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25 flIght AACd E p a r T s f r o m

bElIzE

670 squadron aac

roTary Training vErSUS fasT jET Training

somE THings

nEvEr ChAngE

How bad? SAIdAbAd!

5 SCotS on op HErrick 13

A Coy 1 r IrISh on op hErrICk 13

commando HElicopTEr forcE

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commandEr’s forEword

above: Air Vice Marshal Dixon

All images © Crown Copyright unless otherwise stated.

conTEnTs ISSUE 2, 2011

editorialEditor: Sqn Ldr Chris CoombesJHC-Media-SO2@mod.uk01264 381 122

advertisingSales Manager: Christina Mcleanchristina@lancepublishing.co.uk01536 526 679

designdesigner: Chris Kellerchris@lancepublishing.co.uk 01536 521 126

Cover PHotograPHYphotographer: Crown Copyright

disClaimerThis 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.

PUblisHedLZDZ is published by Lance Publishing Ltd, 1st Floor, Tailby House, Bath Road, Kettering, Northamptonshire, NN16 8NL01536 512 624mike@lancepublishing.co.ukwww.lancepublishing.co.uk

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25 fligHT aac

dEparTs

from b E l i z E

670 squadron aac

roTary Training vErSUSfasT jETTraining

somE THings

nEvErchangE

How bad? SaIdabad!

5 ScotS on op HErrick 13

a coy 1 r IrSIh on op hErrIck 13

commandoHElicopTEr forcE

flyinginTothE

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arTiclEs wAntEdsUbmission date for issUe 3, 2011 of lZdZ frIdAy 21St oCtobEr 2011, Please submit all items to; Editor: Sqn Ldr Chris Coombes (SO2 Media JHCHQ):

coombesc290@mod.uk, 94391 7122 or 01264 381122.Sub Editor: Matt Carter:

JHC-J9SecGov-SO2@mod.uk, 94391 7638 or 01264 381638.

fUrtHer informationwww.mod.uk/defenceinternet/aboutdefence/whatwedo/airsafetyandaviation/jhc

Chinook ‘Stage 1 Drill’ Trainer ...............Air Signaller Course .................................Fleet Air Arm Supports Yomping Youngsters ................................How Bad? Saidabad! ...............................CHF Flying into the Void, Night Time Operations in Afghanistan ...........Spring Challenges Prepared ..................5 SCOTS on Op HERRICK 13 .................British Army’s Star Man ...........................Visit of His Royal Highness the Prince of Wales to the Army Aviation Centre .........................................Some Things Never Change ..................Just Culture: The Balance Between Safety & Accountability .........

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I Learnt About Dust Landings from That ..................................Aviation Policy Update ............................America’s Green Zone ............................. 670 Sqn AAC, Rotary Training Versus Fast Jet Training ..........................News From 16 Air Assault Brigade .......216 (Parachute) Signal Squadron Medals Parade .......................9 Regiment Army Air Corps, Freedom of Boroughbridge Parade ...........................Op HERRICK 13, 7 PARA RHA ..............25 Flight Army Air Corps Departs From Belize ................................Honours & Awards ...................................

Welcome to LZDZ. The JHC as a whole has continued to perform brilliantly over the summer.

G reat and difficult work has continued in Afghanistan, with a well-executed handover from 16 (Air

Assault) Brigade to 3 Commando Brigade, and the pedal still fully down to keep our Royal Navy, Army and RAF helicopters working properly over the very hottest period of the year in Helmand. We have also responded quickly and effectively to the challenges of operation EllAMy over Libya.

I want in this edition to highlight the outstanding work of all our engineering and support personnel, including our colleagues from Industry. You are producing some really impressive results, not only in theatre but at home too. It is heartening to see that all this effort is being delivered in a spirit of genuine partnership, and you should know that this is appreciated

by higher command and the MoD. I also want to pay particular tribute to the magnificent effort of the Army Air Corps in delivering the Attack Helicopter effort for Libya. The team at Wattisham Air Station rose fully to the challenge of training for the embarkation aboard hMS oCEAn, and I am impressed by the way the whole team has mucked in with the ship’s company and embraced a completely new way of fighting and operating the Apache. Well done all!

Finally, and notwithstanding our busy schedule, I hope that you are all able to take leave or at least have some in prospect relatively soon. CWDCommander jhC

F rom the very start the A Coy AO (Area of Operations) was split in two zones, the level of kinetic activity making

any move from east to west impossible, even under the cover of darkness. The Company found itself in a state of siege, constantly bombarded not only with small arms fire but also by RPGs and UGLs against which there was little defence. Any movement of more than 50 metres outside the relative safety of the Patrol Base would result in a withering burst of accurate automatic fire and the unyielding enforcement of a Forward Line of Enemy Troops that the enemy seemed determined to maintain. No one who was present the day will ever forget

our first clearance operation required to open route DEVON and facilitate an ANA resupply. The Company endured more than 12 hours of near continuous contact, with one Multiple being pinned down for more than three hours on the cross-roads immediately adjacent to Company HQ in PB KALANG.

It became clear that before the Company could begin to execute a comprehensive Counter Insurgency programme we had to demonstrate both to the insurgents and a subsistence-minded population that we were the most powerful force in South West Nad-e’ Ali and that our toehold in the community would only strengthen and expand in the months to come.

For this early period we had little choice but to live by our own wits – the Battle Group Main Effort was elsewhere at the time, the first priority being the preservation of the District Centre against insurgent infiltration. The heavy fighting unfortunately resulted in several casualties, most sadly Ranger McCormick who was killed while confirming an IED. Encouragingly, however, the effect our aggressive patrolling was having on the Taliban was really beginning to have an impact on the insurgency.

This initial phase of fierce and sustained fighting set the scene for a systematic transformation of the AO. We soon became the Battle Group Main

The 1 R IRISH Battle Group assumed command of Combined Force Nad-e’ Ali (South) in early October 2010. Most soldiers in A Coy 1 R IRISH flew into their various check points under a hail of fire and this set the tone for a demanding tour, especially over the first three months.

Effort. Over the course of a succession of Battle Group operations, at times requiring the deployment of up to 500 troops, all 5 checkpoints were in turn rebuilt and fortified by an inspired platoon of Royal Engineers. A further checkpoint was built in the very centre of the A Company area. Not only was this a deeply symbolic statement of intent but it also had an immediate tactical and strategic effect. The culmination of this phase was the first visit by the District Governor to Saidabad; the inaugural Shura was held on the very street where a few months previously a platoon had fought for their lives. In attendance at this Shura was a certain Pashtun elder whose compound had not so long ago been the most persistent firing point onto PB KALANG.

On our arrival in Saidabad we soon identified a lack of sufficient

10 journal of the joint helicopter command » LZDZ » iSSue 2, 2011 the jhc - delivering Joint SucceSS on operationS 11

Afghan Counter-Insurgents. It was this that encouraged us to develop and train an Afghan Local Police Force (ALP) which would, fill this security vacuum in the short term,. For a long time, as the AO remained fiercely contested, progress was frustratingly slow. The breakthrough came when a vastly improved security situation was coupled with a new initiative to train ALP volunteers within their own villages, utilising small training teams who attached themselves to the Ground Holding Companies. Crucial also was the robust leadership of a few brave local elders who chose to put their heads above the parapet and refused to be intimidated by insurgent threats.

Ultimately, the ALP served to tie an area firmly to the District Centre. With almost no ALP volunteers having

Tashkiel (official citizenship papers) it was a necessary pleasure to re-enfranchise more than 200 fighting aged males who would previously have been natural recruits to the insurgency. The bond which developed between the population and the soldiers of the Company ultimately proved vital. We won their trust by always being the last on the field of battle and by following through on our promises, often at severe cost. In turn, we respected their bravery in refusing to be cowed by the vitriol of a now desperate and increasingly vicious insurgent grouping.

No one in A Company will forget their time in Saidabad. Promisingly, it looks like not only is the AO remaining stable but that the ALP is continuing to develop and gather support and volunteers from within both the Pashtun and Hazara Communities.

a coy 1 r iriSh on op herricK 13

Written By: Lt R Jones, AAC

AUGUST 2011

25 FLIGHT ARMY AIR CORPS

DEPARTS FROM

BELIZEBy August 2011 the British Army Training Support Unit Belize will drawdown and reduce its support to the Field Army. With this, 25 Flt AAC will pack its bags and relocate to the glorious pastures of Middle Wallop, thus ending the permanent air support that the British Armed Forces has provided to the Government of Belize since 1972. It seems timely to remind ourselves of the work accomplished by Army Aviation there. B ritish Honduras (as Belize

was known) had been part of the British Empire, and subsequently the

Commonwealth, since the Battle of St Georges Caye in 1876. Renamed Belize in 1973, it has been self governing since 1964 and gained full independence in 1981. There has been a constant British military presence in the country since the early 1970s. In recent years both RAF and AAC units have supported the Field Army on exercise and Adventure Training. However, latterly 25 Flt AAC was the only permanent aviation unit based there.

From the early days Army Aviation played a vital role in Belize. Sioux, Scout, Gazelle and Lynx have all operated there. However, these aircraft were not well suited to this challenging environment. It wasn’t until 2003, with the delivery of the first Bell 212 helicopter, that 25 Flt could meet this challenge with a suitable platform.

The withdrawal of the Lynx and Gazelle saw the REME detachment return to the UK. The Bells are leased from, and maintained by, FBH Ltd, and are operated under a ‘Military Registered Civilian Owned’ arrangement. Based on the original UH-1 Uroquis, (more commonly known

Pictured: OC, Maj Dave Roberts AAC (the big lad in the front row) and the ‘Flt’ at Altun Ha Maya Ruins

34 jOuRnAL OF THe jOInT HeLICOPTeR COMMAnd » LZDZ » ISSue 2, 2011 THe jHC - deLIveRInG JOInT SuCCeSS On OPeRATIOnS 35

as the ‘Huey’), Bell 212 is perfectly suited to the jungle environment. Fitted with a winch the aircraft provides 25 Flt with an unrivaled Forward AeroMedical Evacuation (FAME) capability. The aircraft could now deliver a fast response medical team to the most remote parts of Belize to pluck anyone to safety - and it has! The diverse and complex nature of both the environment and the tasking makes flying in Belize challenging, highly rewarding and exciting.

Although tasked primarily to support British training, 25 Flt maintained a commitment to the people of Belize, and therefore mounted 24hr FAME coverage in order to rescue anyone in country and fly them back to the hospital in Belize city. On 30 minutes notice to move 24 hours a day, 365 days a year, 25 Flt has come to the aid of soldiers and civilians alike.

Although the Flt has never suffered a fatal aircraft accident it has suffered the loss of members. Tragedy befell the Flt on two separate occasions in the 1990s. In September 1994 Captain Julian Pooley AAC was killed in a road accident in Mexico. In March 1996 Corporal Simon Sutcliffe REME was killed in another road accident.

In 2009 ZJ965 crashed within ten miles of Belize International Airfield.

The aircraft was lost to fire, but the crew were able to walk away with no injuries. This left the Flt with only two aircraft, and so another 212 was sent out from the UK. This aircraft - known as ‘Kermit’ - has never been fitted with a winch, nor is it NVG compatible. However, the Flt were able to utilize its extra carrying capacity for larger troop moves during the exercises held in 2010 and 2011; one of which, in the last week of operations in Belize, required two aircraft to lift 150 soldiers stranded in a hilltop fort back to civilisation!

January 2011 witnessed a first in the Army Bell 212 fraternity - Ab initios. Thought by many to lack the experience and skill set to be able to deal with the challenges of jungle aviation; the two new boys (Lt Jones and Sgt Tysoe) have proven their critics wrong! They have also managed to drop the Flt’s average age and Body Mass Index below 30! Credit is also due to WO1 Mike Sinclair, who has trained and nurtured his wards to good effect.

The three 212s and the twenty two personnel who operate them will be the last permanent British military aviation asset in Belize. They signify the last in a long line of military aviators who, through varying forms, have committed themselves to the protection and safeguarding of the Belizean people. A diverse mix of cultures, politics and the environment has led to an equally diverse challenge for those lucky enough to have operated in Belize. This history is something in which all who have played a part can be rightfully proud.

We now look to the future - at Middle Wallop. Our role will be to support the Field Army, utilizing the aircraft for trooping, abseiling, Command and Control and under-slung load training. 25 Flt lives on and will maintain the traditions of the past, not forgetting the fallen and in true AAC style.

Bon voyage!

‘Although tasked primarily to support British training, 25 Flt maintained a commitment to the people of Belize, and therefore mounted 24hr FAME coverage in order to rescue anyone in country and fly them back to the hospital in Belize city.‘

Pictured: A Bell 212 over the world famous ‘Blue Hole’

I spent over seven years in the flying training system with five years of that in the Royal Navy fast jet pipeline, and this article is my personal view of some of the major differences between the fast jet and rotary wing discipline and will focus on what I have found to be the biggest differences on my transition to the AAC and rotary aviation: Cockpit Resource Management and tactics.

T he RN fast jet candidate will spend his/her time with the RAF for the entirety of their training post Elementary

Flying Training, so there was a definite culture shock when starting the Army Air Corps pilot’s course. I was chopped on the last flight of the Harrier OCU!

Firstly, to put things into perspective a short background into the fast jet pipeline for a Naval officer.

RN fast jet candidates are appointed to RAF Linton-On-Ouse to begin Basic Fast Jet Training (BFJT) in the Tucano on the long road to a Harrier GR9 cockpit; the only option open to the RN and competition is strong to make the grade. On completion of the year long BFJT pilots are awarded Wings and progress to RAF Valley for Advanced Fast Jet Training (AFJT) followed by the Tactical Weapons course. Whilst on AFJT pilots convert to the Hawk and begin tactical formation flying. The Tac

Weapons course is where you really start to fight the aircraft and learn Air Combat Manoeuves, air to ground weapon-airing (using 30mm and bombs), simulated attack profiles and evasion.

The final product is a pilot who can lead a pair of Hawks low level at 420kts in battle formation. Being bounced by enemy aircraft, reacting to survive and still achieve a time on target within five seconds of a nominated time - and all achieved solo with a map, compass and a stopwatch - is no mean feat.

Successful RN pilots move onto the Harrier Operational Conversion Unit (RAF speak for CTT/CTR) at RAF Wittering for another twelve to fourteen month course before reaching a front line squadron. Although three and a half years is the shortest time to qualify, holds are rife in the RAF and it can take up to five years. Being chopped on the last flight of the Harrier OCU does not help. That is what happened to me and after a difficult period of waiting for my future to be decided by the RN I was told I had a start date for RAF Shawbury.

Cockpit Resource Management (CRM)Fast forward eighteen months and my instructor and I are about to recover to Middle Wallop preceded by a diversion. I get the standard ‘note paper through the window’ that tells me I am to pick up a casualty from an HLS and deliver him to Salisbury Hospital before recovering to homeplate. I get to work and sort

out the diversion and return to Middle Wallop for tea and medals; a job well done. During the debrief my instructor does NOT look happy. I soon find out it was my CRM (or lack of it) that has let me down. I had sorted the ‘div’ out entirely without letting the other crew member in on what was going on. This is a common trait from a fast jet background and it is one that requires hard work to correct. The fixed wing pipeline is very much focused on teaching you to be the sole operator/decision maker in your aircraft for obvious reasons. In a multi-crew environment, decisions are arrived at

as a crew whilst still maintaining a clear boundary between commander and other crew members which is a skill not to be underestimated. On the other hand a common misconception from rotary pilots is that there is little CRM or co-operation between fast jet cockpits. This can not be further from the truth. Take a Close Air Support (CAS) scenario in involving two Harriers. Pilots within the formation will be providing mutual support. For example, if one of the pair has an emergency the pilot in the serviceable aircraft will get his flight reference cards out to assist the lame duck home.

SummaryI can summarise a typical fast jet sortie as if time is always against you. This applies to the planning process, briefing to the second, a fast walk to the out brief followed by breaking a sweat because you are putting your g-pants and dry suit on so fast. You run out to the aircraft and get airborne to the second. The sortie is generally so busy you have no time to really take in the experience as you are busy navigating, flying attack profiles and looking out for enemy aircraft. The satisfaction often comes after

670 Sqn AAC

RotaRytRaining verSuSFast Jet tRaining…a PeRsonal View oF CoCkPit ResouRCe ManageMent (CRM) and taCtiCs by LieutenAnt DAn LeAker Royal naVy

debriefing where you realise what you have achieved and that the hard work was worth it. It is of course exciting but it can be a hair on fire experience.

The most enjoyable aspects of rotary flying are the wide range of roles you can be involved in and a genuine feeling that you are doing something very worthwhile for ground forces. You are not isolated in a multi-crew cockpit as you can enjoy the overall experience as a close knit team and can share the work load whilst still working with multiple aircraft within the formation.

24 JouRnal oF the Joint heliCoPteR CoMMand » LZDZ » issue 2, 2011 the JhC - deliVeRing Joint suCCess on oPeRations 25

‘The sortie is generally so busy you have no

time to really take in the experience as you are busy navigating, flying

attack profiles and looking out for enemy aircraft.‘

E mployed primarily in the Police Development Advisory Training Team (PDATT) role, the Battalion was been split across the whole of the Task Force Helmand Area of Operations. Generating three ground holding rifle companies for three separate Combined Forces, a training company for the Regional Training Centre (South West), formerly the Helmand Police Training Centre, as well as, at short notice, forming an increased Police mentoring and advisory capability. This was deployed across the length and breadth of the British area of operations and kept the Battalion at the forefront of almost every aspect of the campaign throughout the deployment.

It has been extremely rewarding for the Battalion to have been at the head of the task of developing the Afghan Uniformed Police (AUP), an institution which has grown enormously in confidence, capability and capacity. There is no doubt that Afghanistan remains a very challenging and austere environment to operate in, however, the Jocks have taken this in their stride.

As well as the PDATT role, 5 SCOTS also provided three ground holding company groups of around 100 men. The Rifle Companies worked hard to

5 SCOTS On Op HERRICK 13ThrOugh The eyeS OfLt COL AdAm GRIfftHs mBE, COmmAndInG OffICER 5 sCOts

establish themselves in their Patrol Bases as well as within their adopted Combined Forces. In most cases, the locations were austere and relatively remote. The stories of these Companies’ experiences are too lengthy to cover in any detail here, suffice to say there are many examples of exemplary courage and sheer determination as they fought hard throughout the Afghan winter to protect the local population, provide security and to deepen the capability of their local Afghan National Army and Police.

The tour has not been without loss and as a Battalion we have lost one soldier killed in action and twelve wounded in action. There have been an incredible amount of near misses and all ranks will tell you how much improved and effective the personal protective

equipment is for the modern soldier. The death of Private ‘Big Joe’ Vatabua on New Year’s Day was a tragic loss of a talented and delightful young man. It was the measure of the man that his death affected so many and all our thoughts continue to be with his wife and his family.I have been amazed and incredibly grateful for all the support that we received throughout the deployment. The Rear Party in Canterbury worked at an incredible pace during the period of the operation and have not only ensured that the home base has remained secure, but have maintained an operational focus throughout. From ensuring that those returning on Rest

and Recuperation have been picked up to preparing for the return of the Battalion. Similarly, the support from our traditional recruiting areas in Scotland and our adopted home of Canterbury has been quite humbling and I hope that we have paid back some of that respect back by our marches through the communities in Canterbury and in Scotland on our homecoming parades.At the end of another hard tour in Helmand, all elements of 5

SCOTS can reflect on what has now

passed. It is perhaps only in retrospect that it becomes apparent how much has been achieved during the tour by all the disparate elements of the Battalion and by our ISAF, USMC, civilian and Afghan partners. For 5 SCOTS personnel on their second or third tour in Afghanistan, as well as for those on their first, it is clear that demonstrable progress has been made. 5 SCOTS have once again added a few more lines to the narrative of this campaign.

Since the Battalion returned home to Canterbury in May we have conducted several Homecoming Parades both in our adopted home in Kent and in our traditional recruiting areas of Argyllshire, Dunbartonshire, Renfrewshire, Stirlingshire and Clackmannanshire in

Scotland. We have exercise the Freedom of the City of Canterbury awarded to the Battalion following Op HERRICK 8in 2008 and have received a new honour in the Freedom of Renfrewshire. My hope is that these public events go some way to demonstrating our thanks to the communities which have supported us so generously and kindly throughout the most recent tour. We now look forward to returning to contingency and retraining the Battalion once more as an Air Assault Infantry Battalion ready to deploy as part of 16 Air Assault Brigade. Most pressingly we will provide a company to the 3 PARA Airborne Taskforce later this year. sans peur

ne Obliviscaris

Op HERRICK 13 is over now for 5 SCOTS and it is time to reflect

on what has passed. It has been an extremely successful tour for 5

SCOTS personnel and the fortitude, tenacity and sheer capacity of our

young soldiers to deliver everything that is asked of them has been

overwhelmingly impressive.

14 jOurnal Of The jOinT heliCOpTer COmmand » LZdZ » iSSue 2, 2011

The jhC - delivering JOInt SuCCeSS On OperaTiOnS 15

‘The death of Private ‘Big Joe’ Vatabua on New Year’s Day was

a tragic loss of a talented and delightful young man. It was

the measure of the man that his death affected so many and

all our thoughts continue to be with his wife and his family.’

10

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Why do we need to admit to our mistakes?As we’re all aware, making mistakes is part of the learning process, both as an individual and as an organisation. Reading or hearing about other peoples’ mistakes can prevent you from making the same ones yourself, and it also helps us identify organisational failings and gaps in training. However, we will only hear

Just Culture: The Balance BeTween SafeTy & accounTaBiliTy

about these mistakes if we have an open and honest reporting culture.

Secondly, and very importantly, in this era of squeezed Defence budgets, the only way to secure funding to improve equipment and training is to produce compelling evidence that there’s a serious gap. A number of Safety Occurrence Reports all pointing towards an inadequate system or a lack of training provides that evidence.

What is a Just Culture?We want to promote a culture of open and honest reporting in order to learn lessons from others’ errors and identify training and equipment shortfalls. We want personnel who make or identify these errors to feel they can admit to them without harming their careers or personal standing.

A Just Culture protects against people’s honest mistakes being seen as culpable or negligent. But when does an error of judgement, or a situation outside your control cross the line into wilful (and culpable) negligence?

It is simple to assert that there should be consequences for those

who ‘cross the line’, but we need to ensure that everyone knows where these lines are and what mechanisms are in place to protect personnel who have made honest mistakes.

The FAIR modelThe Defence Aviation FAIR (Flowchart Analysis of Investigation Results) model is a method to determine whether or not further action should be considered for an individual involved in an incident or accident. This is the model that will be used for JHC personnel, and clearly shows the criteria for increasing levels of culpability, and the line beyond which

20 Journal of the Joint heliCopter Command » lZDZ » issue 2, 2011 the JhC - delivering JoinT suCCess on operations 21

Investigation Complete

Was there a conscious, substantial and unjustifiable

disregard for risk?

Were the rules intentionally broken?

Was a correct plan of action

selected?

Sabotage

Recklessness

Selfish Rule-breaking / Violation

Given the condition at the time, could the task have been done

in accordance with the rules

Was there malicious intent for the consequence

Was the action of benefit to the individual?

Were the conditions outside normal experience

and practice?

Rule-breaking / Violation for Organizational Gain

Mistake Situational Rule-breaking / Violation

Unusual Situational Rule-breaking / Violation

further action may be taken. Mindful that further action, if necessary, should be completed quickly, this must be balanced by the need for a thorough and full investigation so that all the facts are known.

Comd JHC fully supports a Just Culture and the application of the FAIR model to protect those who stand up and admit to mistakes in order to help others learn and expose organisational short-comings.

Safety and RiskWe are military operators; we operate, by and large, in a variety of risky environments. But that does not

excuse us from acting safely, reducing and mitigating our risks wherever we can, and acting within the rules.

Air safety is not about becoming so risk averse that we shy away from the missions we are asked to perform or the necessary training that would enable us to achieve those missions; it is about knowing the operating envelope of our platform, the limitations of our training and the associated risks to life. It is about making sure we can deliver everything possible within that window, but that we do our best to return ourselves, our passengers and our aircraft in one piece at the end of the sortie!

Key: = Yes, = No

Just Culture Culpability Model Defence Aviation Flowchart Analysis of Investigation Results (D A FAIR) Just Culture Culpability Model Defence Aviation Flowchart Analysis of Investigation Results (D A FAIR)

Error

Unintended Action, Unintended

ConsequenceIntended Action, Unintended Consequence

Intended Action, Intended

Consequence

Error Mistake Sabotage or Malevolent DamageRecklessness

Selfish Rule-breaking / Violation

Rule-breaking / Violation for Organizational

Gain

Unusual Situation

Rule-breaking / Violation

Situational Rule-breaking

/ Violation

1. SuBSTiTuTion TeST. Could another individual (similarly motivated, competent and qualified) have committed the same error under similar circumstances (determined by their peers)?

2. RouTine TeST. Does this happen often to the individual and/or organization?

3. PRoPoRTionaliTy TeST. What safety value would punishment have?

Manage through improving performance - influencing factors (person, task, situation and environment)

Manage through appropriate administrative or disciplinary action. Action to improve performance

- influencing factors may also be needed

4. inTeRvenTion. What needs to happen, at an individual and (or organizational level, to reduce likelihood of a recurrence?incReaSing culPaBiliTy

DiSciPlinaRy acTion

incReaSing culPaBiliTy

‘A Just Culture protects against people’s honest mistakes being seen as

culpable or negligent. But when does an error of judgement, or a situation

outside your control cross the line into wilful (and culpable) negligence?’

Assess

Manage

Intervene

20

‘I want in this edition to highlight the outstanding work of all our engineering and support personnel, including our colleagues from Industry. You are producing some really

impressive results, not only in theatre but at home too.’

cHinook ‘StAgE 1 drIll’ TrainErWritten bY: Lt Col Iain D Smith,

AAC, SO1 J35 Cts

I t has successfully completed its first training session, teaching Stage 1 Drills (drills for the embarkation and dis-embarkation

of a helicopter) to the troops of 20 Armd Bde preparing for deployment.

When reading of the shooting down of a Chinook in Afghanistan (a forced night landing in dust, with a smoke-filled cabin) JHC’s J3 team pondered whether the successful disembarkation of the crew might have been different if the aircraft had been full of troops. We had to find a way of guaranteeing a resource

JHC has just taken delivery of a Chinook Stage 1 Drill Trainer, a simple but effective Simulator made from an ISO container and some Chinook seating canvas.

� journal of THE joinT HElicopTEr command » lzdz » issuE 2, 2011 THE jHc - dElivEring joInt succEss on opEraTions �

T his brand new course is aimed at preparing personnel who will be employed in the

dynamic world of Helicopter Operations. This is an excellent example of Tri-Service co-operation between the RAF School, HQ AAC, JHC and 22 Trg Gp in a short timescale to support personnel for operations. The Course Commander Corporal Mike Jones, Trade Training Flight (CATCS) supervised the initial course of AAC students.

The course delivers a generic grounding in the procedures involved in managing a UK based military operations room for Signallers of the AAC employed in Sqn operations rooms, (for example Bastion).

Main Topics covered by the course include Flight Safety, Meteorology, RT Communication, Safety Services and Crash Action,

The first Flight Operations Assistants Rotary Course (FOARC) was delivered in June 2011 at the Central Air Traffic Control School (CATCS), RAF Shawbury.

air signallEr CoUrSE

Movement and Control of Messages and Flight Planning.

The month long course caters for nine students and consists of demanding theory and practical lessons. At the end of the first 12 days students sit a theory exam, before moving onto the simulated Operations room to put it into practice. Following three intense days of learning procedures of a simulated base, each student then completes assessed sessions as an Operations Assistant, Watch Keeper and Flight Planner.

Graduating students soon to deploy on operations can then progress onto a five day Deployed Operations course. Here, they learn about Mission Planning, Aeronautical procedures, Post Crash Management and ISTAR and Intelligence Briefs.

The first course graduated at the end of July, and will by the time you read this, be putting their training to good use both in the UK and on operations.

‘The Trainer is portable, and the concept is to take it to barrack locations for training. There is very little maintenance, and there is not much to break.’

to teach the drills, at a time when helicopters were very hard to get hold of. A ground based Simulator/Trainer was the obvious answer. The Chinook model was chosen, based simply on the volume of passengers it moves on operations.

Once a contractor (Dytecna) had been selected and contract awarded, the pressure was on for them to deliver before the 20 Bde exercise. The result has been a ‘squaddie-proof’ replica of the inside of a Chinook cabin, which will enable very realistic Stage 1 Drills. There is even a gun mount on the ramp to replicate the trip hazard.

The Trainer is portable, and the concept is to take it to barrack locations for training. There is very little maintenance, and there is not much to break.

Robust training will give these troops hands-on confidence with the seating and lap-belt system. A neat by-product is slicker drills and a reduction in turn-around times during drop-offs/pick-ups in Afghanistan. Feedback from the troops under training has been overwhelmingly positive once they have got over the amusement of sitting in an ISO container.

T he event started and finished at Okehampton Camp in Devon and is now in its 51st year. It is one

of the biggest adventure challenges for young people in Britain today.

2,400 youngsters set-off at 0700 hrs on a Saturday morning. After tackling some of the toughest terrain in England, 28th Kingswood Scouts from Bristol were first to cross the finish line in just over 25 hours, having walked 45 miles.

Just 156 individuals pulled out of the event, suffering from a mixture of cuts, bruises or the affects of the elements. All of the rescues were coordinated by the multi agency Ten Tors Operations Room at Okehampton Camp, which is run by the Army but also staffed by Dartmoor Search and Rescue Group, the emergency services and St John Ambulance.

flEET air arm SUpportS yoMpIng

yoUngStErSThousands of youngsters from across the South West enjoyed near

perfect conditions to take on the Ten Tors Challenge in May.

Supporting the event were two Sea King helicopters of 848 Naval Air Squadron (NAS) and a Lynx helicopter of 815 NAS based at RNAS Yeovilton, who were on hand to provide logistic and casualty support for the walkers and the 250 less able bodied - many in wheelchairs or on trikes.

‘It all went very smoothly’ said Lieutenant Sam Hodgkinson a pilot from 848 NAS. ‘We aided in the safe evacuation of a number of children from the moor and transported a lot of personnel and equipment to and from the tors.’

‘I was extremely impressed by the tremendous spirit of the competitors’ said CSgt Wooldridge RM who is currently serving with the Commando Helicopter Force. ‘The energy and enthusiasm of all participants has been inspirational.’

F rom the very start the A Coy AO (Area of Operations) was split in two zones, the level of kinetic activity making

any move from east to west impossible, even under the cover of darkness. The Company found itself in a state of siege, constantly bombarded not only with small arms fire but also by RPGs and UGLs against which there was little defence. Any movement of more than 50 metres outside the relative safety of the Patrol Base would result in a withering burst of accurate automatic fire and the unyielding enforcement of a Forward Line of Enemy Troops that the enemy seemed determined to maintain. No one who was present the day will ever forget

our first clearance operation required to open route DEVON and facilitate an ANA resupply. The Company endured more than 12 hours of near continuous contact, with one Multiple being pinned down for more than three hours on the cross-roads immediately adjacent to Company HQ in PB KALANG.

It became clear that before the Company could begin to execute a comprehensive Counter Insurgency programme we had to demonstrate both to the insurgents and a subsistence-minded population that we were the most powerful force in South West Nad-e’ Ali and that our toehold in the community would only strengthen and expand in the months to come.

For this early period we had little choice but to live by our own wits – the Battle Group Main Effort was elsewhere at the time, the first priority being the preservation of the District Centre against insurgent infiltration. The heavy fighting unfortunately resulted in several casualties, most sadly Ranger McCormick who was killed while confirming an IED. Encouragingly, however, the effect our aggressive patrolling was having on the Taliban was really beginning to have an impact on the insurgency.

This initial phase of fierce and sustained fighting set the scene for a systematic transformation of the AO. We soon became the Battle Group Main

The 1 R IRISH Battle Group assumed command of Combined Force Nad-e’ Ali (South) in early October 2010. Most soldiers in A Coy 1 R IRISH flew into their various check points under a hail of fire and this set the tone for a demanding tour, especially over the first three months.

Effort. Over the course of a succession of Battle Group operations, at times requiring the deployment of up to 500 troops, all 5 checkpoints were in turn rebuilt and fortified by an inspired platoon of Royal Engineers. A further checkpoint was built in the very centre of the A Company area. Not only was this a deeply symbolic statement of intent but it also had an immediate tactical and strategic effect. The culmination of this phase was the first visit by the District Governor to Saidabad; the inaugural Shura was held on the very street where a few months previously a platoon had fought for their lives. In attendance at this Shura was a certain Pashtun elder whose compound had not so long ago been the most persistent firing point onto PB KALANG.

On our arrival in Saidabad we soon identified a lack of sufficient

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Afghan Counter-Insurgents. It was this that encouraged us to develop and train an Afghan Local Police Force (ALP) which would, fill this security vacuum in the short term,. For a long time, as the AO remained fiercely contested, progress was frustratingly slow. The breakthrough came when a vastly improved security situation was coupled with a new initiative to train ALP volunteers within their own villages, utilising small training teams who attached themselves to the Ground Holding Companies. Crucial also was the robust leadership of a few brave local elders who chose to put their heads above the parapet and refused to be intimidated by insurgent threats.

Ultimately, the ALP served to tie an area firmly to the District Centre. With almost no ALP volunteers having

Tashkiel (official citizenship papers) it was a necessary pleasure to re-enfranchise more than 200 fighting aged males who would previously have been natural recruits to the insurgency. The bond which developed between the population and the soldiers of the Company ultimately proved vital. We won their trust by always being the last on the field of battle and by following through on our promises, often at severe cost. In turn, we respected their bravery in refusing to be cowed by the vitriol of a now desperate and increasingly vicious insurgent grouping.

No one in A Company will forget their time in Saidabad. Promisingly, it looks like not only is the AO remaining stable but that the ALP is continuing to develop and gather support and volunteers from within both the Pashtun and Hazara Communities.

a coy 1 r irisH on op HErrick 13

T he other aircraft in formation appears only as three lights - the fuselage indistinct. The mind is focused; the

next Landing Site (LS), somewhere in the vacuum of darkness below, is ready. The radio crackles as the Joint Tactical Air Controller confirms our clearance ‘LS is clear and secure, beware Enemy Forces operating to the North and West, you are to ingress and egress from the SE over’. This is our indication to commence the run-in and the lever is lowered to initiate the tactical descent.

This is the view from the cockpit of the Commando Helicopter Force (CHF) Sea Kings from 845 and 846 Naval Air Squadrons working for the Joint Helicopter Force (Afghanistan) operating in Red Illum (RI). RI is classed as any night where the light levels are

Written bY: Sub Lieutenant Fred Durrant, (second pilot on board)

CoMMAndo hElICoptEr forCE

flying inTo thE voId

nigHT TimE HElicopTEr opEraTions in afgHanisTan

It’s the middle of the night, a few thousand feet above the Helmand ‘Green Zone’. The Moon is nowhere to be seen and it’s

so dark that we can’t see the line of the horizon, let alone the ground, towards which we will shortly be rapidly descending.

so low that the Night Vision Goggles (NVG) struggle to work effectively. In the UK this is not a huge issue due to the amount of background lighting and differing terrain, which plays well with the NVGs. Over Afghanistan’s low contrast terrain, in RI and no ambient light, it is incredibly dark.

The definition of the ground through NVG does not start to become visible until around a few hundred feet, naturally making the aircrew’s job somewhat trickier. Without looking through the goggles, crews are simply faced with an inky blackness, other than a few blinking lights from Camp Bastion or one of the local towns.

It is as a result of this RI condition, encountered for many of the nights in Afghanistan, that the Sea King crews, or ‘Junglies’ as they are more

commonly known, have made a name for themselves. Operating in such conditions requires additional training, a slightly heightened awareness of one’s surroundings and use of techniques and equipment not routinely employed by other helicopter forces. One such piece of kit is Display Night Vision Goggles, which were introduced to the ‘Jungly’ world relatively recently. It is essentially a fast jet’s ‘head up display’ (HUD), which is mounted on the end of one tube of the NVG. It is an invaluable asset, showing essential data such as navigational information, engine performance and height. Without it RI operations would be considerably more challenging.

So we return to the Sea King pair, currently descending into the RI murk of the Green Zone. As we descend, the height is called and the crewman and door gunner respond with ‘guns outboard’. The radar altimeter begins tracking; a quick movement of the collective lever confirms the two Rolls Royce Gnome gas turbine engines are responding correctly. As the aircraft descends to low level the ground is still not visible and the aircraft is initially levelled out. As the Patrol Base location becomes clear, the height is nudged downwards, all eyes in the aircraft trained outwards. By now, as the surrounding area becomes clearer and the definition of the LS becomes more obvious, the aircraft is manoeuvred onto a final approach for the landing. As the aircraft descends the final few feet it is engulfed in a cloud of dust thrown up by the aircraft’s downdraft.

This story is true of most nights for the Junglie Sea King crews. It is now standard for crews to only have a tiny percentage of day flying hours at the end of a tour in Afghanistan. Credit is to be given to the supporting engineers who work tirelessly to keep the Sea Kings in the air, in conditions that range from searing heat and dust storms, to freezing cold and torrential downpours. It is no mean feat and of which the aircrew and more importantly, the ground forces that we support, are most appreciative.

Most importantly, this all goes to show the JHC ‘Junglies’ are still at the forefront of Battlefield Helicopter aviation and are an invaluable asset to not only the Joint Helicopter Force (Afghanistan), but also to the wider Royal Navy and Joint Helicopter Command. RI operations are just another feather in the cap of the CHF and serves to remind all that this part of the Fleet Air Arm continues to support troops all around the world, from land or sea, in rain or shine, day or night, and now in RED ILLUM!

‘The definition of the ground through NVG does not start to become visible until

around a few hundred feet, naturally making the aircrew’s job somewhat trickier.’

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N ame the FIVE BIG MARATHONS - well, there is London, Paris, New York, and the Berlin

Marathon and I’ve run them all. But not the Boston race… until this year!

On the 18th April 2011 I embarked on the first of the three sporting challenges for 2011, with the aim to complete the last of the ‘Big Five’ Marathons, in Boston. The Volcanic Ash cloud had scuppered my attempts in 2010 but undeterred I was determined to complete the toughest of the five marathons this year. It was not my fastest marathon but it was complete in a painful 3:50 hrs, next stop France.

The running trainers were hung up and the road bike was dusted off as I attempted to tackle the Raid Pyrenean a 720km cycling challenge from the Atlantic to the Mediterranean in 100hrs with 11,000m of ascent! The route across the Pyrenees from the Atlantic to the Mediterranean was established in 1950 keeping as close to the Spanish border as possible on surfaced roads, not surprisingly taking in most of the big cols en route, including beasts such as the Tourmalet and Aubisque. Then, as if this was not hard enough the organizers introduced the rule that the route had to be completed within 100 hours!

spring ChAllEngES prEpArEdsqn ldr pEnny grayson for TougH ‘oUtlAw IronMAn’ EdurancE TEsT

Earlier this year, I set my goal to complete three tough endurance challenges for 2011.

On the 6th June 2011 as part a group of 12 RAF Officers we tackled the 18 Cols across the Pyrenees. From the sunny beach near Biarritz to the somewhat cooler seas of the Mediterranean the team battled through a variety of weather conditions from sunshine to freezing rain over five gruelling days and 99 hours whilst raising money for the Everyman Male Cancer Charity.

Nothing can explain the physical and mental challenge that we faced over the gruelling five days, but the sense of achievement was overwhelming when our feet finally hit the seas of the Mediterranean.

With a marathon and a cycling epic behind me I thought that it would be a great idea to put that training together and enter the Outlaw Ironman Triathlon in July this year. So the training continues with the inclusion of open water swimming in the bid to complete a 3.8km swim, 112 mile bike and a Marathon.

Wish me luck!!

Written bY: Sqn Ldr Penny Grayson

E mployed primarily in the Police Development Advisory Training Team (PDATT) role, the Battalion was

been split across the whole of the Task Force Helmand Area of Operations. Generating three ground holding rifle companies for three separate Combined Forces, a training company for the Regional Training Centre (South West), formerly the Helmand Police Training Centre, as well as, at short notice, forming an increased Police mentoring and advisory capability. This was deployed across the length and breadth of the British area of operations and kept the Battalion at the forefront of almost every aspect of the campaign throughout the deployment.

It has been extremely rewarding for the Battalion to have been at the head of the task of developing the Afghan Uniformed Police (AUP), an institution which has grown enormously in confidence, capability and capacity. There is no doubt that Afghanistan remains a very challenging and austere environment to operate in, however, the Jocks have taken this in their stride.

As well as the PDATT role, 5 SCOTS also provided three ground holding company groups of around 100 men. The Rifle Companies worked hard to

5 scoTs on op hErrICk 13THrougH THE EyEs of lt Col AdAM grIffthS MbE, CoMMAndIng offICEr 5 SCotS

establish themselves in their Patrol Bases as well as within their adopted Combined Forces. In most cases, the locations were austere and relatively remote. The stories of these Companies’ experiences are too lengthy to cover in any detail here, suffice to say there are many examples of exemplary courage and sheer determination as they fought hard throughout the Afghan winter to protect the local population, provide security and to deepen the capability of their local Afghan National Army and Police.

The tour has not been without loss and as a Battalion we have lost one soldier killed in action and twelve wounded in action. There have been an incredible amount of near misses and all ranks will tell you how much improved and effective the personal protective

equipment is for the modern soldier. The death of Private ‘Big Joe’ Vatabua on New Year’s Day was a tragic loss of a talented and delightful young man. It was the measure of the man that his death affected so many and all our thoughts continue to be with his wife and his family.

I have been amazed and incredibly grateful for all the support that we received throughout the deployment. The Rear Party in Canterbury worked at an incredible pace during the period of the operation and have not only ensured that the home base has remained secure, but have maintained an operational focus throughout. From ensuring that those returning on Rest and Recuperation have been picked up to preparing for the return of the Battalion. Similarly, the support from our traditional recruiting areas in Scotland and our adopted home of Canterbury has been quite humbling and I hope that we have paid back some of that respect back by our marches through the communities in Canterbury and in Scotland on our homecoming parades.

At the end of another hard tour in Helmand, all elements of 5 SCOTS can reflect on what has now

passed. It is perhaps only in retrospect that it becomes apparent how much has been achieved during the tour by all the disparate elements of the Battalion and by our ISAF, USMC, civilian and Afghan partners. For 5 SCOTS personnel on their second or third tour in Afghanistan, as well as for those on their first, it is clear that demonstrable progress has been made. 5 SCOTS have once again added a few more lines to the narrative of this campaign.

Since the Battalion returned home to Canterbury in May we have conducted several Homecoming Parades both in our adopted home in Kent and in our traditional recruiting areas of Argyllshire, Dunbartonshire, Renfrewshire, Stirlingshire and Clackmannanshire in

Scotland. We have exercise the Freedom of the City of Canterbury awarded to the Battalion following op hErrICk � in 2008 and have received a new honour in the Freedom of Renfrewshire. My hope is that these public events go some way to demonstrating our thanks to the communities which have supported us so generously and kindly throughout the most recent tour. We now look forward to returning to contingency and retraining the Battalion once more as an Air Assault Infantry Battalion ready to deploy as part of 16 Air Assault Brigade. Most pressingly we will provide a company to the 3 PARA Airborne Taskforce later this year.

Sans peurne obliviscaris

Op HERRICK 13 is over now for 5 SCOTS and it is time to reflect on what has passed. It has been an extremely successful tour for 5 SCOTS personnel and the fortitude, tenacity and sheer capacity of our young soldiers to deliver everything that is asked of them has been overwhelmingly impressive.

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‘The death of Private ‘Big Joe’ Vatabua on New Year’s Day was a tragic loss of a talented and delightful young man. It was

the measure of the man that his death affected so many and all our thoughts continue to be with his wife and his family.’

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T im’s reach for the stars started way back as a boy; “I was a great Star Wars fan and the appeal

of Sci-Fi always gripped me. I find it fascinating to think that what was then considered fiction is now quickly turning into fact as we continually push back the barriers in science.” He got a taste for life in the Forces as a member of his school’s Combined Cadet Force, and he combined this with his fascination with flying to become an Army helicopter pilot. Tim spent 17 years flying pretty much every type of helicopter the Army Air Corps had to offer, ending up as the Senior Apache Attack Helicopter test pilot at Boscombe Down. Jokingly he said, “My mum always envisaged me growing up to become a bank manager; but she’s seen me go from being a pilot to an instructor, to test pilot and now astronaut!”

Tim got a call from a mate asking whether he’d seen the online advert

from the European Space Agency (ESA), seeking to recruit potential astronauts. “I didn’t think about it too much at first, but then realised it was the right time, right place and I had the right qualifications; besides, by the time they next came looking for recruits I’d be too old, so I went for it.”

ESA put Tim through an intense period of psychological testing, memory retention exercises and mathematical problem-solving to beat off 8413 other candidates from across the whole of the continent, and becoming one of only six rookie astronauts to be taken onboard.

briTisH army’s StAr MAnFormer Army Air Corps pilot Major Tim Peake is destined to have a star-studded career as a British astronaut. Although not the first Briton to be blasted into space (that accolade went to Helen Sharman some twenty years ago), he will be the first full-time career space traveller employed by the European Space Agency - a true astronaut in the full sense.

Since joining ESA Tim has completed a 14-month basic training regime. When Tim blasts off, he’ll do it in a Soyuz rocket, so it is essential to be fully conversant in Russian. He was sent to St Petersburg to study the language. “Coming from a scientific background, it was by far the hardest thing I had to learn. It is so different from any other language, and, of course, it uses the Cyrillic alphabet.” Perhaps the most enjoyable part of the training was weightlessness. He explained, “They submerged me in water for up to eight hours in a space suit, to get a sense of what it is like working in that environment. I got a real taste of zero gravity when we went for a flight in a specially adapted Airbus A330. The aircraft flies along doing several dips, each giving about 15-20 seconds of weightlessness, during which I had to complete various tasks.”

Life becomes incredibly complicated when there’s no gravity; six or more hours of training are required simply to operate the loo! But it’s the Extra Vehicular Activity, or spacewalking to put it in layman’s terms, and the view of Earth from space that drives Tim. “I am incredibly excited at the prospect of going spacewalking. It is the most dangerous part of the programme as you are at risk of high levels of radiation and being hit by micro meteorites, but to be able to look back at Earth is going to be a fantastic experience.” He added, “Seeing the world sitting there in front of you without any borders showing or evidence of either political or religious confrontation will be magical.”

Tim now works in Cologne employed by the ESA and maintains his connection with the British Army as a Territorial Officer, keeping abreast of the Apache Helicopter programme. He expects to spend six months 350km up in the International Space Station, sometime before 2018. Then after that, who knows? The sky’s the limit - no, Tim’s thinking way beyond that!

‘I was a great Star Wars fan and the appeal of Sci-Fi always gripped me. I find it fascinating

to think that what was then considered fiction is now quickly

turning into fact as we continually push back the barriers in science.’

A n invitation from the Commandant to His Royal Highness The Prince of Wales to

visit the Army Aviation Centre was therefore brought to fruition on the 21st March 2011. This coincided with HRH Prince Harry successfully completing his Apache Conversion To Type course (CTT) at Middle Wallop.

A combined team effort from Middle Wallop units facilitated the visit, including the RAF Survival Equipment Section (SES) and both 671 and 673 Sqns. The SES visited Highgrove to fit The Prince of Wales with an Apache helmet and flying clothing in advance, and 671 and 673 Sqn crews got the opportunity to fly The Prince of Wales on the day.

A pair of 671 Sqn Lynx delivered The Prince of Wales in style to Middle

No one likes fog on the day of a Royal visit - especially when the visitor is supposed to be flying in and when the Met Office has only given you a probable clearance by midday. To compound matters the go/no go decision was at 0800 in the morning and I was the one having to make the call! However, the Met Office were good to their word, the fog lifted, and after a fraught morning of contingency planning and crossed fingers the visit went ahead as planned.

Wallop from Highgrove and he was then briefed on his Apache flight by Captain Chris Mulhall of 673 Sqn.

The Prince of Wales flew a sortie over Salisbury Plain in an Apache and he was airborne at the same time as his son, who was crewing another Apache. Father and son were able to see each other flying at Deptford Down and The Prince of Wales experienced first hand the training that HRH Prince Harry has been through to graduate from the exacting Apache CTT. Post his Apache flight The Prince of Wales met other members of CTT 13 course and staff from 673 Sqn with whom HRH Prince Harry had worked with, and been taught by, over the 8 month course.

The Colonel in Chief had his logbook signed by the Commandant and his 673 Sqn instructor before being delivered to Kensington Palace by a 671 Sqn Lynx.

21St MArCh 2011

visiT of hIS royAl hIghnESS thE prInCE of wAlES To THE army aviaTion cEnTrE

January 2009… Camp Bastion is a Forward Operating Base, in the middle of Helmand province. Regional Command South is based in Kandahar. Joint Helicopter Force Afghanistan Forward at Camp Bastion has just been renamed Main, showing the intention of British Forces to move their centre of operations from Kandahar to Helmand.

847 Naval Air Squadron have been in theatre for four months, utilising the

somE THings nEvEr ChAngEWritten bY: Lt Paul Whitehouse, Royal Navy

January 2009, walking down the back ramp of a C-130 onto the dispersal at Camp Bastion, it is pouring down with rain. As we walk to the passenger handling tent you have to avoid stepping ankle deep in the muddy quagmire.

March 2011, walking down the back ramp of a C-130 onto the dispersal at Camp Bastion, it is pouring down with rain. As we walk to the passenger handling facility you have to avoid stepping ankle deep in the muddy quagmire.

Two years and what has changed?!

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Mk7. She struggles with the heat and height of Afghanistan. Fully loaded you rarely have power to hover higher than a couple of feet. Night flying is difficult: the non-flying pilot becomes a talking engine gauge, as it is poorly lit.

Routine tasking involves escorting the Support Helicopters (SH) moving men and equipment to the lower-risk Patrol Bases (PB) and landing sites around the Province, equipped

with a General Purpose Machine Gun (GPMG) and one secure radio.

Reconnaissance utilised a handheld camera to take photographs. Convoy over-watch consisted of two Lynx making as much noise as possible, patrolling the route looking for anything suspicious.

The helicopter struggled in certain scenarios and we only had a GPMG and a pair of binoculars, but we accomplished a lot in the seven months we were deployed.

march 2011… The Mk9a Lynx is in theatre. She has wheels and new engines. The engine management inside the cockpit is now digital. Even with the increasing temperature the aircraft reaches its max torque before the engine limits are reached. This allows the handling pilot to fly on the torque meter, which is well lit and easily read at night. The increased power allows standard departures up to max take-off weight making the aircraft more capable.

Again, standard tasking is escorting the SH aircraft. However, the area of operations (AO) is now a lot smaller. Bastion has grown. The United States Marines Corps (USMC) have taken the Northern and Southern parts of Helmand Province. The British are responsible for the central parts around Lashkah-Gah.

The Merlin’s have arrived and the number of aircraft at Bastion has increased. The biggest visible difference is that a new runway has been built. The Mk9a is now equipped with the 50 calibre M3M, a large increase in fire power. She now has two secure radios and one insecure, giving a large increase in tactical situational awareness.

The aircraft can have a MX-15 camera fit. Reconnaissance is now full motion video. The new engines have reduced the number of malfunctions and have meant the aircrafts wheels have not been required... touch wood!

Why do we need to admit to our mistakes?As we’re all aware, making mistakes is part of the learning process, both as an individual and as an organisation. Reading or hearing about other peoples’ mistakes can prevent you from making the same ones yourself, and it also helps us identify organisational failings and gaps in training. However, we will only hear

jusT culTurE: thE bAlAnCE bEtwEEn SAfEty & ACCoUntAbIlIty

about these mistakes if we have an open and honest reporting culture.

Secondly, and very importantly, in this era of squeezed Defence budgets, the only way to secure funding to improve equipment and training is to produce compelling evidence that there’s a serious gap. A number of Safety Occurrence Reports all pointing towards an inadequate system or a lack of training provides that evidence.

What is a Just Culture?We want to promote a culture of open and honest reporting in order to learn lessons from others’ errors and identify training and equipment shortfalls. We want personnel who make or identify these errors to feel they can admit to them without harming their careers or personal standing.

A Just Culture protects against people’s honest mistakes being seen as culpable or negligent. But when does an error of judgement, or a situation outside your control cross the line into wilful (and culpable) negligence?

It is simple to assert that there should be consequences for those

who ‘cross the line’, but we need to ensure that everyone knows where these lines are and what mechanisms are in place to protect personnel who have made honest mistakes.

the fair modelThe Defence Aviation FAIR (Flowchart Analysis of Investigation Results) model is a method to determine whether or not further action should be considered for an individual involved in an incident or accident. This is the model that will be used for JHC personnel, and clearly shows the criteria for increasing levels of culpability, and the line beyond which

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Investigation Complete

Was there a conscious, substantial and unjustifiable

disregard for risk?

Were the rules intentionally broken?

Was a correct plan of action

selected?

Sabotage

Recklessness

Selfish Rule-breaking / Violation

Given the condition at the time, could the task have been done

in accordance with the rules

Was there malicious intent for the consequence

Was the action of benefit to the individual?

Were the conditions outside normal experience

and practice?

Rule-breaking / Violation for Organizational Gain

Mistake Situational Rule-breaking / Violation

Unusual Situational Rule-breaking / Violation

further action may be taken. Mindful that further action, if necessary, should be completed quickly, this must be balanced by the need for a thorough and full investigation so that all the facts are known.

Comd JHC fully supports a Just Culture and the application of the FAIR model to protect those who stand up and admit to mistakes in order to help others learn and expose organisational short-comings.

safety and riskWe are military operators; we operate, by and large, in a variety of risky environments. But that does not

excuse us from acting safely, reducing and mitigating our risks wherever we can, and acting within the rules.

Air safety is not about becoming so risk averse that we shy away from the missions we are asked to perform or the necessary training that would enable us to achieve those missions; it is about knowing the operating envelope of our platform, the limitations of our training and the associated risks to life. It is about making sure we can deliver everything possible within that window, but that we do our best to return ourselves, our passengers and our aircraft in one piece at the end of the sortie!

KeY: = YES, = NO

Just Culture Culpability model Defence Aviation Flowchart Analysis of Investigation Results (D A FAIR) Just Culture Culpability model Defence Aviation Flowchart Analysis of Investigation Results (D A FAIR)

Error

Unintended Action, Unintended

ConsequenceIntended Action, Unintended Consequence

Intended Action, Intended

Consequence

Error Mistake Sabotage or Malevolent DamageRecklessness

Selfish Rule-breaking / Violation

Rule-breaking / Violation for Organizational

Gain

Unusual Situation

Rule-breaking / Violation

Situational Rule-breaking

/ Violation

1. SUbStItUtIon tESt. Could another individual (similarly motivated, competent and qualified) have committed the same error under similar circumstances (determined by their peers)?

2. roUtInE tESt. Does this happen often to the individual and/or organization?

3. proportIonAlIty tESt. What safety value would punishment have?

Manage through improving performance - influencing factors (person, task, situation and environment)

Manage through appropriate administrative or disciplinary action. Action to improve performance

- influencing factors may also be needed

�. IntErvEntIon. What needs to happen, at an individual and (or organizational level, to reduce likelihood of a recurrence?InCrEASIng CUlpAbIlIty

dISCIplInAry ACtIon

InCrEASIng CUlpAbIlIty

‘A Just Culture protects against people’s honest mistakes being seen as

culpable or negligent. But when does an error of judgement, or a situation

outside your control cross the line into wilful (and culpable) negligence?’

Assess

Manage

Intervene

arTiclE not AvAIlAblE for thE onlInE* vErSIon.

* T H i s a r T i c l E c a n o n ly b E r E a d & v i E w E d i n T H E p r i n T E d p u b l i c aT i o n ( l Z d Z i s s u E 2 , 2 0 11 )

Mayday, Mayday, Mayday! The call every pilot dreads having to make. I was surprisingly calm given that the aircraft was now vibrating rather more than even a Sea King normally does, and we still had 25 miles to run to Camp Bastion. Oh, and upon closer inspection we appear to be missing our Port undercarriage, which could make the landing a little tricky. It was only when we finally stepped out of the aircraft an hour and a half later that I started shaking like a leaf.

to the left and dropped to about 15 degrees left-wing-low. My initial thought was that we’d put the wheel in a ditch. As the blades impacted the ground and the vibration started, the non-flying pilot called overshoot and we climbed away.

So there we were missing our undercarriage but able to fly. The only way to land would be with a platform to support the port side, so this is what the engineers constructed. It took an hour of filling sandbags before it was ready. We came to a low hover to allow our rather perturbed passengers to jump out before managing to land the aircraft safely.

Why did it happen? The obvious answer is that we drifted to the left as we landed after I lost references in the dust cloud, and although we didn’t land heavily, the Sea King undercarriage is not stressed for lateral forces. The light levels were well below our normal minima for routine operations away from prepared sites on Op HERRICK. Due to the lack of ambient cultural lighting in Afghanistan, 2 millilux is scarily dark.

Afghan dust is like nothing I have seen before. It’s as fine as talcum powder and

creates a cloud so thick you can have your wheels on the ground and still not be able to see it. This is a fact of life when operating in Afghanistan and it’s not unusual to momentarily lose references in the final stages of an approach, as I did. Providing it is set up correctly, starting at 100ft and 30kts, and flown smoothly to a suitable landing site, remembering to trim, it is perfectly feasible to hold the attitude and continue to land. Unfortunately it is difficult to predict how dusty a surface is from the air, particularly when it’s that dark, and the speed with which the dust cloud enveloped us was unexpected and a little disorientating. The thickness of the dust and the reflected light blooming out the NVGs didn’t help matters either.

We were lucky to get away with nothing more than bruised pride. We owe a debt of gratitude to the team at Bastion for reacting so quickly and efficiently. I would go again without hesitation, but I’ve learned a couple of valuable lessons. Even with future dust landing aids, no kit is foolproof and the correct techniques will always be the basis for a safe landing, no matter how dusty it is.

do You Have a flight safety story?Promote the flight safety learning culture in JHC – write about your incidents and occurrences, so that others may learn – submissions to JHC-safety-SO1, with LZDZ in the subject line.

W e hadn’t been expecting to go out again given that the 2 millilux light levels

were well below the usual 10 millilux required for routine Night Vision Goggles (NVG) operations there. But as the High Readiness Force Sea King we launched to support a life-saving effort following a road traffic accident involving a British vehicle. We found the convoy without any problems but were unable to get comms with the ground. They weren’t in contact so we had time to conduct a full recce of the site. On the approach and passing through 20 feet with the speed nicely under control, the aircrewman was still reporting ‘no dust cloud’ (which was a little unusual at that height). At 5ft, the aircrewman had time for just one call of ‘Dust!’ and immediately the cloud enveloped us. I looked down for a reference and saw the ground momentarily. I estimate we were at 2 feet when I lost this reference and held the attitude for the landing. It wasn’t a heavy landing but as the left main wheels touched the aircraft lurched

I lEArnt AboUt

dusT lAndIngSfroM thAtarTiclE not AvAIlAblE for thE onlInE*

vErSIon.* T H i s a r T i c l E c a n o n ly b E r E a d & v i E w E d i n T H E

p r i n T E d p u b l i c aT i o n ( l Z d Z i s s u E 2 , 2 0 11 )

22 journal of THE joinT HElicopTEr command » lzdz » issuE 2, 2011 THE jHc - dElivEring joInt succEss on opEraTions 23

did you know? The millibar (mb) is changing name to the hectopascal (hPa).

When?From 17th November 2011 the millibar will be replaced by hectopascal.

What is the relationship between hectopascal and millibar? The units are directly equivalent; it is just the name that is changing in order to bring the UK in line with a change in civilian usage recommended by ICAO.

How will it affect me? In RT transmissions, “millibar” should be appended to the pressure setting. This will continue, but with “hectopascal” replacing “millibar”. You can also expect to see the change in Met reports from 17th November 2011.

further info? Please see 2011DIN03-021 for further information.

aviaTion polICy UpdAtE

E l Centro is some 50 miles inland from the west coast, bordered on one flank by a mountain

range, and by desert on the other. It is effectively an area of irrigated land in the middle of the desert, known as America’s ‘Green Zone’.

The air base once played a starring role in the film TOP GUN. As you would expect it is a little different to

amErica’s grEEn zonEEl cEnTro, usa

661 Squadron of 1 Regiment Army Air Corps swapped the cool ranges of Gütersloh, Germany for the hot Californian desert. They have been honing their skills at El Centro Air Base where they can gain the most realistic training before being deployed to Afghanistan.

that which troops visiting Salisbury Plain might be familiar with. It allows military units from the UK, the US and Canada come not only to train their own pilots, but wherever possible they will work together with other nationalities, like they do on Operations. 661 Sqn made good use of the training opportunity, even flying with AH1 Cobra Helicopters of the United States Marine Corps.

As well as environmental and Mission Specific Training, the 50 members of the Squadron have been using their experience of the Lynx Mk7 helicopter to prepare them for flying the most up-to-date model, the Lynx Mk9a. The advantages of the upgraded Lynx Mk9a is that the engine has 45% more power than the previous Mk7 or Mk9. It has the most up-to-date weapon, the M3M gun and there is a brand new surveillance system.

OC 661 Sqn said: “El Centro is becoming a Centre of Excellence for this type of training, giving 661 Sqn the space and environment that’s needed to get them as fully prepared as possible.”

I spent over seven years in the flying training system with five years of that in the Royal Navy fast jet pipeline, and this article is my personal view of some of the major differences between the fast jet and rotary wing discipline and will focus on what I have found to be the biggest differences on my transition to the AAC and rotary aviation: Cockpit Resource Management and tactics.

T he RN fast jet candidate will spend his/her time with the RAF for the entirety of their training post Elementary

Flying Training, so there was a definite culture shock when starting the Army Air Corps pilot’s course. I was chopped on the last flight of the Harrier OCU!

Firstly, to put things into perspective a short background into the fast jet pipeline for a Naval officer.

RN fast jet candidates are appointed to RAF Linton-On-Ouse to begin Basic Fast Jet Training (BFJT) in the Tucano on the long road to a Harrier GR9 cockpit; the only option open to the RN and competition is strong to make the grade. On completion of the year long BFJT pilots are awarded Wings and progress to RAF Valley for Advanced Fast Jet Training (AFJT) followed by the Tactical Weapons course. Whilst on AFJT pilots convert to the Hawk and begin tactical formation flying. The Tac

Weapons course is where you really start to fight the aircraft and learn Air Combat Manoeuves, air to ground weapon-airing (using 30mm and bombs), simulated attack profiles and evasion.

The final product is a pilot who can lead a pair of Hawks low level at 420kts in battle formation. Being bounced by enemy aircraft, reacting to survive and still achieve a time on target within five seconds of a nominated time - and all achieved solo with a map, compass and a stopwatch - is no mean feat.

Successful RN pilots move onto the Harrier Operational Conversion Unit (RAF speak for CTT/CTR) at RAF Wittering for another twelve to fourteen month course before reaching a front line squadron. Although three and a half years is the shortest time to qualify, holds are rife in the RAF and it can take up to five years. Being chopped on the last flight of the Harrier OCU does not help. That is what happened to me and after a difficult period of waiting for my future to be decided by the RN I was told I had a start date for RAF Shawbury.

Cockpit resource management (Crm)Fast forward eighteen months and my instructor and I are about to recover to Middle Wallop preceded by a diversion. I get the standard ‘note paper through the window’ that tells me I am to pick up a casualty from an HLS and deliver him to Salisbury Hospital before recovering to homeplate. I get to work and sort

out the diversion and return to Middle Wallop for tea and medals; a job well done. During the debrief my instructor does NOT look happy. I soon find out it was my CRM (or lack of it) that has let me down. I had sorted the ‘div’ out entirely without letting the other crew member in on what was going on. This is a common trait from a fast jet background and it is one that requires hard work to correct. The fixed wing pipeline is very much focused on teaching you to be the sole operator/decision maker in your aircraft for obvious reasons. In a multi-crew environment, decisions are arrived at

as a crew whilst still maintaining a clear boundary between commander and other crew members which is a skill not to be underestimated. On the other hand a common misconception from rotary pilots is that there is little CRM or co-operation between fast jet cockpits. This can not be further from the truth. Take a Close Air Support (CAS) scenario in involving two Harriers. Pilots within the formation will be providing mutual support. For example, if one of the pair has an emergency the pilot in the serviceable aircraft will get his flight reference cards out to assist the lame duck home.

summaryI can summarise a typical fast jet sortie as if time is always against you. This applies to the planning process, briefing to the second, a fast walk to the out brief followed by breaking a sweat because you are putting your g-pants and dry suit on so fast. You run out to the aircraft and get airborne to the second. The sortie is generally so busy you have no time to really take in the experience as you are busy navigating, flying attack profiles and looking out for enemy aircraft. The satisfaction often comes after

670 Sqn AAC

roTary Training vErSUS fasT jET Training…a pErsonal viEw of cockpiT rEsourcE managEmEnT (crm) and TacTics by lIEUtEnAnt dAn lEAkEr royal navy

debriefing where you realise what you have achieved and that the hard work was worth it. It is of course exciting but it can be a hair on fire experience.

The most enjoyable aspects of rotary flying are the wide range of roles you can be involved in and a genuine feeling that you are doing something very worthwhile for ground forces. You are not isolated in a multi-crew cockpit as you can enjoy the overall experience as a close knit team and can share the work load whilst still working with multiple aircraft within the formation.

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‘The sortie is generally so busy you have no

time to really take in the experience as you are busy navigating, flying

attack profiles and looking out for enemy aircraft.‘

THousands wElcomE 16 AIr ASSAUlt brIgAdE hoMEMore than 10,000 people lined the streets of Colchester to welcome the town’s soldiers home after a six month tour of Afghanistan.

colonEl in cHiEf, thE pArAChUtE rEgIMEnt prESEntS SErvICE MEdAlS

Paratroopers have been praised for their “selfless service and commitment” on the frontline in Afghanistan

by His Royal Highness The Prince of Wales.

2� journal of THE joinT HElicopTEr command » lzdz » issuE 2, 2011 THE jHc - dElivEring joInt succEss on opEraTions 2�

A candle was lit in memory of each of the soldiers as their name was read out, and Afghan

soldiers and police men who were killed were also remembered.

The Right Reverend Lord Eames OM, formerly Archbishop of Armagh and Primate of All Ireland, gave the sermon and spoke of the brigade’s achievements during its winter tour of Helmand Province, as well as the losses.

He said: “All gave something, and some gave all.”

The service featured music from the Band of The Parachute Regiment, a piper from the Royal Irish Regiment and a choir of Fijian soldiers.

Brigadier James Chiswell MC, who commanded 16 Air Assault Brigade in Afghanistan, said: “It was a very moving and poignant service that was a fitting tribute to the lives of the remarkable people we lost.

“In Helmand, we were able to build on the extremely good work of our predecessors and have left a strong sense of continuing progress and a gathering sense of optimism among local people.”

16 Air Assault Brigade held a special service at St Edmundsbury Cathedral, in Bury St Edmunds, to give thanks for its return from a six month tour of Afghanistan, to remember the fallen and look to the future. Prince Charles, who is Colonel in

Chief, The Parachute Regiment, and The Duchess of Cornwall presented Operational Service

Medals to soldiers from 2nd, 3rd and 4th Battalions of The Parachute Regiment who have recently returned from a six month deployment to Helmand Province.

Some 600 soldiers who had completed their first tour received their medals at a parade at Colchester’s Merville Barracks on 16th June 2011 with Their Royal Highnesses presenting medals to around 120 soldiers each.

Prince Charles said: “Once again, the Parachute Regiment has excelled in the dangerous and demanding environment of Afghanistan, and you have given hope to local people.

“These achievements have come at a terrible cost and as you stand here it is only right that we pay tribute to the friends and colleagues who didn’t make it home. To the wounded, your courage and determination to overcome your injuries is utterly humbling.

“The selfless service and commitment you have all given is unwavering and this country owes you all a very special debt of gratitude.”

After the medal parade, Their Royal Highnesses presented Elizabeth Crosses and Memorial Scrolls to the families of 21 Paratroopers killed in Northern Ireland, the Falklands, Iraq and Afghanistan and met the families of soldiers killed and wounded on the recent tour.

sErvicE marks 16 air assaulT brigadE’s rEtUrn froM AfghAnIStAn

Borough of Colchester on Tuesday June 7th 2011 to thank the town for its ongoing support.

The parade, led by The Band of The Parachute Regiment, took the soldiers along a packed High Street, with the salute taken at the Town Hall by Mayor of Colchester Cllr Helen Chuah; Lord Petre, Lord Lieutenant of Essex; and Brigadier James

Chiswell MC, who commanded the brigade in Afghanistan.

Parade Commander Lieutenant Colonel Gary Wilkinson OBE, Commanding Officer of 7th Parachute Regiment Royal Horse Artillery (7 PARA RHA), said: “The parade was a very emotional occasion, which demonstrated the unbreakable bond between 16 Air Assault Brigade and the people of Colchester.

“The support we receive from Colchester, both when we are on operations and in barracks, is incredible and we cannot thank the local community enough. Colchester is part of the team and the town’s support was key to the success of our recent tour of Afghanistan.”

Lance Corporal Joanna Brownlow, of 16 Air Assault Medical Regiment, described the crowds as “overwhelming”.

She said: “I was very proud to be marching through the crowds with my colleagues. It’s fantastic to know we have this support from the public in our home town.”

S ome 600 troops from 16 Air Assault Brigade marched through the cheering crowds

‘with swords drawn, bayonets fixed, drums beating, bands playing and Colours flying’.

16 Air Assault Brigade, based at Colchester’s Merville Barracks, exercised the Freedom of the

T he location for the day was the Royal Hospital Chelsea, a more fitting venue for royalty than the rather windy parade

square of Merville Barracks. Following a day of rehearsals which saw WO2 (SSM) “Robbo” Robertson lose at least a stone from sorting out last minute dramas, the officers and soldiers of 216 travelled to London for the dress rehearsal phase.

Set amid wonderful surroundings and blessed with plentiful sunshine, the Squadron demonstrated that

MAy 2011

216 (paracHuTE) signal squadron

MEdAlS pArAdE216 (Parachute) Signal Squadron reconstituted post-POL on 31st

May 2011 in preparation for the forthcoming Medals Parade and visit of the Corps Colonel in Chief, HRH The Princess Royal.

practice really does make perfect, with the initial rehearsals proceeding well. In-pensioners gathered by the dozen to watch the rare phenomenon that is Airborne drill, appearing to enjoy the spectacle as three ranks squeezed through a gate only wide enough for two.

The following morning fate saw fit to bless us with another beautiful day, and all was proceeding smoothly. Despite the very early start, the soldiers and their families appeared in good spirits as they descended upon Chelsea en masse. The only ones in a less than exuberant mood were the hosting party, clearly not looking forward to a day spent in No.2 dress under the beating sun. The courtyard was a blur of activity as final administration was completed, the admin party earning their pay and both WO2 (SSM) Robertson and Capt Dunwoody, the event co-ordinators, sweating the final details to ensure nothing less than perfection (or at least not half bad).

The morning’s Memorial Service proved to be an emotive event, the feelings of relief from returning home

from HERRICK 13 tempered by the sadness of the loss of a Squadron member. Not one of those present was unmoved, and the spirit of a superb soldier and a great man will be preserved in our memories.

At precisely 1100hrs The Princess Royal arrived, to be greeted by a substantial welcoming party comprising the Governor of the Royal Hospital Chelsea, the Master of Signals, Signal Officer in Chief (Army), the Officer Commanding, the Aide de Camp, the Corps RSM and 216 (Parachute) Signal Squadron RSM. Handshakes completed, the Colonel-in-Chief graciously signed the Squadron Visitors’ Book, allowing Major Fawcett and RSM Spink to take leave and rejoin the parade. Her Royal Highness was piped onto parade by SSgt (Pipe Major) Jimmy Scott, and after a formal request from the Officer Commanding proceeded to present the Operational Service Medal for Afghanistan to the front rank. Meanwhile the Master of Signals and the Signal Officer in Chief (Army) presented medals to the second and third ranks, with the Band of the Scots Guards providing the accompaniment to the ceremony. After words of encouragement and high praise from their Colonel in Chief, the Squadron marched off parade, executing the new “three into two” drill manoeuvre through the gate with practised efficiency.

Upon her departure at 1325hrs, the Princess Royal gave her thanks to the Squadron for the invitation to present the medals, and reiterated her congratulations to all involved on an exceptional operational tour. She gave her thanks for being well hosted by the Squadron and departed.

30 journal of THE joinT HElicopTEr command » lzdz » issuE 2, 2011 THE jHc - dElivEring joInt succEss on opEraTions 31

Her Royal Highness was piped onto parade by SSgt (Pipe Major) Jimmy Scott, and after a formal request from the

Officer Commanding proceeded to present the Operational Service Medal for Afghanistan to the front rank.

T he skies cleared as the Regiment stepped off, proudly led by the Band of the Army Air

Corps and the Regimental Second in Command, Major Robin Melling. As the column cleared the Swale Bridge and rounded the corner into the High Street, they were greeted by a huge crowd of cheering and flag waving families, children and local residents.

The Regiment halted outside the ‘Fountain’ in the town centre and were joined shortly afterwards by the Commanding Officer, Lieutenant Colonel Mike McGinty. The Colonel in Chief of the Army Air Corps, HRH The Prince of Wales arrived and received the Royal Salute under

Returning from a highly successful ten month tour in Afghanistan on the new the Lynx Mk9a, 9 Regiment Army Air Corps exercised its Freedom of Boroughbridge in North Yorkshire. After an intensive week of polishing and marching, the Regiment formed up in the corner of the popular market town.

a perfectly timed fly past of three Lynx helicopters in tight formation.

HRH The Prince of Wales inspected the guards and awarded Operational Service Medals to those recently returned from Afghanistan, accompanied by our Regimental Colonel, Colonel Fraser Budd and the Mayor of Boroughbridge, Mr Geoff Craggs.

It has been a few years since 9 Regiment Army Air Corps exercised its ‘Freedom’ of the local town to which it is so closely aligned. It was a proud day that will be remembered by all, especially as the Regiment was privileged to have HRH The Prince of Wales in attendance.

9 Regiment Air Army Corps has certainly enjoyed a little respite before deploying again in October 2011.

frIdAy 13th MAy 2011

9 rEgimEnT army air corps

frEEdoM of boroUghbrIdgE pArAdE

7 Para RHA formed the backbone of the Joint Fires and Targeting Group (JFTG) deployed on op hErrICk 13, and was

augmented from a number of regiments from across the Royal Artillery, in particular 3 RHA, and other individuals from across the Army and RAF; plus a detachment of 15 Australian Gunners.

Fully supported and mentored by other experienced military targeteers the 7 Para RHA team successfully developed targeting at the Task Force level. This hindered the insurgent’s ability to conduct operations within central Helmand, thereby increasing the security space for other lines of operation to progress. H Para Bty and those batteries with ground holding units also provided the battlespace management

7th Parachute Regiment Royal Horse Artillery (7 Para RHA) deployed on Op HERRICK 13 with clear tasks; the provision of joint fires to the Battle Groups, precision targeting, and to partner the Afghan National Army (ANA) Artillery.

necessary to enable the integration and deconfliction of joint fires and ISTAR assets with manoeuvre, plus additional air and aviation traffic.

Fire Support Teams (FSTs) provided support across a number of Areas of Operation. The FSTs also operated alongside

additional teams from the USMC Army Naval Gunfire Liaison Companies (ANGLICOs), and many operational benefits were afforded as a result of this strong relationship.

The JFTG’s 105mm Light Guns demonstrated the continuing need for responsive, agile, 24/7 guaranteed and all-weather capability. The Light Gun proved its worth, whether providing HE for support in the most demanding of contacts, or smoke to screen and illumination to find or mark. The gun lines of G and I Para Bty RHA, J (Sidi Rezegh) Bty RHA and 1st Field Regiment Royal Australian Artillery performed to the highest standards.

F Para Bty RHA’s gun line mentored and partnered the ANA

Artillery of 3/215 Brigade, enabling Afghan Warriors to fire the D30 in support of ANA and coalition forces on the ground. Real progress was made in terms of supporting the ANA to move towards achieving their own sustainable and organic artillery system, as part of an Afghan all arms combat grouping.

This was a demanding tour that witnessed a step-change in the development and application of front-footed precision targeting at both Battle Group and Task Force level. This ensured that, when in concert with intelligent Battle Group ground manoeuvre and the development of the Afghan Police, the insurgency was increasingly placed on the back foot.

op HErrick 13

32 journal of THE joinT HElicopTEr command » lzdz » issuE 2, 2011

Written bY: Lt R Jones, AAC

AUgUSt 2011

25 fligHT army air corps

dEpArtS froM

bElIzEBy August 2011 the British Army Training Support Unit Belize will drawdown and reduce its support to the Field Army. With this, 25 Flt AAC will pack its bags and relocate to the glorious pastures of Middle Wallop, thus ending the permanent air support that the British Armed Forces has provided to the Government of Belize since 1972. It seems timely to remind ourselves of the work accomplished by Army Aviation there. B ritish Honduras (as Belize

was known) had been part of the British Empire, and subsequently the

Commonwealth, since the Battle of St Georges Caye in 1876. Renamed Belize in 1973, it has been self governing since 1964 and gained full independence in 1981. There has been a constant British military presence in the country since the early 1970s. In recent years both RAF and AAC units have supported the Field Army on exercise and Adventure Training. However, latterly 25 Flt AAC was the only permanent aviation unit based there.

From the early days Army Aviation played a vital role in Belize. Sioux, Scout, Gazelle and Lynx have all operated there. However, these aircraft were not well suited to this challenging environment. It wasn’t until 2003, with the delivery of the first Bell 212 helicopter, that 25 Flt could meet this challenge with a suitable platform.

The withdrawal of the Lynx and Gazelle saw the REME detachment return to the UK. The Bells are leased from, and maintained by, FBH Ltd, and are operated under a ‘Military Registered Civilian Owned’ arrangement. Based on the original UH-1 Uroquis, (more commonly known

PiCtUred: OC, Maj Dave Roberts AAC (the big lad in the front row) and the ‘Flt’ at Altun Ha Maya Ruins

3� journal of THE joinT HElicopTEr command » lzdz » issuE 2, 2011 THE jHc - dElivEring joInt succEss on opEraTions 35

as the ‘Huey’), Bell 212 is perfectly suited to the jungle environment. Fitted with a winch the aircraft provides 25 Flt with an unrivaled Forward AeroMedical Evacuation (FAME) capability. The aircraft could now deliver a fast response medical team to the most remote parts of Belize to pluck anyone to safety - and it has! The diverse and complex nature of both the environment and the tasking makes flying in Belize challenging, highly rewarding and exciting.

Although tasked primarily to support British training, 25 Flt maintained a commitment to the people of Belize, and therefore mounted 24hr FAME coverage in order to rescue anyone in country and fly them back to the hospital in Belize city. On 30 minutes notice to move 24 hours a day, 365 days a year, 25 Flt has come to the aid of soldiers and civilians alike.

Although the Flt has never suffered a fatal aircraft accident it has suffered the loss of members. Tragedy befell the Flt on two separate occasions in the 1990s. In September 1994 Captain Julian Pooley AAC was killed in a road accident in Mexico. In March 1996 Corporal Simon Sutcliffe REME was killed in another road accident.

In 2009 ZJ965 crashed within ten miles of Belize International Airfield.

The aircraft was lost to fire, but the crew were able to walk away with no injuries. This left the Flt with only two aircraft, and so another 212 was sent out from the UK. This aircraft - known as ‘Kermit’ - has never been fitted with a winch, nor is it NVG compatible. However, the Flt were able to utilize its extra carrying capacity for larger troop moves during the exercises held in 2010 and 2011; one of which, in the last week of operations in Belize, required two aircraft to lift 150 soldiers stranded in a hilltop fort back to civilisation!

January 2011 witnessed a first in the Army Bell 212 fraternity - Ab initios. Thought by many to lack the experience and skill set to be able to deal with the challenges of jungle aviation; the two new boys (Lt Jones and Sgt Tysoe) have proven their critics wrong! They have also managed to drop the Flt’s average age and Body Mass Index below 30! Credit is also due to WO1 Mike Sinclair, who has trained and nurtured his wards to good effect.

The three 212s and the twenty two personnel who operate them will be the last permanent British military aviation asset in Belize. They signify the last in a long line of military aviators who, through varying forms, have committed themselves to the protection and safeguarding of the Belizean people. A diverse mix of cultures, politics and the environment has led to an equally diverse challenge for those lucky enough to have operated in Belize. This history is something in which all who have played a part can be rightfully proud.

We now look to the future - at Middle Wallop. Our role will be to support the Field Army, utilizing the aircraft for trooping, abseiling, Command and Control and under-slung load training. 25 Flt lives on and will maintain the traditions of the past, not forgetting the fallen and in true AAC style.

Bon voyage!

‘Although tasked primarily to support British training, 25 Flt maintained a commitment to the people of Belize, and therefore mounted 24hr FAME coverage in order to rescue anyone in country and fly them back to the hospital in Belize city.‘

PiCtUred: A Bell 212 over the world famous ‘Blue Hole’

obegp Capt R C Maddison, RAF Bensonwg Cdr M C WELLS, RAF OdihamCdr J Vickers RN, JHC Headquarters

mbe Sqn ldr S G Beasley, RAF Odihamwo H P Lambley-Steel, RAF Odihamflt lt I W Robertson, RAF Benson CpoAEM(l) G Reed, 845 NASMaj F J Gargan, 16 Air Assault BrigadeMaj Calder, 16 Air Assault Brigade

Commander in Chief (land) Certificate for meritorious service

wo1 D Marshall ASH, 16 Air Assault Brigade

SSgt N J Wyatt-Sugg, 5 Regt AAC

meritorious service medalwo T N Davies, RAF BensonfS J K Elkin, RAF BensonChf tech M Sharp, RAF Bensonwo1 Daniel S Atkinson, Wattishamwo2 M K Druce, Netheravonwo1 R P Jones, Middle Wallopwo1 S Jones, Middle Wallopwo1 K W Tearney,

1 Regt Army Air Corpswo1 Atkinson, 16 Air Assault BrigadeCpoAEM(M) J Hunter, RNAS YeoviltonCpoAEM(M) I Toms, RNAS Yeovilton

Commander-in-Chief air Command Commendations

flt lt L-M Collins, RAF BensonMr P Gervin, RAF BensonMr M Prendergast, RAF BensonMini gun team, Armament,

Engineering Flight

aoC CommendationsSgt M D Maxwell, RAF BensondCrE team, RAF OdihamAvionics flight, RAF Odiham

Cas CommendationSAC J Diggle, RAF Odihamflt lt C Hamilton, RAF Benson

JHC CommendationsCapt L Hoare, 1 Regt Army Air CorpsSgt K J Newbold, RAF Benson Sgt R C Parker, RAF Benson SAC(t) G Sparkes, RAF Benson Sgt L C Wilson, RAF Benson lh M Cormack, CHFlh C Douglas, CHFCpo A Hall, CHFlt H Mitchell, CHFMaj J Nelson (USMC), CHFpo J Summerfield, CHFCSgt P Wooldridge, CHFwo2 J R Lee, Flying Station AldergroveMrs C M McFarlane,

Flying Station Aldergrove

JHC Commendations Cont…Cpl P Beattie, RAF OdihamCpl P Cowell, RAF OdihamChf tech M C Cunningham, RAF Odihamflt lt John R Daws, RAF Odihamwo P W Essex, RAF Odihamwo A Smythe, RAF OdihamMr Ronald J Snook, RAF OdihamSAC L Twinning, RAF OdihamMaj J H Canham, 1 Regt Army Air Corpspte K Nganga, 132 Regt,

Royal Logistics CorpsSSgt A Bancroft, 3 Regt Army Air CorpsSgt P Batty, 3 Regt Army Air CorpslCpl W Willans, 3 Regt Army Air CorpslCpl J Dunbar, 3 Regt Army Air CorpsCpl N A McKenzie, 4 Regt Army Air Corpswo1 J R N Cunningham,

Army Air Corps Head Quarterswo2 W Penfold,

Army Air Corps Head QuartersCpt B Smith, Army Air Corps CentreMAcr A Thompson, RAF Bensonwelfare homes Committee,

RAF BensonlCpl S W Christian, JHF (Afghanistan)Cpl T Gimbert, JHF (Afghanistan)po J Gold, JHF (Afghanistan)Cpo J D Howard, JHF (Afghanistan)Sgt A Irwin, JHF (Afghanistan)Sgt R Jenkins, JHF (Afghanistan)Sgt J Mountfield, JHF (Afghanistan)lA(lh) T M Plowman, JHF (Afghanistan)Sgt D Richardson, JHF (Afghanistan)Sgt A Richardson, JHF (Afghanistan)Act Maj D Short, JHF (Afghanistan)Cpl B Green, JH Support SquadronSSgt S H Waitt, JH Support SquadronSgt B Evans, Task Force Jaguarwo2 P M L Keoghan, Task Force Jaguarwo2 S C Wilde, Task Force JaguarSgt B Birnie, Task Force JaguarCpl C Turner, Tactical Support Wingwo1 M Ross, Wattisham Station

36 journal of THE joinT HElicopTEr command » lzdz » issuE 2, 2011

Honours & AwArdS

Modern ApArtMent: SleepS 4

w w w . l a g o s a l g a r v e . c o . u k

to book ContACt: For more info or to book please contact Judith: 01536 711884 or Email: judith.hall6@btinternet.com

Situated on the top floor of a three storey block the apartment has its own residents’ swimming pool. It has the advantage of being away from the bustle of the town centre but within walking distance (10 minutes to the marina and another 5 to the town centre).

It has a twin bedroom, open plan kitchen and lounge. There is a family sized bathroom. The lounge has a sofa (which converts into two more single beds) and a table to seat four.

There is ample car parking space in front of the building.