Airborne jump Joint Warrior Forces - LZDZ4 ISSUE 1, 2017 / LZDZ VISIT: LZDZ / ISSUE 1, 2017...

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

I SS

UE

1, 2

01

7

PL

EA

SE

TA

KE

YO

UR

FR

EE

CO

PY

Soldiers and aircrew hone helicopter skills together

Exercise Eagle Down

Joint Warrior

Airborne jump

Forces

Sub Zero Flying at 69°North

into

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

VISIT: WWW.LZDZONLINE.CO.UK LZDZ / ISSUE 1 2017 3

CONTENTS

Contents Issue 1, 2017

COVER STORYAirborne Jump into Joint Warrior Forces ................. 16

CAPABILITYSoldiers and aircrew hone helicopter skills together. ........... 5Sub Zero flying at 69º North ...... 6

SAFETYJHC Safety Team ........................ 8

PEOPLEPerformance Management, getting the best out of people .. 10CHF recognise the importance of Diversity and Inclusion ............................. 1233 Sqn’s End of Centenary Year Concert ........... 13846 Naval Air Squadron Royal Naval Air Station, Yeovilton Presentation of Wings Parade, 10 March 2017 ............. 14

OPERATIONSRAF Odiham Chinook airlifts Sea Harrier ‘Jump Jet’ to Aerospace Bristol ................. 15Exercise Eagle Down, No plan survives contact with the Enemy ......................... 18

LESSONS CORNERWelcome to the second edition of Lessons Corner ........ 20

SPORTSRAF Odiham archery hopefuls aim for Invictus .......... 215 Regiment AAC Alpine Ski Race Season 2016/2017 ...... 22

TRAININGNorthern Lights shine on the Commando Helicopter Force in Norway ....................... 24

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

Please submit a l l entr ies for the next is sue by no later than the date s tated above.

View this publication online please scan the QR code using your smartphone or tablet.

24

18

EDITORIAL SUBMISSION DATE…

FRIDAY 23 JUNE 2017

14

22

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

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

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

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

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

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

VISIT: WWW.LZDZONLINE.CO.UK LZDZ / ISSUE 1, 2017 54 ISSUE 1, 2017 / LZDZ

FOREWORD

PLEASE TURN TO PAGE 16 FOR THE COVER STORY

AIRBORNE JUMP INTO JOINT WARRIOR FORCES

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

Foreword MeettheTeam

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

aboutdefence/whatwedo/airsafetyandaviation/jhc

Rear Admiral Jon Pentreath OBE RNCommander JHC

THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS

Soldiers and aircrew hone helicopter skills togetherFrom moving bridges to evacuating simulated casualties, soldiers have put their helicopter skills into practice to help train the next generation of RAF pilots.

A focus on helicopter skills for 16 Air Assault Brigade saw troops working alongside

three Chinooks from the RAF’s 28 Squadron. The squadron, based at RAF Benson in Oxfordshire, is responsible for training aircrew in operational flying and working with troops on the ground before they join frontline squadrons.

Exercise Kukri Dawn saw the helicopters fly out of RAF Honington in Suffolk to train with the Brigade, which specialises in aviation skills as the British Army’s airborne rapid reaction force.

The paratroopers of 2nd and 3rd Battalions The Parachute

Regiment practised helicopter raids onto Fingringhoe Ranges near Colchester. Aircrew also practised casualty evacuation with 16 Medical Regiment and moving supplies and vehicles as underslung loads with 23 Parachute Engineer Regiment and 13 Air Assault Support Regiment Royal Logistic Corps. A key task at Rock Barracks in Woodbridge saw the Chinooks move the framework and decking of a bridge, which the sappers of 23 Para Engr Regt then assembled on the ground.

Wing Commander Marty Lock, Officer Commanding 28 Sqn, said: “Exercise Kukri Dawn has provided a week of intensive

training for our trainee Chinook pilots and crewmen. Training with real troops is of huge benefit to the trainee crews and will help to prepare them for future deployments on exercises or operations which will occur after they have graduated from their Operational Conversion course.

TSW Change of Command

“The opportunity to deploy to areas such as Colchester is particularly important as it gives the crews the ability to operate in unfamiliar training areas rather than just utilising the areas close to RAF Benson where the majority of their training takes place.”

CAPABILITY

On Thursday 2 March 2017 Wing Commander Tim Moss MA RAF handed over the role of Commanding Officer(CO) Tactical Supply Wing (TSW) to Wing Commander Jamie Miller MBE MBA MA RAF. Having been CO TSW for 26 months, Wing Commander Moss will now take up the role of Commander Joint Force Support Middle East (JFSp (ME)).

I am enormously delighted to have returned to the Joint Helicopter Command as your Commander, and am looking forward to meeting as many of you as possible in the coming weeks.

I have already been impressed by the hard word and obvious professionalism that is apparent at all levels and in every Service. I can see we take huge pride in taking the

best from each of the three Services and cultivating the Joint ethos which is so very particular to the JHC – some may say enviable.

Our skills and abilities in all Trades whether Regular, Reserve, Civil Service or Contractor, are essential; each is as important as the other in terms of our generation of capability and maintenance

of our International standing as Reference Nation for aviation. However, I cannot deny that these are challenging times particularly in terms of resource availability where the impact is being felt across the whole of Defence. We expect to have to make some difficult decisions in the coming year but I want to assure you that I will be doing the very best I can for both you and your families, exploiting opportunities where freedoms allow. You, as individuals, and the command as a whole, have my unwavering support.

Finally, thank you for making me feel so welcome; it is an absolute privilege to serve you.

6 ISSUE 1, 2017 / LZDZ THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS VISIT: WWW.LZDZONLINE.CO.UK LZDZ / ISSUE 1, 2017 7

Written By: Lt Jon Crawford

Lt Jon Crawford is the 1st Lt for CLOCKWORK in Bardufoss. He is also a keen Microlight aircraft owner and pilot.

The ‘flying my microlight in northern Norway’ seed was sown last year when, our Norwegian

liaison officer (and good friend) Maj Fred Eilers casually said one day, you should bring your microlight out here to fly. I initially cast the thought off as being a logistical headache in freezing temperatures, feet of snow with associated mechanical issues, in the winter…I would be mad.

To put this lucky situation into context, my work as a serviceman in the RN takes me Bardufoss in northern Norway for 5 months each winter. Here a UK military training facility trains British aircrew, engineers and support staff to survive and operate in an extreme cold weather environment which leads onto arctic flying training with various UK military helicopters. However, the microlight seed was now sown and after some pondering I realised it was actually achievable. I had a means of aircraft transportation to Norway, first issue solved. Secondly, I had the use of a heated Norwegian

start as soon as I pushed the microlight out of the hangar.

Flying in N Norway is stunningly beautiful in the winter and for the purposes of this article I will look at certain aspects of my experiences of mountain flying in Norway which could be transferred to any winter mountain flying location:

CLOTHING AND SURVIVAL EQUIPMENTIt goes without saying you must be dressed appropriately, not just for static sub-zero temperatures but also add on the wind chill of typically 65 Kts. As a guide, I wore the following which allowed me to fly comfortably for a good hour: Thermal base layer under cotton trousers and thermal

mid layer. Duvet (snug pack style) trousers and jacket, then a one piece quilted windproof ‘Dew liner’ over the top of all that. My feet had good quality woollen loop stich socks with high thinsulate boots (laced loosely to allow good blood circulation and warm air entrapment).

For my hands, I wore thin but warm gloves (to keep temporary writing dexterity) inside thick mittens (tethered to my wrists). The permanent attachment of windproof gauntlets to my control bar made up the 3rd layer, again no issues if you make an effort to relax your grip on the control bar and wriggle your fingers to maintain blood circulation.

For my face, I wore a balaclava under my helmet. This covered

up any exposed skin around my mouth, neck and cheeks however this also contained my warm breath within the helmet which misted up my glasses and visor when static on the ground. Raising my helmet visor during taxiing alleviated this issue and when airborne, there was enough relative airflow around my helmet to remove this misting up problem.

Planning for the possibility of making a forced landing (be it due to weather or mechanical failure) cannot be ignored and when there are several feet of snow on the ground, you know it’s going to be a one way journey. Most of the areas I flew over were inhabited and if forced to land out, safety was a short (yet awkward) trek to a house. However, you couldn’t avoid some isolated areas where a trek to safety or recovery at the landing site could be extended. Standard survival equipment I carried on my person and in aircraft panniers included: aviation and 1:50 000 ground maps, GPS, compass, removable VHF radio, mob phone, full large flask of sweet drink, dry food, head torch, basic first aid kit, pocket knife, whistle, fire lighting

kit, berghaus yeti gaiters (worn when flying), snow shoes, bothy shelter and telescopic walking/ski poles. Almost all of my electronic equipment operated off AA batteries where I kept numerous spares warm in internal pockets. If I didn’t have a passenger, the rear seat would contain a secured ‘down bird’ Bergan which would hold an arctic sleeping bag, sleeping roll mat, more food and extra clothes, all waterproofed.

MET AND MOUNTAIN FLYINGTime spent analysing the weather forecast is not time wasted; I chose to fly only on a very good clear day. However, the weather can change rapidly in the mountains therefore be prepared for this and turn back

home early if the weather looks as if it’s deteriorating. Likewise have options of escape routes if the weather suddenly changes.

When flying down a valley it’s wise to stay to one side rather straight down the middle. If you get caught out with the weather and suddenly have to turn around, you know you have the whole width of the valley to turn in. Be aware of the wind direction at all times; it tends to weave its way around mountain features like water down a stream therefore its direction isn’t necessarily constant. When approaching a ridgeline in a climb to cross it, make your approach at 45° rather than straight on. This way, if you have misjudged its height and

CAPABILITY

PREPARATIONFirst be aware of any local rules or regulations regarding the airfield you are operating from. For this I not only had a brief from Fred (who operates his own aircraft from Bardufoss airport) but I also arranged a face to face meeting with the air traffic controllers in the ATC tower. This was invaluable as I was now fully aware of their own procedures and capabilities (and limitations) and they were aware if my microlight limitations too. I was also no longer a faceless voice on a radio and it was welcoming to be told they would match their radio speech rate with my relatively slow RT thus making communication easier.

Secondly, plan the flight meticulously. The arctic is pretty unforgiving to those who get ‘navigationally challenged’ and for the period I was flying,

the airfield radar was not working so I was not seen on SSR and to air traffic, my location to them was only what I reported en route.

Finally, everything takes longer to do in the arctic so plan accordingly. This includes very thorough pre-flight aircraft checks, fuel weight calculations, getting all the layers of clothing on (including briefing and kitting out passengers) and everything being ready before you open the hangar doors. At minus 10-15°C you need your engine starting quickly so as not to cold soak the engine and more importantly the battery. Despite having an oil thermostat fitted to my aircraft it still took a good 10-12 minutes for the engine oil temp to rise to a safe take off temperature.

find yourself struggling to get over the ridge it’s easier to bank away to safety from an angled approach rather than approach head on and potentially ‘plough in’. Finally, one of the biggest hazards in Norway is power lines looping across fjords and logging wires spanning valleys. Logging wires (used for transporting logs across a valley) are particularly thin and are not always marked on maps and could catch you out; another reason for a local area brief. These wires can be anywhere as low as 20’ and power lines, up to 2000’ and are not a hazard if you stay a comfortable above 2500’ agl, however if low cloud forces you to fly lower, then you may have a problem.

”“

Sub Zero Flying at 69°North

© d

ino

zzav

er /

shu

tter

sto

ck

Flying a microlight in the mountains is spectacular when done safely and flying in sub-zero temperatures is very achievable when using the correct equipment. When you can combine both in the wilds of northern Norway, you have memories and an entry in your logbook which is truly unforgettable.

hangar (a very impressive heated hangar built into a rock side during the ‘Cold War’ era), even better. I knew it would be very cold in an open cockpit but I had good warm windproof clothing for that. Finally, I needed some local flying knowledge; Fred was a GA flying instructor. This golden opportunity for someone more used to flying over the Somerset levels was now becoming a reality.

Before I travelled to Norway I had the opportunity to have a good chat about mountain flying in the arctic with Arfur Bryant, a fellow member of the Yeovilton Flying Club and experienced arctic aviator who gave me lots of sound advice regarding hazards with mountain flying, particularly in Norway. I now felt I had at least the theory to fly in the arctic. My flying in Norway did not begin until late Feb for 2 very good reasons. First, it is only from late Feb/early March onwards that there is enough good daylight to safely fly a microlight VFR, before then the sun doesn’t rise above the surrounding mountains so you are in a light gloom at best. Second, the temperature is beginning to rise.

This is all relative but it’s now typically only minus 10-15°C rather than minus 20-25°C! Of significance is the fact that although the air at this location was very cold, it was very dry and so as long as I avoided any cloud and picked nice sunny days, there was very little chance of engine carb icing or indeed any ice forming on the airframe. The cold may have also had an effect on the battery during engine starting however I ensured my normal 12v Varta 11 Ah 230 A battery was fully charged before flight and I was fully dressed and prepared for a quick engine

When flying down a valley it’s wise to stay to one side rather straight down the middle.

If you get caught out with the weather and suddenly have to turn around, you know you have the whole width of the valley to turn in.


SAFETY

Meet the Team

VISIT: WWW.LZDZONLINE.CO.UK LZDZ / ISSUE 1, 2017 98 ISSUE 1, 2017 / LZDZ THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS

SAFETY

JHC Safety Team

“I’ll make a mental note of the likely increase in recreational flying; especially when the weather improves! A good

lookout and anticipation of likely flying sites will be essential”

“It’s worth bearing in mind that it’s not just the launch site that will be busy, once the gliders are airborne they’ll be trying to cover as many kilometres,

down wind, as possible in order to test their metal”

MAJOR MISHAP AAC

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

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

JHC SO1 GROUND SAFETYE: [email protected]: 01264 383391

JHC SO2 FLIGHT SAFETYLt Cdr Stuart ‘Butch’ Cassidy RNE: [email protected]: 01264 381534

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

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

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

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

CPO CAUSE

“Who would have thought those gliders

could have reached such impressive heights? Brave or Mad? Either way they are a significant Mid-Air Collision concern in the summer flying months”

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

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

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

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

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

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

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

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

HANG GLIDING AND PARAGLIDINGThe peak in sport and leisure aviation activity across the UK during the summer months is such that it should become a major consideration during the planning process of any flight through uncontrolled airspace; the key concern being maintenance of adequate separation.

Since Hang Gliders and Paragliders do not carry radio or transponders, good lookout in the vicinity of known launch sites tends to be the primary means of glider avoidance. However, this alone is insufficient; an understanding of gliding techniques and practices, together with an appreciation of the weather conditions in which the activity is usually conducted are essential to minimise the chances of an air proximity incident.

First, it is important to dispel the commonly held misconception that foot launched gliding is purely a glorified sledge ride, involving

nothing more than leaping off the top of a hill and gliding down to the bottom! The aim of the activity is in fact to gain as much height as possible above the takeoff point using ridge lift and thermals, and then head off across country seeking new thermals and staying airborne as long as possible. Height gains of several thousand feet are routinely achieved by experienced pilots, who circle in thermal lift up to cloudbase and can travel hundreds of kilometres across country. The UK height gain record for a hang glider is 12000ft above takeoff (ATO) in wave meteorological conditions, and the duration record stands at just over 8 hours!

However, these achievements are exceptional and flights of around 2-3hrs with height gains of up to 5000ft ATO, if cloudbase permits, are more the norm for most experienced cross country pilots.

Most Hang Glider and Paraglider flying is initiated through foot launching from steep sided hills or ridges that face into the prevailing wind. Although winch and microlight tug launches from airfields are also undertaken, most pilots prefer the freedom, independence and low cost associated with foot launching from a hill or terrain feature. Furthermore, the thermal activity that is sought by pilots is more readily triggered by undulating terrain.

Most foot launch flying sites are clearly marked on military aviation 1:50,000 maps and are also listed in the Low Flying Handbook. However, whether or not the sites will be in use on the day depends predominantly on the prevailing weather conditions and seasonal site restrictions, as described below:

Wind Direction Attempting to foot launch a glider of any type in crosswind or downwind conditions is very hazardous and therefore as a rule launches will only take place directly into wind. In most cases the primary wind direction applicable to a marked foot launch site is obvious from the topographical features shown on the chart. (eg. a northerly facing ridge will be used when the surface wind is northerly etc). This will provide a general indication as to whether the site will be in use at the time but further research is necessary to establish the full range of wind directions suitable for launching. The British Hang Gliding and Paragliding Association (BHPA) is the governing body for Hang Gliding and Paragliding in the UK and their website can be accessed through the following link: http://www.bhpa.co.uk/clubs/clubs.php?region=uk . This will provide a linked list of BHPA recreational clubs covering the whole of the UK. It also provides a map showing their geographical locations. The clubs relevant to the intended flight route can then be identified and their websites accessed. For example, if intending to fly near the South Downs the Southern Hang Gliding Club website should be visited and their Site Guide accessed. On doing so, a compass rose will appear indicating the range of launch wind directions applicable to each club site. The well known site ‘Devils Dyke’ is suitable for launching when the wind direction is anywhere between WNW and N. Accessing this site link will reveal considerably more detail, but most significantly it specifies the best launch wind direction (NW) – a clear indication as to when the site will be at its busiest! Additionally, accessing the site guide provides a useful means of checking for all

sites that may be on, or close to, the route planned. Some of these sites, particularly the smaller ones, might not be marked on the maps yet they may become quite busy when conditions are favourable.

Wind StrengthParagliders favour lighter surface winds up to about 10kts, but Hang Gliders can launch quite comfortably in surface winds up to around 25kts. Thus, in surface winds of 25kts or below, activity on the into wind sites should be expected. Paragliders greatly outnumber Hang Gliders and therefore sites will be at their busiest in lighter wind conditions. Most of the gliders will fly in the ridge-lift-band on the windward side of the hill and therefore are unlikely to rise much higher than 1000ft ATO. However, there will always be a cadre of more experienced pilots in their midst who will rise considerably higher if conditions permit and then head off cross country. More often than not their cross country routes will be downwind of the launch site. Triangular flights to prearranged waypoints are perfectly feasible, particularly in competition flying.

Cloudbase/CloudcoverHang Gliders and Paragliders are essentially ‘VFR only’ aircraft, mainly due their inability to carry Attitude Indicator/Artificial Horizon instrumentation. Thus, they do not as a rule fly in cloud. However, they may well inadvertently enter cloud whilst working thermal lift. Similarly on broken cloud cover days they may well rise higher than some clouds whilst still maintaining VFR flight. Cloudbase therefore only acts as a height limitation when the cloud cover is significant. Additionally, low cloud will not necessarily prevent gliding activity unless it either obscures or is only marginally above the launch point.

Precipitation/Visibility Precipitation has an adverse effect on the aerodynamic characteristics of foot launched gliders. Rain will retard the airflow over a Hang Glider wing; resulting in a much higher stall speed and thus greatly reduced stall margin. Launches will therefore not take place in precipitation conditions. Gliders can frequently get caught in precipitation in flight, particularly in light shower or intermittent rain conditions. As a rule precipitation will only prevent gliding activity when it is frequent, constant or heavy. In the case of visibility, the limitations specified in the Air Navigation Order in terms of maintaining VFR, are equally applicable to foot launch gliders, as they are to all other forms of aviation.

Seasonal Activity/Site Limitations Comparatively little Hang Gliding or Paragliding takes place in the UK during the winter months largely due to short daylight hours, adverse and unpredictable weather conditions and greatly reduced thermal activity. Any flying that does take place is likely to be confined to ridge soaring a few hundred feet above the windward side of a hill or top to bottom training flights (cross country flying is unlikely). Many sites are closed during these periods due to seasonal activities such as pheasant/grouse shooting, lambing and crop sowing. Site operating periods and limitations (such as no fly areas) will be clearly specified in the relevant Club Site Guides, accessible through the BHPA website (see ‘Wind Direction’ paragraph above).

In summary, in order to minimise the risk of air Proximity incidents with foot launched gliders, it is

recommended that the following action is undertaken prior to any flight through uncontrolled airspace in day VFR conditions:

Visit the BHPA website www.bhpa.co.uk/clubs/clubs.php?region=uk and check which clubs operate in the areas to be over flown.• Access the relevant Club Site

Guides and check which sites may be active in the prevailing surface wind conditions.

• Where unable to avoid the sites, plan to fly upwind of the windward side of the hill/ridge maintaining as much horizontal and vertical separation as possible.

• Although this may seem like an unwelcome, additional flight planning burden much of the research can be done in slow time, well in advance of the intended flights; particularly where routes or areas to be over flown are routine or predictable.

• Lastly, keep a good lookout throughout your flight from the surface all the way up to cloud base.

Written By: Maj J Gilbert (JHC Safety Case Offi cer 3)

PERFORMANCE MANAGEMENT IS CHANGING FOR CIVILIAN STAFF FROM APRIL 2017Performance management is important – it is not just a box ticking exercise, but a route to achieving business outputs, motivating strong performance and developing staff capability and effectiveness.

Recognising this, in July 2016 the Permanent Secretary, Stephen Lovegrove, ordered a review into the way performance management for civilian staff was conducted. This was in response to low scores on the Your Say survey when asked whether the current system motivates people to do a good job together with feedback from Trade Unions, town hall engagement briefs and other media channels.

To support this review, the Permanent Secretary launched a programme of staff engagement, encouraging people to share their ideas for how a new performance management process might look like. Workshops were held across the MOD and an online survey was available for comment.

As a result of this consultation, staff and other stakeholders said…• The existing process is

demotivating, with the concept of an end of year bonus divisive and unfair.

• Performance should be assessed as an individual rather than being compared against others in the grade.

• Relative assessment and forced distribution unfair.

• Line managers should be more involved in the reporting process, instead of a Reporting Officer.

• That narrative feedback is preferable to numerical scoring.

In response to this feedback, the Permanent Secretary launched the new performance

management framework, starting from Apr 17.

The new process gives line managers full responsibility for the performance management of their staff. Regular dialogue between line manager and job holder is essential to ensure the aims of the new process are met. Line managers should meet with their staff throughout the year to review objectives, provide feedback and discuss development opportunities. Line managers should then be prepared to recognise and reward excellent performance or tackle poor performance where found.

A countersigning officer will still exist in the new process and is there to provide support,

CONTACTJHC SO2 CWAHeather MorrisT: 01264 381470 E: JHC-Comdplans-CWA-SO2

REWARD & RECOGNITIONA new reward and recognition policy has been launched. This replaces the current Special Bonus Scheme and the Performance Bonus Award for receiving a Box 1. Line managers can now recommend a monetary reward where they, and the Countersigning Officer, believe high level performance has been achieved.

VISIT: WWW.LZDZONLINE.CO.UK10 ISSUE 1, 2017 / LZDZ THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS

For further detail and guidance please consult the full policies and toolkit, which are available on the Defence Intranet in the People Portal under Performance and Recognition.

Additionally, Civilian policy advice and guidance is available via the Civilian Workforce Advisor, Heather Morris at JHC HQ.

Mid Year(complete by 31 October)

• LM/JH meet to discuss and agree SMART objectives

• Flexible number of objectives (minimum 3 and maximum 12)

• Draw upon appropriate compentency frameworks in setting the ‘How’

• Mandatory LM objective linked to expectations in the Line Managers Deal

• LM/JH formal review point with option of recording narrative assement

• Indicative performance rating (Exceeded, Met, Pertially Met & Non Met)

• Declaration of on-track to meet objactives or action to be taken

• Discuss development and any career aspirations

• JH/LM mandatory narrative assessment of performance over the year

• Final performance rating (Exceeded, Met, Partially Met & Not Met)

• CSO to validate assessment of LM

• Requirement for a Case Conference will remain for consecutive ‘Not Met’ ratings

Start of year

Mid Year(complete by 31 October)

End of Year(complete by 30 April)

On-going Performance Management dialogue between LM and JH; consider/update/close objectives, recognise/reward strong performance, tackle poor performance, consider reasonable adjustments.

These behaviours will develop the LM/JH relationship and follow the intent of the Line Managers Deal.

LZDZ / ISSUE 1, 2017 11

All recommendations will be considered by the JHC Reward Panel, based in the HQ, with the final decision on approval and amount awarded resting with Commander JHC. The panel will use the criteria displayed below to make a judgement on whether to approve and the amount to be awarded.

The new performance management framework is an excellent opportunity to:• Strengthen the relationship

between line manager and job holder.

• Encourage strong performance.• Increase productivity.• Promote employee

development.• Inspire staff engagement

and empowerment

Performance Management

PEOPLE

Getting the best out of people

17/18

advice and guidance to both job holder and line manager where necessary. They will have oversight of the final assessment of the line manager. Any job holder who is unsure of their countersigning officer should ask their line manager in the first instance.

In-Year Reward: What good looks like

Objectives

Taskcomplexity

Timelines

Innovation

Factors to be considered when deciding the type and amount of a reward/recognition for performance

?

Has the JH exceeded expectations outlines

in their objectives?Coming up with new,

more streamlined processes or ways

of working

What was expected of that person, was it far more complex and challenging than would have been expected?

Were the behaviours displayed those you would expect to see on a day to day basis? Or were they exemplary, demonstrated during a preriod of adversity or increased challenge?

Did the staff member deliver to a tight deadline or

ahead of time?

What type of reward?• Say thank you• The Thank You

voucher scheme• In-Year Reward scheme• Business Unit

Commendation

Behaviours

The key changes for the new policy are:

WHAT’S OUT?• Relative Assessment

against peers.• Numerical scoring.• Quotas and forced distribution.• Moderation Panels.• Reporting Officer role.• Fixed number of objectives.• End of Year bonuses.

WHAT’S IN?• Narrative assessment by

individual, line manager and countersigning officer.

• Flexible number of objectives, between 3 and 12.

• New performance ratings – Exceeded/Met/Partially Met/Not Met.

• New approach to reward and recognition.

• A single PAR to cover the whole reporting year even if you move post.

Business BenefitSeeing the bigger pictureCost savings & efficienciesInproving processesPositive promotion of the Army, MOD and the Civil ServiceBenefiting the team and the business not just themselves

There are two types of monetary reward:

1. The Thank You voucher scheme

This allows a recommendation for a voucher up to the value of £100 to be awarded for a particular piece of work.

2. In-Year Reward SchemeThis policy takes the existing Special Bonus budget and the current Box 1 budget for the JHC and combines it to award high level performance. This combined budget represents 1.2% of the total Civilian pay bill. There is no guarantee of an award and an individual cannot exceed £5,000 in any financial year.

PM Process in practice

VISIT: WWW.LZDZONLINE.CO.UK LZDZ / ISSUE 1, 2017 13

Concert12 January, 1916. 33 Squadron forms in inauspicious surroundings from the remains of 12 Squadron at Filton near Bristol, with a number of BE2C biplanes, for the purpose of Home Defence during the First World War.

Fast forward 101 years and 33 Squadron is now flying the modern Puma Mk 2 medium lift battlefield

helicopter from RAF Benson, which has been its home for almost 20 years. As 33 Squadron approached the end of its Centenary Year, a concert was organised in its honour at the fabulous and historic Dorchester Abbey on 16 December. The concert was played by the Central Band of the RAF and was open to both military personnel and the extremely supportive local community. The opportunity was also taken for

Written By: Flt Lt Matthew-Brown

33 Squadron to give a little back to the wider RAF community and all profits from the concert went to support the fantastic work of the RAF Benevolent Fund.

On the 16th of December, the majority of RAF Benson stood down for the Christmas Grant, heading home to a relaxing couple of weeks, save those on essential duties and National Standby. By evening the cold and fog had well and truly rolled in, but the team had been setting up the Abbey and the Band had been rehearsing feverishly for hours. Not only that, the British Forces Broadcasting Service, BFBS, had arrived and set up their equipment in order to record the full auditory experience for broadcast on Christmas Day. Dorchester Abbey has acoustics that are second to none, and with the addition of festive decorations and candlelight, looked and sounded amazing.

Guests began arriving early – enjoying the warmth and glow

of the Abbey, and in the case of the 33 Squadron Association members, catching up with old friends. VIPs, including Warrant Officer 2 O’Rourke (Queen’s Gallantry Medal) and his wife took up their seats near the front to enjoy the performance up close, with the Abbey pews full behind them. The formal part of the evening began with a video screening presentations of two veteran centenarians with strong links to 33 Squadron – Mr Jan Linzel, an ex-33 Squadron WWII Spitfire and Tempest pilot had just celebrated his 101st birthday and had recorded a special message for the occasion and Mr Jack Baker, an ex-30 Squadron Leading Aircraftman Safety Equipment Fitter celebrating his 100th birthday the week before. Jack had fought alongside 33 Squadron’s ground crew during the Battle of Crete. Then the Band Director, Squadron Leader Matt Little, began with gusto, striking up for the National Anthem before settling in to a first set of Christmas music, showing off members of the band with superb solos.

The Band broke for an interval, while the audience enjoyed warm mince pies and mulled wine under the stained glass and history of the Abbey. They returned with the RAF Squadronaires (their brass section) and then a rare singing

FURTHER INFORMATION

The BFBS recording is still available at www.bfbs.com/radio/articles/12561

turn by the Central Band Choir with Follow That Star. By now, the mulled wine had worked its magic and the audience was far more agreeable to singing along with some of the hymns! The Band finished with Christmas Sleigh Bells – having the audience break out their keys from their pockets and jingling along with the band, to make it really sound like a sleigh was riding in to bring everyone some Christmas joy! There was just enough time at the end for the RAF March Past to bring the wonderful evening to a close with a piece close to many hearts.

Back out into the cold and fog, the audience dispersed. With the Abbey and the Band safely packed up, there wasn’t much more to do but thank everyone who assisted in making the event such a success, and everyone who attended for supporting 33 Squadron and the RAF Benevolent Fund. Similar thanks go to local organisations who supported the evening, including Waitrose Wallingford, Sainsbury’s Didcot, Co-operative Benson and the 33 Squadron Association.

PEOPLE

33 Sqn’s

End ofCentenary YearT

o recognise and underscore the inclusivity of all service personnel the

Commando Helicopter Force (CHF) undertook an event to recognise LGBT within the Force. Four teams comprising both Royal Navy and Royal Marines personnel competed in a race against the clock to pull service trucks 360 metres. In a symbolic statement that ‘we are a team all pulling in the same direction’, with the compass being in itself 360 degrees and

all-inclusive. Included as a team member was CHF’s Commanding Officer Colonel Lenny Brown (late RM) who summed up the symbolism of the event:

“The challenge has been established to raise awareness of LGBT History Month, including what it is and why we need to celebrate it and also advertise the Compass Network - with the added bonus of “Free Phys” and some good healthy Force rivalry. We are doing it to increase awareness of the Compass Network and their Mission, which

PEOPLE

is fully supported across all areas of the Commando Helicopter Force, from the top down. I demand that every member of my Force bring exceptional professional standards to work every-day, and the only way that I can truly expect every person to bring their best is by ensuring that those who serve as a Junglie know that they are completely valued and respected for who and what they are – zero tolerance for anything else. The Compass 360 challenge represents the 360 degrees on

Diversity and Inclusion a compass rose – so that is what the 360 metres stands for, but the significance is the vehicle, because like a helicopter, ship or computer it doesn’t know or care about your Sexual Orientation or Gender, all that matters is that you can operate it well – this is the mind-set I expect across my Force - all that anyone should care about is whether or not you can do your job, and that you can do it to the highest possible standard’.

It did not matter who won (the Combat Service Support Squadron did – by a minute) as everyone was a winner for raising LGBT as an inclusive and integral part of the Force.

12 ISSUE 1, 2017 / LZDZ THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS

CHF recognise the importance of


846 Naval Air Squadron Royal Naval Air Station Yeovilton

After graduating from Britannia Royal Naval College at Dartmouth, Fleet

Air Arm Student Pilots are trained initially on light fixed-wing aircraft at RAF Barkston Heath. They then complete their Basic Flying Training at RAF Shawbury flying the single-engine Squirrel helicopter. On completion of the course Fleet Air Arm students are streamed to Wildcat or Merlin Operational Conversion Flights. Commando

Merlin Mk3 candidates remain at Shawbury, flying the twin engined Griffin helicopter before continuing their training on the Merlin at RNAS Yeovilton.

To be awarded their wings, Pilots complete an extremely demanding course using an advanced simulator facility at RAF Benson and flying the real aircraft from RNAS Yeovilton. 846 Naval Air Squadron (NAS) provides a tailored course that results in a graduate being able to competently operate as part

Sea Harrier ‘Jump Jet’ to Aerospace Bristol

RAF CHINOOK FORCE were called upon to help Aerospace Bristol to help move a Sea

Harrier as part of an unusual and challenging task to move several large objects into its new museum. A Chinook helicopter from No 27 Sqn, RAF Odiham airlifted the Sea Harrier ‘jump jet’ across Filton Airfield to the new Aerospace Bristol museum as part of a training exercise.

To reach the historic hangar and take its place in the Aerospace Bristol exhibition, the Sea Harrier had to be transported across a railway line and over Filton Airfield. With no road bridge wide enough for it to cross, the RAF provided vital support with a Chinook from No 27 Sqn RAF Odiham and the RAF Joint Air Delivery Test and Evaluation Unit (JADTEU) from RAF Brize Norton successfully lifting the aircraft to the Aerospace Bristol site.

Written By: Flt Lt Nyssa Cole

Wing Commander Steve Bell, Chief of Staff at RAF Odiham, said, “Getting the opportunity to assist with a complex operation of this nature is a challenge, but one for which the unique qualities of the Chinook helicopter, and it’s highly trained Royal Air Force crews, are ideally suited. Working with our colleagues from JADTEU in support of Aerospace Bristol,

in the knowledge that they will be exhibiting this distinctive example of British Air Power to the public, has been an honour.”

Linda Coode, Collections Manager at Aerospace Bristol, added: “We are thrilled to welcome the Sea Harrier to Aerospace Bristol and would like to thank the RAF for their tremendous support. We look forward to welcoming visitors this summer, when they will be able to see the Sea Harrier on display alongside many other exhibits; including its Bristol Siddeley-designed engine, which gave the aircraft its vertical and short take-off and landing capability, and is one of many important engines developed at Filton.”

The Sea Harrier’s new home is a 100-year-old grade II listed hangar which started life as part of an Aircraft Acceptance Park in WW1. Airframes and engines were assembled and tested by Royal Flying Corps engineers, then handed directly to flight crews who flew them to the front. Hangar 16S was later home to RAF 501 Squadron, who were then sent to France as part of the Advanced Air Striking Force in 1940 and saw distinguished service in the Battle of Britain.


OPERATIONSPEOPLE

of a front line crew with minimal further training. After learning the handling skills required to safely undertake flying by day, night and when in cloud, they move on to undertake all the disciplines required on operations. This involves low level navigation, Night Vision Goggle (NVG) flying, load lifting, mountain flying, formation and embarked operations; all of which culminates in an exercise in field conditions with real time tasking and an operational overlay.

Presentation of WingsParade

RAF Odiham Chinook airlifts

10 March 2017

OPERATIONS

Joint Warrior ForcesWritten By: Gareth Palmer

Airborne jump into

The British Army’s rapid reaction force is demonstrating the unique reach and agility that its specialist air manoeuvre capabilities provide.

Some 2,000 troops, more than 400 vehicles and 12 helicopters from the Air Assault Task

Force (AATF), commanded by 16 Air Assault Brigade, are on Exercise Joint Warrior. The three-week (20 Mar-7 Apr) exercise tests the AATF ability to mobilise and deploy on operations at short notice.

The exercise represents the final validation that the AATF is ready to go on standby for operations anywhere in the

world after a demanding year of build-up training. It is made up of the 2 PARA Battlegroup - built around the airborne infantry of 2nd Battalion The Parachute Regiment bolstered by artillery, engineers, medics, signallers and logisticians - and Joint Helicopter Force 1, commanded by 4 Regiment Army Air Corps with Apache attack helicopters and RAF Chinook and Puma 2 transport helicopters.

Joint Warrior has challenged the AATF to deploy into an allied country and provide support to tackle an insurgency backed by a hostile neighbour.

After the AATF was alerted and mobilised, the first mission saw troops secure Keevil Airfield on Salisbury Plain (26 Mar) to establish a base to

FURTHER INFORMATION

4 Regt AAC Apache Attack Helicopters provided force protection for the C130 insertion of 2 PARA who were parachuting into STANTA during Ex JOINT WARRIOR. The aircrew were able to de-conflict the Para drops from support helicopter troop insertions, ensuring there were enough force elements to conduct an attack on enemy training camps. Once the C130 aircraft finished their task, the Apaches were able to provide overhead support to troops on the ground, identifying targets and providing valuable information to the Ground Commanders to ensure the Air Assault was a success.


evacuate British citizens – known in military jargon as a non-combatant evacuation operation (NEO). Through the week, further tasks included planning and executing helicopter-borne raids and Apache strikes against enemy positions.

The AATF then relocated 200 miles across the country to Woodbridge, Suffolk to insert troops by parachute (4 Apr) and helicopter on to the STANTA ranges in Norfolk to attack an insurgent stronghold.

Brigadier Colin Weir DSO MBE, Commander of 16 Air Assault Brigade, said:

“Joint Warrior is an excellent opportunity for 16 Air Assault Brigade to be put through its paces in its role as the British

The Puma Force, represented by 230 Sqn A Flt, deployed with three Pumas and

supporting Benson personnel to take part in the UK’s largest Joint exercise – JOINT WARRIOR.

Initially based at Keevil, a disused airfield to the north of Salisbury Plain, the det operated with minimal infrastructure and overcame austere living conditions, representative of a short-notice deployment to a bare-base location overseas. Puma Force personnel swiftly adapted to their new environment, running the engineering, planning and briefing activities from trusty 12x12 tents, alongside their JHF-1 counterparts. The detachment fulfilled tasking requirements immediately after arrival and throughout the week the Pumas continually supported the Non-combatant Evacuation Operation (NEO), and trooping and VIP tasking, and also enabled an AH Deep Strike mission as an airborne comms relay. In addition

to the Ex tasking the Flt took every opportunity to conduct Op TORAL Pre-Deployment Training (PDT); the crews flew Urban HLS Pairs sorties in Bristol and at multiple sites throughout London, as the JHF footprint redeployed to Woodbridge for the second week, as the scenario evolved.

Ex JOINT WARRIOR served to prove the Puma Force’s ability to rapidly deploy and deliver immediate, and sustained, LIFT effect – all under austere

Army’s airborne rapid reaction force. This realistic and well-resourced training reflects the type of operations that the Brigade could be called on to do, both in terms of the tactical challenges and their expeditionary nature. The missions that we will be tasked to achieve within a short space of time are a powerful demonstration of the unique flexibility, reach and agility of airborne troops.”

Exercise Joint Warrior takes place twice a year and aims to test how the Royal Navy, Army and Royal Air Force work together and with allied forces.

Puma Force gain PDT experience on

Exercise Joint Warriorconditions, as required for contingent operations. The detachment integrated well, under the JHF construct, and the attitude and effort of all involved resulted in a very significant Puma contribution. The engineers achieved a remarkable 100% serviceability rate and, aided by favourable weather, over 100 hrs were flown over the 2 weeks. In addition to the experience gained from the Ex missions themselves, all aircrew returned home PDT Day Pairs complete and well on the way to meeting their pre-deployment flying hours.


Written By: Sgt Bone, AACen

After a substantial rewrite over the last 6 months of Middle Wallops Post Crash Management Plan, it was decided to put the plan into action.

”“Mayday, Mayday, Mayday, Ghostrider is going down 1 mile west of the airfield…

Planning for the exercise began before Christmas 2016 and was centred on a single aircraft

returning from Salisbury Plain Training Area to Middle Wallop. Upon entering the 5 mile area of responsibility the aircraft would suffer a catastrophic engine failure and thus instigate the Post Crash Management Plan (PCMP).

THE PRIMARY OBJECTIVES OF THE EXERCISE WERE TO TEST AND PROVE THE SUITABILITY OF THE PCMP, WITH THE FOCUS ON FOUR MAIN AREAS:1) Test the operational response

of Middle Wallop to a military aircraft crash off base.

2) Exercise the ability to stand up Silver Command as a control centre for a major incident.

3) Test and confirm the Tier 1 response process, interoperability between service and civilian emergency responders, and test the new radio systems recently issued to Middle Wallop.

4) Test the ability of Middle Wallop to stand up a PCM guard force equipped to cope in a field scenario, identifying any deficiencies in PCM equipment.

A number of areas for conducting the exercise were considered, before it was decided to utilise the sports pitches at Middle Wallop. The sports pitches are outside the airfield boundary and their proximity to the Officers Mess and the A343 Andover to Salisbury road would add real time elements to be considered when implementing the Crash Plan.

It was decided at an early stage to involve the emergency services and numerous meetings with representatives from the police, fire and ambulance ensued to discuss the scenario and hopefully provide some useful training for the services involved. It was decided to pre-position response vehicles and personnel at the Museum of Army Flying to minimise the distance and response times, purely to fit into the exercise time frames. Lt Cmd Beth Leckey from the Defence Accident

Investigation Branch (Air) was invited to attend and provide feedback from an investigators perspective along with Sqn Ldr Bob Higgins from JHC to conduct JHC assurance of the PCMP and who proved to be rather good at the various roleplaying opportunities that afforded themselves, even to the extent of taking a selfie at the crash scene!

To cover the media element Soldier magazine were approached, first to see if they would like to write a story on the exercise and secondly to see if they would like to take part. Why not get the press to play the part of the press. Soldier Magazine were more than happy to cover the exercise and relished the prospect of being involved, proving to be somewhat sneaky to get the inside scoop. The final piece of the puzzle would be the aircraft itself. Joint Aircraft Recovery and Transportation Squadron (JARTS) were approached and were able to provide an aircraft fuselage and bags of debris and although not a Bell 212 fuselage (a Lynx in this case) a little bit of imagination would be required.

The exercise scenario involved a Bell 212 aircraft which was ferrying (Drill) Hellfire missiles from Salisbury Plain Training Area back to Middle Wallop. On approach to the airfield the aircraft C/S Ghostrider, would suffer a double engine failure crashing outside the airfield boundary on the sports pitches in front of the officer’s mess. There were multiple exercise casualties and fatalities including one passer-by, as well as unexploded ordnance on board.

Now all that had to be done was to keep the exercise a secret from the Station which is easier said than done. A number of key personnel were informed of the date and timings and sworn to secrecy.

THE EXERCISE DAYThe morning of the 08 Mar arrived and proved to be somewhat wetter than expected with horizontal rain being the flavour of the day. JARTS arrived to commence the setting up of the crash site, craning the fuselage onto the field and liberally throwing bits of aircraft in a random fashion. JARTS were also able to provide a Flight Data Recorder which was placed amongst the wreckage. As part of the scenario two Hellfire missiles were placed in the remnants of the fuselage and our willing ACM volunteer, with liberal makeup, prosthetics and fake blood applied situated himself for a rather damp wait. Two dummies played the part of the deceased front aircrew one trapped in the wreckage and one a bit further away representing a casualty that had been thrown from the aircraft on impact. Finally a walking casualty played by Capt Parks, 2 Regt AAC Training Major, was situated in the officers mess grounds and the scene was set.

THE JHC DELIVERING JOINT SUCCESS ON OPERATIONS 18 ISSUE 1, 2017 / LZDZ

OPERATIONS

The exercise was run by the AACen Air Safety Cell with the SO3 Air Safety AAcen WO1 Mark Ingram as the exercise director coordinating injects to the responding personnel. The directing staff situated at Bronze Command, were also responsible for various role plays and injects when requested from the exercise director.

The exercise was initiated at 1000hrs with copious amounts of smoke and a sealed envelope handed to ops room staff. First responders from the Station Medical Centre were the first to arrive within minutes of the alarm being raised with the Defence Fire Service soon after. 15 minutes later the civilian fire and police services arrived from their pre-positioned location to assist the first responders.

A SUCCESS?The exercise on the whole was a success. It enabled key personnel to test the amended version of the PCMP, utilising the exercise scenario and role players. It was a timely reminder of the stations Post Crash Management commitment and gathered key personnel to aid in the implementation of the PCMP, and reiterated the response required in the event of an aircraft incident or accident. It also served to highlight the complications and shortfalls within the plan itself, the stations resources and the general understanding of the crash plan and associated processes, with a large number of useful lessons being gained from both military and civilian perspectives and can now be used to create a more refined response.

Exercise

No plan survives contact with the Enemy


SPORTS

Lessons Corner

In the last issue of LZDZ we introduced you to the JHC lessons team and how lessons are managed within JHC. In this

issue we delve a little more deeply into our post exercise presentation process and highlight how the lessons process works through the use of a recent example.

POST EXERCISE PRESENTATIONSYou will have seen the article in the last issue of LZDZ on JHF 3 assurance during Exercise WESSEX STORM. This was an extremely wide ranging exercise located at Keevil Airfield on Salisbury Plain involving 8 JHC aircraft (4 different types) and 300 personnel from a variety of units.• Task Org• JHF 3 HQ and SG• 1 x Puma – 33 / 230 Sqn• 4 x Ch47 – 18 / 27 Sqn• 1 x Merlin – 845 RNAS• 2 x AH - 664 Sqn• TSW• JHSS• 244 Sig Sqn• TSW• AMCoS (Assurance and JT)• 606 RAuxAF Sqn• Friendly Forces - support to JHF 3• MMU• RAF Spadeadam• 42 Engineer Regt - Geo• 3 Mobile Catering Sqn• 27 Regt RLC• 1 SG• 7 FP Wg

The JHC lessons team have arranged for headline exercises

Welcome to the second edition of lessons corner.

to be exploited through a Post Exercise Presentation (PXP) held at HQ JHC in Andover. All contributing units are invited, with representatives delivering presentations with a focus on the keys lessons identified during the exercise. The audience is primarily from within HQ JHC and the JHFs, additionally, single service subject matter experts connected to the exercise and its’ outputs are invited.

Commander JHC and/or the Deputy Commander is in attendance to offer feedback and Direction & Guidance immediately after the presentation. The engagement from the Commander offers valuable insight for those involved in the exercise and desk leads within the HQ, allowing those representing their Force Element to take back details direct from the 2*/1*. Importantly, this demonstrates a top-to-bottom empathy throughout the Command.

The next PXP will be for Exercise JOINT WARRIOR and is scheduled for 26 May 17. If you are interested in attending please email JHC-Cts-J7-Lessons-SO3 (Mundy, Linda Mrs).

EXAMPLE OF HOW A LESSON BRINGS ABOUT CHANGE – 6-POINT DESERT BOXThe following describes how something raised as a lesson during an exercise has resulted in a change being introduced by following the JHC lessons exploitation process of ‘collect, analyse, action, implement, validate/disseminate.’

All JHC aircrew know and love the desert box – a 4-point landing aid in the shape of a box designed to provide a cleared/safe area for landing in a desert/dust environment. A lesson was identified regarding changing the way that the desert box is marked during Ex JEBEL BLADE 14 by CHF HQ:

Collect (from the Ex JEBEL BLADE 14 post exercise report)“In consultation with CHF/ RAF MAOT, trials were conducted with a 6-point desert box in place of the standard 4-point. The overall size of the marked area remained the same but extra markers were placed at the centre

In the next issue we will look at the use of Observations collected through the lessons process.

60 m

7.5 m

Min 25m

Cleared Entry route

10 m

7.5 m

WIND DIRECTION

AIRCRAFTAPPROACH

2nd Priority For Clearance

1st Priority For Clearance

3rd Priority For Clearance

Night time ID light e.g Buzzs aw, firefly ect

Key:

Marker

TDP

Figure 4.4 – The Desert Box

LESSONS CORNER

Clearance Priorities:Priority 1: TDP and entry route.Priority 2: The undershoot should be cleared as soon as possible to enable the helicopter to land in this area if needed.Priority 3: Overshoot.Markers:Day: Sanbags,rocks etc Smoke (NEVER RED) thrown into the centre of the TDP prior to the arrival of the helicopter. The helicopter crew should conform colour if comms are available.Night: 3 x IR cyclumes tied together or 1 non-IR cyclume, appropriately secured to the ground.Night ID Light: Commander’s ground pointer, firefly, buzzsaw etc. DANGER: The night ID light should be turned off and the individual holding it move swiftly to the troop assembly area as soon as it is clear that the helicopter has identified the approach direction.

point on each of the long sides of the box. It was unanimously agreed that this offered pilots better perception of closing speed, orientation and aircraft positioning at all stages of the approach and landing – A 6-point desert box should become the standard, or at the very least the preferred landing aid option for night Low Visibility Landings.”

Analyse/Action (HQ JHC Doctrine team lead)This lesson was adopted at the Exercise MJP and entered onto DLIMs for action and tracking. It was taken up by JHC Doctrine desk in mid 2016 (post an 18-month gap). The possibility of changing the desert box from 4 to 6 markers was discussed/agreed at the JHC Helicopter Handling Customer Executive Board and the JHC Standards, Assurance and Training Working Group; thus gaining endorsement from both the helicopter handling and aviation standards JHC communities.

Implement (HQ JHC Doctrine team lead)The 6-point desert box will be included in the updated version of the UK supplement to ATP-49, to be re-titled ‘UK tactical and non-permanent HLS operations’ (currently being revised and due to be issued in Apr / May 17). The 6-point box will be used during the forthcoming US exercise series and any comments will be fed back to HQ JHC as required.

Validate/disseminateThe use of the 6-point box will act to validate the new desert box design, dissemination has already commenced through the JHC specialist standards and helicopter handling communities and this LZDZ article. The lesson won’t be closed until the ‘UK tactical and non-permanent HLS operations’ is published.

How the 6-point box will be presented in ‘UK tactical and non-permanent HLS operations’

aim for InvictusTwo RAF Odiham archery hopefuls have the 2017 Invictus Games in their sights.

Chief Technician Clare Langham-Phillips and Senior Aircraftsman Simon Read recently

travelled to compete in the RAF Archery Indoor Championship at RAF College Cranwell and now face the British Armed Forces Invictus Games Trials in April, hopeful of being chosen to represent the United Kingdom at the next Games, being held in Toronto, Canada, between 23 and 30 September.

Clare, 49 from Bath is an A Tech M serving at RAF Odiham as the ESS SQAC where she coordinates the quality processes in the Engineering Support Squadron, delivering quality assurance and regulatory compliance within aircraft engineering. Here’s Clare’s story on how sport has helped her cope with a debilitating illness…

Clare had been unwell since 2013 feeling tired all the time, having difficulties concentrating and ended up with depression. In 2015 things were still getting worse and in Oct 15 she was referred to Headley Court with suspected Chronic Fatigue Syndrome (CFS). This was confirmed in Feb 16 and her life was at rock bottom. Clare said “I

had served 29 years at this point and the realisation that my career was over hit me hard. I became more and more subdued and didn’t see where my life would be or what I could do as my aim had always been to serve till 55 years. I was 48 at this point and I knew that a medical discharge was a strong possibility.”

Clare’s brother had been medically discharged due to a spinal injury in the mid 1990’s and had competed in the first Invictus Games in London. This had turned his life around; he’d become more confident and competing gave him a new lease of life. Over the next year he continued to improve and by 2016 he had completely come off all of his medication.

Clare started shooting in mid 2016 having always been interested in trying archery and having been inspired by her brother’s achievements; “Just seeing such a difference in my brother’s outlook on life I tried archery and quickly realised that not only did I love it, but I was also reasonably good at it.”

“Headley Court had given me a rehab programme which I found difficult to manage with the limited work hours I was able to

work and it was agreed with the SMO and Occupational Health that I would be able to shoot on Wednesday mornings with Old Basing Archers as part of my sports recovery. My condition is unpredictable and sometimes difficult to maintain a feeling of self-worth and my mood is often varied and archery helped me find new ways of coping.”

Clare first represented the RAF in a tri-service competition against the Blind Veterans UK shortly after she started shooting in 2016 and then again in the August in a 3 way competition against the British Police, Civil Service and RAF Archery. By the September she was the Old Basing Archers Club Ladies Champion and had also won the Alton and Four Marks Ladies Open. Clare says “I was granted a RAF Sports Lottery Grant to buy some basic equipment and decided to try and get selected for the Invictus Games in 2017. I have now attended 2 Invictus Games Archery Training Camps with 1 more scheduled for March and then I am off to the Trials in April”.

The training sessions have been invaluable in helping Clare deal with her future. “Just being around like minded fellow servicemen and women, who themselves are having their own battles, and the common bond and friendship has made me realise that I’m not on my own.”

In the long term, having seen the benefits of Archery and how it has helped Clare cope with her condition she is hoping to gain qualifications in Archery Leadership & Coaching to enable her and RAF Odiham to offer other groups the ability to experience archery.

RAF Odiham archery hopefuls


SPORTS

EX WHITE KNIGHT5 Regiment AAC is not your typical Army Air Corps unit and it certainly doesn’t spring to mind as one of the bigger, more popular units. That being said my colleagues are some of the hardest working people I’ve met and this was portrayed superbly during this years Ex White Knight (Ex WK).

Ex White Knight is a six-week ski racing individual training package held in Verbier, Switzerland. The exercise brings together both the AAC and the Royal Armoured Corps, consisting of four weeks ski training and

Written and experienced By: LCpl ParsonsPhotographs By: Capt Matt Noone

5 Regiment AAC

two weeks of racing. For the team from Aldergrove it started on a typical miserable, cold, rainy day in Northern Ireland. The team met in the early hours to embark on the long journey to Verbier. Morale high, we arrived at our chalet after a full two days of travel. Cpl Waller, Airtpr Bodle and I would be attending Ex WK for the second time. Capt Jones, Lt Fraser, Airtpr Tonge and Airtpr O’Dowd had all skied prior to the exercise, whilst Cpl Ainsworth took our novice spot.

A grading system is implemented on the first day with individuals tackling a stretch

of piste, judged by the local ski instructors. Individuals are then placed in a group of similar ability, with the group then staying together for the duration of the training period. Combining both officers and soldiers, there was always something to learn and chat about, from everyday jobs to advice on career paths.

During the exercise we attended evening events hosted by other regiments, with the AAC successfully hosting the closing ceremony that ensured we went with a bang. The team hosted a number of VIPs. Airtpr Bodle received a special mention for

his exquisite fine dining similar to Gordon Ramsay himself. We also entered the infamous Verbier “Night Race”. Here we first met Lt Hearnshaw who gave us a five-minute lesson on ski touring. Being a bit of a fitness fanatic I presumed the race would be within my capabilities but I was yet to learn the trauma I was about to endure. Of all the challenges my body has been through this was up there with the hardest.

The team developed well together throughout the exercise, and more importantly we all developed as individuals. I managed to earn the award for

best AAC skier, and 5 Regiment came away with the accolade of being the best alpine ski team in the Army Air Corps. The results from Ex WK meant that Cpl Waller, Airtpr Bodle and I went on to the Divisional Championships held in Les Contamines where we were joined by our new Team Captain – Lt Hearnshaw, and the Army Female Captain – Capt Cranfield.

EX PIPEDOWNThe Army Divisional Championships consists of two individual exercises split across three hills. One hill at Les Contamines – Ex Pipedown (Ex PD), and two hills at Serre Chevalier – Ex Spartan Hike. The skiing was more challenging and competition was as strong as ever.

Our first event was the Giant Slalom (GS), and although focussed on the task at hand, we constantly had the speed events in the back of our minds. The idea

of Super G and Downhill terrified people. Speed events can cause even the best skiers to crumble. They require a mix of bravery and skill, with an occasional disregard of self-preservation.

It soon became apparent that we needed to pull something out of the bag if we wanted to qualify for the Army Championships. After a few unfortunate races I found myself at the start of the Downhill course wearing Bib 127. I needed to finish in the top 20 in both Downhill and Super G to stand a chance of qualifying for the Army’s. As I burst out of the starting gate, I had forgotten any worries or doubts. It was just me and the course. I didn’t get the best time but still finished within the top 20, and qualified for the Army Championships.

Unfortunately for the rest of the team they would have to return to Aldergrove without me. The team narrowly missed out on qualification.

EX LION’S CHALLENGEThe location of Ex Lion’s Challenge was at Serre Chevalier, I was to represent the AAC as an individual. Competition was of the highest level, some of the best racers in the Army were on that mountain. I was now apparently one of them and had to prove my worth.

Conditions were even more testing. The iciest GS, the steepest Slalom, the most demanding Super G and finally, the most thrilling Downhill. The events were smoothly organised and the atmosphere was electric. Everyone was itching to give the courses their all. Again, as the speed events drew near, the atmosphere became more tense. The race was

to be on the famous Luc Alphand piste, a tough route to conquer. People come from far and wide just to ski that slope, and we had it to ourselves for three days. I was wary of the Brigadier’s jump, as I crashed there last year. Not everyone completed the course. I have witnessed two broken legs in two years on that slope. But that’s all part of the fun, right?

To conclude, the exercises were brilliant, by far one of the best experiences of my life. I would never have of thought that I would race at such a level, and I achieved all of this within two years. Competing in these exercises has been an absolute privilege and I would thoroughly recommend it.

JHC iHub Advice

You should start to carry out housekeeping in your Role and Personal Filestore, and your

mailboxes. This includes Owners of Group Mailboxes. Prior to migration, please follow these steps to ensure your files are migrated correctly and not lost:

STEP 1: MOSS WORK IN PROGRESS • Save and Check In all files • Delete unnecessary files • File to Meridio as appropriate

STEP 2: MYDOCS Ensure that you carry out housekeeping on your My Documents Role and Personal folders. • Save and Check In all files • Delete unnecessary files • File to Meridio as appropriate

Be prepared for transfer to MODNet

Favourites, MyMOSS links, desktop shortcuts and anything saved to your DII desktop will NOT be migrated to MODNET and will not be accessible through Reach-Back to DII. You need to identify these and keep a note of the URL so that you can set these up when you are on MODNET.

STEP 3: E-MAIL • Upload to MOSS • Delete unnecessary files • File to Meridio as appropriate

Please direct any questions to your iHub or to Miss Debbie Hawkins (JHC)

Alpine Ski Race Season2016/2017


Northern lights shine on the Commando Helicopter Force in Norway

Elements of the Commando Helicopter Force, from the Royal Naval Air Station Yeovilton took

part in Exercise CLOCKWORK in Bardufoss, Norway from January to March. The training and exercising takes place 200 miles inside the Arctic Circle, where temperatures plummeted to a staggering minus 31°C. At this time of the year the Aurora Borealis, also known as the Northern Lights, begins its annual light show. Royal Marines from the Commando Helicopter Force, who were out on the deep winter snow with one of their all-terrain tracked vehicles (the BV206), were treated to this impromptu display. The Commando Helicopter Force’s Royal Navy Photographer Petty Officer Si Ethell from Durham said that “we were out night training

Written By: Maj (Retd) Lee Bower

when with absolutely no warning the sky became alive with moving and pulsating colour. I pointed the camera on a 30 second exposure and got this one ‘bang on’, how lucky was that”. Earlier I was out with a Merlin from our own 845 Naval Air Squadron as it was training with under-slung loads in the snow when the downdraft of the helicopter (which can be as much as 70 mph) through up the snow to allow me to capture this picture, although the Marines in BV206 (also in the picture) weren’t too pleased!

The Commando Helicopter Force has been running winter survival training in Bardufoss for the past 40 years under the exercise name of CLOCKWORK. The training, administration, support and engineering team deploys for six months every

year and delivers training to air crews and other personnel from Joint Helicopter Command, under which the Commando Helicopter Force sits. This year the United States Marine Corps, which has no such equivalent

training, is sending a group of trainers to Bardufoss to undergo and experience the British delivered winter survival package, with a view to them setting up and delivering a variant to their own personnel.

TRAINNG

new heightsS

oldiers who operate the Army’s Apache attack helicopters are setting off to the Himalayas as

part of celebrations of the Army Air Corps’ Diamond Jubilee.

Across a demanding 20 days, Exercise Diamond Peak will see 21 soldiers - primarily from Wattisham-based 3 and 4 Regiments Army Air Corps - scale the 20,423ft (6,189m) peak of Imja Tse in temperatures expected to plummet to -20 deg C. The troops have been preparing for the ascent on training camps in Snowdonia, with 180 original applicants whittled down to the expedition team.

Expedition leader Major Chris Andrews said:

“There is great value in putting soldiers in demanding situations together outside the military environment, to develop their teamwork and confidence. Most of the team have not done any mountaineering before getting

Army aviators set to scale

© S

ihas

akp

rach

um /

shu

tter

sto

ck

LZDZ / ISSUE 1, 2017 25VISIT: WWW.LZDZONLINE.CO.UK

PEOPLE

involved in the expedition. It will provide our soldiers with the opportunity of a lifetime to experience the breath-taking beauty of the Himalayas, whilst pushing themselves to the limit of endurance to achieve an objective and making lifelong friends – which is what the Army Air Corps is all about.”

4 Regt AAC’s Lance Corporal Joshua Bulpin, 23 from Ardington in Oxfordshire, said:

“I’m really excited about going out to Nepal. I’ve always really wanted to do a mountaineering expedition like this and hopefully it’ll suit me and be an activity I can take further. I’m expecting that coping with the altitude will be really tough, but we’ve trained hard and done lots of medical preparation.”


HEADING

To book accommodation please contact Judith Hall on 01536 711884Apartments can also be booked very competitively at [email protected]

You could be in the Algarve, relaxing in the sun...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. The kitchen has a 4-ring hob, oven, microwave, toaster, fridge freezer and washing machine. There is a family sized bathroom. The lounge has a sofa (which converts into two more single beds) and a table to seat four. A TV, DVD ,CD player and WiFi are also available. Both the lounge and bedroom have patio doors which open onto the balcony offering views over the swimming pool and across Lagos.There is ample car parking space in front of the building.

www.algarveestatemanagement.co.ukapt meia PRICES:

Jan - March £225April £300May £325June £375July/August £475Sept £375Oct £325Nov/Dec £250

Airborne jump Joint Warrior Forces - LZDZ4 ISSUE 1, 2017 / LZDZ VISIT: LZDZ / ISSUE 1, 2017...

Documents

Transcript of Airborne jump Joint Warrior Forces - LZDZ4 ISSUE 1, 2017 / LZDZ VISIT: LZDZ / ISSUE 1, 2017...