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lZdZ

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656 Squadron army air

corpS on exerciSe

joint warrior

plEasE Turn To

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joinT HElicopTEr command

pHoTograpHErs ArE chAmpIonS

commemoration of the famouS Battle of arnhem

EXErcisEmArKEt GArDEn

EXErcisE jEBEl saHara 2010

hot&hIGh trAInInG

EXErcisE SolEntowl

EXErcISE EaglE sTrikE

Tony Johnstone-Burt

Commander JHC

commandEr’s forEworD

above: Rear Admiral Tony Johnstone-Burt

All images © Crown Copyright unless otherwise stated.

‘I wish to thank everyone within the command for their contribution to the

outstanding performance I have witnessed from all elements during my tenure.’

T his is, in part, attributable to

the force multiplying effect

of having 16 Brigade within

the JHC and the superb

support provided by our own aviation. This

synergy is already paying dividends with

the increased use of Air Manoeuvre which

is demonstrably dislocating the insurgent.

The most significant event to have occurred

recently is publication of the Strategic Defence

and Security Review. Fortuitously, the strengths

of JHC as a Joint organisation were justifiably

recognised and, thanks to the tenacious and

skilful engagement of our staff, we have achieved

exactly what we wanted; we have emerged intact

and with 16 Brigade still under command.

Finally, as this will be the last foreword that

I will write prior to relinquishing command in

March 2011, I wish to thank everyone within

the command for their contribution to the

outstanding performance I have witnessed

from all elements during my tenure. Whether

on operations, or exercise, I have continually

found myself humbled by the professionalism

and stoicism of our personnel. It is therefore

perhaps little surprise that over the past two

conTEnTs ISSUE 4, 2010

editorial Ê Editor: Sqn Ldr Chris Coombes

JHC-Media-SO2@mod.uk

01264 381 122

advertising ÊSales Manager: Christina Mclean

christina@lancepublishing.co.uk

01536 526 679

design ÊDesigner: Chris Keller

chris@lancepublishing.co.uk

01536 521 126

Cover PHotograPHY ÊPhotographer: Crown Copyright

disClaimer ÊThis 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 Navy, Army, Royal Air Force or the

Ministry of Defence.

PUblisHed ÊLZDZ is published by

Lance Publishing Limited

1st Floor, Tailby House, Bath Road,

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lZdZ

covEr sTory

ApAchE

forcE

mArItImE

cApAbIlIty

656 Squadron army air

corpS on exerciSe

joint warrior

plEasE Turn To

pagE 22 joinT HElicopTEr command

pHoTograpHErsArE chAmpIonS

commemoration of the famouS Battle of arnhem

EXErcisEmArKEtGArDEn

EXErcisE jEBEl saHara 2010

hot&hIGh trAInInG

EXErcisE

SolEntowl

EXErcISE EaglE sTrikE

arTiclEs wAntEDsUbmission date for issUe 1, 2011 of lZdZ Ê Friday 18th February 2011, Please submit all items to;

Sqn Ldr Chris Coombes (SO2 Media JHCHQ)

coombesc290@mod.uk 94391 7122 or 01264 381122 or

dave.morton496@mod.uk 94391 7518 or 01264 381518

fUrtHer information Êhttp://www.mod.uk/DefenceInternet/AboutDefence/WhatWeDo/AirSafetyandAviation/JHC/

Honours & Awards .........................................................

Distinguished Flying Cross ........................................

Exercise Eagle Strike .....................................................

Motivated? (or Merely Moved)? ..........................

Exercise Market Garden ..............................................

NEW Caption Competition .....................................

216 Parachute Signal Squadron

Rear Party Parachute Jump .......................................

70th Anniversary of The Airborne Forces ........

Exercise Jebel Sahara 2010,

Hot & High Training ....................................................

Merlin in Moroccan Rescue .....................................

Chinook Development Flight ..................................

Communications Ear Plugs .......................................

Apache Force Maritime Capability .......................

JHC Photographers are Champions ......................

Exercise Pashtun Sabre .................................................

T he Royal Air Force has celebrated

the production of some of its

finest imagery during the annual

Royal Air Force Photographic

Competition 2010, culminating in an awards

ceremony on 12th October 2010 at the historic

Royal Air Force Club in London. A large

number of the entries in this year’s competition

reflected the broad range of operational and

pre-deployment training activities that are

undertaken by the Service in preparation for

Operation HERRICK, such as JHC’s Chinook

and Merlin helicopters that provide essential

mobility, moving personnel and equipment and

undertaking medical evacuations crewed by RAF

medical teams.

SAC Stier, a 27 year old reservist who

serves as the Squadron Photographer with

606 (Chiltern) Squadron Royal Auxiliary Air

Force (RAuxAF), won a total of three awards

including the prestigious “PR Photograph of

the Year” award. The winning image was taken

during his deployment to Exercise MERLIN

VORTEX in El Centro, California. He obtained

Pictured & right: SAC Stier’s

winning PR photographs,

entitled “Over the Desert”

JHC PHOTOGRAPHERSARE CHAMPIONSSenior Aircraftsman Andy Masson of RAF Odiham and Senior Aircraftman James Stier of RAF Benson, have celebrated considerable success in the annual RAF Photographic Competition.

a significant number of images reflecting the

environmental and tactical pre-deployment

training that the Merlin Force was undertaking

prior to its deployment in support of Operation

HERRICK in Afghanistan. Described as

“a talented young reservist” by his Officer

Commanding, SAC Stier also won the video

category for the 606 Squadron promotional video

filmed during a Squadron training exercise.

Originally from Barnsley in South

Yorkshire, James joined the RAuxAF in

July 2008 and currently commutes to his

commitments with 606 Squadron from his

home in Sheffield. James was motivated to

join the RAuxAF to challenge himself further

than he can outside the Armed Forces: “After

I got back from working in Asia on a project that

saw the production team walk from east to west

of the Himalayas in some really tough conditions,

I knew that I wanted to push myself in similar

ways, and the RAF provides those challenges.

The full time regular forces did appeal to me but

the reserves allows me to keep developing my

business, without sacrificing all that I’ve worked

for. Plus working with helicopters is cool.”

James is a photographer in his civilian life

but, as he explains, the role he completes in the

RAuxAF can be quite different: “It’s hard to

compare as both roles bring vastly different challenges.

As a civilian my role is always changing, especially

now with moving image. In the RAF it’s great to

know I can always be hands-on with the camera, doing

what I enjoy the most, without having to focus on

some of the downsides to running your own company.

My RAF career also pushes me in different ways;

the motivation isn’t business-focused, it’s more about

the people and the way the public interpret the work

they undertake. I see firsthand what an amazing

job all military personnel do, and being able to show

that through my work is constant motivation.”

JHC Photographers are Champions is continued on the next page with SAC Andy Masson and his winning portfolio. Ê

24 JOuRnAl Of THE JOinT HEliCOPTER COmmAnd » LZDZ » iSSuE 4, 2010 THE JHC - dElivERinG JOINt SuCCESS On OPERATiOnS 25

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D uring the Autumn of 2010, aircrew from across the Apache Helicopter Force, attached to 656 Squadron AAC, embarked onto HMS ARK ROYAL to reinvigorate the Apache maritime capability. Three hard weeks of demanding training in a tough, unforgiving environment alongside a highly professional Ship’s Company followed. This was the first significant embarkation of Apache Helicopters since 2005.The marinisation of the aircraft is the most significant part of pre-embarkation preparation. An airframe originally designed for land operations requires a detailed schedule of works to ready it for flight over sea. Initial flying training took place on the south coast with long days and nights of deck landing to attain the required qualifications. A total of 320 deck landings were logged during the deployment. Once the initial training was complete, it was time to sail north to operate predominantly off the Hebrides where the calm weather of week one was replaced with rough seas and high winds. The combination of a pitching, rolling carrier platform and high winds made deck handling and aircraft maintenance a real challenge. Perseverance and imagination on the part of the Arming Teams and REME engineers achieved exceptional aircraft availability. 95% of the 60 or so planned sorties were achieved.

6,000 rounds of 30mm were fired by day and night in support of Joint Fires training on the Cape Wrath range. As part of the exercise several focused kinetic strikes were launched against targets ashore. In addition the Apache was

656 Squadron army air CorpS, on ExErCiSE JOINT WARRIOR

Written By Major Mike Neville, Officer Commanding 656 Squadron, AAC

All

ph

oto

s co

urte

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f HM

S A

RK

RO

YA

L P

hoto

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ectio

n

656 Squadron Army Air Corps have embarked onto hMs ArK royAl to coincide with an annual

multinational exercise Joint WArrior. Fifteen nations took part with sub-surface, surface, aviation

and fast air involvement.

heavily involved in the training for countering Fast Inshore Attack Craft (FIAC) and counter shipping missions. All sorties involved planning in and flying from the ship, conducting the mission, then finding the ship again – sometimes up to 100 miles from the original take off point. Flying a five hour multi-task mission covering northern and western Scotland, flying through Skye, refuelling on land before tracking out across the sea to strike a ship, and finally returning to the ‘Mother Ship’ at night was a standard sortie in the last third of the exercise. Another mission included a pair of Grippen aircraft cueing AH via E3D for a target handover to a high value, time sensitive target strike.

With the Harrier fleet soon to be retired and Joint Strike Fighter still some years from coming into service the Apache Helicopter Force have, potentially, been presented with an opportunity. The Apache has performed above expectations, and has the capability to operate from the platforms of HMS OCEAN and ILLUSTRIOUS. 656 Squadron Army Air Corps has established a battle rhythm for enduring ops and the aircrew have experienced some of the most demanding and rewarding flying of their careers. The maritime environment offers new challenges, and as proven, no problem seems insurmountable.

ApAche FORce MARITIMe cApAbIlITy

22 journal of thE joint hEliCoptEr Command » lZDZ » iSSuE 4, 2010

thE jhC - dElivEring JOINT SuCCESS on opErationS 23

24Ê

UK Joint Aviation Group ...........................................

Op Herrick 13 Training, 3 PARA

Battlegroup Unearth a Surprise ...............................

Be Prepared ........................................................................

Royal Visit to 1 Regiment

Army Air Corps ...............................................................

Army Gliding Association’s

Champion Glider Pilot .................................................

Army Gliding Association’s Wyvern

Gliding Club Supports Battle Back .......................

Junglies Visit Cardiff ......................................................

Exercise Solent Owl .......................................................

My First Flying Tour .....................................................

Fencing at the Commonwealth

Championships 2010 .....................................................

Megavlanche 2010,

Going Rapidly Downhill ...........................................

E ven though 3rd MAW (Fwd)

arrived in southern Afghanistan

well-prepared and equipped for the

year-long deployment, Marines

and sailors know all too well that even the most

organized plan does not survive very long. The

command structure recently shifted, as the 1st

Marine Expeditionary Force (Fwd) transitioned

to Regional Command (South West). With

the majority of ISAF forces based in southern

UK Joint AviAtion GroUpJoins Forces with 3rd Marine air wing (Forward) in aFghanistan

Written By: 1st Lt. Cassandra Gesecki, PAO

Since taking over from Marine Aircraft Group 40 at Camp Leatherneck in April 2010, 3rd MAW (Fwd) has provided air support to over 40 forward operating bases spread across various Afghan communities, keeping those ground forces well supplied, fed, fueled and taken care of in times of emergency. 3rd MAW (Fwd), under BGen O’Donnell, now boasts a hefty historical account, having supported more than 18 named operations in Helmand province, throughout the Marines’ ever changing area of responsibility.

Afghanistan, the new structure now permits

ground commanders in the south to focus on

geographically smaller areas. The change also

helps to ensure greater partnering between the

Afghan National Security Forces and ISAF.

The re-organization roughly doubled

the Marine area of responsibility. “This

is a natural military progression based on the

number of troops serving here and the priority

placed on Helmand and Nimruz provinces,”

commented Maj Gen Mills, Comd RC

(SW), when news of the transition was

announced during the second week of June.

The new command structure now allows

3rd MAW (Fwd) improved means to support

ISAF forces operating in both Helmand and

Nimruz provinces. 3rd MAW (Fwd) also

adds to this portion of the fight by affording

movement for troops and government officials

and providing increased levels of aerial security

28 Journal oF the Joint helicopter coMMand » LZDZ » issue 4, 2010 the Jhc - delivering Joint success on operations 29

required for governance and development

to continue throughout the region.

The latest transition that the Wing has

undergone marked another historical milestone

for Gen O’Donnell and his Marines: the

United Kingdom’s Joint Aviation Group came

under control of 3rd MAW (Fwd) on June 1st.

By pooling the UK’s aviation resources, 3rd

MAW (Fwd)’s capabilities to support ground

forces expanded in several capacities. Both

forces are capitalizing on a greater unity of

effort and increasing efficiency with the US

and UK aircraft now under one command.

One example of the UK’s advanced air

support comes in the form of their state-of-

the-art MEDEVAC abilities. Their specially

configured CH-47 Chinook helicopters

bring the capabilities of a flying hospital to

the friendly forces in need on the ground.

When seconds count, these helicopters

increase the chances of wounded warriors

recovering from their battlefield injuries.

With all aviation units now being managed

under Gen O’Donnell’s leadership, the UK

assets compliment the Marine collection of

aircraft and bring increased firepower and

assault support capability to the fight.

The leadership from both 3rd MAW (Fwd)

and JAG insist it is really just business as usual.

The integration, through a step-by-step process

employed over six months, has gone flawlessly

and the US and UK military members are

working together like a well-oiled machine.

“We are totally integrated now,” said Gen

O’Donnell. “Here at the operational level as a Wing

Headquarters, we have more than a dozen UK staff

officers who work inside of, and are incorporated with

the Wing. It’s very important to note that these British

members of our team are not liaison officers - they are

action officers. They’re staff officers who work side-by-

side with Marines in the 3rd MAW (Fwd) staff.”

28Ê

CaptionCompetitionPlease send your caption comments to the Editor before Friday 6th February 2011 and the best ones will be included in the next edition of LZDZ

Exercise MARKET GARDEN 2010 was a multinational commemoration of the famous Battle of Arnhem, which took place in September 1944. The battle was part of the bold attempt by the Allies to capture bridges across the Rhine, during the largest airborne operation ever undertaken. Elements from 16 Air Assault Brigade contributed to the Exercise, including personnel from 16 Medical Regiment and 23 Engineer Regiment (Air Assault).

EXERCiSE

mARKetGARDen17th - 18th SEptEMBER 2010

24 airborne soldiers of 23

Engineer Regiment

(Air Assault) including

members of 299 Para

Sqn set off for the historic town of Arnhem

for their contribution to Exercise MARKET

GARDEN 2010. Departing early on Friday

morning we reached the astonishing town of

Arnhem in Holland by early afternoon and

stopped first in the Airborne Museum, where our

tour guide SSgt T (Burnie) Burns educated us on

some of the breathtaking WWII battles that had

taken place only yards away.

After a short battlefield tour we headed for

Harskamp where we were accommodated in

a Dutch training camp. That evening the four

participating nations came together in order to

sort out details and manifests. After 2 hours we

departed knowing which nations’ parachutes we

WRiTTEN by: L/Cpl Danny Rix

were going to be jumping - either American or

German. It turned out be a 50/50 split.

At 4am we made our way to Eindhoven

International Airport to prepare for the jump.

A dozen of us had been manifested to jump

German parachutes but got rerouted to jump

with the Dutch. However, 3 of the group did

manage to acquire German ‘chutes.

‘P’ hour was approaching and we boarded our

aircraft. Upon the command we stood up and

moved into position, hooking ourselves up and

checking our equipment. The next thing we saw

was the beaming red light and then the bellowing

of a siren through the aircraft, at which men

dispatched at an alarming rate. The same DZ

(Drop Zone) was used 66 years ago by the men

of 4 Para Brigade when they jumped into battle

on Operation Market Garden. On that day the

German SS Panzer Troops lay in wait covering

three sides of the DZ. The allied forces took

heavy losses whilst still in the air from heavy

German machine gun fire.

T he 16 Medical Regiment jump

marked 66 years to the day of

181 Airlanding Field Hospital

descending onto the same spot

in support of 16 Field Ambulance, who had

landed nearby the previous day.

On Friday 17th September, six members

of 16 Medical Regiment had an early reveille

to start the Exercise. Soldiers from 144

Para Med Squadron were also deployed,

providing medical cover. The UK was

the lead nation, but the exercise was run

alongside a number of allied nations, which

encourages interoperability. It was an excellent

opportunity to maintain parachuting skills

and currency ahead of 16 Air Assault Brigade’s

return to contingency operations. The Exercise

also gave paratroopers an opportunity to earn

WRiTTEN by: Captain Alan Parry, Unit Welfare

Officer, 16 Medical Regiment.

foreign wings for successful descents, thus

tightening bonds with our airborne allies.

The almost static flow of traffic on the

journey through Eindhoven and Nijmegen

gave the group a small, if somewhat less

dangerous insight into the struggle that

XXX (30) Corps had faced 66 years ago as

they tried to make their way up the single

road to their objective: Arnhem.

On Saturday the group moved to

Eindhoven: the mounting airfield. The aim: to

practice a small-scale parachute insertion from

a foreign airfield into an unfamiliar DZ. Two

waves were emplaned for the jump.

With over 620 parachutes descending,

the scale of the drop was far in excess of

what many of the more junior soldiers had

experienced. However, keeping their cool in

unusually packed airspace, all six members of

16 Med Regiment descended successfully, with

five of the party earning their US wings and

one their Dutch wings.

Pte Jewell, who was deployed on his first

Exercise MARKET GARDEN, said: “It was

amazing to see parachutes in every direction; above,

below and to the sides.”

Sgt Griffiths, who earned the Dutch wings,

was met on the DZ by his grandfather, an

original member of the Glider Pilot Regiment

during the operation itself in 1944. He said:

“it was an honour to commemorate something

of such significance to my grandfather and my

whole family. For him to be able to see me jump

makes that event all the more meaning ful.”

Later the group undertook a thoroughly

enjoyable battlefield tour of the landmarks and

sites that were significant to the original battle

of Arnhem Oosterbeek, and to pay respects,

gaining considerable awareness of the history

of the unit and the medical paratrooper.

To finish, the group attended a service

at the cemetery of Oosterbeek, giving all

Our jump was a complete success. After

landing in front of the many spectators we joined

the locals in celebrating and commemorating

our airborne forefathers. We headed into the

centre of town shortly after landing to see the

streets lined with maroon. All the houses where

flying the Pegasus emblem high and proud. It

was evident that everyone in the town had the

utmost respect for those soldiers that made the

treacherous descent 66 years ago. A parade of

around 500 re-enactors, in old school military

attire, drove past in assorted vehicles. It was an

incredible sight to see.

The following day we attended a full

memorial service at the local graveyard.

Thousands of people turned out to

commemorate the fallen heroes. We paid

our respects along with the other nations in

attendance and then headed off to the Engineer

Memorial to lay a 23 Engineer Regiment

wreath. Overall, it was an exciting, highly

enjoyable yet very moving visit to Arnhem.

23 enGineeR ReGiment

12 jouRnal of thE joint hEliCoptER CoMMand » LZDZ » iSSuE 4, 2010 thE jhC - dElivERing Joint SuCCESS on opERationS 13

16 meDiCAL ReGiment

those present the opportunity to reflect

on the efforts and sacrifices that had been

made 66 years earlier, instilling yet more

pride and esprit de corps in the

history of the paratrooper.

216 Parachute Signal Squadron Rear Party Parachute Jump article is on the next page. Ê

12Ê

T he Merlin helicopter

was one of a number

of RAF Merlins and

Chinooks training in

Morocco as part of Exercise JEBEL

SAHARA. The Exercise is chiefly in

support of Moroccan troops from le

2eme d’Infanterie Parachutiste, and

also allows aircrew and support staff

to undertake essential environmental

training for current operations.

The dramatic rescue began rather

bizarrely with an off-duty Officer in the

Royal Air Force. He was taking part in

a paragliding expedition in the area and

was aware of a paragliding incident that

required urgent medical assistance. Due

to the location of the incident, it could

have been some time before ground

assistance could reach the injured man.

The off-duty Flight Lieutenant then

spotted a Chinook flying overhead.

Recognising it as a UK asset, he

called back to the home base for the

Chinooks in the UK, RAF Odiham,

in an attempt to get a message to

the detachment in Morocco.

The Moroccan Services gave

close assistance and co-operation

MERLIN IN MOROCCAN RESCUEA Royal Air Force Merlin helicopter from RAF Benson was involved in the dramatic rescue of an injured paraglider in the Atlas Mountains of Morocco whilst training in the country.

and the Merlin was quickly re-tasked and

launched to the incident location. Their

task was to locate the injured paraglider,

deliver Royal Air Force medical personnel

to his location, and then extract all to the

nearest hospital. This is very similar to the

Medical Evacuation or Casualty Evacuation

role the Merlin has previously undertaken

in operational theatres such as Iraq.

Flight Lieutenant Sherry Conway, the

Intensive Care Nurse who was deployed

as part of the medical team on the Merlin,

explained, “The patient had sustained serious

injuries and had been on the ground for about an

hour before we got to the scene, so had deteriorated.

With our medical intervention his condition was

optimised for transfer (to medical facilities).”

Speaking of the rescue, Commander Joint

Helicopter Force (Morocco), Wing Commander

Reg Barker, said, “It’s fantastic to be able to use

Royal Air Force helicopters here for a real rescue. It

also allowed us to test our emergency procedures in

the Exercise Headquarters. There was a real buzz

and a feeling of a worthwhile job well done by all

of the Operations staff, Medics and the crew.”

A year in the planning, the exercise,

mainly in support of exercise

troops from le 2eme Brigade

d’Infanterie Parachutiste and the

Royal Gibraltar Regiment, was an important

opportunity for aircrew and support staff to

undertake vital Op HERRICK environmental

training. Morocco offers excellent exposure to

flying hot and high, giving crews and ground

staff good experience in dealing with the harsh

conditions that prevail in desert environments.

First led by RAF Odiham in 2007, Exercise

Project Officer Flight Lieutenant Jen Lavender

Written By: Flt Lt Anna Davies, RAF Odiham Media Communications Officer

EXERCISE JEBEL SAHARA 2010

HOT&HIGH TRAINING

the Merlin crews is vital; it reduces the demand on

the enabling support elements and shares the manning

burden between the two units.”

The Exercise is a pivotal training

element of the Chinook OCF course.

Flight Lieutenant Giles Edwards, an OCF

Instructor shared his thoughts: “It is important

that, rather than using simulators to replicate

the hot, high and dusty environment, students

are able to experience it for real, with the added

benefit and realism of troop movements.”

He went on to explain that three each of the

ten crewmen and pilots undergoing training on

the OCF would be deploying to Afghanistan

within two weeks of their graduation in

November. Realism of training therefore must

be second-to-none.

Keeping the Chinooks serviceable is the

job of Junior Engineering Officer Flight

Lieutenant Joe Reynolds and his team from

18/27 Engineering Squadron. Operating in a

desert environment brings with it significant

engineering challenges; learning to deal

with and adapting to these challenges has

to be practised. Joe, already with one Op

HERRICK tour under his belt explained: “It

is essential that personnel, especially young ‘techies’,

understand the way that the Chinook operates

in a desert environment. This kind of exercise is

particularly important for the young guys who have

yet to deploy.”

Learning how to operate from an austere

environment is also good practise, as is learning

about the importance of team work and

camaraderie. SAC Dan Sharratt, an Aircraft

Maintenance Mechanic based at RAF Odiham,

is due to deploy to Afghanistan in February

2011 and feels that the detachment has been a

good opportunity to forge friendships: “It’s good

fun and has made us all closer mates.”

Logistic support to the Exercise was

provided by Flight Lieutenant Lindsay Clark

and her team. A week prior to the main

deployment, a road convoy carrying all the kit

required for set up made the 1,900km move

from the UK. With 26 articulated lorries,

the convoy provided an excellent training

opportunity for newer members of the team.

Logistics personnel ensured that the detachment

ran smoothly – they set up camp and provided

ongoing assistance. By the end of the Exercise,

the Movements Team had dealt with over 500

personnel movements in and out of Morocco

and the Catering Team had provided 450

meals a day at three separate sittings, plus

duty meals and packed lunches. The logistic

chain from the UK to North Africa is long,

which inevitably resulted in communication

difficulties; the team worked hard to ensure

that disruption was kept to a minimum. Flight

Lieutenant Clark said, “The Exercise required

an extensive logistics effort. Different logistic

elements have worked well together to find innovative

measures to solve problems as and when needed.”

With the number of personnel deployed

on the Exercise peaking at 220, dealing

with administrative and personnel issues

became a top priority. Heavily involved in

the planning for the Exercise and working

solidly to ensure that all personnel needs

were met were Flight Lieutenant Sarah

Dickson and Sergeant Helen Fryett. Arriving

with the advance party and last to leave, the

responsibilities of the administrative team

were varied and ranged from the glamorous

task of sorting out the laundry, tackling the

complex and ever-changing accommodation

plot and accommodation bill to dealing with

personnel welfare issues. The team worked

hard to establish good working relationships

with local business; most importantly the

bank manager! Sarah sees cutting costs as

a main factor contributing to the success

of the Exercise: “We have been reducing costs

where we can. It has been a main priority; the

way we accommodate personnel and how we

provide them with food - cost has been a factor.”

Wing Commander Reg Barker, Commander

Joint Helicopter Force (Morocco), summed up

the Exercise: “Exercise JEBEL SAHARA hones

all of the skills we need to operate helicopters effectively.

Operating from a tented site, our Headquarters, aircraft

engineering and all elements of ground support have

been tested. It has been a fantastic experience and has

provided vital training to keep us on top of our game

ready for modern-day operations.”

16 jOuRNaL Of THE jOINT HELIcOpTER cOMMaNd » LZDZ » ISSuE 4, 2010 THE jHc - dELIvERING JOINT SuccESS ON OpERaTIONS 17

Exercise JEBEL SAHARA 2010 kicked off in October 2010 with up to 220 personnel from RAF Odiham and RAF Benson deployed to Morocco with four Chinooks and three Merlins.

explained that Exercise JEBEL SAHARA is

one of three major training exercises organised

and conducted by the Support Helicopter

Force Headquarters (SHFHQ). Operational

Flights from RAF Odiham, 18(B) Squadron,

A Flight and 27 Squadron, A Flight deployed

for the first phase of the Exercise with the

Chinook Operational Conversion Flight (OCF)

deploying in the later half. Joining the Chinook

crews were personnel from 28 Squadron, RAF

Benson. Exercise Chief of Staff, Squadron

Leader James Parker explained the importance

of working with the Merlins, “Deploying with

Pictured & ABove: The Merlin helicopter approaches

the location of the casualty, RAF Medics offer emergency

assistance to the casualty and prepare him for transit to hospital

16Ê 22Ê

4 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions �

As this edition goes to print, 16 Air Assault Brigade will be approaching the midway point of their tour in Afghanistan. The feedback that we have received so far is that they are performing exceptionally well.

and a half years the JHC has been awarded: 5

CBEs, 13 OBEs, 40 MBEs, 3 CGCs, 11 MCs, 2

AFCs, 7 DFCs, 2 QGMs and countless citations.

However, perhaps more impressive, has been

the resilience and fortitude of our families, for

without their support and encouragement we

would arguably have achieved considerably

less. It has been a constant source of frustration

that I have not had the means to address their

key concerns as much as I would like, such as

the quality of accommodation or the services

provided at base locations. That said, we

recently launched the JHC Personnel Strategy

and I am hopeful that this will help to make

tangible improvements to their quality of life.

Thank you all for your hard work

and I look forward to meeting as many

of you and your families as I can prior

to relinquishing command.

Very many thanks,

F light Lieutenant Ian Fortune,

from 27 Squadron was given

the honour for his actions

whilst on operations in

Afghanistan during January 2010. As

Commander of the Immediate Response

Team (IRT) Chinook helicopter, Flight

Lieutenant Fortune was scrambled to

conduct an emergency medical evacuation

of six casualties with gunshot wounds.

Whilst manoeuvring into the emergency

landing site the aircraft came under enemy

fire. Ian continued to hold his position to

allow the casualties on board despite the

aircraft being hit several times. One of

the rounds affected the flight stabilisation

system, making the aircraft much harder

to control and even when a round came

through the cockpit and hit the front of

Ian’s helmet shattering his visor and causing

deep lacerations to his face he retained

control and continued to take evasive action

managing to keep the aircraft stable enough

to enable the medical team to work on the

casualties. All of the casualties survived

and the assessment of the doctors was that

one of them would have died had he not

been evacuated in such a timely fashion.

On hearing the news of his award

Flight Lieutenant Fortune said: “I feel truly

honoured to have been awarded a DFC and

Two Royal Air Force Odiham personnel have been awarded the prestigious Distinguished Flying Cross (DFC) for their bravery and service in Afghanistan.

am filled with a sense of immense pride. However,

similar deeds occur unnoticed on an almost daily

basis in Afghanistan and it is my privilege to serve

and operate with fellow military aircrew and ground

troops to whom this award is also a tribute.”

Flight Lieutenant Timothy Pollard from 18

Squadron, RAF Odiham also received the DFC

for his actions in Afghanistan. As the handling

pilot for the Immediate Response Team (IRT)

Chinook, Flight Lieutenant Pollard and his crew

were scrambled to recover five casualties that had

been sustained as a result of a motorcycle borne

suicide improvised explosive device. Due to

problems with the intercom system, the Captain

had to shout to make himself heard above the

cockpit noise. Acknowledging the seriousness of

the casualties, Pollard quickly assumed command

of the situation and in consultation with the

rest of the crew elected to continue the mission.

During the final stages of his approach towards

the incident site, a bullet entered the aircraft

shattering the Control Cylinder for the Rotor

Brake, covering Pollard in highly flammable

hydraulic fluid. Having quickly and calmly

ascertained the nature of the fluid leak, Pollard

was satisfied that the aircraft was still reasonably

serviceable and elected to land and pick up the

casualties. Whilst on the ground the aircraft

continued to come under sustained, effective

enemy fire so fierce that it initially prevented

the stretcher parties getting to the aircraft.

disTinguisHEd flyInG croSS

� journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions �

PiCtUred: Flight

Lieutenant Timothy

Pollard (left) and

Flight Lieutenant Ian

Fortune (right).

oPerational HonoUrs list 2010 air force CrossFlight Sergeant A R Davey, RAF,

RAF Odiham

distinguished flying CrossFlight Lieutenant A M Nethaway, RAF,

RAF Odiham

Flight Lieutenant I A Fortune, RAF,

RAF Odiham

Flight Lieutenant T R Pollard BEng (Hons),

RAF, RAF Odiham

Queen’s Commendation for braveryFlight Lieutenant A N R Townsend, RAF,

RAF Odiham

Queen’s Commendation for valuable serviceWarrant Officer Class 2 P J Lindsay, AAC,

3 Regiment AAC

Commander Joint operations’ CommendationCaptain N C W Purdy, R SIGNALS,

21 Sig Regt 220 Sig Sqn (2AS)

QUeen’s birtHdaY HonoUrs list 2010

ROyAl NAvyobeCaptain P K Shawcross

Commando Helicopter Force

mbeLieutenant J R Bevan

Mutli Engine Rotary Wing Training

Lieutenant Commander R M J Sutton

845 Naval Air Squadron

Lieutenant Commander D J Thorne

Special Duties Squadron

meritorious service medal, Royal NavyWarrant Officer 1 (AET) Landeryou

Commando Helicopter Force

Chief petty officer AEM(M) Munn

845 Naval Air Squadron

ARmyobeColonel D P Turner, Late Army Air Corps

Lieutenant Colonel G P Wilkinson

Royal Regiment of Artillery

mbeMajor G Muirhead, The Parachute Regiment

Major J M Pott, The Parachute Regiment

Commander-in-Chief’s Certificate for meritorious serviceCaptain R Hinton

Royal Army Medical Corps

Warrant Officer Class 2 C Brooks

Corps of Royal Electrical and

Mechanical Engineers

Warrant Officer Class 2 G Drury

Army Air Corps

meritorious service medal, Army Captain P M Carpenter

The Royal Logistics Corps

Captain M M G Nicol, Army Air Corps

Warrant Officer Class 2 K J Bridge

Army Air Corps

Warrant Officer Class 1 M A Chadwick

The Parachute Regiment

Warrant Officer Class 1 S R English

Corps of Royal Electrical and

Mechanical Engineers

Warrant Officer Class 1 D L Hyland

Corps of Royal Electrical

and Mechanical Engineers

Warrant Officer Class 2 D W Maxwell

Royal Corps of Signals

ROyAl AiR FORCeobeGroup Captain D J Torianti MBE

Ex RAF Odiham

mbeSergeant A D Bowman

JHC FS Aldergrove

Flight Sergeant W Draper

RAF Odiham

Flight Sergeant A M Fry

RAF Odiham

Warrant Officer G D Grimshaw

RAF Odiham

Mrs S O’Flaherty-Hobbs

RAF Odiham

Warrant Officer L G Hotson,

JHC FS Aldergrove

Reverend D Weir, JHC FS Aldergrove

Commander-in-Chief air Command CommendationsSquadron Leader J J Turner, RAF Benson

Warrant Officer N Burton, JHC FS Aldergrove

Flight Sergeant M J Daly, JHC FS Aldergrove

Sergeant M Foulds, RAF Odiham

Corporal P H McGilton, RAF Benson

meritorious service medal, Royal Air ForceWarrant Officer R W Burke Smith

RAF Benson

Flight Sergeant M J Adams, RAF Odiham

air officer Commanding CommendationsSergeant C A Curran, RAF Benson

Senior Aircraftman (T) M A Brown

RAF Benson

Honours & AwArDS

marshalling helicopters in the hover and

hooking and unhooking loads. Trooping drills

were also completed to practice quick and safe

embarkation and disembarkation and over 50

troops from 7 Regt Royal Signals enjoyed a

local area familiarisation flight.

The third day started with a dawn

departure in three ship formation to Vliehors

Range, a sand island off the north coast of

Holland, for live firing. The REBRO was

deployed to Dutch Naval Air Station De Kooy

to maintain effective communication with

the CP. The weather had been forecast to be

windy but the exposed range was feeling the

full force of North Sea winds that day. The

windspeed increased over the limit for the

safe conduct of Air to Ground firing and, as

we departed back to Bruggen, the wind was

gusting to 42kts (over 50mph) meaning no

live firing was achieved.

For the final exercise, the 652 Sqn QHTI

had prepared “the worst day in Afghanistan”.

The three hour scenario included many

situations that the aircrew could expect to face

on operations: vehicle over-watch and route

cover, vehicle interdiction, applying the rules of

engagement, dynamic re-tasking, calling for fire

and a downed aircraft scenario. The day proved

to be good preparation for what lies ahead for

the Squadron over the next 12 months.

The final night was spent in a harbour area,

giving the aircrew some field living practice.

The dry weather enjoyed through the week did

not continue and rain fell until the early hours

of the morning, a good reminder of what kit

should be routinely carried when flying in case

a night under the stars is required.

After a warming breakfast the FARP

and CP were closed down and the Squadron

Group returned to Gutersloh. Ex Eagle

Strike had provided 661 Sqn-Gp the

opportunity to deploy and deliver aviation

capability before being committed to the

SSCBG (the main effort of the week). The

exercise also started the integration of MSS

B Flight and REME into 661 Sqn-Gp.

The training provided a very relevant and

realistic scenario for continued combat ready

training but less windy conditions have

been requested for future live firing.

T he 661 Squadron Group deployed

with 44 personnel, three Lynx

Mk7 helicopters and associate

support during 13th - 17th

September 2010 to prepare for the role of Small

Scale Contingency Battlegroup (SSCBG) Lynx

Squadron Group. The training objectives were

to conduct Air to Ground Live Fire Tactical

Training, practice the establishment and

operation of a Forward Air Refuelling Point

(FARP), Command Post (CP) and Rebroadcast

Facility (REBRO), and to rehearse Op

HERRICK style tactical scenarios under

the coordination of the 652 Sqn Qualified

Helicopter Tactics Instructor (QHTI).

After a four hour road move from Princess

Royal Barracks, Gutersloh to the exercise area

(significantly longer and less comfortable then

the equivalent air move) the 661 Squadron

Group established its FARP and CP at the old

12 Flt AAC facilities at Javelin Barracks and had

completed its airborne recce of the local area by

the end of a long day’s work.

The second day was used for underslung

load training with the ground crew practicing

E X E r c i s E

EAGlEsTrikE

661 Squadron group rehearse op Herrick style tactics during deployment to Javelin Barracks (the late RAF Bruggen).

� journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions �

10 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 11

W ork motivation is currently

a growing topic within

the realm of organisational

behaviour. Indeed, the

value of human capital is more important

than ever especially given the looming impact

of the Defence reviews. In such times, it is

vital that every organisation ensures that its

members are delivering to the utmost of their

potential. Given the challenges that we face as

an organisation this rings true. However, the

strength of the JHC lies within its people; we

possess much of the same equipment as many

other nations (no need for cynicism!), yet we

deliver to an exceptional level, regardless of the

task and in the face of some extreme challenges.

But times are changing. This is borne out

of the changing attitudes and behaviours of the

new entrants to our organisation, ‘Generation

Y’. For those unfamiliar with this term,

generational theory seeks to understand the

impacts that societal changes have on different

age groups or ‘cohorts’. Every generation is

different to the next, but the rapid advances

in modern life are challenging some of the

assumptions that we hold about our ability to

motivate our personnel.

so to motivationThere is a vast array of literature regarding this

subject and many valid theories. However,

during my research in to the ‘Motivation of RAF

Aircrew in the JHC’, I chose a theory developed

by Fredrick Herzberg in 1968. In his seminal

article ‘One more time: How you motivate your

employees’ in the Harvard Business Review

he stated that motivation is a matter of who is

motivated. Explained in the terms of a Kick

in the Rear, he stated that it is the kicker who

is motivated, the kicked is merely moved.

Therefore, the goal of any organisational system

should be to generate intrinsic motivation;

that is, each employee is self-motivated to

achieve the task. Herzberg’s Two-factor

Theory identified a number of factors relating

table 1: Hygiene, Satisfaction and Motivation Factors (adapted from Herzberg (1968))

moTivaTEd? (or mErEly movED)? ‘the goal of any organisational system should be to generate intrinsic motivation;’

to employment. He determined that hygiene

factors were necessary to prevent dissatisfaction,

but not to motivate whereas motivation

factors could not prevent dissatisfaction.

With the help of over 70 Generation Y RAF

Aircrew in the JHC, I was able to develop

this to create a working model based on

Herzberg’s original theory (figure 1, below).

the resultsThe results of the study can be seen in Table

1 (right). It tells us that it in order to prevent

dissatisfaction aircrew should be given

recognition for their achievements and have a

potential to grow (clear opportunities) within

the organisation. Interpersonal relationships

are also important and that work should not

impact on their personal life. To increase their

satisfaction, they should be given responsibility,

but can help to contextualise the challenge that

‘the management’ faces. However, whilst some

issues cannot be changed, others can be acted on

quite easily. The Chartered Institute of Personnel

Development (CIPD) studied a number of high

performing companies to determine how they

achieved discretionary (above what was expected)

behaviour from their employees. They found that

the most important factor in achieving this was

the vital role of the Front-line manager; to us,

the Flight Commander. They must praise their

staff and also know what motivates each of them

individually. Moreover, they must be prepared to

listen to them and engender the respect of those

in their command.

It is impossible to cover the entire scope

of the study in the space available in LZDZ.

However, it is an important area for the JHC;

have good working conditions and progress

professionally. Finally, they are specifically

motivated by achievement and to a lesser

degree status. However, the most important

factor in their motivation was ‘the job itself ’.

If it is interesting, varied and challenging, they

will be motivated.

What this meansViewed against the current operational backdrop,

the stresses of deploying could impact their

personal life and was identified in the research.

The reduction of flying hours via the AFT on

some fleets could impact the potential to grow

and the ability to progress professionally. Finally,

the focus on a single mission could provide plenty

of challenge, but may lack variety and cease to

be interesting after a while. This is merely a

small snapshot of a very wide range of issues,

will the assumptions on which it bases its ability

to motivate its staff remain valid in the future?

This can only be answered if those assumptions

are continually challenged. Finally, a big ‘thank

you’ to all the aircrew who gave their time

to participate in the research. If you have any

questions about this or would like a copy of the

study, please contact Sqn Ldr Steve McCann

(230 Sqn, 95261 Ext: 8059).

Factors characterising 1,844 events on the job that led to extreme dissatisfaction

Factors characterising 1,753 events on the job that led to extreme satisfaction

Percentage frequency

Achievement

Recognition

Work Itself

Responsibility

Advancement

Growth

Company policy and administration

Supervision

Relationship with Supervisor

Work Conditions

Salary

Relationship with Peers

Personal Life

Relationship with Subordinates

Status

Security

All factors contributing

to job dissatisfaction

All factors contributing

to job satisfaction

Ratio and Percentage

80 60 40 20 0 20 40 60 80

Hygiene

Motivators

figUre 1: Herzberg’s Two-factor Theory (source: Harvard Business Review)

Hygiene (Remove dissatisfaction) satisfaction (Increase satisfaction) motivation (Increase performance)

‘Policies and administration’, ‘Growth Potential’, ‘Recognition for achievement’, ‘Personal life’ and ‘Interpersonal relationships’

Responsibility’, ‘Working conditions’ and ‘Advancement’.

‘The job itself ’, ‘Achievement’ and ‘Status’

Written bY: Sqn Ldr Steve McCann, 230 Squadron, RAF Benson

capTion compEtItIonPlease send your caption comments to the editor before Friday 6th February 2011 and the best ones will be included in the next edition of lZDZ

exercise marKet garden 2010 was a multinational commemoration of the famous Battle of Arnhem, which took place in September 1944. The battle was part of the bold attempt by the Allies to capture bridges across the Rhine, during the largest airborne operation ever undertaken. elements from 16 Air Assault Brigade contributed to the exercise, including personnel from 16 medical Regiment and 23 engineer Regiment (Air Assault).

EXErcisE

mArKEt GArDEn17TH - 18TH sEpTEmBEr 2010

24 airborne soldiers of 23

Engineer Regiment

(Air Assault) including

members of 299 Para

Sqn set off for the historic town of Arnhem

for their contribution to Exercise MARKET

GARDEN 2010. Departing early on Friday

morning we reached the astonishing town of

Arnhem in Holland by early afternoon and

stopped first in the Airborne Museum, where our

tour guide SSgt T (Burnie) Burns educated us on

some of the breathtaking WWII battles that had

taken place only yards away.

After a short battlefield tour we headed for

Harskamp where we were accommodated in

a Dutch training camp. That evening the four

participating nations came together in order to

sort out details and manifests. After 2 hours we

departed knowing which nations’ parachutes we

Written bY: L/Cpl Danny Rix

were going to be jumping - either American or

German. It turned out be a 50/50 split.

At 4am we made our way to Eindhoven

International Airport to prepare for the jump.

A dozen of us had been manifested to jump

German parachutes but got rerouted to jump

with the Dutch. However, 3 of the group did

manage to acquire German ‘chutes.

‘P’ hour was approaching and we boarded our

aircraft. Upon the command we stood up and

moved into position, hooking ourselves up and

checking our equipment. The next thing we saw

was the beaming red light and then the bellowing

of a siren through the aircraft, at which men

dispatched at an alarming rate. The same DZ

(Drop Zone) was used 66 years ago by the men

of 4 Para Brigade when they jumped into battle

on Operation Market Garden. On that day the

German SS Panzer Troops lay in wait covering

three sides of the DZ. The allied forces took

heavy losses whilst still in the air from heavy

German machine gun fire.

T he 16 Medical Regiment jump

marked 66 years to the day of

181 Airlanding Field Hospital

descending onto the same spot

in support of 16 Field Ambulance, who had

landed nearby the previous day.

On Friday 17th September, six members

of 16 Medical Regiment had an early reveille

to start the Exercise. Soldiers from 144

Para Med Squadron were also deployed,

providing medical cover. The UK was

the lead nation, but the exercise was run

alongside a number of allied nations, which

encourages interoperability. It was an excellent

opportunity to maintain parachuting skills

and currency ahead of 16 Air Assault Brigade’s

return to contingency operations. The Exercise

also gave paratroopers an opportunity to earn

Written bY: Captain Alan Parry, Unit Welfare

Officer, 16 Medical Regiment.

foreign wings for successful descents, thus

tightening bonds with our airborne allies.

The almost static flow of traffic on the

journey through Eindhoven and Nijmegen

gave the group a small, if somewhat less

dangerous insight into the struggle that

XXX (30) Corps had faced 66 years ago as

they tried to make their way up the single

road to their objective: Arnhem.

On Saturday the group moved to

Eindhoven: the mounting airfield. The aim: to

practice a small-scale parachute insertion from

a foreign airfield into an unfamiliar DZ. Two

waves were emplaned for the jump.

With over 620 parachutes descending,

the scale of the drop was far in excess of

what many of the more junior soldiers had

experienced. However, keeping their cool in

unusually packed airspace, all six members of

16 Med Regiment descended successfully, with

five of the party earning their US wings and

one their Dutch wings.

Pte Jewell, who was deployed on his first

Exercise MARKET GARDEN, said: “It was

amazing to see parachutes in every direction; above,

below and to the sides.”

Sgt Griffiths, who earned the Dutch wings,

was met on the DZ by his grandfather, an

original member of the Glider Pilot Regiment

during the operation itself in 1944. He said:

“it was an honour to commemorate something

of such significance to my grandfather and my

whole family. For him to be able to see me jump

makes that event all the more meaning ful.”

Later the group undertook a thoroughly

enjoyable battlefield tour of the landmarks and

sites that were significant to the original battle

of Arnhem Oosterbeek, and to pay respects,

gaining considerable awareness of the history

of the unit and the medical paratrooper.

To finish, the group attended a service

at the cemetery of Oosterbeek, giving all

Our jump was a complete success. After

landing in front of the many spectators we joined

the locals in celebrating and commemorating

our airborne forefathers. We headed into the

centre of town shortly after landing to see the

streets lined with maroon. All the houses where

flying the Pegasus emblem high and proud. It

was evident that everyone in the town had the

utmost respect for those soldiers that made the

treacherous descent 66 years ago. A parade of

around 500 re-enactors, in old school military

attire, drove past in assorted vehicles. It was an

incredible sight to see.

The following day we attended a full

memorial service at the local graveyard.

Thousands of people turned out to

commemorate the fallen heroes. We paid

our respects along with the other nations in

attendance and then headed off to the Engineer

Memorial to lay a 23 Engineer Regiment

wreath. Overall, it was an exciting, highly

enjoyable yet very moving visit to Arnhem.

23 EnGInEEr rEGImEnt

12 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 13

1� mEDIcAl rEGImEnt

those present the opportunity to reflect

on the efforts and sacrifices that had been

made 66 years earlier, instilling yet more

pride and esprit de corps in the

history of the paratrooper.

216 Parachute Signal Squadron Rear Party Parachute Jump article is on the next page. Ê

T he Drop Zone was at Weston

On The Green. Once airborne

we immediately prepared for

action by removing seatbelts,

stowing the seats and rechecking our

equipment. The door was already open and

the red light was on. We waited for the

Green Light and the thumbs up from the

dispatcher… GO! Cpl Dunseith ducked to

avoid hitting his head on the back of the

plane and stepped out, with the rest of us

following. After about three seconds I felt

my chute opening and looked up to check

everything was in order. I pulled one of

the risers to steer away from Cpl Disney. I

checked below before operating the handle

to release my kit so that it dropped away

onto the 12ft of rope attached to me. As

there wasn’t much wind I didn’t really

need to adjust my drift, so I spent the next

20 seconds enjoying the view and feeling

grateful I was the last man out, as I had less

distance to walk to get off the DZ!

I kept my body tight and accepted the

landing, this time a kind of-side right, and

immediately carried out a roll. A quick check

let me know all my body parts were where they

should be, and therefore, it had been another

successful jump!

Written bY: Cpl Wood

216 paracHuTE signal squadron rEAr pArty pArAchUtE jUmp

Seven members of the Rear Party, 216 Parachute Signal Squadron completed a parachute jump from a Skyvan aircraft. Capt Jordan, WO2 (SSm) Robertson, SSgt Fyfe, SSgt marshall (Nail), Cpl Dunseith (Bartez), Cpl Disney (Spanner) and Cpl Wood arrived at RAF Brize Norton to complete it. The Skyvan is a pretty amazing piece of technology. it looks like a caravan with wings but can actually fly!

14 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 1�

royal HospiTal cHElsEa

70TH annivErsary of thE AIrbornE forcES

T he idea of ‘Sky Soldiers’

is by no means a recent

thought; Benjamin

Franklin envisioned a

time when soldiers would be delivered

from the sky, with a crude, rudimentary

understanding of parachutes: On a

beautiful mid-summer’s evening in,

indeed perfect parachuting conditions,

a small delegation from 7 Para RHA,

21 Bty RA and 289 Bty RA were given

the highest honour of representing the

airborne gunners at a chapel service and

dinner at the Royal Hospital Chelsea.

This prestigious event on Thursday

24th June was to celebrate the 70th

anniversary of the airborne forces whose

history dates back 70 years and two days,

to the day when Sir Winston Churchill

signed the memorandum calling for a

force of 5,000 paratroopers. It was

attended by a number of high

profile guests including HRH

Prince of Wales and Baroness

Thatcher. 7 Para RHA were

represented by the Honorary

Colonel, Maj Gen WH

‘Where is the prince who can afford so to cover his country with troops for its defense, so that ten thousand men descending from the clouds might not, in many places, do an infinite deal of mischief before a force could be brought together to repel them?’

Moore CBE, past members of the regiment

including Mr Sam O’Neill and Mr Simon

Clegg OBE, Chief Executive of Ipswich Town

Football Club, a number of regimental officers

and a selection of Battery Sergeant Majors. The

regiment also provided two 105mm light guns

with crews and fired to signify the call to dinner.

The evening was a true airborne event

attended by many airborne legends. The type

of men so fittingly described by Field Marshal

The Viscount Montgomery of Alamein as thus:

‘What manner of men are these who wear the maroon

red beret? They are firstly all volunteers, and are

then toughened by hard physical training. As a result

they have that infectious optimism and that offensive

eagerness which comes from physical well being.

They have jumped from the air and by doing so have

conquered fear. Their duty lies in the van of the

battle: they are proud of this honour and have

never failed in any task. They have the highest

standards in all things, whether it be skill

in battle or smartness in the execution

of all peace time duties. They have

shown themselves to be as tenacious

and determined in defence as they are

courageous in attack. They are, in fact,

men apart – every man an Emperor.’

T he Merlin helicopter

was one of a number

of RAF Merlins and

Chinooks training in

Morocco as part of Exercise JEBEL

SAHARA. The Exercise is chiefly in

support of Moroccan troops from le

2eme d’Infanterie Parachutiste, and

also allows aircrew and support staff

to undertake essential environmental

training for current operations.

The dramatic rescue began rather

bizarrely with an off-duty Officer in the

Royal Air Force. He was taking part in

a paragliding expedition in the area and

was aware of a paragliding incident that

required urgent medical assistance. Due

to the location of the incident, it could

have been some time before ground

assistance could reach the injured man.

The off-duty Flight Lieutenant then

spotted a Chinook flying overhead.

Recognising it as a UK asset, he

called back to the home base for the

Chinooks in the UK, RAF Odiham,

in an attempt to get a message to

the detachment in Morocco.

The Moroccan Services gave

close assistance and co-operation

mErlin in moroccAn rEScUEA Royal Air Force merlin helicopter from RAF Benson was involved in the dramatic rescue of an injured paraglider in the Atlas mountains of morocco whilst training in the country.

and the Merlin was quickly re-tasked and

launched to the incident location. Their

task was to locate the injured paraglider,

deliver Royal Air Force medical personnel

to his location, and then extract all to the

nearest hospital. This is very similar to the

Medical Evacuation or Casualty Evacuation

role the Merlin has previously undertaken

in operational theatres such as Iraq.

Flight Lieutenant Sherry Conway, the

Intensive Care Nurse who was deployed

as part of the medical team on the Merlin,

explained, “The patient had sustained serious

injuries and had been on the ground for about an

hour before we got to the scene, so had deteriorated.

With our medical intervention his condition was

optimised for transfer (to medical facilities).”

Speaking of the rescue, Commander Joint

Helicopter Force (Morocco), Wing Commander

Reg Barker, said, “It’s fantastic to be able to use

Royal Air Force helicopters here for a real rescue. It

also allowed us to test our emergency procedures in

the Exercise Headquarters. There was a real buzz

and a feeling of a worthwhile job well done by all

of the Operations staff, Medics and the crew.”

A year in the planning, the exercise,

mainly in support of exercise

troops from le 2eme Brigade

d’Infanterie Parachutiste and the

Royal Gibraltar Regiment, was an important

opportunity for aircrew and support staff to

undertake vital Op HERRICK environmental

training. Morocco offers excellent exposure to

flying hot and high, giving crews and ground

staff good experience in dealing with the harsh

conditions that prevail in desert environments.

First led by RAF Odiham in 2007, Exercise

Project Officer Flight Lieutenant Jen Lavender

Written bY: Flt Lt Anna Davies, RAF Odiham Media Communications Officer

EXErcISE jEbEl SAhArA 2010

HoT&HigH trAInInG

the Merlin crews is vital; it reduces the demand on

the enabling support elements and shares the manning

burden between the two units.”

The Exercise is a pivotal training

element of the Chinook OCF course.

Flight Lieutenant Giles Edwards, an OCF

Instructor shared his thoughts: “It is important

that, rather than using simulators to replicate

the hot, high and dusty environment, students

are able to experience it for real, with the added

benefit and realism of troop movements.”

He went on to explain that three each of the

ten crewmen and pilots undergoing training on

the OCF would be deploying to Afghanistan

within two weeks of their graduation in

November. Realism of training therefore must

be second-to-none.

Keeping the Chinooks serviceable is the

job of Junior Engineering Officer Flight

Lieutenant Joe Reynolds and his team from

18/27 Engineering Squadron. Operating in a

desert environment brings with it significant

engineering challenges; learning to deal

with and adapting to these challenges has

to be practised. Joe, already with one Op

HERRICK tour under his belt explained: “It

is essential that personnel, especially young ‘techies’,

understand the way that the Chinook operates

in a desert environment. This kind of exercise is

particularly important for the young guys who have

yet to deploy.”

Learning how to operate from an austere

environment is also good practise, as is learning

about the importance of team work and

camaraderie. SAC Dan Sharratt, an Aircraft

Maintenance Mechanic based at RAF Odiham,

is due to deploy to Afghanistan in February

2011 and feels that the detachment has been a

good opportunity to forge friendships: “It’s good

fun and has made us all closer mates.”

Logistic support to the Exercise was

provided by Flight Lieutenant Lindsay Clark

and her team. A week prior to the main

deployment, a road convoy carrying all the kit

required for set up made the 1,900km move

from the UK. With 26 articulated lorries,

the convoy provided an excellent training

opportunity for newer members of the team.

Logistics personnel ensured that the detachment

ran smoothly – they set up camp and provided

ongoing assistance. By the end of the Exercise,

the Movements Team had dealt with over 500

personnel movements in and out of Morocco

and the Catering Team had provided 450

meals a day at three separate sittings, plus

duty meals and packed lunches. The logistic

chain from the UK to North Africa is long,

which inevitably resulted in communication

difficulties; the team worked hard to ensure

that disruption was kept to a minimum. Flight

Lieutenant Clark said, “The Exercise required

an extensive logistics effort. Different logistic

elements have worked well together to find innovative

measures to solve problems as and when needed.”

With the number of personnel deployed

on the Exercise peaking at 220, dealing

with administrative and personnel issues

became a top priority. Heavily involved in

the planning for the Exercise and working

solidly to ensure that all personnel needs

were met were Flight Lieutenant Sarah

Dickson and Sergeant Helen Fryett. Arriving

with the advance party and last to leave, the

responsibilities of the administrative team

were varied and ranged from the glamorous

task of sorting out the laundry, tackling the

complex and ever-changing accommodation

plot and accommodation bill to dealing with

personnel welfare issues. The team worked

hard to establish good working relationships

with local business; most importantly the

bank manager! Sarah sees cutting costs as

a main factor contributing to the success

of the Exercise: “We have been reducing costs

where we can. It has been a main priority; the

way we accommodate personnel and how we

provide them with food - cost has been a factor.”

Wing Commander Reg Barker, Commander

Joint Helicopter Force (Morocco), summed up

the Exercise: “Exercise JEBEL SAHARA hones

all of the skills we need to operate helicopters effectively.

Operating from a tented site, our Headquarters, aircraft

engineering and all elements of ground support have

been tested. It has been a fantastic experience and has

provided vital training to keep us on top of our game

ready for modern-day operations.”

1� journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 1�

Exercise JEBEL SAHARA 2010 kicked off in October 2010 with up to 220 personnel from RAF Odiham and RAF Benson deployed to morocco with four Chinooks and three merlins.

explained that Exercise JEBEL SAHARA is

one of three major training exercises organised

and conducted by the Support Helicopter

Force Headquarters (SHFHQ). Operational

Flights from RAF Odiham, 18(B) Squadron,

A Flight and 27 Squadron, A Flight deployed

for the first phase of the Exercise with the

Chinook Operational Conversion Flight (OCF)

deploying in the later half. Joining the Chinook

crews were personnel from 28 Squadron, RAF

Benson. Exercise Chief of Staff, Squadron

Leader James Parker explained the importance

of working with the Merlins, “Deploying with

PiCtUred & above: The Merlin helicopter approaches

the location of the casualty, RAF Medics offer emergency

assistance to the casualty and prepare him for transit to hospital

T he Chinook Mk2/Mk2As will

be designated as Chinook MK4s.

The eight Chinook MK3s will

be designated as Chinook Mk5s

and any new build Chinooks which come off

As a result of the recent Strategic Defence & Security (SD&SR) Review announced on 19th October 2010, the Prime minister David Cameron confirmed that the RAF will receive an additional 12 Boeing Chinook Helicopters. The existing fleet of Chinook mk2/2As and mk3s will be upgraded with more powerful Honeywell T-55-l-714A engines along with a new Thales Primary Flight Display (PFD) ‘Glass’ cockpit, under Project JUliUS.

1� journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 1�

cHinook DEvElopmEnt flIGht

the Boeing CH-47F production line, and fitted

with Thales Project JULIUS cockpit, will be

designated as Chinook MK6s.

The first of an initial eight upgraded RAF

Chinook Mk2s designated as Mk4s should be

entering a Trials Programme by early 2011

with delivery to RAF Odiham in autumn 2011.

The first of 12 new build RAF Chinook Mk6,

equipped with ‘JULIUS’ cockpit, are due for

delivery in 2012/2013.

In 2010, the RAF Chinook fleet was bolstered

by the introduction into service of the twelve

Chinook Mk3s which had remained grounded

due to software problems. By September 2010,

eight of the twelve RAF Chinook Mk3s were

operating at RAF Odiham and together with

the new build aircraft the RAF Chinook Fleet

numbers will increase to sixty aircraft.

wrIttEn by: paTrick allEn

raf odiHam prEparEs for nEW & upgradEd aircrafT

Chinook Development Flight is continued on the next page. Ê

Much of the success with the introduction

into service of the RAF Chinook Mk3,

and for the delivery of the Project JULIUS

fleet together with numerous other Urgent

Operational Requirements (UORs), has

been the work of the Chinook Development

Flight (CDF) based at RAF Odiham.

Formed on 18th June 2008 to initially

oversee the smooth introduction into

service of the RAF Chinook Mk3, CDF

has now expanded to a ‘One-Stop-Shop’

for all things Chinook. With the successful

introduction into service of the Chinook

Mk3, they are today concentrating on the

imminent arrival of the ‘JULIUS’ aircraft.

CDF’s early involvement in the Chinook

Mk3 reversionary programme helped with the

successful integration of the Chinook Mk3 into

the RAF Chinook Wing at RAF Odiham in

record time. They not only assisted with the

aircraft release to service, but also wrote and

prepared the engineering documentation, the

flying training syllabus, and acted as the conduit

between outside agencies and the RAF Chinook

Wing to provide the logistics and capability to

fully integrate these aircraft into the existing

fleet. By late August 2010 six of the eight

Chinook Mk3s were operating on the flight

line at RAF Odiham, as operational crews and

engineers continued their conversion to type

using the training syllabus written by CDF.

CDF was formed as a directive from the

UK’s Joint Helicopter Command ( JHC)

and UK Chinook Force Commander (then

Group Captain Andy Turner) to configure

the Station for the arrival of the Chinook

Mk3 and Project JULIUS from within

existing resources. Their remit was to capture,

co-ordinate, synchronise and support all

elements of Chinook development. This

included all extant and planned work on

the development of the aircraft, its systems,

role equipment and associated impacts on

RAF Odiham across all Defence Lines of

Development. These included: Training,

Equipment (aircraft and ancillaries), Personnel,

Infrastructure, Concept and Doctrine,

Organisation, Information and Logistics.

Today CDF provides support and liaison

between RAF Odiham and JHC, Rotary Wing

Operational Evaluation and Training Unit

(ROWETU) & Support Helicopter Standards

& Evaluation (SH STANEVAL) Wing,

Chinook Project Team, industry and any other

interested parties, such that CDF has become

the sole and singular node of RAF Odiham

involvement in development work for the

RAF Chinook aircraft and associated systems.

Their priority rests with providing front-line

crews with the correct capability, at the correct

standard and within the correct timescales.

Some of this is beyond their control, but where

possible the input they provide has a secondary

benefit of directing the focus of effort towards

meaningful and realistic development work,

which can often help reduce project timelines.

The early success of CDF with the

Chinook Mk3 programme quickly drove

the requirement for them to take on other

development work concerned with the

Chinook Mk2/2As and ‘Project JULIUS’.

Having successfully seen the introduction

into service of the Chinook Mk3, ‘Project

JULIUS’ is the next major project for CDF.

As well as engineering, logistical and other

planning, they have already written the

Conversion to Type training syllabus for

‘Project JULIUS’ Chinook Mk4, and are

working to complete the Computer Based

Training (CBT) and simulator training

packages. They are also involved in all aspects of

co-coordinating the arrival of the first Chinook

Mk4s (Fielding Plan), and exploiting their

combined Chinook operational experience.

The CDF team has also been helping to

perfect the cockpit Human Machine Interface

(HMI), working with Boeing and Thales

in the final design of the avionics layout.

The Chinook Wing and CDF are now

preparing for a fleet wide upgrade programme.

The first eight Chinook Mk4s will arrive as

full specification aircraft ready for operations,

allowing the remaining fleet to enter the

upgrade in a phased programme similar to that

which the RAF used during the Chinook Mk1

to Mk2 mid-life upgrade programme between

1992 and 1995. This allowed the RAF Chinook

Force to operate, albeit at a slightly reduced rate,

for the entire period of the upgrade programme.

Project JULIUS is in two parts; the upgrade

of the existing fleet of Chinook 2/2As/3s

(Mk4s and Mk5s) and the twelve new build

CH-47F Chinooks designated as Chinook

Mk6s. The upgrade includes the Thales ‘Glass’

cockpit and Night Enhancement Package

(NEP) including D-NVG and Albion nose-

mounted FLIR, plus Honeywell T55-L-

714A engines ( 3,750 shp @ 4,000ft a 16-20

percent increase over the existing T55-L-

712F engines) , updated Platform Protection

System and secure communications,

with all the aircraft equipped to the

same Theatre Entry Standard (TES).

The second part of ‘Project JULIUS’

involves the twelve new build CH-47F

Chinooks designated as Chinook MK6s

being built by Boeing, which will receive

their Thales ‘Glass’ cockpit and be fully

integrated by Boeing in Philadelphia. The

CDF is involved is all aspects of ‘Project

Julius’ as they prepare RAF Odiham for the

arrival of these upgraded and new aircraft.

The Chinook Mk6 will differ from the

updated RAF Chinook Mk4/Mk5 by being

equipped with a Digital-Automatic Flight

Control System (D-AFCS). It is hoped, that

subject to funding, the entire RAF Chinook

Mk4/Mk5 fleet will receive a D-AFCS at a

later date. These updates will see the RAF

Chinook fleet operating well beyond 2025.

When handing over command to

Squadron Leader Stan Butler in October,

outgoing Office Commanding CDF,

Squadron Leader Simon O’Brien, told LZ/

DZ: “This has been an incredibly busy period

for the CDF at a time of significant Chinook

development work across both civilian and

military organisations. The successful delivery

and integration of the Chinook Mk3 to RAF

Odiham has been achieved as a result of the close

partnerships and working principals the CDF

have shared with colleagues from JHC, DE&S

and R&S Wing. The depth of experience within

the Flight has proved to be a key enabler for the

development of the Chinook Mk3 and Project

JULIUS, which has freed up valuable capacity

for the Station to focus on its operational output.

There is still considerable work to be done and

we will continue on the principals of ‘Teamwork

and Partnerships’ – we are all delighted with

the arrival of Chinook Mk3 to RAF Odiham

and look forward to similar successes with Project

JULIUS in the coming months ahead.”

Squadron Leader O’Brien has

now taken over as OC Quality &

Continuous Improvement Team

(QCIT) at RAF Odiham.

The Chinook Development Flight

continues to be at the forefront of RAF

Chinook operational capability. Originally

created as a ‘Fielding Flight’ the CDF

has quickly expanded and grown. Today

it provides a unique capability within

the UK’s Joint Helicopter Force.

Ê

20 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 21

History:The Communication Ear Plug was developed by

the US Army Aeromedical Research Laboratory

(USAARL) at Fort Rucker, Alabama, for use in

helicopter helmets.

Tests conducted by USAARL with aviation

units in the field, demonstrated the capabilities

of the CEP. These tests showed significant

reductions in noise frequency spectra that are

prevalent in helicopters. In addition, speech

intelligibility was rated higher with the CEP

system than with any other noise protection

system, including active noise reduction systems.

As a result of these extensive tests, the US Army

chose the CEP system as the only ancillary noise

protection device for use in helicopter helmets

for US Army Aviators. The UK rollout will

start early next year, although some units such as

ETPS Boscombe Down have been using them

for eighteen months after trialling them and

then refusing to give them back. They have also

been in use with the Apache fleet for over a year

due to previous US clearances.

How they Work:The CEP Kit consists of a pair of miniature

speakers or transducer elements to provide

monaural signals to each ear. Expandable

foam earplug tips are attached to these

elements to provide a noise barrier, while

incorporating an aural tube through

the earplug tip to transmit the desired

communications. The elements are

connected to small wires which are plugged

into the CEP comms adapter. When worn in

The clarity of sound that small mP3 style ear buds/phones can provide is well known to most of us. To aid aircrew hearing, the UK rollout of the Communication ear Plug (CeP) for helicopter helmets is scheduled to begin in Spring 2011.

communicaTions

EAr plUGS

combination with the hearing protection

provided by the helmet the CEP system

provides the highest level of hearing

protection available by any method,

including active noise reduction systems.

features:• Passive noise protection

rivals ANR systems

• Noise attenuation ranges from

30dB in the low frequencies

and 45dB near 4kHz.

• Robustly built for use in hostile

military environments

• No failures due to complex

electronic circuits or sensor

microphones used in ANR systems

• Replaceable foam ear-tips. Can be

washed and re-used many times

• Compact - Fits easily into

flight case or flight bag

downside:CEPs can take a little getting used to and

there will be a trial period for everyone to

find the right ear tip for them (3 choices).

A small minority cannot tolerate the

foam plugs and there will be a special

fit programme for these few at the RAF

Centre for Aviation Medicine (CAM).

There have been some issues in trials with

wires snagging and plugs falling out but

redesign should minimise these in the

production version.

This has been an incredibly busy period for the CDF at a time of significant Chinook development

work across both civilian and military organisations. The successful delivery and integration of

the Chinook Mk3 to RAF Odiham has been achieved as a result of the close partnerships

and working principals the CDF have shared with colleagues from JHC, DE&S and R&S Wing.

D uring the Autumn of 2010,

aircrew from across the Apache

Helicopter Force, attached to

656 Squadron AAC, embarked

onto HMS ARK ROYAL to reinvigorate the

Apache maritime capability. Three hard weeks

of demanding training in a tough, unforgiving

environment alongside a highly professional Ship’s

Company followed. This was the first significant

embarkation of Apache Helicopters since 2005.

The marinisation of the aircraft is the most

significant part of pre-embarkation preparation.

An airframe originally designed for land

operations requires a detailed schedule of works

to ready it for flight over sea. Initial flying

training took place on the south coast with

long days and nights of deck landing to attain

the required qualifications. A total of 320 deck

landings were logged during the deployment.

Once the initial training was complete, it was

time to sail north to operate predominantly off

the Hebrides where the calm weather of week

one was replaced with rough seas and high winds.

The combination of a pitching, rolling carrier

platform and high winds made deck handling

and aircraft maintenance a real challenge.

Perseverance and imagination on the part of the

Arming Teams and REME engineers achieved

exceptional aircraft availability. 95% of the 60 or

so planned sorties were achieved.

6,000 rounds of 30mm were fired by day

and night in support of Joint Fires training on

the Cape Wrath range. As part of the exercise

several focused kinetic strikes were launched

against targets ashore. In addition the Apache was

656 squadron army air corps, on EXErcisE joInt wArrIor

Written bY Major Mike Neville, Officer Commanding 656 Squadron, AAC

all

PH

oto

s co

urte

sy o

f HM

S A

RK

RO

YA

L P

hoto

grap

hic S

ectio

n

656 Squadron Army Air Corps have embarked onto Hms arK roYal to coincide with an annual multinational exercise Joint Warrior. Fifteen nations took part with sub-surface, surface, aviation and fast air involvement.

heavily involved in the training for countering

Fast Inshore Attack Craft (FIAC) and counter

shipping missions. All sorties involved planning

in and flying from the ship, conducting the

mission, then finding the ship again – sometimes

up to 100 miles from the original take off

point. Flying a five hour multi-task mission

covering northern and western Scotland, flying

through Skye, refuelling on land before tracking

out across the sea to strike a ship, and finally

returning to the ‘Mother Ship’ at night was a

standard sortie in the last third of the exercise.

Another mission included a pair of Grippen

aircraft cueing AH via E3D for a target handover

to a high value, time sensitive target strike.

With the Harrier fleet soon to be retired

and Joint Strike Fighter still some years from

coming into service the Apache Helicopter

Force have, potentially, been presented

with an opportunity. The Apache has

performed above expectations, and has the

capability to operate from the platforms of

HMS OCEAN and ILLUSTRIOUS. 656

Squadron Army Air Corps has established

a battle rhythm for enduring ops and the

aircrew have experienced some of the

most demanding and rewarding flying of

their careers. The maritime environment

offers new challenges, and as proven, no

problem seems insurmountable.

ApAchE forcE mArItImE cApAbIlIty

22 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 23

T he Royal Air Force has celebrated

the production of some of its

finest imagery during the annual

Royal Air Force Photographic

Competition 2010, culminating in an awards

ceremony on 12th October 2010 at the historic

Royal Air Force Club in London. A large

number of the entries in this year’s competition

reflected the broad range of operational and

pre-deployment training activities that are

undertaken by the Service in preparation for

Operation HERRICK, such as JHC’s Chinook

and Merlin helicopters that provide essential

mobility, moving personnel and equipment and

undertaking medical evacuations crewed by RAF

medical teams.

SAC Stier, a 27 year old reservist who

serves as the Squadron Photographer with

606 (Chiltern) Squadron Royal Auxiliary Air

Force (RAuxAF), won a total of three awards

including the prestigious “PR Photograph of

the Year” award. The winning image was taken

during his deployment to Exercise MERLIN

VORTEX in El Centro, California. He obtained

PiCtUred & rigHt: SAC Stier’s

winning PR photographs,

entitled “Over the Desert”

jHc pHoTograpHErs ArE chAmpIonSSenior Aircraftsman Andy masson of RAF Odiham and Senior Aircraftman James Stier of RAF Benson, have celebrated considerable success in the annual RAF Photographic Competition.

a significant number of images reflecting the

environmental and tactical pre-deployment

training that the Merlin Force was undertaking

prior to its deployment in support of Operation

HERRICK in Afghanistan. Described as

“a talented young reservist” by his Officer

Commanding, SAC Stier also won the video

category for the 606 Squadron promotional video

filmed during a Squadron training exercise.

Originally from Barnsley in South

Yorkshire, James joined the RAuxAF in

July 2008 and currently commutes to his

commitments with 606 Squadron from his

home in Sheffield. James was motivated to

join the RAuxAF to challenge himself further

than he can outside the Armed Forces: “After

I got back from working in Asia on a project that

saw the production team walk from east to west

of the Himalayas in some really tough conditions,

I knew that I wanted to push myself in similar

ways, and the RAF provides those challenges.

The full time regular forces did appeal to me but

the reserves allows me to keep developing my

business, without sacrificing all that I’ve worked

for. Plus working with helicopters is cool.”

James is a photographer in his civilian life

but, as he explains, the role he completes in the

RAuxAF can be quite different: “It’s hard to

compare as both roles bring vastly different challenges.

As a civilian my role is always changing, especially

now with moving image. In the RAF it’s great to

know I can always be hands-on with the camera, doing

what I enjoy the most, without having to focus on

some of the downsides to running your own company.

My RAF career also pushes me in different ways;

the motivation isn’t business-focused, it’s more about

the people and the way the public interpret the work

they undertake. I see firsthand what an amazing

job all military personnel do, and being able to show

that through my work is constant motivation.”

JHC Photographers are Champions is continued on the next page with SAC Andy masson and his winning portfolio. Ê

24 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 2�

all PiCtUres: SAC Masson’s ‘Royal Air

Force Photographer of the

Year’ winning portfolio

SAC Andy Masson, Station Photographer at

RAF Odiham has won the esteemed title of

‘Royal Air Force Photographer of the Year’ at

the prestigious competition. Andy won the title

with an outstanding portfolio of four images

taken over the past year. The portfolio consisted

of images from Exercise JEBEL SAHARA,

Exercise DESERT VORTEX, and the

Basingstoke Remembrance Parade.

The awards were presented by Chief

of the Air Staf f, Air Chief Marshal Sir

Stephen Dalton. He said “The competition

entries this year are fantastic and showcase

not only the talent of our Royal Air Force

Photographers but also the tremendous capability

of our people and equipment. These dynamic

images ref lect the breadth of Service life and

the critical contribution that our personnel

are making to global operations, in particular

our support to operations in Afghanistan.”

The competition is open to all Royal Air

Force Photographic personnel, MoD civilians

and MoD contractors who work in Royal Air

Force Photographic Sections as well as staff and

cadets of the Air Training Corps, Combined

Cadet Force, Royal Air Force Reserves and all

other Royal Air Force Personnel.

2� journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010

Ê

THE jHc - dElivEring joInt succEss on opEraTions 2�

Ex PASHTUN SABRE was

conducted on Otterburn Training

Area for 7 Para RHA during mid-

June as the Joint Fires finalé for

all force elements preparing to embark on Op

HERRICK 13. The training was primarily

targeted at the gun groups and the tactical parties,

with the facilitation setup being coordinated by

3 (UK) Div and the Gunnery Training Team. It

enabled the Regiment to incorporate all its force

multipliers in order to facilitate and embrace

the complete joint fires process, allowing full

synchronisation to occur when coordinating

the application of force. The additional training

audience included Lightweight Counter-Mortar

Radar (LCMR) personnel from 5 Regt RA,

� pArA rhA prEpArE for op hErrIcK 7TH – 17TH junE 2010

EXErcisE pAShtUn SAbrE7 Para RHA is in a unique position to experience the development of mission Specific Training (mST), which has evolved to encompass the required Soldier First training supplemented by specific-to-role Gunnery training. This has resulted in the Regiment being better prepared than it has ever been prior to an op HerriCK deployment.

Unmanned Air Vehicle operators from 21

(Gibraltar) Bty, 47 Regt RA and Guided Multiple

Launch Rocket System (GMLRS) from 39 Regt

RA. From an air perspective, Tornados and Hawks

provided the CAS element whilst AH and Puma

reinforced the aviation aspect of the exercise.

The primary training audience were the

Battery Commanders Tactical Party (BC’s Tac)

, Fire Support Teams / Fire Support Elements

(FSTs/FSEs) and Gun Groups from 7 Para RHA.

This was supplemented by the Joint Fires and

ISTAR Cells and TACP providing the Command

and Control throughout the exercise, whilst

enabling these cells to execute and coordinate

Battlespace Management and ISTAR, as well as

their primary role of Fires.

Gunners from The Royal Australian

Artillery (RAA) and a Supporting Arms

Liaison Team (SALT) from 2d Air and Naval

Gunfire Liaison Team (ANGLICO) USMC

supplemented the exercise. The Australians

are welcome augmentees that have a long

standing affiliation with the Airborne

Gunners and have been operational allies

with us for previous Op HERRICK tours.

The ANGLICO attachment is a result of

the HELMAND force generation laydown,

which sees 16 Air Assault Brigadede flanked

by elements of the 2nd Marine Division.

7 Para RHA benefited hugely from

Ex PASHTUN SABRE, proving that

the exercise aim of enabling integration

in preference to deconfliction was a sound

mantra on which to base the endstate. The

complexities of an ever-changing Afghan

tactical and operational theatre prove that

an exercise such as PASHTUN SABRE

allows all elements of the Regiment to

face these issues: the latest in-theatre

TTPs were incorporated into the training

cycle. The true benefit of this training

will only truly be appreciated when the

Airborne Gunners again step into the

breach that is Helmand Province.

E ven though 3rd MAW (Fwd)

arrived in southern Afghanistan

well-prepared and equipped for the

year-long deployment, Marines

and sailors know all too well that even the most

organized plan does not survive very long. The

command structure recently shifted, as the 1st

Marine Expeditionary Force (Fwd) transitioned

to Regional Command (South West). With

the majority of ISAF forces based in southern

UK joInt AvIAtIon GroUp joins forcEs WiTH 3rd marinE air Wing (forWard) in afgHanisTan

Written bY: 1st Lt. Cassandra Gesecki, PAO

Since taking over from marine Aircraft Group 40 at Camp leatherneck in April 2010, 3rd mAW (Fwd) has provided air support to over 40 forward operating bases spread across various Afghan communities, keeping those ground forces well supplied, fed, fueled and taken care of in times of emergency. 3rd mAW (Fwd), under BGen O’Donnell, now boasts a hefty historical account, having supported more than 18 named operations in Helmand province, throughout the marines’ ever changing area of responsibility.

Afghanistan, the new structure now permits

ground commanders in the south to focus on

geographically smaller areas. The change also

helps to ensure greater partnering between the

Afghan National Security Forces and ISAF.

The re-organization roughly doubled

the Marine area of responsibility. “This

is a natural military progression based on the

number of troops serving here and the priority

placed on Helmand and Nimruz provinces,”

commented Maj Gen Mills, Comd RC

(SW), when news of the transition was

announced during the second week of June.

The new command structure now allows

3rd MAW (Fwd) improved means to support

ISAF forces operating in both Helmand and

Nimruz provinces. 3rd MAW (Fwd) also

adds to this portion of the fight by affording

movement for troops and government officials

and providing increased levels of aerial security

2� journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 2�

required for governance and development

to continue throughout the region.

The latest transition that the Wing has

undergone marked another historical milestone

for Gen O’Donnell and his Marines: the

United Kingdom’s Joint Aviation Group came

under control of 3rd MAW (Fwd) on June 1st.

By pooling the UK’s aviation resources, 3rd

MAW (Fwd)’s capabilities to support ground

forces expanded in several capacities. Both

forces are capitalizing on a greater unity of

effort and increasing efficiency with the US

and UK aircraft now under one command.

One example of the UK’s advanced air

support comes in the form of their state-of-

the-art MEDEVAC abilities. Their specially

configured CH-47 Chinook helicopters

bring the capabilities of a flying hospital to

the friendly forces in need on the ground.

When seconds count, these helicopters

increase the chances of wounded warriors

recovering from their battlefield injuries.

With all aviation units now being managed

under Gen O’Donnell’s leadership, the UK

assets compliment the Marine collection of

aircraft and bring increased firepower and

assault support capability to the fight.

The leadership from both 3rd MAW (Fwd)

and JAG insist it is really just business as usual.

The integration, through a step-by-step process

employed over six months, has gone flawlessly

and the US and UK military members are

working together like a well-oiled machine.

“We are totally integrated now,” said Gen

O’Donnell. “Here at the operational level as a Wing

Headquarters, we have more than a dozen UK staff

officers who work inside of, and are incorporated with

the Wing. It’s very important to note that these British

members of our team are not liaison officers - they are

action officers. They’re staff officers who work side-by-

side with Marines in the 3rd MAW (Fwd) staff.”

I n Battalion HQ the staff managed

the training process as well as

preparation for operations. The

planned deployment of 3 PARA

has switched from Sangin to Nad e Ali,

effectively moving from relative isolation,

to rejoin other British Battlegroups under

command of Task Force Helmand. We

are looking forward to the challenges

of operations and there is a great deal of

optimism about what 3 PARA can achieve,

in its newly designated area of operations.

During the summer the Battalion as

a whole undertook a variety of activities

as part of Mission Specific Training

(MST) in the run-up to deployment. This

op HErrick 13 Training

3 para BaTTlEgroup UnEArthS A SUrprISEAs you read this, 3 PARA Battlegroup will have deployed on operations to Afghanistan for the third time since 2006. This will be the first time that an infantry Battlegroup has returned to Helmand Province for a third tour of duty and as usual, the Parachute Regiment is leading the way.

included Confirmatory Field Exercises and

Combined Arms Live Fire Exercises.

For C Company, the Confirmatory

Field Exercise tested their ability to operate

in as close a replication of Afghanistan as is

available in the UK. The recently constructed

Afghan compounds and village on Stanford

Training Area, Norfolk, served as an excellent

opportunity to run serials that assessed their

ability to operate in such an environment. It

also gave a lot of the new Toms the chance

to develop their clearance techniques in

a more mission specific environment.

The exercise also served to practise the

embedded partnering of Afghan National Police

and Afghan National Army soldiers that we

would work with on Op HERRICK 13. The

theory of working for and alongside these Afghan

groups in order to assist their missions, rather

than the other way around, was easier said than

done. It proved to be an invaluable lesson in some

of the frictions and tensions that can easily arise

in moving toward an Afghan lead in operations

and tasks in Afghanistan.

The formal MST package for 3 PARA

culminated in the Battlegroup Formation

Training Exercise (FTX) on Salisbury Plain,

which provided an excellent opportunity for

the Companies to put their skills to the test,

iron out any weaknesses, and most importantly

integrate as groups.

Counter-IED drills were put to the test

during the FTX. Realistic IEDs had been buried

around various vulnerable points surrounding

the village, enabling each Company the chance

to practice scanning ground sign, as well as

maintaining situational awareness. All IEDs were

found, which inspired confidence among the

men. A Company in particular had an interesting

IED drill: a suspect device was discovered on a

track near their Forward Operating Base, which

turned out to be a live WWII-era anti-tank

mine! (It was rapidly made safe).

30 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 31

BE prEpArEDThe Scouting Association is well known throughout the world for their abilities to overcome a wide variety of problems and situations, but there was one predicament which they required a little help from a helicopter.

T he Chief Scout for the UK

is the British adventurer and

TV presenter, Bear Grylls,

well known to the public for

his own survival skills. He is now passing

them onto the next generation of scouts and

young explorers. He kindly donated the use

of his island off the coast of North Wales for

the scouts to improve their skills and learn

new ones. But the island was missing one of

the main components of survival - a fresh

water source.

Despite investigating many options to

overcome the lack of fresh water on the

island, drilling for fresh water was the

only real solution. The main challenge was

challenge of something a little different

and importantly, the task made for some

invaluable training.

With the introduction of the Mk3

at RAF Odiham, and with 18(B)

Squadron, B Flight qualified to take

on the task, the crew were able to put

the new Chinook through its paces.

The crew briefed at 6am, then

transited to the garden of a hotel on the

Welsh Coast, surrounded by spectators

and equipment. Having landed, the

team inspected the task at hand. After a

comprehensive the brief, a cup of tea and

a bacon sandwich, JHSU and JADTEU

personnel started on rigging the loads,

whilst the crew utilised the location and

Snowdonia to get some more training out

of the day.

With everyone ready, the crew

returned to three very well rigged

loads, and quite a few more spectators!

Wasting no time they identified the

loads, taking the lightest first and the

heavy drill last. All of the loads went

without a snag. Once all of the loads

were de-rigged, the aircraft refuelled and

everybody ready, the crew departed back

to RAF Odiham, knowing they would

have to return to recover the drill back

to the mainland in a few days time.

A week later the same crews returned,

knowing how to rig the loads, which were

all completed in a third of the time. With

all of the loads on the mainland, and some

very grateful scouts, everyone was happy

and the task had provided some unique

and invaluable training for the Chinook

crew. If only Bear Grylls could call in a

Chinook every time he needed to escape a

survival situation.

delivering the heavy drilling equipment

(a substantial drill, a generator plus

accessories) to the island.

Due to the islands characteristics, only

one option was feasible - to air lift the

equipment across. Because the drill weighed

nine tonnes, and the generator was also

heavy, there are very few helicopters that

have the performance to lift the equipment.

The challenge was taken on by

the Helicopter Support Unit ( JHSU),

headed up by Sergeant Jeff Alleyne, Joint

Air Delivery Test and Evaluation Unit

( JADTEU), by Lieutenant Paddy and 18

(B) Squadron, B Flight led by Squadron

Leader Hammond. They were all up for the

W hilst at the PRB the Prince

met the families of the

soldiers and also presented

OP HERRICK medals to

members of 652 and 661 squadron AAC who

had recently returned from Afghanistan. A few

of the more senior members of 1 Regiment

were also awarded their Long Service and Good

Conduct (LS&GC) medals after completing 15

years of ‘undetected crime’ whilst serving in the

British Army - one of those being myself, SSgt

‘Windy’ Gale.

It is not every day that our Colonel-in-

Chief visits Germany and many families and

local dignitaries accompanied by press turned

out for the occasion. The Families’ Day was a

great success with plenty of bouncy inflatables

royal visiT To 1 rEGImEnt Army AIr corpS Written bY: SSgt B J (Windy) Gale

His Royal Highness The Prince of Wales visited 1 Regiment Army Air Corps at Princess Royal Barracks (PRB), Gutersloh Garrison on their annual Families’ Day on monday 26th July 2010.

32 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 33

and games for the children, flying for the older

ones and once again the Master Chef laying on a

great BBQ for all to enjoy.

It was a proud day for my family and I

when I received the LS&GC medal from our

Colonel-In-Chief. I am sure it was also a proud

day for all the families and soldiers who were

also receiving their medals. Significantly,

following the presentations, the Prince took

the time to focus on the families who continue

to support the soldiers whilst being deployed

on Operations. Serving with 1 Regiment has,

without doubt, been one of the busiest periods

in my career. It is important for the families to

be recognised for their role in keeping house

and looking after our little ones in our absence,

whether it be on Ops or pre deployment

exercises and training. Without their continued

support we would not be as effective as

individuals or Sqn groups.

M ajor Allan Tribe, a REME

Aircraft Engineer, now

working at JHC HQ,

triumphed over 45

other competitors during nine days in late

Summer. He flew from Husbands Bosworth

army gliding associaTion’s wyvErn GlIDInG clUb SUpportS bAttlE bAcK

During the Autumn, a new group

of student pilots attended one of

seven basic courses run each year,

from the club at Upavon, with

participants drawn from various service areas

including a number of patients from DMRC

Headley Court under the ‘Battle Back’ scheme.

Battle Back exists to ensure that seriously

injured personnel have access to the same

opportunities in sport and adventurous training

that are currently available to the able-bodied,

with skiing and canoeing firm favourites.

The sport of gliding is well placed to

give them the opportunity to participate

on level terms with the able bodied

- meaning the soldiers can leave their

disabilities on the ground and fly their

glider using specially modified controls.

A specially adapted K21 glider is available

where the foot pedals are replaced with a

hand lever, which means pilots with varying

injuries, including amputees and other lower

limb disabilities, can develop into competitive

glider pilots flying against all-comers.

The recent course was blessed with good

weather allowing the syllabus to be completed

and the students to develop their flying.

Four of the pilots progressed to fly their first

solo flights, including triple amputee Private

Kingsley Ward, Parachute Regiment, and

Dale Messenger of the Royal Engineers,

who is recovering from leg injuries.

One of the three Army Gliding Association Pilots competing in the Club Class National Gliding Championships has taken Top Spot.

The sky really is the limit for a group of soldiers who have just passed the basic gliding course with solo flights. Thanks to the Army Gliding Association’s Wyvern Gliding Club the student pilots soared to success, including some soldiers who are recovering from severe injuries.

airfield (former Coventry Gliding Club)

in south Leicestershire, where the weather

gave five days of competitive flying.

Gliding contests are held over a number

of days with a race being flown over courses

typically between 120-300km. Each race is

scored and the points aggregated over the

week to decide the champion. The Pilot

who uses the weather to get round the

course fastest gets the most points and those

who do not finish the course (normally

landing in a field) are scored less on distance

flown. It is a test of navigation, endurance,

concentration, stamina and importantly,

the pilots ability to extract the most energy

from the atmosphere.

Leading the event into the third and

final day, Allan noted the varying weather

conditions were difficult and there was real

potential for pilots to be caught out and

end up landing in a field. After a solid flight

Allan finished the task but needed to better

the second place pilot by 25 minutes to be

sure of victory. After a nail biting wait it was

confirmed that the nearest challenger was in

a field and he was indeed Champion.

Major Tribe, who is Captain of the

Army Gliding Team, has been gliding

since he was 16, where he learnt to fly with

the Air Cadets, and competing for over

25 years. He flies at the Army Wyvern

Gliding Club at Upavon where he is also an

instructor. Allan Said: “I am thrilled to have

won this competition. The standard of opposition

was very high; I was competing against previous

British team members. I am extremely grateful to

the Army Gliding Association for their support

over many years, who have helped me develop

as a competition pilot. I now look forward to

representing Britain in the European Champs, in

Slovakia, next year.”

34 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 3�

army gliding associaTion’s chAmpIon GlIDEr pIlotmajor allan TriBE

A Squadron Sea King

Helicopter, training in the

local area, also landed within

the castle walls for an hour to

enable the public and local media to speak

to the pilots and engineers about their role

in Theatre.

Pilots, aircrewmen and engineers from

B Flight, 846 NAS paid a flying visit to

South Wales between 28th - 29th July. 846

NAS, is normally based at the Royal Naval

Air Station Yeovilton in Somerset and for

many of the crew this was the first time

they have visited the Capital city of Wales

and the surrounding area.

Recently returned from Afghanistan,

846 personnel took part in a number

of Adventurous Training activities that

included canoeing, rock climbing and hill

walking, but also took time out to meet

jUnGlIESvisiT cardiffOn Thursday 29th July personnel from 846 Naval Air Squadron (NAS) were hosted by the staff of Cardiff Castle, where they enjoyed a tour of the new ‘Firing line’ exhibition and on completion a visit to the millennium Stadium.

members of the public and to speak with the

local media.

The Flight has spent the last three months

in Helmand Province Afghanistan, flying the

Royal Navy’s Sea King helicopter. This busy tour

saw the ‘Junglies’, a nickname for Commando

Sea King aircrew earned in Borneo during

the 1960’s, providing much needed aviation

support to British forces during the summer

months as temperatures soared to almost 50˚C.

Royal Navy Sea King pilot, Lieutenant

Tom Burrows, who has just completed his 2nd

flying tour in Afghanistan explained, “The visit

to Cardiff rounded off a challenging tour of duty for

our men and women who have worked extremely

hard and deserve some well-earned R&R. The

majority of our missions were flown over the volatile

Helmand region and were extremely challenging,

not least due to the threat from insurgents and rocket

attacks but due to the difficulties of maintaining,

and operating a heavy aircraft in this mountainous,

hot and high environment. In addition to this, most

of our flying is done at night using Night Vision

Goggles, which adds to the challenge considerably”.

For Leading Air Engineering Technician

Mark Pamment, 28, one of the Flight’s engineers,

Cardiff is his home town. Mark added, “As for

the visit to Cardiff, we were on a real high the moment

we arrived; the guys had heard so many positive things

about the city. They were excited about the prospect of

visiting Cardiff Castle and the Millennium Stadium

and were especially pleased by the warm welcome

and the overwhelming Welsh hospitality.”

PiCtUred & above: Sea King lands at Cardiff Castle, 846 at Cardiff Castle

3� journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 3�

W ith good weather upon us,

the shorts stayed on. Upon

arrival at the Joint Services

Adventurous Sail Training

Centre (Gosport) we discovered our allocated

pair of yachts were old but in good condition.

We checked and stowed the usual stack of

equipment (with odd names) before loading

our own kit on. Before long though we were

all under sail.

EXErcisE SolEnt owl

Written bY: Capt Dave Jones, SO3 J3 Indiv Manning/Coord

A bright and very early start saw ten land and air loving members of JHC HQ J3 depart the safety of Andover for five days of adventure on the high seas. Some of the staff were evidently more optimistic than others about the weather given the smattering of nobbly knees that were on show. The Assistant Director Operarations (AD), no fool to the Solent’s capricious ways and always prepared, brought along his full complement of foul weather gear.

The first couple of days were spent learning

the ropes and figuring out our ports from our

starboards. By Wednesday both crews were

confident enough to race each other. The

Skippers agreed a four mile course around

three bouys. At a designated time the boats

crossed the start line. The Trochus was faster

yet her failing to identify the next mark

correctly meant that, approaching the 2nd bouy,

the Victoria had the lead. However Poseiden

had the final say and Victoria fouled our sheets

on the winch as we came about. To make

matters worse we were forced to abandon our

course as Trochus’s Skipper Davenhill ordered

ramming speed and stubbornly used the rules

of the road to his advantage. With our boat

nearly dead in the water we were hard pressed

to catch them as they took the chequered flag.

With banter flying between the two boats,

both crews headed into the beautiful scenery

of Chichester Harbour on a sun lit summer’s

evening to pick up Lt Col Hutchinson and Sqn

Ldr Webber, who had escaped from the HQ for

a few days.

The Solent is a busy place and so at Itchenor

we moored together on a single buoy in mid-

channel. The upside was that we got to deploy

the tender to get ashore. Capt Kerrigan kindly

volunteered to inflate the rubber dinghy before

we watching the various attempts at rowing.

The amount of circles being described made it

appear that some of the crew were practising

their aircraft holding patterns. Oddly enough,

after some refreshment at the local pub,

everyone’s rowing improved. Something to do

with the coriollis (or is that Coronna?) effect!

Still smug from their previous day’s victory,

the crew of the Trochus were feeling quite

buoyant the next morning, which was more

than could be said for their vessel. Just after

lunch as they did the hourly log and pumped

the bilges, they discovered they were taking on

lots of water from somewhere. It seemed water

was coming in through the boat’s exhaust

and had already ruined their engine. With

no power other than sail, and a boat getting

lower in the water, there was nothing for them

to do but head back to Gosport where the

engineers announced Endex as the boat needed

a complete engine re-fit. Victoria on the

other hand headed for the delights of Cowes

and a run ashore to round off a good week’s

Adventure Training.

Overall a great week spent on the high seas.

JSASTC has some fantastic facilities that are

there to be taken advantage of. Expeditions

like this, where four novices were introduced

to off-shore sailing, is after all one of the

reasons we all joined the Services. Planning has

started for 2011’s event already.

left: The Trochus

with her spinnaker up

left, inset: Capt

Kerrigan tests out the dingy

toP left, CloCKWise: Enjoying

Lasagna at Bucklers Hard

Marina, Maj Johnstone and

LCpl Mushakwe enjoying

the view, Moored to a buoy

at Chichester, Looking across

from Victoria to Trochus

my firsT flyInG toUrlynx Crewman, lance Corporal lovett gives an invaluable insight into his first flying tour.

L t Talmage’s journey began back

in June when, with an air of

trepidation, he boarded an RAF

TriStar aircraft at RAF Brize

Norton for the first leg of the journey to Camp

Bastion, via Kandahar. The flight gave a lot

of time to consider what lay ahead, trying to

understand what sort of environment he would

be working in for the next three months: “Just

as you have convinced yourself that you will be able

to cope with the pressures ahead, you find yourself

putting on helmet and body armour for the final

descent into Kandahar. There is a tension in the

aircraft but everyone soon relaxes when the wheels

touchdown on the runway.”

After a quick connecting flight, Lt

Talmage arrived at Bastion and was straight

into three days of briefings on subjects as

varied as air traffic control procedures to

battlefield hygiene. For the aircrew it is a

welcome relief when the briefings finish and

the flying begins. Lt Talmage says: “It’s why

I have been training for four years - to actually do

the job which the Junglies have been doing here in

Afghanistan for three years. But it’s a shock to the

system the first time you strap into the aircraft with

the cockpit temperature above 50ºC.”

A fter completing my Aviation

Crewman’s course at the end of

March 2009, I was posted as a

Lynx Aviation Rear Crewman

to 672 Sqn, 9 AAC. Here I had a steady year to

consolidate what I had learned before starting

Mission Specific Training in January 2010.

After Christmas leave we all received a short

Lynx Mk9a conversion course before deploying

on exercise to Kenya for two weeks. This

detachment proved to be as much about learning

how the Mk9a would cope in the dust and the

heat as it was the training. As expected there

were a few issues but our REME engineers soon

learned to adapt.

Of the exercises we undertook following

our return from Kenya it was the work we

completed in and around Kirkcudbright that

was the highlight for the Crewmen. Whilst

maintaining our competency on the GPMG we

were informed the Mk9a would be fitted with

the M3M Machinegun, a very capable weapon

system that would not only give us better

protection but provide excellent support to the

troops on the ground. In the end we had just

48hrs to learn all about the weapon system and

pass the mandatory Weapon Handling Test in

preparation for the ranges. We only completed

lieutenant Charlie talmage rn 846 Naval Air Squadron

lieutenant Charlie Talmage, 30, has spent the last three months living at Camp Bastion, flying his Sea King mk4 helicopter in and around the Green Zone in Helmand province. He is a member of 846 Naval Air Squadron (NAS) which, with her sister squadron 845 NAS, has been operating in Afghanistan for the last three years.

The first flights Lt Talmage completed

were in-theatre training sorties consisting of

day and night dust landings, allowing him

to get used to flying the Sea King Mk4 in

Afghanistan’s challenging environmental

conditions. “Out here you are always flying

the aircraft on the edge of its envelope. You

trust what you have learnt during operational

flying training back home and your confidence

is boosted massively by the training sorties.”

With training complete, the job begins in

earnest. Lt Talmage found his first few operational

flights are a real experience: “It all looks so peaceful

from altitude, but when you fly into the patrol bases at low

level you can see close-up how professional the ISAF ground

troops need to be to go about their daily business of bringing

peace to the area.”

On average, a Royal Navy Sea King Mk4

pilot will fly about 120 operational hours during

his tour, and will face challenges of landing

in confined spaces by day or night, with the

potential to lose their visual references as the

Afghan dust blows around the cockpit.

Lt Talmage concludes: “I learnt a lot, both about

flying and the problems faced in helping the Afghan

government, and have really enjoyed contributing

personally to assist the effort on the ground.”

the range package a week before we were to

deploy and none of us wanted to consider the

consequences of failing.

At the end of April, with a brief delay

due to the ash cloud blowing in from

Iceland, we deployed on Op HERRICK

12. I was excited, this being my first

flying tour, whilst a bit anxious as to what

to expect. Apart from Mission Specific

Training, my only other references were

all the books I had read on Afghanistan

and the countless war movies I had seen.

On completion of our theatre qualifications,

we began receiving tasks, mainly in the form of

troop movement: pick up personnel at Bastion

and take them to their drop-off point; pick up

two from the drop-off point and take them back

to Bastion and so on. I was surprised at how

much I was enjoying flying and working in and

around the area. I saw and met real Afghans,

which I had never experienced as groundcrew.

Camp Bastion has some awesome facilities

but I don’t think I would have enjoyed being

confined to camp for my whole tour.

As the tour progressed we began to receive

more escort tasks for the larger support

helicopters, dropping troops and equipment into

the various Forward Operating Bases. Thankfully

I didn’t have to work in the Ops room trying

to deconflict all of the support requests received

form the various troops on the ground.

Some of our most important tasks were

working in support of the re-supply convoys.

Initially, we did not have the latest Battlefield

Surveillance Camera fit and so, a lot of the

time, we had to remain above the threat band.

But being this high meant it was a few degrees

cooler, for which the crew was grateful.

I would recommend my job as a Lynx

Aviation Rear Crewman to anyone. It’s a

very busy and demanding job on operations

but extremely rewarding. I thoroughly

enjoyed my tour and all of our crewmen

managed to utilise the weapon system

in some way to support others.

lance Corporal lovett lynx Crewman, 672 Sqn, 9 Regiment AAC

3� journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 3�

E ach fencing season lasts for 11

months from September to July

and culminates with the British

Championships. However,

in order to be in the selection bracket for

a competition like this, you need to be

travelling the circuit for at least two years.

For me there have been the added challenges

of injury and crutches to contend with,

which made the process just that little more

complicated, but it was definitely worth it!

While many sports were part of this

year’s Commonwealth Games in Delhi, the

Fencing Championships were held in the

Victoria State Fencing Centre in Melbourne,

Australia from 29th September to 5th October

2010. The Military has a long and prestigious

history in the sport of fencing, indeed the

Gymnasium at the Army School of Physical

Training is named after Olympic Pentathlete

Jim Fox. In this tradition, the military, and

in particular the Army, had a number of

fencers competing for the Home Nations. The

Commonwealth Veterans’ Championships were

held at the same time and there was military

representation in this competition as well.

As fencers gathered in Melbourne for the

competitions, and we caught up with friends we

had not seen in a while, the excitement grew.

Since there was a team from each of the Home

Nations, anyone walking in to the hall could have

easily mistaken it for a domestic competition back

home, but there was plenty of opposition waiting

in the wings to pounce on the hopeful Brits!

My event, the Ladies Sabre, was on the

second day, so I spent the first supporting the

Written bY: Capt Naomi Lee REME, OC Fwd Pl, 5AAC Wksp

fEncing aT THE commonwEAlth chAmpIonShIpS 2010‘Being selected for the Commonwealth Fencing Championships is probably the biggest achievement of my life so far.’ Any fencer will tell you that to get selected for a competition such as this takes great commitment over a long period.

other members of my Northern Irish team and

getting a feel for the venue. On the day of my

competition, nerves were high. After almost ten

months with very little training due to injury,

I was never going to be competing at the top,

but my aim was not to be bottom. Well I won’t

go into the details, but suffice to say, I achieved

my aim. I was knocked out in Round Two by a

very strong girl from Singapore who went on to

finish in the top eight and I successfully avoided

the wooden spoon. There was more success

from other members of the military with one

individual and three team bronze medals in the

main Championships and an individual gold and

team bronze in the Veterans’ Championships. For

the rest of the week, I supported the others and

got out and about to see the sights of the region.

Now, unlike many of those who travelled

6,000 miles for the event from the UK, I don’t

believe that you should go somewhere and not

have a look around. Consequently, I had the

best trip of my life seeing Singapore, much

of Australia and New York. Though I missed

out on seeing a wild kangaroo, I did get to see

Uluru, the Great Barrier Reef, the world smallest

penguins and climbed the Statue of Liberty.

The trip to the Championships would not

have been possible without the continued support

that is given to Army Athletes by BAE Systems,

which I have been lucky enough to receive over

the last few years, and also the Army Sports

Lottery. Now it is time to get back to it and start

to prepare for the next Commonwealths in 2014!

For anyone interested in giving fencing a

go, the Army Championships will be held at

the ASPT, Aldershot, over 4th - 8th April 2011

and all beginners are welcome. Please contact

Capt Lee on: naomi.lee481@mod.uk.

40 journal of THE joinT HElicopTEr command » lZDZ » issuE 4, 2010 THE jHc - dElivEring joInt succEss on opEraTions 41

T he race starts at 3,300 metres on

the top of a glacier, which this

year due to the heat turned to a

big slush puppy, therefore saw

many riders running with the bike for about

two miles before hitting technical rock fields,

which as you can imagine was very slippery.

Prior to the main race were training

days and qualifying races. Each qualifying

race consisted of 200 riders all starting

at once and heading for a bottleneck,

before descending 18 km to the bottom

to gain a place in one of the main races.

The terrain changed from ice to rock to

meadows of lush green grass, to forest single

track with steep tight switch backs (which

caught many people out) and finishing up

at the bottom of the ski run. During my

qualifying descent I had a good start, even

though I was in the second to last line of

25 riders. Unfortunately my chain came

off twice losing me many places, ending

up in 94th position after gaining back a

few places once the chain was replaced.

I had qualified for the Mega 1, consisting

of approximately 300 riders, and had a

timed run of 1hr 42 mins over the 32km

course, managing to finish 42nd overall.

The course was tough, and although it

is classed as a downhill race there were

many ascents and contouring, which

felt like climbing due to the bike set-up

and full armour that I was wearing.

The RLC had a team entered in to

the Megavlanche and there were many

other military personnel taking part. I am

now looking at entering next year and

anyone interested in competing as a team

should contact me on: 94873 2894 or

1AAC-661-SQMS (Gale, Ben SSgt).

megavlanche is one of the biggest downhill mountain bike races in the world. While on leave earlier this year i headed down to the mountain resort of Alpe du’ez, in the French Alpes, to take part in this year’s event.

mEGAvlAnchE 2010

going rapidly DownhIllWritten bY; SSgt BJ (Windy) Gale, 661 Squadron, 1 Regt AAC