lynx bows out after 40 years loyal service · 2018-04-05 · visit: lzdz / issue 2, 2018 7 training...

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40 years loyal service

Lynx bows out after

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ConTEnTs

Contents issue 2, 2018

CovEr sToryFarewell to an Icon ................... 22

Training10 (Assaye) Battery deploy on Ex ATHENA ELEPHANT 17_2 ........ 05Joint Helicopter Support Squadron .................... 0643 battery successfully complete watchkeeper (WK) Operational Field Trials at West Wales Airport .................. 07

opEraTionsExercise Nordic Eagle 2018 ..... 10Commando Helicopter Force (CHF), Fighting sailors and marines going further, faster and lighter ...................... 14

CapaBiliTy657 ‘Black Triangle‘ Sqn AAC abridged history .............. 13Wing Commander hands over command of 28 Squadron ......................... 25Helicopter instructor completes 8,000 hours in the air ................ 2518 Sqn engineers seek glory in South Africa! ................ 26

pEoplEBenson 100 Faces, behind the scenes .................... 21

sporTs47 Regiment Royal Artillery at the Army Badminton Championships ......................... 27RAF Odiham boxers fight to glory at the Lord Wakefield Novice Boxing Championships............. 28

safETyJHC Safety Team, return to summer ...................... 30

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forEword

please turn to page 22 For the cover story

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foreword meettheTeam

EdiTorialEditor: Lt Col Al BambridgeE: [email protected]: 01264 382 086–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

Rear Admiral Jon Pentreath OBE RNCommander JHC

the Jhc delivering Joint success on operations

Ex aTHEna ElEpHanT 17_2written By: Capt P A C Compton R A, XO 10 (Assaye) Battery

Between 13 – 29 November, 10 (Assaye) Battery deployed on Ex ATHENA ELEPHANT

17_2 to SPTA to test and develop the procedures for operating Watchkeeper in an austere environment. The deployment allowed 10 Battery to practise their role in a tactical situation with a developed scenario and move forward with the draft ODOPs and TTPs written earlier this year on Ex ATHENA ELEPHANT 17_1.

This was the first time that the Full Task Trainer in Larkhill had been fully integrated into a deployed exercise to allow the Battery to simulate flying in support of 3 (UK) XX. Integrating simulation allowed each element of the Battery to test and develop their involvement in each stage of the ISR process; the Battery Command Post explored the finer details of the tasking process and launch and recovery and REME personnel

10 (Assaye) Battery deploy on

carried out real-time airframe preparation and maintenance in a tactical environment.

Mission crews practised simulated collect, Mission Controllers (MxCs) oversaw the tactical detail and the Image Analysts were able to explore the manner in which their equipment will allow intelligence to be processed and disseminated.

The exercise also allowed individuals to develop their soldiering skills with the inclusion of serials testing CBRN, defence of the position and dealing with captured persons. The Battery also carried out rolling replens by day and by night, which allowed drivers to operate in unfamiliar conditions.

The exercise culminated in a visits phase which saw 10 Battery host DCGS, Lt Gen Pope and GOC 3 Div, Maj Gen Borton amongst others. Ex ATHENA ELEPHANT 17_2 was a huge success, the Battery now has a far better understanding of how WK operates as a capability in an austere environment with a potential threat.

Spring is allegedly here! More normally associated with natural transformations and new life, in contrast this year extreme snowfall swept across the UK isolating remote communities.

The “Beast from the East” saw helicopters once again in action with Chinook crews delivering emergency supplies in Cumbria

as part of Operation BOOMSTER. Support to operations remains my top

priority and the JHC is set to be busier this year than last. The Puma Force continue to provide lifesaving support to Operation TORAL as well as the National Standby and other commitments. After my most recent visit to the Middle East it is clear the Chinook Force is continuing to provide vital support at the forefront of Operation SHADER, whilst also preparing to deploy to Mali in early summer to support our French Allies. A notable first for the ARF is the support their Wildcat will soon be providing to the British Army on Operation CABRIT.

JHC continues to exploit training opportunities across the globe; preparations are in full swing to exercise in Oman for SAIF SAREEA 3 in the autumn. I had the pleasure of meeting the CHF Merlin crews recently deployed in Norway on NORDIC EAGLE for their cold weather training. Over the coming months the French JEANNE D’ARC

18 deployment will provide an excellent opportunity for CHF to develop interoperability as well as continue to grow their maritime SQEP in 847 NAS, while the Merlins prepare to support HMS QUEEN ELIZABETH’s autumn deployment to the USA to conduct F35 trials.

The Modernising Defence Programme is up and running in MOD, taking the Defence element out of the NSCR, and I anticipate the results will be announced in the summer. The ‘JHC Plan 2018’ is about to hit your desks and sets out the aims for 2018. Suffice to say, money remains tight and we all need to ensure we are all being as efficient as is possible in delivering our outputs.

As a consequence of 16 Air Assault Brigade no longer featuring within the JHC structure, the magazine title LZDZ might benefit from a review to better encapsulate the Command. Any suggestions for a new magazine name should be forwarded to the magazine editor, whose details can be found on the next page.

As this edition goes to print the RAF 100 commemorations begin to gather pace, providing a unique privilege for JHC personnel to celebrate and support numerous events across the UK over the coming months. I thank you all for your enduring professionalism, dedication and unwavering commitment as JHC continues to deliver on operations and exercises day in and day out.

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Training

Joint Helicopter support squadron

The Exercises were held back to back with the CT1 phase being conducted at

Longmoor transitioning to CT2 which was delivered on Salisbury Plain Training Area (SPTA).

CT1Named Exercise HOOKERS HERALD, this arduous training exercise focused on Back to Basics training with Section Battle drills, navigation and patrol skills along with harbour defence and administration in the field.

Lessons and TEWTs were given to all ranks in order to ensure that the SOPs are

Joint Helicopter Support Squadron (JHSS) have completed their annual Collective Training Exercises 1 & 2 (CT1 & CT2).

adhered to throughout the Sqn. This is an important requirement given that JHSS is a Joint Service and multi-cap badged Sqn. During CT1, tasks and orders were given to the Troop Commander and Section Commanders, where mission command was deftly employed to empower commanders at all levels.

The finale of the Exercise was a Platoon Attack conducted at dawn. Three enemy positions were assaulted by the Troop with each Section moving through the phases - assaulting the enemy position, supressing the enemy and finally the re-org in the reserve under the Troop Sgt. Throughout the attack, all previous training was confirmed and proven to be successful as the Sections worked fluidly and followed the command and leadership which was displayed by their Troop Commander.

CT2 Focusing on the role of the Sqn, the CT2 element was directed towards the heli-handling skills that the Sqn possess. Lessons were given to the junior members of the Sqn focusing on Helicopter Underslung Load Equipment (HUSLE), heli-handling publications and the rigging and preparation of loads to be transported underslung by rotary assets. Concurrently, the Helicopter Handling Instructors (HHI) who are employed as Team Leaders, were taught how to conduct site recces, marking of sites and the establishment of multi-load lanes in a tactical environment by the senior Mobile Air Operations Team Leaders.

After the lessons were delivered and fully understood, a tactical multi-lane load park (tac park) was established at New Zealand Farm on SPTA. This included equipment which is not

normally readily available to be underslung such as R-WMIK+ and Jackals along with engineer equipment & defence stores. Once the tac park was set up and established, rotary assets arrived from Odiham and Yeovilton in order to facilitate training. This proved highly successful for both the Sqn and the flying units as both Chinooks and Merlins lifted loads of all types, moving them across SPTA in both day and night conditions.

Overall, the CT1 and CT2 exercises were successful and thoroughly enjoyed by all who deployed. With all training objectives being accomplished, JHSS continued its reputation as a professional and specialsit Sqn who can operate effectively in a number of environments to the highest of standards.

6 issue 2, 2018 / lZdZ the Jhc delivering Joint success on operations

43 Battery successfully complete

written By: Maj T Haskell RA, BC 43 (Lloyd’s Company) Bty RA

The WK Operational Field Trial (OFT) took place over the period between 18

Sep to 2 Nov 17 at West Wales Airport (WWA), Aberporth. 43 Battery (Lloyd’s Company), with attachments, deployed for the whole trial to operate the system for DE&S and support RATDU. Due to the duration of the trial there was a requirement for a substantial Real Life Support

which involved building a tented camp along with a kitchen and ablutions blocks in and around WWA. With heaters and lighting in the tents one could describe the camping experience as “glamping”, but it was a much needed requirement due to the location and time of year.

OFT consisted of two phases: phase 1 did not involve any flying but concentrated on the C2 elements of the system and

Human Factors testing. The second and most anticipated stage of the trial involved flight operations as the Battery had not flown outside training for nearly 6 months since they were in the Ascension Islands. Designed around several battlefield scenarios, the system was tested gradually, initially with one aircraft conducting a simple image collect, building up using the radar and finally operating two systems simultaneously. The majority of the scenarios were designed in the vicinity of WWA but the pièce de résistance was the handover of an aircraft to a deployed GCS in the Sennybridge training area (SENTA), a range of roughly 60-70km.

Although flying is often seen as the main aspect of WK, its main capability is the sensor

Training

watchkeeper (wK) operational field Trialsat West Wales airport

payloads. With an EO/IR camera and SAR/GMTI payload, the West Wales coast line, surrounding towns and roads gave these sensors a good environment to be tested. The Image Analysts had a fantastic opportunity to use the new software delivered on the trial, but also experiment with the payloads to exploit their true potential and further develop their skills on the equipment.

In total, the Battery flew just over 48 hours. For the Battery and attached personnel, they gained invaluable experience on the equipment and develop their understanding of the system. As the Battery now starts to prepare for readiness in 2018, the experiences gained on OFT will put them in a good position for any potential deployment.

8 issue 2, 2018 / lZdZ the Jhc delivering Joint success on operations lZdZ / issue 2, 2018 9visit: www.lzdzonline.co.uk

JHss Training

Personnel from the Joint Helicopter Support Squadron braved the freezing outdoors

recently and completed their annual Collective Training. The week-long basic infantry skills exercise conducted at Longmoor Training Area provided an opportunity to practise patrol and navigation skills as well as weapon handling and battle drills. With the week culminating in a large final attack against a simulated enemy, the soldiers and airmen worked alongside each other, sharing, refreshing and improving their respective skill sets.

Exercise Co-ordinating Officer Staff Sergeant Rob Punchard said

at longmoor and salisbury training areas

“This training allows members of the Squadron at all levels to deploy on operations with the basic skill set required for working effectively in a joint operational environment.”

After completion of Collective Training 1, the Squadron then deployed to Salisbury Plain Training Area to complete a further week of specialised training on Exercise HOOKERS HERALD. Whilst living in field conditions, they prepared, rigged and “hooked” several specialised helicopter underslung loads (USLs) and were supported by some of their primary customers from the RAF Support Helicopter Force using Chinook and Puma aircraft.

Training

lZdZ / issue 2, 2018 11

This year it wasn’t Ex CLOCKWORK but Ex NORDIC EAGLE… don’t ask but it was

for a very good reason! Bardufoss is located roughly

midway between Narvick and TromsØ. Dear reader a moment of your time if I may for a snippet of history from WWII. It was in Kaafjord off TromsØ in November 1944 that the German Bismark-class Battleship the Tirpitz - sister ship of the Bismark - was sunk by the RAF in Operation Catechism…but only after the Fleet Air Arm had earlier relentlessly attacked The Tirpitz in another part of the fjord in the middle of 1944 in Ops Paravane and Obviate, which weakened her ability operate fully.

Ex Nordic Eagle is all about teaching CHF’s service men and women how to survive the harsh Arctic climate; then to live, operate and fight in Arctic conditions. To add to the mix this winter, in addition to those from CHF, personnel from the British Army, RAF, Norwegian Air Force and US Marine Corps made their way to Bardufoss to participate in cold weather survival training, which is delivered by Royal Marine Mountain Leaders who are the Corps’ experts in living

and fighting in the harshest of environments – there is little to equal it anywhere in the world.

Having flown across the North Sea and over the snow covered mountains, Fjords and landscape of western Norway, two 845 Naval Air Squadron (NAS) Merlin Mk3s made their way to Bardufoss where they linked up with the wide-ranging support, administrative and training staff from CHF required to enable any flying to take place. Used to more temperate climates the men and women of CHF and 845 NAS endured temperatures rarely warmer than -9˚C and at times as low as -30˚C, while daylight was limited to just four hours.

The CHF package headed north with four objectives: to train personnel for Arctic flying, maintain their skills ahead of the next-generation troop carrying Merlin, the Mk4, entering service this year, give them a taster of a much larger international winter exercise in two years’ time (Cold Response 2020) and teach small specialist teams in the art of setting up Tactical Refuelling Areas (TRA).

The course involves two days of instruction at Bardufoss learning the skills needed to survive, followed by three days in the field putting those newly-acquired skills to the test in sub-zero conditions – culminating in the dreaded ‘ice breaking drill’.

The syllabus is extensive and comes thick and fast. The camp-based phase includes the use of personal clothing


opEraTions

Just like clockwork January came around and CHF training personnel were in Bardufoss, Norway in sub-zero temperatures in the depths of winter.

and equipment from state-of-the-art Carinthia Gore-Tex to sleeping bags, snowshoes to avalanche transceivers, as well as the fundamentals of putting up tents, using lamps and cookers and living on Arctic rations. The specialist cold-weather 4 x man Hilliberg tents were the result of a Quick Win acquisition by CHF through JHC.

The Driver Training package enabled newly blooded drivers of BVs to set out into the field to deploy and set up a secreted and camouflaged tented TRA with an Oshkosh tanker (holding 3,960 gallons (18,000 litres) or enough fuel to fill up more than 300 family cars), which in turn provided refuelling capability for 845’s Merlin, RAF Chinooks and Norwegian Bell helicopters.

EagleExercise

In an Arctic environment, simple tasks such as siting in a tent become significantly more laborious; digging out the base site and having to continue down through one metre of hard, consolidated snow is both time consuming and tiring. Tents then had to be erected, radio links with HQ at Bardufoss, a makeshift HLS created and clearing space for rescue vehicles.

The training of personnel to survive was concurrently run. A BV tracked vehicle dropped the trainees several kilometres from their overnight bivouac. Having walked or skiied a couple of kilometres, they had to dig, erect and move into the

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HEading CapaBiliTy

winterised tents. After a meal, students conducted a snow pack analysis, determining local snow conditions before hands-on practice with the Arva avalanche transceivers. Evening work consisted of lessons on sound and light in the Arctic and astro-navigation.

The following day, and having survived uncomfortably low temperatures, the instructors lead a snowshoe walk around Bardufoss before switching to more operational training and creating a ‘tactical harbour’ hidden in the woods. Survival is a key part of the training – from the basics of lighting fires and building snow shelters/holes in an emergency, to learning how to safely and effectively butcher a chicken or gut a fish. Instruction of the phase ends with the dreaded ‘ice breaking’ drill – learning how to safely clamber out of a frozen lake should the ice shatter beneath you. CHF aircraft engineers carved a suitably-sized hole in the ice using chain saws, to expose an ice pool“.

Once cold-weather trained the fliers earning their environmental qualifications, which allowed them to fly the snow covered mountains and terrain and fjords, carry Royal Marines and a

ConTinuEd from pagE 11


variety of underslung loads and how to land and take off when there are no visual references because of the of snow thrown up by the rotor blades (aka ‘whiteouts’), and navigating by day and night – some of the most difficult conditions a pilot will ever have to fly in.

The 845 personnel found time to help out their Norwegian hosts as a means of saying thank you whilst providing exacting and vitally important flying training in extreme conditions - the

annual task of lifting firewood logs to remote mountain wilderness survival cabins.

This year saw US Marine Corps personnel (all rotary or fast jet pilots and aircrew) attend Nordic Eagle and undertake the full cold weather course survival training package. Euphoric having undertaken the training they heaped endless praise on the instructors and struck up strong friendships and enjoyed great camaraderie with their new found British compatriots.

opEraTions

657 ‘Black Triangle’ sqn aaCAbridged History

DCLVIINumber 657 Sqn was formed as an Air Observation Post Sqn of Army Co-operation Command on 31st January 1943.

It was originally stationed at Ouston under the command of Major J Ingram RA, and training commenced with Auster aircraft.

Later that year the Sqn moved to Clifton near York and was warned for operations. The Sqn departed for North Africa on 15th August 1943 and arrived in Algiers 9 days later. On arrival the Sqn conducted training and rear area support until February 1944 when they moved to Italy to support the 8th Army and engaged in the battle for Monte Cassino. Operations continued in support of the 8th Army throughout the battles in Italy before moving to Holland via Marseilles in March 1945.

In Northwest Europe, the Sqn continued flying in support of the Canadian Corps including the thrust from Arnhem to Nardwerwigh. When the war came to an end the Sqn was at Teuge, near Appledoorn and had been operational since March 1944 flying over 6000hrs and 4444 artillery engagments. The Sqn remained in mainland Europe until November 1945 supporting the British Sector Commander in Berlin, before returning to Wiltshire to support 12 Corps.

In July 1946 the Sqn badge was approved and the Sqn adopted the motto ‘Per Terras Perque Caelum’ (by Land and Sky). In April 1947 the Sqn was reduced to 2 Flts and equipped

with Hoverfly helicopters. Then in January 1948, after moving to Middle Wallop, another Flt was formed awaiting the arrival of the Sycamore helicopter. From 1951-1955 the Sqn deployed its Flts on roulemont detachments across the globe including to Germany, Hong Kong and Korea. In November 1955, the Sqn was renumbered to become 651 Sqn AAC and the Sqn number was disbanded.

Some 24 years later, in October 1969, 657 Aviation Sqn AAC was reformed from 9 Flt AAC and 2 RTR Air Troop. Based at Soltau, Germany the Sqn flew Sioux and Scout helicopters in support of the NATO defence of Europe during the cold war. In January 1972 The Sqn undertook its first tour of Northern Ireland at Long Kesh and was renamed in January 1973 to lose the ‘Aviation’ part of its title. Three more tours of Northern Ireland followed

initially in Ballykelly and then the last tour was flown from Long Kesh. In April 1978, the Sqn was renumbered as 661 Sqn AAC and 655 Sqn AAC was renumbered to 657 Sqn AAC, now operating Scout and Gazelle helicopters. Another tour of Nortern Ireland followed in 1978, before the move to Oakington, Cambrigeshire in 1979. A 6-month detachment to the Falkland Islands followed the cessation of hostilities in 1982, before the Mighty Lynx arrived in 1984. Further detachments to the Falkland Islands followed in 1984 and 1986.

In 1988, the Sqn relinquished its independent status by subordinating under 9 Regt AAC and in July 1990 it moved to Dishforth, before going on to mark its 50 years of distinguished service in the same part of the country as it had started. In June 2000, 657 Sqn became

written By: Maj Jim Peycke AAC

independent once again when it moved to RAF Odiham. It deployed later that year to support Op BARRAS in Sierra Leon taking part in the major action in September. Since arriving in RAF Odiham the Sqn has maintained high readiness for operations and been part of 15 overseas and UK resilience events and deployed to both Iraq and Afghanistan on operations supporting Op TELIC and HERRICK.

January 2018 thereby marks the end of 75 years of distinguished service to the UK military and bringing to a close an era of exceptional support to operations both in the UK and abroad. It is worth noting that the Sqn has been placed in ‘suspended animation’ rather than a full disbandment and has been here before in 1955. I think I can speak for all current and previous members by trusting the Sqn is not out of the line for another 24 years and will return with a new capability soon. However, as the recent end of tour party at RAF Odiham showed, the association and comradeship within past members is alive and kicking, so it will not be long before shouts of ‘By Land and Sky’ will be heard from gatherings around the country.

Credits: Research by Mr Verbrugge,

Archivist, Museum of Army flying and

Mr D Blackwell 657 Sqn 1984-87.

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written By: Lt Tom Lennon RN - 845 Naval Air Squadron

Commando Helicopter Force (CHF)

fighting sailors and marinesgoing further, faster and lighter

The arrival of the Merlin Mk4 planned for May 2018 heralds a new era for

the Commando Helicopter Force. This aircraft replaces the Merlin Mk3 and delivers exactly what Defence asked of it. The project, known as the Merlin Life Sustainment Programme (MLSP), is a Category A programme costing over c. £450M.

The purpose of the MLSP was to remove the obsolescence

of the Merlin Mk3 aircraft in terms of its avionics, etc., which will extend the aircraft’s life to beyond 2030 but crucially to provide an amphibious support helicopter replacing the Sea King Mk4 and thus being able to embark for enduring periods ‘operating’ from ships.

It is a fully ship-optimised design with a folding head, folding tail, to use the minimum space in hangars and on flight decks, as well as upgraded landing gear for ‘bashing the deck’ and is a ‘wet-build’ aircraft

opEraTions

which extends the life and reduces the maintenance/support costs of using the platform in a salt-laden environment – there are of course a host of other modifications and the aircraft is essentially brand-new’.

What is not widely known is the exacting safety standards that the merlin affords its crew and passengers – it has the equivalent of a car NCAP 5* rating and one which no other aircraft in the UK can match over the land or sea.

Col Lenny Brown RM CO CHF

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HigH-TECH gloBal opEraTions: THE KiT and THE loCaTionsThe hard-hitting core of CHF’s capability is its not only its incredible people but its aircraft and specialist amphibious equipment: the Merlin Battlefield Support Helicopter and the Wildcat Battlefield Reconnaissance Helicopter. The Merlin Mk.3/3a is a 21st century, highly digitised combat aircraft with a capability proven on the battlefield in Iraq and Afghanistan. A modern and sophisticated replacement for the long-serving Commando Sea King helicopter, the Merlin is a statistics machine: four crew, three jet engines rated at 2270 horsepower each, 4100kg of fuel, three General Purpose Machine Guns and the ability to carry over four tonnes of equipment beneath the aircraft. Operated by 845 and 846 Naval Air Squadrons, the Merlin has become the mainstay of the Royal Navy’s commando helicopter operations.

The Wildcat AH.1 is Leonardo Helicopters’ latest battlefield helicopter; only recently delivered to the Fleet Air Arm, it replaces the venerable Lynx AH.9. Designed to be fast and agile, the aircraft boasts a powerful cutting-edge surveillance camera

system capable of delivering vital battlefield intelligence. With a crew of three, the aircraft can also provide critical overwatch for ground forces, calling on its potent .50 cal M3M heavy machine gun for maximum effect.

The range of support equipment for CHF is vast. The Combat Support Squadron (CSS), co-located at RNAS Yeovilton, work tirelessly to keep CHF in the air. From battlefield logistics to specialist ground-to-air signals, CSS keep CHF on the go 24/7. The ‘Bandvagn’, or BV, forms the backbone of CHF’s in-theatre ground movement capability. An all-terrain tracked vehicle, the BV moves everything from medical supplies to signals equipment exactly where it is needed. CSS rely on their agility and efficiency to allow CHF to travel lighter faster and further. With much equipment moved into theatre by helicopter, their output is far greater than the sum of their parts; CSS continually prove that an adaptable and lightweight force can deliver serious punch. With a huge range of tracked and wheeled vehicles to choose from, the logistics machine of the Combat Support Squadron makes sure that CHF is fed, clothed, sheltered and well equipped.

The unique selling point of the Commando Helicopter Force is its

CHf: wHo arE THEy and wHaT do THEy do?The Junglies, as they are often known, have operated battlefield helicopters in support of the Royal Marines and Naval operations around the world for over 50 years. Forging a reputation as go-anywhere, do-anything operators in the jungles of Borneo in 1962, the force has grown and developed into a highly modernised and coherent battle-winning unit.

From the dawn of naval rotary-wing aviation, the commando flyers have excelled in their mission of supporting the Royal Marines. They have flown opposed ship-to-shore, or ‘amphibious’, landings worldwide from the Falkland Islands to Iraq. As a highly flexible and adaptable force, CHF have not only excelled in war fighting; from Lebanon to the Philippines, crews have conducted the evacuation of British citizens from hostile territory and natural disaster relief operations with great success. It is on their esteemed history that the CHF of 2018 will build as they look forward to the future and the opportunities and challenges that it will bring.

Furthermore, it is not only aircrew who are integral to CHF’s past and future success; a multitude of specialist personnel form the mainstay of the force, from medics and chefs to engineers and signallers. Without the organic and self-contained ability to deploy as a world-beating force and sustain the fight, CHF would not be able to reach the heights of operational success that it enjoys.

ability to go further, go faster and travel lighter than anyone else, anywhere in the world, by day or night and in all weather. As well as mastering the temperate climate of the UK and northern Europe, CHF are specialists in operating in austere and unforgiving war fighting environments. At any given moment, force elements could be operating in searing temperatures up to 50°C in the deserts of America, while others train to fight in the freezing Arctic conditions of northern Norway at -30°C.

But how do CHF get to these locations as a fighting force? They do so using specialist amphibious shipping, then by moving from ship to shore by even more specialist and sustaining themselves in a forward deployed environment. To do so, they need warships...big warships. In 2017 the Royal Navy commissioned HMS Queen Elizabeth (QE) and her statistics speak for themselves: 65,000 tonnes, longer than the Houses of Parliament, four acres of flight deck and a 25 knot top speed. Between her and her sister ship, HMS Prince of Wales, they represent a £6.2 billion investment in UK defence and security. The amphibious skills of CHF married with the incredible capability of the QE form the centrepiece of the force’s vision of the future.

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opEraTions


ExCiTing TimEs aHEad: nEw airCrafT, nEw sKills, nEw missionsThe Commando Helicopter Force‘s agility, adaptability and flexibility are unsurpassed by any helicopter force, arguably in the world. The force has a long and distinguished history of rising to new challenges and the ever-changing global political environment of today requires these skills now more than ever. In order to meet the requirements of an agile and flexible 21st century Navy, CHF must adapt their pre-existing skills set to meet new and evolving contingency mission goals; well-rehearsed concepts and drills will work in tandem with improvisation, constant evolution and development in order to deliver enhanced operational output.

CHF’s newest missions will be facilitated by the introduction of cutting-edge new aircraft. The Wildcat helicopter is already carving out a formidable reputation for itself with 847 Naval Air Squadron. The aircraft has excelled on deployments around the world

from the deck of HMS Ocean in the Mediterranean to the desert plains of the United States and the gunnery ranges of southern Scotland. Not only exercising its combat capability, 847 squadron and the Wildcat recently deployed to the Caribbean at short notice to assist in post-hurricane disaster relief as part of Op Ruman. The 847 helicopters were utilised specifically to access hard to reach areas that larger aircraft could not access due to their size and weight, proving their worth as an asset for contingency operations.

The biggest development for CHF in 2018 will be the introduction into service of the Merlin Mk.4, a comprehensively overhauled and upgraded version of the combat-proven Mk.3. The Mk.4 represents the future vision of the Commando Helicopter Force as truly specialised amphibious operators and represents the product of a £450 million life sustainment programme. The aircraft is specifically optimised for embarkation in naval vessels, with a strengthened undercarriage, a folding main rotor head system and a folding tail rotor assembly. As a result, despite its comparatively

similar size to a Chinook helicopter when rigged for flight, the Mk.4 can be quickly folded down into a compact package such that four Merlin can occupy the equivalent deck space required for one Chinook. When 845 Naval Air Squadron embark in HMS Queen Elizabeth in autumn 2018, they will take with them the new aircraft and continue to prove its vast capability whilst deployed at sea.

The new Merlin also has a completely overhauled cockpit and avionics up-grade, along with improved Defensive Aids and a new multi-environment grey camouflage scheme. Put simply, with the Merlin Mk.4, the aircrew and engineers of CHF will be operating the most technologically advanced, safest and holistically capable ship-optimised battlefield helicopter in the world.

The potent combination of Merlin Mk.4 and battlefield Wildcat operating together from the deck of the QE carrier will allow CHF to undertake new missions and tasks around the world. One of the latest strings to the commando aviation bow is Joint Personnel Recovery (JPR). JPR is the highly specialised

task of conducting rescue operations in a non-permissive, environments in order to return isolated, missing or captured personnel to safety. CHF have been training worldwide for this role for some time, participating in multi-agency, coalition training exercises in the UK and working with United States Air Force HH-60G Pavehawk Combat Search and Rescue (CSAR) helicopters in Nevada.

The introduction to service of the F35 Lightning II Joint Strike Fighter will see fast jet aviation returning to the Royal Navy’s aircraft carriers and with it the risk

of lone aircrew finding themselves isolated and in need of rescue, quite possibly behind enemy lines. The Commando Helicopter Force has grasped the nettle with the highly bespoke task of JPR and will stand ready to support UK and coalition partners in operations worldwide with their exceptionally capable 3 Commando Brigade Royal Marine counterparts providing the Ground Extraction Force: a potent combination.

An exciting future capability for CHF, designed to assist in deep penetration JPR missions, is air-to-air refuelling for the Merlin Mk.4. Fitted with a refuelling probe, the Merlin’s already impressive range and endurance could be drastically enhanced by its ability to take on fuel in flight from coalition tanker aircraft. The practice has been combat-proven by our allies, with a prime example being the HH-60G Pavehawk helicopter of the United States Air


ConTinuEd >>>”“CHF’s newest missions will be facilitated by the introduction of cutting-edge new aircraft. The Wildcat helicopter is already

carving out a formidable reputation for itself with 847 Naval Air Squadron.

Force. The ability to fly further and faster on JPR missions will greatly assist in achieving their primary intended outcome: saving lives. Having trained with experienced operators for several years, CHF stand ready to contribute to JPR for the UK Armed Forces.

With a large air group operating from the QE carriers, the need to maintain a Search and Rescue (SAR) capability is paramount. Enter DSAR (Deployed Search and Rescue) and enter CHF. Force personnel are currently training to enhance their pre-existing search and rescue capability as part of the force generation required for imminent deployment on the QE carriers. One of the means by which they are looking to bolster their skills is by training and deploying SAR swimmers. Commando aircrewmen, already skilled in all facets of battlefield helicopter operations, can be trained as rescue swimmers, able to leap from the 16

tonne Merlin into the sea to rescue those in need. This critical capability will provide increasing levels of safety and security for all aircrew operating from our warships at sea.

In order to facilitate these ongoing and far-reaching aircraft operations, the Commando Helicopter Force have recently rehearsed their ability to deliver forward deployed helicopter refuelling via Tactical Refuelling Areas, or TRAs. In order to facilitate this essential requirement, support personnel from CHF travel swiftly, lightly and covertly in potentially hostile territory. With such skills perfected in the unforgiving environment of the Arctic Circle on Exercise Nordic Eagle 18, CHF stand ready to have their battlefield helicopters

fly further, faster and lighter than anyone else, in any theatre of operations, no matter how austere.

As well as developing new skills, CHF will be honing and deploying long established techniques in the form of Maritime intra-Theatre Lift. MiTL is the formal means of describing the Merlin mk.4 acting as a battlefield workhorse for the Royal Marines, carrying personnel and equipment into action from ship to shore and ship to ship within a Maritime Task Group. Amphibious operations can be launched by CHF against any aggressor, in all weather conditions and by day or night, maximising the fearsome combination of commando ground and air fighting power.

main imagEcourtesy of Leonardo

lZdZ / issue 2, 2018 19

CHf’s CorE BusinEss: ampHiBious assaulT and liTToral manoEuvrEThe sea is crucial to many nations’ economic security; for example, no one in the UK lives more than 70 miles from the coast. And globally, the majority of populations are within 81nm of the coast. A fully laden battle-ready Merlin Mk.4, packed with fighting marines, can fly that distance in under 40 minutes. The littoral is classed as coastal sea areas and that portion of the land which is susceptible to influence or support from the sea. The fastest way to reach and exploit this invaluable territory from the sea is via air movement.

So, what is an amphibious operation? We define it as a military operation launched from the sea by a naval and landing forces embarked in ships or craft, with the principle

visit: www.lzdzonline.co.uk18 issue 2, 2018 / lZdZ the Jhc delivering Joint success on operations


opEraTions

Commando HEliCopTEr forCE: THE go-To BaTTlEfiEld air assET for gloBal opEraTionsThe message from the Commando Helicopter Force is simple: we are battle proven and open for business 24/7. The future for United Kingdom Armed Forces operations represents a dynamic and perhaps unpredictable environment, requiring fighting arms to be ready for anything, anywhere. CHF offer this capability in spades with their mantra of ‘have done, can-do, will-do again’. Backed by committed, disciplined and experienced support personnel, the battlefield operators of CHF’s Merlin and Wildcat helicopters stand ready for operations around the world. Embarking on an exciting new era of carrier-based commando aviation, CHF look forward to the future with a coherent vision of what the world’s most capable people and aircraft can deliver.

There are four types of amphibious operation: raid, assault, withdrawal and demonstration.

raid: a landing is conducted from the sea involving swift occupation of an objective, followed by a planned withdrawal. Such a concentration of force, travelling light and moving at high speed is perfectly suited to CHF’s aircraft and is a natural facet of rotary wing offensive operations.

assault: establishing a force on a hostile shore for more

permanent occupation. This aspect of amphibious operations is also ideally suited to aircraft. CHF’s helicopters have the ability to facilitate the ingress from ship to shore of friendly forces, resupply them and continue to support them in a forward-deployed land based capacity.

withdrawal: the withdrawal of forces by sea in naval ships or craft from a hostile or potentially hostile shore. Merlin and Wildcat helicopters of CHF are again perfectly suited to this style of operation. The

aircraft are well defended in terms of electronic aids, sensors and their own crew-operated weaponry; they can land almost anywhere to facilitate egress.

demonstration: an operation conducted for the purpose of deceiving the enemy in order to delude them into an unfavourable course of action. Not many machines can grab attention like the mighty Merlin; CHF’s aircraft can operate overtly as well as covertly, making their presence felt when required in conjunction with assets afloat.

purpose of projecting the landing force ashore tactically into an environment ranging from permissive to hostile. Put simply, amphibious operations call on our state of the art ships and aircraft to deliver elite Royal Marines Commandos into battle or disaster zones

quickly and efficiently. It is not a ‘Saving Private Ryan’ up the beach scenario, it is by stealth and guile attacking the enemy directly at a time and place of our choosing. In CHF, the United Kingdom boasts suitably qualified and equipped personnel to undertake such an

important task, with battlefield helicopters leading the way.

Ship to shore helicopter operations are not just confined to war fighting. Amphibious forces can be used for Non-combatant Evacuation Operations and Humanitarian Assistance and Disaster Relief (NEO/HADR).

In 2013, CHF demonstrated this capability from HMS Illustrious in the Philippines following a devastating Tsunami. 2017 saw both Merlin and Wildcat fly in support of Op Ruman, delivering disaster relief operations in the Caribbean from HMS Ocean. Both of these amphibious tasks were conducted at very short notice; both were highly successful and saw Maritime intra-Theatre Lift operations conducted by CHF aircraft.

As a founding member of NATO, the UK continues to operate on a large scale with our allies. A regular amphibious deployment for CHF aircraft is now established with the French Navy. Operating from the French assault carrier Mistral on the Jeanne d’Arc task force, Merlin and Wildcat aircraft are integrating themselves with our allies, facilitating mutual learning and the development of amphibious capability.

20 issue 2, 2018 / lZdZ the Jhc delivering Joint success on operations visit: www.lzdzonline.co.uk lZdZ / issue 2, 2018 21

HEading pEoplE

Behind the Scenes

Benson

Last year the RAF Benson Photographic and Imagery Centre’s professional Royal Air Force photographers, embarked on a project to capture portraits of 100 personnel that make up Team Benson, ahead of the RAF Centenary later this year.

The project saw it’s first image go out on Social Media on 22 December 2017,100 days before

the 1 April 2018, when the RAF will celebrate it’s 100th year.

As a build up to the Official RAF Centenary, images created have since been released daily across all major social media platforms to tell the stories of all those who are part of Team Benson, ranging from Service personnel to Civil Servants, contractors and dependants.

The aim of the project is to highlight individuals, show diversity, inspire future generations, but most importantly, celebrate the current Air Force and the quiet professionalism shown by all, which has been essential in achieving operational success.

Photographers, Sgt Rachel Malthouse, Cpl Tony Hawke and SAC Amy Lupton have worked tirelessly, to produce high quality portraits that show the professionalism of Benson personnel, to humanise the military by breaking boundaries with a creative lighting and develop photography style that brings military portraits into the present. Some humour has also been added to the project, seeing portraits released on specific days such as Pancake Day and National Tooth Ache Day, to coincide with the individual roles within the military.

Often working alone, but also together on shoots, the team have assisted each other when

things haven’t quite gone the way they had in mind, to act as a sit-in model to speed things up when timings have been tight, or

faces100even just to act as a human light stand to hold a flash or reflector.

The project has not been without its difficulties; convincing individuals to be photographed, often in front of their busy sections and with the risk of potential slabbing. However, the project has been a great fun to produce, finding themselves

in the most unusual places, at times, battling the heat of the flames or getting their camera kit covered in DKP and residue of CS left over from the earlier Mod 1 Training in the Gas Chamber.

One notable positive to come from the project so far is SAC Lupton winning an Apprentice of the Year Award, only 18 months after first becoming an RAF photographer.

Rachel, Tony and Amy are extremely proud of the project and would like to thank to Station and all those involved thus far for their time and support.


CapaBiliTy

iconfarewell

to an

The depressing news on the 1st August 2017 that 657 Sqn would be placed into “suspended animation” was not foreseen, however it did not hinder the professionalism of the squadron; after all, we still had a job to do and an operational role to fulfil.

We stoically continued the onward progression,

with several exercises that we were already been committed to, including multiple ‘Air to Ground’ range packages and a deployment to the jungle. Around this time all Sqn members agreed a fitting tribute to the end of the Lynx was needed, so we got to work to send the old girl out in style. After all the ‘mighty’ Lynx has been a trusted and battle hardened workhorse for the past four decades.

Firstly, a date needed to be set in early 2018 for the final flypast. A task that sounds

relatively simple until you start looking at the factors that were working against us. The weather can be very problematic at that time of year, especially when you are trying to get a formation around the UK for people to see. Furthermore, the daylight hours available is a major issue, the aircraft would have to conduct the flight during the daytime, as nobody would appreciate the sight of four flashing strobes highlighted against the dark sky.

After some research, the daylight available in early January capped us to a nine hour flight window. Notwithstanding, probably the greatest issue was the amount of pilots and crewman available to undertake the task, as postings out of the Sqn started shortly after the 1st August and we were left with ever depreciating numbers.

However, the date was set for 16th January 2018 and 5 Lynx Mk9a were due to depart RAF Odiham on a route around the UK, encompassing significant locations to the Lynx and the Squadron itself. Unfortunately, 1 aircraft of the 5 did not launch due to an unforeseen sickness, however it mean the formation had a spare. Early in

the planning, it became apparent that a route to the North to visit locations such as Dishforth in Yorkshire (a place of significance to not only the Lynx but to the AAC as a whole) was just not feasible with the time and the aircraft available on the day. Next in the planning came the question of what formation call sign should we opt for?

The squadron had the standard UK training call signs available, such as, Pilgrim, Ironman etc, but a special event called for a special call sign. It seemed fitting that a legacy operational call sign should be used. This was an easy decision, it could only be ‘Valhalla’. This was in remembrance of ZF540, Valhalla 57 which tragically crashed in Afghanistan in 2014. The passing of Captain Clarke, WO2 Faulkner and Corporal Walters of the AAC, together with Flt Lt Chauhan (RAF) and Lance Corporal Thomas (Int Corps) would be remembered during every radio call during the final flypast.

As the planning progressed it was clear that this was to be an event that we wanted to remembered by all, and certainly receive as much attention as

possible. The issue is no one had the faintest idea of how to achieve this, enter the Army Media and Press Centre. Mr Chris Fletcher was the unfortunate soul who answered the phone that day, but he achieved more than ever could be expected. Soon the Times newspaper and national TV were requesting full coverage and it became apparent that this was becoming a large media event that needed careful co-ordinating.

A special event like this also called for a special aircraft. Flt Lt A Donovan, the designer of the CH47 centenary paint schemes, was approached and agreed to not only design the aircraft tail but also make contact with Mr J Littlejohn in the SERCO spray bay to make something magical happen. Time was of a premium; and whether it could still be achieved was still debatable. Through sheer determination, hard work and many man hours ZG917 was born with a commemorative paint scheme, and what a fantastic looking aircraft she is.

The route was set after many planning hours and various tweaks, it then went live on several media formats so those in the aviation world had an opportunity to visit a location to watch the flypast.

“valhalla, 3, 2, 1, rotor brakes off!” was the first call of the day made by the Sqn boss on the inter-aircraft net, signalling the last time 4 Lynx helicopters would start and depart from our home base for the past 18 years. From RAF Odiham we would fly to the Middle Wallop, not only the home of the Army Air Corps but also the location of the Museum of Army Flying. Middle Wallop would attract the kind of attention that was appropriate for the aircraft’s final flight, with many old Lynx pilots

still living in the area. From there, the formation went to Upavon, providing the opportunity for the civilian photographers that visit Salisbury Plain in all weathers, to take photos in a controlled environment.

This is where the plan on paper didn’t quite go as smoothly as expected. The first leg was to take the formation to an airfield in South Wales, where the Tactical Supply Wing was patiently waiting to refuel us. The weather on the day gave us a very strong wind from the West, the direction of travel for the most fuel critical leg. As the formation departed Salisbury Plain and turned directly to the West, it was evident that fuel was going to be an issue, so the formation commander, Maj Jim Peycke AAC, in consultation with the other Aircraft Commanders elected to remove the South Coast leg and convert the fly through at RNAS Yeovilton into a fuel stop, the home of 1 Regt AAC.

It is a hard decision to make as the route had been published

for a few months prior to the flight, and people had made arrangements to view the formation at various locations along the way. The effect was that, with the delay at Yeovilton and sunset getting closer and closer the leg to St. Athan would also need to be removed. Although, the aircraft did make a pass overhead the Westland’s airfield before landing, the birthplace of the Lynx and the current Leonardo Wildcat.

With the refuel complete, and a new route planned the pressure was off. The aircraft proceeded to overfly the Helicopter Museum at Weston Super Mare, and then continued up towards RAF Shawbury. This time, the second team from the Tactical Support Wing were used and the plan was now back on track and timings were looking good to ensure we returned before sunset. As the formation was departing the airfield, a group of spectators were positioned with an AAC flag and were waving frantically, immersing all of the crews with a deeper sense of pride than ever before in the flight.

The aircraft departed RAF Shawbury and turned east, the headwind was now a tail wind and at times the aircraft hit a ground speed of up to 170kts (195mph) without even trying. The next location of significance for the formation was Tilton-on-the–Hill, where there was

another ground party to greet us on our way. The location was of great significance to 657 Sqn because on the 18th May 1999, a Lynx Mk7, XZ199 suffered a catastrophic failure when the Squadron was moving from Dishforth to RAF Odiham. Brigadier MC Whiteside (late AAC) OBE was the only survivor from a crew of 4, managing to land the stricken aircraft with a cockpit full of smoke. The huge turnout at the site resulted in the OC electing to conduct a further flypast of this location.

Onwards to Oakington and then the Duxford Museum before stopping at Wattisham, the home of the AAC Apache Attack Helicopter and previous Lynx base through the 90s. Again, another large gathering of spectators were there to greet the aircraft’s arrival. A quick turn around by the Groundcrew

ConTinuEd >>>

”“As the formation was departing the airfield, a group of spectators were positioned with

an AAC flag and were waving frantically, immersing all of the crews with a deeper

sense of pride than ever before in the flight.


meant the formation were all set, ready in good order for the grand finale, London.

It is worth mentioning at this point, that many a formation has planned to fly through the London Heli lanes as part of a final flight, and on the day have been more than disappointed to have the request denied. Months prior to the flight, the work went in to make this possible, with several requests being filed with various different agencies. Even then it was not a guarantee that access would be granted. The Lynx formation was to be met by a Chinook helicopter north of London containing various camera crews from national media news teams.

This would lead the aircraft along the final leg back to RAF Odiham. The tension was building

whilst routing from Wattisham. There were a lot of variables that could mean that the London section may not go as planned, but as the aircraft changed onto the London radio frequency; the Chinook call sign could be heard talking to London. This was a good sign, but it was still not a done deal. The Lynx formed up behind the Chinook and the request was made for all 5 aircraft to route through London. Everyone held their breath, access approved. A wave of excitement spread throughout the formation.

As the formation went through London, the camera crews and reporters aboard the Chinook directed the formation around to maximise the photo opportunities. Again, a task made more difficult as the little Lynx got buffeted around the sky from the downwash of the larger CH47 aircraft. Towards the end of the route the formation split, allowing the Lynx to take the lime light back at RAF Odiham as a welcome parade was in position, ready for the final salute to the Lynx. The weather, notwithstanding the wind, had been good to us all day. This was about to change as the formation switched onto the Tower frequency, one last push and we would be safe on ground. Just within sight of the airfield, a heavy wintery shower pushed

over the airfield, totally obscuring Odiham and the runway. As we turned towards Odiham, out of the gloom the runway lights appeared and what a welcome sight they were. The formation taxied towards the dispersal, this is where the welcome parade was supposed to be. Instead of rows of cheering troops, there was just one solitary figure, stood to attention. The Squadron Sergeant Major, WO2 Matty Rogers AAC stood rigid, despite snow and hail battering him as he raised his hand to salute.

CapaBiliTy

“Valhalla, 3, 2, 1….rotor brake on,” came the order over the inter aircraft radio frequency. All 4 aircraft rotors juddered to a synchronized stop. The crews got out and stood to the front of their trusted steeds, which not only performed faultlessly, but also have created many good memories and given such joy to over the past four decades.

That was it, job done. The very last time that a Lynx formation would fly, after 40 years of service, it was over. A sad day to say the least, but it is an inevitable event in any pilot’s career.

The event received over 6 million viewers and listeners over a spectrum of TV and radio platforms. As for social media, the footage is still being watched all over the world. A truly befitting reaction for a fantastic aircraft, stand down old girl, your work is done.

In aviation they say “if it looks right, it is right”. Mighty Lynx, enough said.


CapaBiliTy

Helicopter instructor completes

8,000 hoursin the air

Throughout his extensive 33-year career in the Royal Air Force, Master Aircrew

Tim Shooter, a helicopter instructor on 28 Squadron at RAF Benson, reached an astounding 8,000 flying hours recently.

MACR Tim Shooter joined the Royal Air Force in 1985. He was

initially posted to RAF Odiham after completing the Air Loadmasters course, serving on both 7 Sqn and 27 Sqn, before spending time on 72 Sqn in Northern Ireland and 78 Sqn in the Falklands. After completing the Qualified Helicopter Crewman Instructor Course in 1992, Tim was posted back to

Odiham where he developed his instructional skills; eventually qualifying as an A2 instructor.

In 2006, Tim was posted to 28 Sqn to fly the Merlin where he spent the next 9 years, interspersed with a stint as the lead crewman on the Standards and Evaluation Unit. After accruing nearly 2,000 hours on the Merlin, he was posted back to the Chinook in 2015 as the Training Officer on 28 Sqn, where he remains today, having amassed close to 6,000 Chinook flying hours.

Wing Commander hands over command of

On 2 March 18, Wing Commander Marty Lock handed over Command of

28 Squadron, based at Royal Air Force Benson, to Wing Commander Mark Pickford.

Wing Commander Lock started work at RAF Benson in November 2014 where he led a small Fielding Team to set up 28 Squadron, Combining the Puma Operational Conversion Flight of 33 Squadron at RAF Benson and the Chinook Operational Conversion Flight from 18(B) Squadron at RAF Odiham, the RAF’s Support Helicopter Operational

28 squadron

Conversion Unit was formed. From the move of 6 Chinook Mk4 Helicopters from RAF Odiham to Benson to the creation of a fit for purpose hangar to enable the training of all future RAF Support Helicopter aircrew.

After coordinating the design and construction of the new Headquarters, Wing Commander Lock coordinated the generation of manpower, equipment, and the formal allocation of a Squadron “numberplate” before the Squadron reached Initial Operating Capability. Following the short 11 months setting up the Squadron, on 21 October 2015, Commander Lock assumed Command.

Now departing RAF Benson, Wing Commander Lock will be undertaking an overseas posting with the Defence Advisory Team in Northern Iraq.

A great thing happened yesterday 14th at 11.00 am – two Chinooks called in for salad and pork scratching’s…great sight.

Thankfully we heard you coming and got two boxes and ran them over to the pilots but…the more landings you make the happier we are…great sight.

But to be sure you get them – if you call before you leave – and ask for Dale, Roddy or Simon we will have them ready and waiting in the white box.

Kind Regards

Simon CoxBlackdown Growers Ltd

A letter of appreciation

lZdZ / issue 2, 2018 27

sporTsCapaBiliTy

Two engineers from 18 Sqn RAF Odiham have built a formidable fighting

vehicle to take part in the new Sky TV series “Carnage” due to air later this year.

After answering an advert from the RAF Motorsports associating, Sgts “Jock” Hawkins and Nick Menzies, transformed a Land Rover Discovery into an Armadillo of a creation, sporting a huge plough up front and a V8 powered scorpions tail made from an farm rotavator. Other subtle additions include hydraulic stabilisers, paint ball guns and a rally-spec roll cage.

They join a high-octane show which will see teams of creative engineers, mechanics and drivers from throughout the UK and Ireland transform regular cars into weaponised battle-ready vehicles. Teams are then pitted against each other in a Mad Max-style combat in three vast arenas deep in the desert. The game is simple: inflict enough damage on your opponents to render their vehicles immobile, with the last car standing crowned Carnage champion.

26 issue 2, 2018 / lZdZ the Jhc delivering Joint success on operations visit: www.lzdzonline.co.uk

18 Sqn engineers

south africa!seek glory in

BEsT of luCK in souTH afriCa!

47 Regiment Royal Artillery at the Army

Badminton Championshipswritten By: LBdr Reade, 47 Regt RA

The Army Badminton Championships is held every November for a week at ATR

Grantham. The 2017 competition was held between 13 – 17 Nov 17 and incorporated team events, doubles and singles.

The first day of the championship is always the Army Cup, a competition to determine the best Unit in both womens’ and mens’, and qualification has to be earned through the Regional Command Competitions. Having qualified for the Army Cup, the 47 Regiment RA team set off to Grantham with both a strong men’s and women’s team. It did not take long to figure out how high the standard of the other players were, and we immediately felt grateful for the training we had received. The mens’ team

faced stiff opposition and were knocked out of the cup early on but the womens’ team progressed to the final of the cup, were victorious and were subsequently crowned Army Badminton Champions for the second year running.

The Tuesday was the start of the singles competition and the 47 Regiment was struck with more success with LBdr Ambler winning her way to the womens’ singles final, achieving a very respectable runner up place. As well as the singles there was also the unit doubles, with progression into higher rounds being achieved

throughout the day and with the standard getting

higher each time.

Unfortunately there were no more final places for 47 Regiment.

The Wednesday and Thursday consisted of the mens’, womens’, mixed and veterans doubles competitions, which again saw success for the Regt with Maj Harvey and LBdr Ambler fighting their way to the finals and victoriously taking the title for womens’ doubles Army Champions. Although everyone played extremely well in what was a tough competition there was no more silverware won by 47 Regiment.

The week was enjoyed by all and it was great to see and experience the competitiveness and standard at the Army Championships.


sporTs

RAF Odiham Boxers

fight to glorylord wakefield novice Boxing Championships

In a year when the Royal Air Force celebrates its centenary, the Lord Wakefield’s Championships continued to march towards their own, as the 99th year of the novice boxing competition was held over the weekend of 16th – 19th February at RAF Cranwell.

With over 80 boxers from no fewer than 12 different units registered

ensured that 2018 would be one of the most action-packed in recent memory, with the first boxing session taking place on the Friday night. A full weekend of prelim rounds would follow across 8 different weight categories to whittle down each to its eventual finalists.

This year saw RAF Odiham enter their strongest team for over a decade, more so following a strict 6 week training regime consisting of early mornings, lunchtime sessions and evening sparring, often travelling to Woking and Portsmouth and returning late. With 5 members of the RAF Odiham boxing team prepped to compete in the most highly competitive RAF Boxing Championships in some time, it

was SAC(T) Oliver Murray making his competitive boxing debut up first in the semi-final of the lightweight category after getting a bye through the quarter final. Controlling the pace throughout and catching his opponent with the cleaner shots; he was awarded the victory on points, paving his way to the final.

Next up was SAC(T) Sam Ainsworth of 27Sqn, again competing for the first time. After a master class display for 2 rounds, winning them on all 5 judges score cards, he unfortunately suffered a dislocated shoulder forcing the referee to stop the light welterweight contest and ruling

him out for the remainder of the Championships. The Chairman of the RAF Boxing Association and England Boxing development coach stated after that Ainsworth’s skill, endeavour and ring craft made him one of the brightest future prospects coming out of the championships. SAC(T) Jono Bird (CMF) was pitched against a RAF Regiment boxer from Honington in his quarter final of the Welterweight category. Bird boxed

the Jhc delivering Joint success on operations 28 issue 2, 2018 / lZdZ

valiantly and skilfully, however his opponents work rate towards the end of the bout meant the Odiham fighter was on the wrong end of a split decision against the eventual finalist. In the other half of the Welterweight draw, SAC(T) Liam Fox (7Sqn) out boxed his RAF Leeming opponent, forcing the referee to stop the contest in the third round, enabling him to progress through to the semi-final.

The last of the RAF Odiham contingent was LAC Tuineceva (LDF) who was in the toughest side of the cruiserweight draw and another who was making his competitive debut. Following a bye through to the semi-final, he was pitched against a far more experienced opponent from 51S qn, RAF Lossiemouth. A skilful display from both boxers resulted in an extremely close split decision win for the Lossiemouth gunner, who went on to win the RAF Championships.

Sunday 18th February was semi finals day. With a place in the final at stake, SAC(T) Fox was pitched against one of the tournament favourites, SAC Norman from RAF Northolt. With an on looking crowd poised for one of the most competitive bouts of the whole weekend, it did not disappoint. However, it was Fox’s work rate and cleaner shots that made him victorious to become the 2nd Odiham boxer to book their place on finals night.

For the finalists and the crowd, a spectacular night was in store on Monday 19th; with the hundreds of spectators treated to 10 superb contests, heralded by a fantastic

QCS drill display complete with smoke and lights. For Odiham, SAC(T) Murray was first up, boxing against SAC Simpkin from RAF Marham. Continuing where he left off from the semi final, the 7 Sqn technician continued to apply pressure to his taller opponent, landing a number of clean right hands at the end of the round. The second round followed in the same vein, with Murray controlling the centre of the ring and landing shots at ease. Full of confidence, Murray came out in the third round and landed 2 powerful right hands on his opponent, forcing the referee to step in and wave the fight off, crowning Murray the 2018 Lightweight Lord Wakefield Boxing Champion.

The next and last RAF Odiham finalist of the night saw Fox, in his third fight in as many days boxing against SAC Sheldon from RAF Honington. Spurred on from his 7 Sqn team mate’s victory, Fox started the bout explosively, landing a number of clean left hooks whilst his opponent was pinned on the

ropes. Fox controlled the pace of the second and third rounds and the relentless pressure took it’s toll on the regiment gunner. Following the final bell, Fox was awarded the victory on points and crowned the 2018 Welterweight Lord Wakefield Boxing Champion.

OiC and head coach of Odiham boxing, Sqn Ldr Andy Parker said “On a night when so many are

rewarded for their ambition, drive and determination it’s important to recognise the part that the whole team played, the dedication and discipline required to prepare and eventual step between the ropes its beyond any other sport. An exceptional result for a team of boxers who sacrificed a lot in the weeks proceeding the Championships.

at the

lEfT pagESAC(T) Liam Fox from 7 Sqn

middlE sprEadRAF Odiham Boxing Team

Top Oliver Murray from 7 Sqn

BoTTomSAC(T) Liam Fox from 7 Sqn in winning his Final

safETy

mEET THE TEamJHC aH safETyCol James AndersonE: [email protected]: 01264 381257

JHC so1 air safETyWg Cdr Tony Lett RAFE: [email protected]: 01264 383393

JHC so1 ground safETyMr David AtkinsE: [email protected]: 01264 383391

JHC so2 fligHT safETyGappedE: T:

JHC so2 safETy poliCyGappedE: T:

JHC so2 risK managEmEnTSqn Ldr Adam Foley RAFE: [email protected]: 01264 381131

JHC so2 safETy poliCy & rEgulaTionWO David PriceE: [email protected]:

JHC so2 unmannEd air sysTEmsMaj Tania Reay Royal ArtilleryE: [email protected]: 01264 381534

JHC so3 assuranCEWO1 Chris Lay AACE: [email protected]: 01264 381134

JHC so3 analysisLouise FarleyE: [email protected]: 01264 381132

mEET THE TEamJHC so3 daEmsWO1 Ian FowlerE: [email protected]: 01264 784752

JHC so3 firE safETyWO Christopher DaviesE: [email protected]: 01264 385563

JHC so2 safETy CasE 1Ch47, Pu2, N3 & Aviation DH FacingMaj John Osborne ParaE: [email protected]: 01264 381135

JHC so2 safETy CasE 2Me, WC & LxMaj Russ Bothwick Royal ArtilleryE: [email protected]: 01264 381515

JHC so2 safETy CasE 3AH, Isl/Def & GzMaj Jonathan Gilbert REMEE: [email protected]: 030 67704903

JHC so2 safETy CasE 4Sq, Bell 212, WK & UASMaj Ant Atkinson-Willes AGC ETSE: [email protected]: 01264 381486

JHC duTy offiCErOffice HoursT: 01264 381490Out of HoursT: 07717 451 970

JHC air safETy TEam assisTanTsMaj Mishap AACChief Cause RNSgt Slip RAF

Protect your body with light-coloured, loose-fitting clothing. Pay special attention to the head and neck.CODY LUNDINThe Art of Keeping Your Ass Alive

Drink your water! If water is plentiful, force yourself to drink until your pee is

“clear.” Clear urine means your body is fully hydrated.

CODY LUNDIN The Art of Keeping

Your Ass Alive

JHC safety TeamReturn to Summer

Fair enough! I am sure poets know best, but ACTUALLY, what are some of the subtler challenges to operating

rotary aircraft safely during a Great British Summer, that we need to be reminding ourselves of as the days grow longer and, hopefully, warmer. And for those of us posted to warm countries, or due to go on exercise in much warmer climes, what human frailties do we need to ensure we understand, before we find ourselves suddenly immersed in physically threatening situations? What is out there that can degrade our Situational Awareness and lead to poor and potentially unsafe Decision-Making?

The factors to be considered could be listed as follows: • Mental Health• Circadian Disruption• Climatic Injury• Dressing to Survive and

Care of Equipment• Heat and Thermal Burden

Management• Responsibilities• Other Airspace Users and

3rd Party Risks to Life.

mEnTal HEalTHMost of us expect to feel brighter and more energetic as the days lengthen and we see more of the sun, but Seasonal Affected Disorder (SAD) is a recognised phenomenon and one which does not always leave those it has affected during the Winter, despite the apparent profusion of sunshine and daffodils

“What good is the warmth of summer without the cold of winter to give it sweetness.”

around Eastertime. Don’t let it run on. Whichever ‘world’ you work in, be it Aircrew, Engineer, Air Traffic or Base Support, if the Winter has been a tough one, or a long one, or other pressures have been upon your shoulders, it may be worth discussing this with your Military Aviation Medicine Examiner (MAME), before it risks beginning to nibble at your performance. The stigmas surrounding Anxiety, Panic Attacks, Depression and PTSD, for example, must go. These things are very real and stations are now better established to help those concerned that they are ‘under the weather’ talk through their concerns in confidence. The MoD and the charity Combat Stress have also entered a partnership to launch a 24-hr mental health helpline (0800 323 4444) for serving military personnel and their families.

CirCadian disrupTionThe problem with long days and lovely summer evenings is that, in order to maintain currencies and competencies, aircrew, in particular, have to fly later to get in their required hours of night flying. This in turn means that everyone else, who works in a supporting role, also has to work later: Ops staff, engineers, ground crew, air traffickers and elements of base support. Consequently operations risk being spread out over a longer period, without any additional manning to cover them. A scenario in which people are tempted to work longer hours, just because it’s light, without seeking, or being allowed adequate time, or facilities to get the recuperative rest they need. Fatigue management is just as relevant in Summer as it is in Winter. For those trying to catch-up during daytime, the required levels of sleep are just not as easy to achieve as they are at night. Not only is it light, but the vast majority of the population are also ‘active’ so the likelihood of intermittent disturbance is far greater and the

quality of rest correspondingly poorer. The negative effect of Sleep Inertia on effective decision-making is also perhaps more likely to get forgotten after daytime sleep, than after night-time sleep. JHC_CI_J3023_Fatigue_Risk_Management

ClimaTiC inJuryDespite it being nominally called ‘Summer’, we all know how variable the weather can be in the Temperate Zones of the northern hemisphere, to say nothing of the climatic threats that JHC personnel (ground and air) are obliged to prepare for, such as in deployed locations (TORAL, SHADER, CABRIT, BFSAI, Brunei) and during exercises in the USA and Middle East. Every case is different, different days in a week can present different challenges and conditions can vary widely between morning, afternoon and night within a single 24-hr period. All suggesting that education about the potential risks to the health and safety of personnel, appreciation of the potential conditions all along a flight route and forward planning to avoid climatic illness or injury are significant elements of airmanship. Impairment of situational awareness and decision-making must be expected, if the body is distracted by extremes or accumulations of radiation, heat, cold or wetness. The following publications provide the necessary guidance, both to individuals and to commanders and should be taken into account, whether in training or on ops:

drEssing To survivE Sir Ranulph Fiennes, the world’s greatest living explorer wrote: “There is no bad weather, only inappropriate clothing”. Wise words, but difficult to achieve in practice, when considering the combination of our individual physical variations and the range of climate we might experience within a day. Nonetheless, aircrew are issued with Aircrew Equipment

Assemblies (AEA) which have been exhaustively researched to offer adaptable protection. Not perfection for everybody all of the time, but equally, not to be caught without when confronting the unexpected! The JHC Flying Order Book (FOB) mandates the wearing of two layers of clothing, to ensure high basic levels of fire protection and warmth in most environments. Additional layers of clothing etc. should be considered for inclusion in a ‘Grab-bag’ to mitigate against the unexpected; the ‘what ifs’ of summer thunderstorms, crew illness or forced landings in isolated locations. On the ground, coverall clothing provides protection for all personnel (air and ground) against the harmful effects of the sun, not only in survival situations, but also in exposed Forward Arming and Refuelling Points (FARP) and Helicopter Landing Sites (HLS). Sunscreen should also be considered. Two final reminders are relevant to all aviation and aviation-servicing issued Personal Protection Equipment (PPE): Don’t forget it and don’t adapt it or retain it once damaged; which includes clothing that has become impregnated with dirt, grease or chemical. This morning the Flying Clothing Store may be 500 metres away, this afternoon your failure to go there could be your greatest regret.

HEaT managEmEnTAcclimatisation to heat is essential; heat stress, dehydration and lack of sleep can make you more susceptible to heat injuries, even in the UK and especially when encumbered with layers of AEA. Summer (and certainly warmer climes) bring increased radiation levels (meaning hotter metal surfaces, higher thermal burden and risk of sunburn), increased glare, faster dehydration, higher pollen counts and increased biting insect populations. Consideration should be given to shading static aircraft, not leaving helmets out in the sun, or on the ground (where they can be invaded by spiders, scorpions or snakes), appropriate timing and staffing of pre-flight walk-rounds, full use of tinted visors in the air, pre-flight hydration and careful thought before self-medicating against summer colds, incest bites

and hay fever. In the latter case, the permitted anti-inflammatory medication, Hiacin, should still only be taken under MAME prescription. JHC_CI_J3028_Managing_Aircrew_Thermal_Burden

rEsponsiBiliTiEs Personal Fitness. Everyone has a personal responsibility to maintain their own physical condition. Lack of fitness and carrying a few extra pounds will be more noticeable in warm weather.

safE To worK and HomEBetween leaving our front doors and arriving at work and on the way home thereafter (potentially later and more tired or stressed than we expected), we enter a place far more dangerous and unregulated than the aviation environment. The road. Ensure that maintaining situational awareness and staying safe en route to and from work is a part of your Air Safety Culture.

Supervision. Selection of clothing and go-bag contents to counter hotter weather is down to individual choice (shelter sheets, water), but responsibility for ensuring that aircrew are appropriately ‘dressed to survive’ for planned sorties and their possible eventualities lies not only with the individual, but also with the Aircraft Captain and the Flight Authoriser. Those who have suffered from Heat Injuries previously may remain more susceptible in the future, so it is not only incumbent upon the individual to take the appropriate precautions, but also upon the CoC to be aware of past medical histories. In this way an individual’s deployability can be managed safely, the work burden of colleagues doesn’t become amplified unexpectedly and operational effectiveness doesn’t risk becoming degraded.

oTHEr airspaCE usErs and 3rd parTy risKs To lifEGlider Awareness and Avoidance (inc Hang & Para-gliding). The increase in aviation sport and leisure activity in the UK, during Summer, should be a major consideration during any flight planning process through uncontrolled airspace, to ensure the maintenance of adequate separation. What can

be done to minimise the risks of Airprox, or worse with these less regulated airspace users?

For Gliders. Close liaison at unit level with known gliding clubs, so that the timings of their major events are known and use of GliderNet in flight planning so that up-to-date information is considered at the last possible moment are both useful mitigations. Transponders are fitted to some gliders, but are not mandated by the CAA. Good look-out remains king. asor\847 NAS\847 NAS\Wildcat\17\11876 Glider Airprox

Hang-glidErs and paraglidErsThe British Hang Gliding and Paragliding Association (BHPA) website at www.bhpa.co.uk lists all UK BHPA affiliated clubs, together with maps of their geographical locations, their individual web-sites and their preferred local launch-sites. Most launch-sites are wind-direction dependent, which provides a clue as to when they will be in use, but this is best combined with an appreciation of the weather conditions in which the activity is usually conducted and an understanding of gliding techniques and practices. Good lookout in the vicinity of known launch sites remains the primary means of avoidance. Radios and transponders are not yet in general use.

HorsE ridErs Warmer weather brings out more fair weather horse riders. Checking for and keeping clear of known equestrian locations, riding routes and events, when flying at low level is the best defence, combined with good lookout, logging of the grid and reporting, should overflight prove unavoidable or unsafe.

lZdZ / issue 2, 2018 31visit: www.lzdzonline.co.ukthe Jhc delivering Joint success on operations 30 issue 2, 2018 / lZdZ

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