Group. JHF3

conducted additional tasks in support of 4SCOTS on Salisbury Plain, including support to a Battle Group Rapid air Delivery, moving 220+ soldiers to a place of tactical advantage. A small Air Manoeuvre Planning Team from JHF3 forward deployed to embed with the 4SCOTS HQ in order to assist with the Battle Group planning process.

Four Chinooks from RAF Odiham conducted the bulk of the LIFT tasks, assisted by one Merlin from 845 NAS and one Puma from RAF Benson. In addition to supporting 4SCOTS, all JHF3


Exercise WESSEX STORM Force Elements, including Apache from 664 Sqn, conducted training in a Contested, Degraded and Operationally Limited (CDO) environment. This was enabled by comms jamming equipment from Joint Electronic Warfare Core Staff and RAF Spadeadam staff.

The Exercise also incorporated a Joint Personnel Recovery (JPR) mission to recover a downed Typhoon pilot from Davidstowe Airfield, Cornwall. This was used as a training opportunity for all HQ planning staff allowing core planners to participate in the JPR planning process. Chinook, Puma,

JHF3 HQ Assured during


Exercise WESSEX STORM Merlin and Apache took part in recovering the isolated person.

Various Force Elements attributed to JHF3 capitalised on the opportunity to conduct their own training during the Exercise. Tactical Supply Wing (TSW) successfully established a Forward Arming and Refuelling Point (FARP) at Everleigh Drop Zone in addition to the Main Refuelling Area and FARP established at Barton Stacey and Keevil. Force Protection for aviation assets was provided by 1 SCOTS GUARDS who were attributed to JHF3 for the duration. They provided subject matter expert advice to JHF3 HQ planning staff and provided ground forces for the NEO, Battle Group RAID and JPR serials.

Ex WESSEX STORM was the culmination of a year’s training cycle for JHF3 which included a Staff Advisory Visit and a week at the Combined Arms Staff Trainer facility in Sennelager, Germany. However, the Exercise at Keevil airfield was the largest JHF3 training deployment for at least two years. Despite this, JHF3 and its Support Group enabled aviation Force Elements to achieve over 160 flying hours and provided Real Life Support for up to 300 personnel. Looking forward, JHF3 staff will continue to train existing and new members of staff at further Staff Assurance Visits and Command

and Staff Trainer iterations. Most notably, JHF3 is due to participate in Ex JOINT HORIZON which will see the JHF operate in support of Joint Force Headquarters,

the most likely Higher HQ during a HADRO or NEO. The year will culminate in another large scale roll out of JHF3 and associated aviation assets.


CAPABILITY

Written By: Maj Neil Johnson

A Closer Look

Aviation Reconnaissance ForceThe Aviation Reconnaissance Force (ARF) provides a reconnaissance and multi-role capability to UK Defence.

Based at Yeovilton and Aldergrove the ARF consists of 1 and 5 Regiments AAC. Elements of the ARF provide aviation support to the Army’s overseas training facility in Canada and to wider UK Defence needs. The ARF operates a variety of aircraft including the Gazelle, Lynx and Wildcat helicopters and the Islander/Defender fixed wing aircraft.

THE YEAR IN REVIEWThe ARF has had a full and varied 2016. A large turnover of key staff in the ARF HQ brought the year to a close; ARF Commander Colonel Mike Smith handed over to Colonel Paul Tedman and the Chief of Staff, Lt Col Robin Melling, made way for Lt Col Charlie Howard-Higgins. The filling of some long gapped posts was most welcome and our staff work can now be more accurately focussed and supportive of our regiments and out-stations.

The Royal Naval Air Station (RNAS) Yeovilton (VL, in ‘Jack speak’) infrastructure continues to improve with the occupation of the new RHQ and Joint Flying Operations

Centre (JFOC) scheduled for early 2017. Encouragingly, the provision of modern Single Living Accommodation (SLA) looms tantalisingly close for living in personnel. The footprint of 657 Squadron’s anticipated move to VL is yet to be finalised and we look forward to supporting our MAB colleagues where we can.

1 Regt received their final Wildcat from Leonardo Helicopters in November. 652 Sqn is gainfully employed delivering a plethora of courses such as Wildcat Conversion To Type/Role (CTT/R), Aviation Crewman courses, Competent to Instruct qualifications for new QHIs, Operational Evaluation of the new aircraft and Wildcat

course design and evaluation. The Wildcat Force Generation challenge is being met by this team, despite frequently critical airborne instructor manning.

661 Sqn broke ground at the British Army Training Unit Suffield (BATUS) in support of the Royal Dragoon Guards Battle Group. While in Canada, 661 forayed into contingency operations and learned valuable lessons for their planned ‘crawl-walk-run’ series of deployments in 2017. Their development of Aviation reconnaissance doctrine in conjunction with the Army’s nascent STRIKE Concept of Operations will prove most useful. On every level this has been a year of firsts for them.

The Squadron’s 2017 will be no less demanding as the remainder of their aircrew complete CTT/R and Environmental Training with mandated readiness levels scheduled for April 2017.

The unique nature of 5 Regt’s location and role continues to challenge and attract in equal measure. Life support to Aldergrove Flying Station has been steadily reduced and they are to be commended for their innovation and hard work in keeping the flying programme and their people on an even keel. The unfortunate down declaration of 655 Squadron is yet to be fully felt by the Regt, who remain continuously busy with operations in the Province and with a steady trickle of Gazelle-trained


Aviation Reconnaissance Force

personnel to 29 Flight in BATUS. 9 Regt sadly disbanded in

July 16, marked well by the final Freedom of Boroughbridge parade. The five Lynx Mk9As and personnel of the British Army Training Unit Kenya (BATUK) Aviation Support Squadron (BASS) extended to late December 2016 after an 18 month commitment and approx 1300 flying hours. ‘Hot-and-high’ operational lessons will undoubtedly be invaluable to all personnel, regardless of their cap badge, future employment or platform.

As operators and innovators of the newest (Wildcat) and oldest (Gazelle) capabilities in the Corps, the future remains a busy and exciting prospect for the ARF.

1 REGT AAC WORKSHOP REME – ENGINEERING AT YEOVILTONThe entire Defence fleet of Wildcat is based at RNAS Yeovilton; this includes the Army variant (Wildcat AH) and the Royal Navy variant (Wildcat HMA). To support the Wildcat AH there are four separate maintenance organisations; 1 Regt AAC Wksp, 73 Avn Spt Coy (7 Avn Spt Bn REME), Wildcat Contracted Maintenance (WCM) and 847 Naval Air Squadron. Each responsible for conducting maintenance on Wildcat, but in subtly different ways and to differing priorities.

When Wildcat AH first arrived at Yeovilton, all maintainers were

initially part of one small work force making an effective team (Army and Navy). However, it was soon identified that although this worked, different training, policy and priorities soon started to reduce the efficiencies seen earlier in the programme. Coupled with the growth of the Wildcat fleet, the maintenance organisation split into their respective parent Units so each could concentrate on their own way of working.

As part of the growth of Wildcat AH in Yeovilton, 1 Regt AAC completely relocated from its base in Germany. Aside from the change of aircraft type and base, the Wksp experienced further disruption once within RNAS Yeovilton. To facilitate the huge infrastructure programme required to improve and increase the capacity at Yeovilton, the Wksp was required to move hangars four times; each time, conducted whilst working to sustain output.

The current support arrangement has WCM providing the majority of the maintenance to the constant and demanding flying of the Training Sqn, 652 Sqn AAC, with 1 AAC Wksp focussed on delivering support to 661 Sqn AAC and training through CT1 to 4 in preparation for being at readiness in Apr 17. Resilience to support the training flying programme is provided by 73 Avn Spt Coy with some additional support to 1 AAC Wksp.

In support of the land elements of the Regimental equipment is the 1 AAC Vehicle Repair Section (VRS), based in little Yeovilton, about a 5-minute drive from the Main Aviation Workshop. The relative

proximity enables the VRS to feel part of the main engineering effort supporting the Regiment. However, as land and aviation equipment repair techniques are different, the location allows the VRS to largely function as a standalone entity. There are in the region of 130 platforms ranging from Oshkosh tractor and trailer combinations to small generator sets that are supported by the VRS.

The engineering facility was a new build in 2015 and is way above the standard of most vehicle workshops. The finishing touches are now being installed which includes a VOSA standard MEI bay. This bay comes with a new Roller Brake Tester, Shaker Plates, Twister Plates and a Fixed Headlight Beam Tester. Other features of the facility which are due to come on line include a 30 Tonne Scissor Lift and a waste Oil and Coolant disposal system which pumps straight from the servicing pit. Future plans include a set of Somers lifts to accommodate the Oshkosh Platforms and SVR as well as a Tyre Bay.

VRS has also taken ownership of the Armourers shop which is based on the Main Air Station within the Regiments Armoury. This again is a new facility supporting equipment such as the FN Herstal M3M 50 Calibre to the Glock Pistol. Weapon systems which are used on airframes are inspected and have parts replaced more frequently due to vibration. This creates an extra responsibility for this department not found in the Land environment.

Working and living in RNAS

CONTINUED ON PAGE 18

18 ISSUE 4, 2016 / LZDZ THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS ”

“

Yeovilton with two Services cohabiting, alongside contractors, has its ups and downs. The infrastructure build programme has almost delivered all of the technical accommodation, to a high standard, and the Regimental Headquarters is nearing completion, which will see the Regiment occupying a single building for the first time since relocating from Germany. With the first Army Wildcat Sqn in the closing stages of preparing for readiness and a Regiment well situated to deliver a Wildcat capability, the end of a challenging time of change is in sight and this should provide exciting opportunities for the Army Wildcat Force.

“Now this is not the end. It is not even the beginning of the end. But it is, perhaps, the end of the beginning.” Sir Winston Churchill.

5 REGIMENT AAC AND 29 (BATUS) FLT written by Capt Lizzie Cranfield, 5 Regt AAC and Capt Jake Jewson, 29 (BATUS) Flt

5 Regt AAC provides the Army’s Manned Airborne Surveillance (MAS) capability, with its fixed

and rotary fleets – Islander, Defender and Gazelle. With year-round support to UK mainland exercises and fulfilling a plethora of standing tasks, the Regt is unceasingly busy.

A number of 5 Regt personnel deploy each year to augment 29 (BATUS) Flt

AAC as temporary staff: a highly desirable opportunity for aircrew, groundcrew and engineers to experience operating overseas, providing vital MEDEVAC support to exercising BGs. There has been an avn presence with the British Army Training Unit Suffield

(BATUS) since the early 1970s. 29 Flt, equipped with Gazelle covers 2700 Km2, the requirement for avn support is clear.

Training Year 2016 yielded a typical rotation of BG exercises for 29 Flt AAC. Four BG-sized PRAIRIE STORM (PS) exercises were held between May and October. 5 Rifles, 2 PWRR, QRH and RDG BGs rotated through the month-long field exercises. Two key events were Ex PS2, the largest of the exercises, and Ex PS4, in which WILDCAT made its debut. Throughout the season, 29 Flt AAC provided MEDEVAC support, ‘Red Top’ Safety, Range Clearance, Airborne Observation and Mentoring and Tactical Support to the BGs and the Opposing Forces.

CAPABILITY

CONTINUED FROM PAGE 17 BENEFITS OF FLYING OUT OF YEOVILTONFor most of the Wildcat force operating from a naval base has been a new experience and there are many benefits to flying out of RNAS Yeovilton. Having Army and Navy on the same base leads to obvious challenges; from getting used to each other’s rank structure and ‘Jack Speak’ to new customs like saluting the ‘main mast’ twice a day and piping officers on board the ‘ship’. However, the benefits far outweigh any drawbacks. A larger base leads to a larger mess (or Wardroom…) and grander functions, as well as a busier social calendar with plenty of opportunity to celebrate both the Fleet Air Arm and the Army Air Corps.

The Wildcat course delivers a high output standard, to the extent that just four days after completing CTR, 661 Sqn was able to operate seamlessly

alongside the HCR on Exercise IRON SCOUT before deploying to America and Canada for further training. Having the Salisbury Plain Training Area on our doorstep is a huge advantage for both us and the wider field Army, and the numerous units based nearby provide endless opportunities for meaningful training.

From a pure flying perspective, Yeovilton is well placed with nearby airfields such as Exeter, Boscombe Down and Southampton providing variety to our instrument flying training. The satellite airfield, Merrifield, offers an ideal location for general handling, under slung load training and low level tactical deployments.

Keevil, Dunkeswell and Henstridge have all accommodated FARPs ensuring that the groundcrew training requirements are also well served. The flying benefits

don’t just extend to airfields and barracks as the Quantocks, Dartmoor and Exmoor are all excellent locations for low flying and tactical training.

Somerset also offers an excellent quality of life. Bath, Bristol and Exeter are all within an hour’s drive, so urbanites don’t have too far to travel…

With a long history of association with the Navy, the local population is very receptive to the military with personnel from the base playing for at least three different local rugby clubs, as well as cycling for Yeovil and Bruton.

The coast is within an hour to the north and south and the numerous local National Trust sites all host events throughout the year. Each picturesque village seems to have an excellent pub, and the local farmers’ markets and cider festivals ensure that we are suitably victualled!

Now this is not the end. It is not even

the beginning of the end. But it is, perhaps, the end of the beginning.

Sir Winston Churchill

VISIT: WWW.LZDZONLINE.CO.UK LZDZ / ISSUE 4, 2016 19”

PS... The Skiing and Ice Hockey keep us quite busy in the winter… It’s not all work, work, work.

2016 saw the introduction the ‘MEDEVAC mod’. The Gazelle had been deemed unsuitable to conduct CASEVAC after a visit of the Pre-Hospital Emergency Care Team. Work between 29 Flt, Gazelle Project Team and 1710 Naval Air Squadron resulted in a significant modification to the internal fit of the aircraft. This turned the ad-hoc CASEVAC arrangement into a true MEDEVAC capability. The patient is rotated 180º to allow the on-board doctor better access; a suction pump and medical monitor were fitted as well as oxygen bottles and storage for medical supplies. This modification has saved several million pounds - the cost of contracting a civilian MEDEVAC asset. Of the 20+ MEDEVACs this season, many could not have been carried in the legacy CASEVAC fit, including a (thankfully small) number of potentially life-threatening injuries.

Throughout the season, the Flt has led in one of Commander BATUS’s key aims of ‘exploiting the 3rd Dimension’. The Flt has been involved in both sides of the battle, swapping its

traditional orange cowlings for a more tactical green when playing enemy forces. The aim is to inculcate both the modern threat from aviation and the use of friendly aviation in a modern and complex battle space. In addition to the tactical sorties, BATUS Directing Staff have mentored and observed troops on the ground. The unique view of flying above the BGs provides a perspective different to following the battle in support vehicles.

With WILDCAT deployed on Ex PS4, the Flight subtly changed its role again. Normally, visiting aviation, such as US National Guard (Blackhawk, PS1 2016) or 659 Sqn AAC (Lynx, PS3 2015) are fully trained sub-units operating with well-honed procedures and mature aircraft. 661 Sqn arrived fresh from their Conversion To Role (CTR): a brand new Squadron still finding their feet with the new aircraft. While BATUS was focused on delivering Ex IRON STRIKE (Ex IS, as PS4 had become known), 29 Flight’s attention was on giving 661 Sqn and 1 Regt AAC their full support in order to ease them into BATUS. Helping to support a Squadron

as a small detached Flight was a challenge, but one the Flt wanted to achieve. The Training Area and Ex IS proved the ideal arena for WILDCAT to showcase itself to the Field Army: they return in 2017.

As can be imagined, operating an ageing aircraft this far from the UK presents challenges. The REME detachment contend with a lengthy logistical chain, spares shortages and the largest temperature range of any JHC unit (+/- 30º in a single day is common and an annual variation from +40ºC to -30ºC is not uncommon). Despite this, hardly a task line has been missed. In fact the longest that BATUS was without MEDEVAC support throughout the season was not due to unserviceability or weather; it was due to a loose

article check when the ear-piece fell off a medical stethoscope.

Despite a relatively low profile within the wider Army, 29 (BATUS) Flt remains an integral part of BATUS. Whatever the future holds for the venerable Gazelle and by extension AAC support at BATUS one thing is undeniable: many of the Bdes and BGs that have trained and deployed after going through a BATUS exercise owe some of their success to the Gazelles of 29 (BATUS) Flt – visibly or invisibly supporting countless exercises 24/7 for 45 years.


HEADING


Commander Joint Helicopter Command Air Safety AwardsTwo personnel from Attack Helicopter Force were recently presented with Air Safety Awards from Commander Joint Helicopter Force, Major General Richard Felton, during the monthly Joint Helicopter Command update at Andover.

Sgt Browning has been an Attack Helicopter Flight Second-in-Command and Squadron Air Safety Officer since 2014. He has been the Regimental Air Safety Officer since January 2016. Sgt Browning has been recognised for demonstrably enhancing air safety across his Squadron and Regiment, for championing a professional air safety culture, and for setting the standard for Safe Operating Environment staff work across the Attack Helicopter Force. Sgt Browning has been at the heart of 3 Regiment’s Air Safety process. During his tenure he has developed enduring professional relationships, systematically grown the Unit’s understanding of Air Safety and delivered measurable improvements. He is hugely respected for his professionalism and consistently instilled vitality and enthusiasm into all that he does. His safety risk analyses, examination of trends and ability to mitigate safety threats has been instrumental to underpinning the Force’s overall safety culture.

Furthermore, by ensuring a Safe Operating Environment for multinational and multiple Unit and Sub Unit deployments, it has given aviation commanders a safe mechanism in which to train Joint Helicopter Force personnel to achieve Very High Combat Readiness; capable of deploying worldwide in order to meet UK Defence priorities.

Simply put, Sgt Browning has energised the Air Safety culture within 3 Regiment AAC.

LCpl Foulkes was supervisor prior to an Apache aircraft defuel during Exercise LIGHTNING FORCE at Otterburn Training Camp, when an unexpected and potentially catastrophic leak occurred. LCpl Foulkes immediately identified the potential for a major fuel spill and took control in a decisive manner. Noting the rate fuel was leaking from the aircraft, LCpl Foulkes swiftly calculated he had enough equipment to contain the leak for approximately 30 minutes. Further leakage would have rendered the Harrier Landing Strip unusable by airborne aircraft; a factor LCpl Foulkes considered whilst formulating a plan. Conscious that conducting an immediate defuel would potentially condemn 12000 litres of fuel in the Oshkosh, LCpl Foulkes remained calm and instructed a sediment check to take place whilst he initiated the Major Incident Plan and prepared the major spill kit.

LCpl Foulkes then reported immediately to the Forward Arming and Refuel Point (FARP) Command Post to seek assistance

and inform the Squadron Operations Cell. Remaining calm throughout, LCpl Foulkes reported the incident and also provided a solution by requesting jerry cans that he knew were located at Central Stores. Whilst the jerry cans were being mustered, LCpl Foulkes returned to the aircraft and received the all clear from the sediment check. LCpl Foulkes then instructed a defuel to commence in order to remove the remaining fuel from the leaking aircraft. Once the tanks were empty, the fuel leak stopped, allowing the engineers to remove and repair the leaking fuel tap.

Through his decisive actions LCpl Foulkes contained all of the leaked fuel, recovered 1600 litres of usable fuel from the aircraft, maintained the integrity of 12000 litres of fuel in the Oshkosh, all the while ensuring a functional Landing Strip for airborne aircraft.

Throughout the incident, LCpl Foulkes demonstrated strong leadership, clarity of thought and made superb use of all the deployed materiel, facilities and available personnel. ©

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AWARDS


PEOPLE

2016 Poppy Appeal

Written By: Maj (Retd) Lee Bower

Spanning across at least four generations the

Commando Helicopter Force (CHF), the Royal

British Legion and Sea, Army and Air Cadets

launched Somerset’s 2016 Royal British Legion Poppy

Appeal at CHF’s base in RNAS Yeovilton, the home

of the Fleet Air Arm.

An idea of Tony Goddard, chairman of Wincanton RBL to bridge the old

and past with the new and tomorrow came to fruition at RNAS Yeovilton when three local area cadet units, sponsored by Wincanton RBL were hosted by CHF with whom Wincanton RBL has a strong and developing link. What started out as a visit to have a look at a helicopter grew to a visit of experiences, which allowed cadets to see, touch, climb on and meet a variety of serving personnel in different trades within CHF. Hosted by 845 Naval Air Squadron, CHF’s Combat Service Support Unit and 847 Naval Air Squadron, the visit by the cadets exceeded

all expectations but not before the event grew. First, a Dorset Army Cadet Force unit that was scoping a separate visit was invited to join in. Then two RAF Air Cadet Squadrons from South Wales were also invited. The numbers grew but it didn’t end there. A plan to use the event to carry a message towards Remembrance Day by wearing poppies changed course when Adam Brown, RBL Somerset’s Community Fundraiser found that the plans for the 2016 Poppy Appeal Launch had collapsed. He contacted CHF and asked if the Poppy Appeal Launch could piggy-back on the back of the Cadet Event. That was not a problem for CHF who relished the opportunity and agreed. And so it was that on Thursday, 27 October

two Welsh ACF units and a Dorset ACF unit centred on RNAS Yeovilton to join the Yeovil Sea & Royal Marines Cadets, Devon & Somerset Wing Air Cadets and the Castle Cary & Bruton Army Cadets. Wincanton RBL members arrived as did representatives from the RBL’s Somerset HQ and two of their Standard Bearers. During the event the cadets, CHF’s service personnel and RBL members paused in reflection and Somerset’s RBL 2016 Poppy Appeal Launch took place under a poignant drop of poppies. Of note during the day was the presence of John Pennington a former serviceman in the Fleet Air Arm and now Vice Chairman of Wincanton RBL, and his grandson William Pennington who is keen to join the Royal Marines.

Past, present and future launch

under a fall of petals


HEADINGPEOPLE

Written By: Sgt Retief Uys

marks the end of MEDEVAC operations in Kenya for the AAC

On Monday the 28th Nov 16, a flag lowering ceremony took place at Nanyuki Civil Airfield (NCA) in Kenya, signalling the end of BATUK Aviation Support Squadron (BASS) and the Army Air Corps’ commitment in Kenya.

The ceremony was hosted by the OC, Maj Somerville and attended by Deputy

Commander JHC, Brigadier Cash and Commander Aviation Reconnaissance Force, Colonel Tedman. After a short speech by Brigadier Cash, the flag was lowered and a quick photo was taken before the heavens opened only in the way it does in Africa! This marked a significant day in the history of 669 Sqn AAC

as they handed over control to Everett Aviation, a civilian company who will now take on all Medical Emergency Response Team (MERT) duties for BATUK.

Set in the foreground of Mt Kenya, NCA hosted five lynx Mk 9A helicopters for a period of 16 months. The “9A” as nicknamed by the crew, is well suited for the environment as its engines were part of an Urgent Operational Requirement for the war in Afghanistan. Kenya is

Flag lowering ceremony


marks the end of MEDEVAC operations in Kenya for the AAC

considered to be a challenging and rewarding flying environment, with the altitude and heat being the two most significant factors affecting the way the aircraft is handled and performs. NCA itself is at 6500 feet AMSL, with many areas significantly higher. As a result and in preparation for Kenya, the crews practiced dust landing profiles at their former home of Dishforth Airfield, as well as in the simulator to perfect their technique in a simulated

hot and high environment. The serious nature of the Squadron’s role quickly became evident on arrival

when a 9-liner MEDEVAC request

was received. Sgt Macrory, a Lynx pilot in BASS, recalls his first medevac sortie as “an exciting experience that will stay with me for long as I live, I felt a big sense of responsibility to get the injured soldier to the hospital in Nairobi.” For many pilots in the Squadron it was their first flying tour after their flying training, and it has proved an invaluable experience on which to build upon.

FET 3 was the last of three detachments to deploy to Kenya

to provide essential MEDEVAC cover during Exercises SPARTAN, CENTURIAN and WARRIOR. An impressive total of 109 MEDEVAC sorties were flown in 16 months, with patients including BATUK personnel, dependents and locally employed civilians. On the less serious side, Kenya has also proved to be a once in a lifetime opportunity to view some of Africa’s most majestic animals in their natural habitat. It would not be uncommon to see at least

four of the “big five” in one of the numerous training sorties required to maintain skill levels.

After 30 Nov 16, BASS personnel have ceased MEDEVAC and commenced drawdown having handed over to Everett Aviation, before returning to the UK for a well-earned Christmas holiday. The 669 Sqn motto “machen wir”, meaning we will do it, was a true reflection of the relentless effort by all who served under her to fulfil the task at hand!


SAFETY

Meet the Team


SAFETY

JHC Safety Team

JHC AH SAFETY & ASSURANCECol James AndersonE: [email protected]: 01264 381257

JHC SO1 AIR SAFETYWg Cdr Russ Norman RAFE: [email protected]: 01264 383393

JHC SO1 GROUND SAFETYMr Brian BaileyE: [email protected]: 01264 383391

JHC SO2 FLIGHT SAFETYLt Cdr Stuart ‘Butch’ Cassidy RNE: [email protected] T: 01264 381534

JHC SO2 SAFETY POLICYSqn Ldr Bob Higgins RAFE: [email protected]: 01264 381131

JHC SO2 RISK MANAGEMENTSqn Ldr Ben Coleman RAFE: [email protected]: 01264 381563

JHC SO2 SAFETY POLICY & REGULATIONSqn Ldr Andy Gray RAFE: [email protected]: 01264 381514

JHC SO3 RISK MANAGEMENTRecruitingE: [email protected]: 01264 381132

In this ever developing world of aviation, the 4 Worlds must evolve and adapt to understand how we can best achieve the

required operational output, doing so as safely as possible. We titled this and the previous edition ‘Human/Machine Interface’, using the unfortunate Sumburgh Super Puma accident as a case study to help identify some of the issues aviators face with advancements in aircraft design and equipment. The last article highlighted issues with crews’ understanding of enhancements in aircraft equipment and the potential to misinterpret what the aircraft is doing and what you are making it do, which can then lead to

potentially disastrous outcomes.In this follow-on article we will

highlight other lessons identified by the Sumburgh accident, focussing on the Human aspect of the relationship. We will examine the thought processes and behaviours during planning and operating that continue to contribute to avoidable mistakes being made that could lead to the unfortunate loss of personnel, aircraft and operating capability.

HUMAN/MACHINE INTERFACE – SUMBURGH SUPER PUMA ACCIDENT PART 2There are two pertinent sayings in military aviation: “plan the brief – fly the plan” and “never pass fuel”. The first is a given but often ignores the inherent flexibility that is indeed the key to air power. The second is one that while a good mantra perhaps needs some caveats applied. It is unfortunately a core element in the Sumburgh accident.

It probably helps to recap the facts. A Super Puma was tasked with routine passenger transfers some 248 nm NE of Aberdeen. The original plan would have allowed a round trip without refueling but the addition of an extra passenger at one of the rigs necessitated an uplift of fuel during the return leg to Aberdeen. Having received an updated weather report for Sumburgh, they formulated a plan to proceed there for a refuel prior to returning to base. They noted that the weather was deteriorating and

elected to hold SCATSTA as their diversion even though they had no current weather forecast for that airfield. In the end they conducted a non-precision LOC/DME instrument approach with the cloud base reported at the Minimum Decent Altitude (MDA) of 300ft and with some cloud below that. The method used to manipulate the digital Aircraft Flight Control Systems (AFCS) during the approach effectively caused the aircraft to enter vortex ring toward the bottom of the approach and the aircraft impacted the sea at low speed with a high rate of descent.

Without prejudice to the crew, there are important lessons for all aircrew in JHC to learn from this event. In the last article we articulated the need for the crew to remain “in the loop” and in control of the aircraft at all times even if not physically moving the flight controls. This issue will focus on two other factors that led to the accident and could still catch crews out today – 1. Fuel/Flight planning2. Crew Resource Management (CRM).

These are more Human focused but are decisions aircrew make that directly affect the operation of the machine.

CPO CAUSE

Its not just aircrew who need to learn from previous incidents,

it’s all the ‘4 Worlds’. Whether in the air, on the ground or at sea we must remain vigilant to what we

are doing and what is happening around us.


HEADING


JHC Safety Team

We need to continue to highlight and

study past incidents so we can learn the

potential pitfalls that are ever-present in

our operations.

MAJOR MISHAP AAC

Taking the fuel aspect first: would you, if Sumburgh were a routine stop, consider it to be top of your list of places to take fuel in the same situation? Whereas, in reality, Wick and Kirkwall to the south were far better options, based on weather and approaches available, but probably not so frequently used by the crew. During the approach, the Captain briefed the Co-Pilot with words to the effect of “We will get in off this.” Was this evidence of deviance or perhaps a reassuring word based on previous experience that was about to be proven tragically wrong? If the latter, it is a classic case of the “norms” – indeed a whole raft of them from the location, the style of approach, the selection of an inappropriate diversion to the confidence that the plan would work.

It is easy to think harshly of the crew but do we not all have our favourite options based on the services provided, the familiarity of a location, even the coffee or the feeder? If tempted is it best to opt for somewhere known or somewhere alien? In this case, military aircrew probably have little understanding of the commercial pressures felt by our civilian brethren.

On the weather aspect, as military aviators how often is the weather different from the brief or pack-up received prior to lift? Those of you who are unfortunate/fortunate (delete as appropriate) enough to have spent too much time in LFA19 (Northern Ireland) will know that the difference between winter and summer in the area forecast is an extra 100 m in hill fog. Even when the main part of the forecast is BLUE (good conditions) all day

they still add the part about hill fog. Why raise this? The weather regularly changes and it’s more often dismissed as environmental challenges. The military has a long list of accidents and incidents caused by “press-on-itis”. While running out of fuel has not featured in accidents recently, Controlled Flight Into Terrain (CFIT) continues to claim its toll and the report in this accident recommended the retro-fitting of Terrain Awareness Warnings systems to all commercial helicopters operating in the North Sea.

So what is the lesson that we take away from Sumburgh? The mantra “never pass fuel” is a good one and is something that should always be in our minds but not at the cost of ignoring the facts. Perhaps more importantly, have a little more thought about the diversion option when planning and be fully prepared to enact it if need be.

Crew Resource Management (CRM): Whilst on the subject of what we might do rather than what we should do, there was an obvious breakdown in CRM and use of SOPs at the bottom of the instrument approach. Compared to military rotary operations, in the civil world there is a much more prescribed procedure for two crew operations at the MDA whereby the handling pilot (HP) calls “Decision” without looking up and the non-handling pilot (NHP) calls the action to be taken. This did not happen in this case and no firm decision was achieved and the aircraft continued to descend below minima. A key factor to be understood from the situation is how much pressure, probably self-induced, did the crew feel under to complete the approach?

What is known is that having maintained a constant rate of descent while reducing their speed below their target speed for the approach put them further from the airfield than they might have otherwise expected (the point of impact was 1.7 nm short of the RWY). The NHP did prompt the HP about his height and speed but did not question the HPs actions. Sadly, had they levelled at MDA, when the speed was still above 30 kts, then it is likely the aircraft would not have entered vortex ring state, and the accident would have been avoided.

The AAIB investigation concluded that the accident was caused by the crew not sufficiently monitoring the flight instruments and because the crew descended below MDA without the required references. Within the contributory factors they noted that: despite poorer than forecast weather conditions, the Captain (and HP) had not altered his expectation of being able to land from a non-precision approach.

JHC SO3 ASSURANCECapt Gavin Bosher AACE: [email protected]: 01264 381151

JHC SO3 ANALYSIS Ms Eser BrownE: [email protected]: 01264 381563

JHC SO3 DAEMSWO1 Ian FowlerE: [email protected]: 01264 784668

JHC SO3 FIRE SAFETYWO Christopher DaviesE: [email protected]: 01264 381563

JHC SO2 SAFETY CASE 1Ch47, Pu2, N3 & Aviation DH FacingMaj John Osborne ParaE: [email protected]: 01264 381135

JHC SO2 SAFETY CASE 2Me, Lx & WCMaj Russ Bothwick R SignalsE: [email protected]: 01264 381515

JHC SO2 SAFETY CASE 3AH, Isl/Def & GzMaj Jonathan Gilbert REMEE: [email protected]: 01264 381472

JHC SO2 SAFETY CASE 4Sq, Bell 212, WK & UASMaj Ant Atkinson-Willes AGC ETSE: [email protected]: 01264 381486


HEADINGSPORTS

Written By: Nikki Hamilton

Benson sporting superstars announcedThe winners of the coveted RAF Benson Sports Personality of the Year Awards have been announced.

Nominees were honoured to be joined by Mr Gareth Southgate,

tipped to be the next England manager, as well the Air Officer Commanding No 2 Group, Air Vice-Marshal Gavin Parker, who both presented awards along with the Station Commander.

The Sports Personality of the Year award was presented to Corporal Craig Lenane; captain of the cricket team who led a transition in the team’s performance from a collection of individuals to a professional, well-motivated group of cricketers.

The Most Valued Person award was presented to Flight Sergeant Jon Radcliffe; Chairman of the Benson Lions Football Club who has been instrumental in the development of a thriving, professional and

successful club that serves the whole community.

The Best Newcomer award was presented to Senior Aircraftman Siobhan Wasyliw; new to powerlifting yet already crowned Best Female Lifter overall at the RAF championships thanks to her impeccable approach to training.

The Coach of the Year award was presented to Sergeant Craig Moorhouse; coach to the Benson Lion Cubs Under 11s who has developed the youngsters into a champion team while extending his support to the whole Lion Cubs family.

The Long Service to Sport award was presented to Flight Sergeant Matt Larkin; the current Men’s Overall Water-ski champion who has been skiing for over 40 years and has continually played an active role in the sport.

The Team of the Year award was presented to the Running and Athletics team; winners of the President’s Cup and inter-Station event as well as inter-Service victories and hosting hugely successful cross country and road race events at Benson.

Gareth Southgate was genuinely delighted to be able to attend the awards ceremony and personnel truly appreciated that he took time from his busy schedule to ensure that military sporting heroes were recognised. Air Vice-Marshal Parker was visiting the Station for the second time in two days after conducting the Annual Formal Inspection the day before. A keen sportsman himself, the AVM said: “My heartiest congratulations to all the winners. The thing that struck me about all of the nominations is the level of effort

and commitment; the selflessness from you all. As a result of your efforts we all live a richer life because this is what service life is all about; it’s about the other people that you work with and the things that we do that you don’t always get to do outside of the service. You should be very proud of your nominations.”

Group Captain Hamish Cormack, Station Commander RAF Benson, said: “Our sports awards are one of the highlights of the year. It is important that we formally recognise the achievements of those who go above and beyond to excel in their chosen sport. Regardless of their role in sport, the teamwork, discipline, professionalism and tenacity required directly transfers to their day jobs. All our award winners should be rightly proud of their fantastic achievements. Those who did not win but were nominated should also take satisfaction from the fact that someone recognised their dedication and commitment, and therefore took the time and effort to write them up for consideration. Selecting the winners was a tremendously hard choice, and a genuine pleasure not a chore.”


SPORTS

In October, a group of 16-18 year-olds from the Leek Town Northern Premier League Football Academy (NPLFA) were hosted by Tactical Supply Wing (TSW) for a community engagement day.

The event had numerous aims, but was chiefly designed to provide a fun yet educational day

for young footballers in the local Staffordshire Community, with the primary emphasis being on developing areas such as teamwork, communication and physical fitness. The event also aimed to showcase some of the roles and career opportunities available in the RAF.

The day started with a very military 0745 arrival at

MOD Stafford, which arguably represented the greatest challenge for many of the teenage young men. However, Sgt Nick Dawood and Cpl Daz Poole from the Stoke AFCO soon got them going with a series of activities delivered in a series of entertaining outdoor personal development activities focusing on teamwork, leadership and communication.

Next up was the Obstacle Course at the nearby Swynnerton

Training Area. TSW’s Physical Training Instructor (PTI) Corporal Doug McAll put the players through their paces over this challenging course which brought out many of their personalities, fears and team spirit. Individuals were guided patiently through each obstacle and given expert advice and reasoning to relate these tasks to military duties. As the course progressed the players became more vocal in showing their support to each other and positively encouraging their teammates to achieve the task. Fun was certainly had by all.

With spirits high and the players refuelled with packed lunches, then followed the TSW capability demonstration, where the airmen and airwomen of the unit explained to the players how TSW supply aviation fuel to Battlefield Helicopters. This ranged from a brief on TSW’s specialist parachute cadre, through to letting the players look around the 40-Ton Oshkosh off-road tanker.

Conveniently, TSW were able to aptly demonstrate their role of supporting helicopters when a 705 Squadron Squirrel aircraft from nearby RAF Shawbury flew in for a live refuel, whilst out

conducting a routine training mission. The pilot also gave the players a tour inside the squirrel and provided an insight into life as a pilot and RAF Officer. As a keen RAF footballer, the pilot was also able to highlight the opportunities in the RAF to play football at a high standard as well as having a fulfilling career.

The afternoon was finished off back at MOD Stafford with the TSW PTI giving the players yet another challenging activity with a ‘super stars’ circuits course. The determination and physical fitness of the team were put to the test and the competitive nature of these young men certainly came to the fore, as they battled it out in pairs for the fastest times.

The event was viewed as a highly successful and rewarding day by all. The NPLFA Head Coach John Mayer thanked the RAF for their efforts and stated how is team had left with an insight into RAF careers opportunities, alternative ideas to fitness training and a greater understanding into teamwork and leadership. Many thanks are owed to all involved in what made this day successful, upholding a strong positive relationship between the RAF and the community.

Written By: Flt Lt Nic McNamee

Northern Premier League Football Academy (Leek Town)

CHF Merlin Conducts Deck Landings on FS Tonnerre

In preparation for deployments next year 845 NAS were able to conduct some Deck Landing Practice on-board

the FS Tonnerre, one of three Mistral Class LHD’s. The aircraft was delivering personnel as part of a Recce party planning for deployments next year, and took the opportunity to use the deck as it was available. The aircraft spent 3 hours conducting not only their own training but useful training for the Ship’s Air Traffic Controllers and Deck Personnel. The ship is normally used to operating lighter helicopters so the opportunity to have a merlin flying from the deck made for valuable training. “The procedures for this ship whilst

similar are subtly different from those of UK ships, so meant that we had to keep on our game” said Lt Peter Crease, one of the pilots flying the aircraft that day “and certainly operating from the front spot on the ship made for a very different view to what we are used to, given there is only about 10 feet in front of the nose before the ship ends.”

In total the aircraft flew for a little over 3 hours on the partner nations ship, and conducted in the order of 20 deck landings and 5 instrument approaches. Moreover the recce party gained a lot from the visit, not least an extremely nice meal in the French Wardroom. The visit was summed up well by Lt Cdr Tom Burrows 845NAS Ops Officer

“[845 NAS] recently conducted the first ever CHF Merlin deck landings on FS Tonnerre. This represents an excellent opportunity for training between the Royal Navy and Marine Nationale, paving the way ahead for some exciting deployments in 2017.”

OPERATIONS

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