The Guild Goes To School In Canada P.C. FYNES

t’s a pilot project!” quipped Guild Canada’s Chairman, John Burley, to IWayne Cave, Director of Flight Operations at Coastal Pacific Aviation. When the Guild decided to ally itself with one of Canada’s leading pilot training organizations, the obvious choice was Coastal Pacific which, like Guild Canada, is headquartered in Abbotsford, B.C. This year’s class of 19 freshly minted, multi- IFR rated, commercial pilots will receive Guild membership courtesy of Coastal Pacific for their first year as professional pilots.

This initiative is part of the Guild’s wider efforts to build ties with industry leaders The CPA flight line and learn how it can best serve the next at Abbotsford generation arriving on the flightdeck. If efficient learning. Student progress £6,390 (based on an approximate this ‘pilot project’ in Abbotsford lives up through the lesson plans is carefully exchange rate of £1 = $1.80). The flying to its promise, it will quickly be extended tracked and it’s evident that the trainee is and tuition for the two year program itself to other aviation colleges across Canada. the beneficiary of Coastal Pacific’s amount to $55,000 / £30,560. Coastal Pacific Aviation was established expectations and methods. Old black-and- Degree students obtain their PPL in the in 1973 and, under the direction of white, framed class photos on the walls first year, CPL in the second and multi- founder Cole Shelby, soon gained a whisper encouragement to the present engine IFR in the third. In their reputation for high standards. In those generation of uniformed students who are graduating year, the BBA students days, civil flight training was broadly going about the task of earning their specialize in either an Instructor rating or conducted on the basis of “Read the next wings. Heavy Jet transition course. Cost chapter in the book tonight and we’ll see including non-aviation academics is you tomorrow”. Shelby however believed While most of Coastal Pacific’s students $89,000 / £49,450. Although the fees for in the integrated approach to professional are drawn from Western Canada and aviation related training are the same for flight training and he designed scripted specifically the two nearby universities, everyone regardless of citizenship, foreign programs incorporating classroom theory, overseas students are increasingly aware students pay slightly more for the simulator exercises and actual time in the of the benefits of training in Canada. academic business courses taught at the aircraft. Not surprisingly, the idea caught Nationwide, approximately one-third of universities. on in a big way. the almost 700 aeroplane CPL’s issued by Transport Canada in 2007 were granted to “Aviation is not for everyone” explains Today Coastal Pacific provides flight visa students. Despite recent currency Coastal Pacific’s Wayne Cave, so there is training, on behalf of the University of the fluctuations, the cost of obtaining an an interview and selection process to Fraser Valley and Trinity Western ICAO standard licence in Canada remains “protect the applicant’s investment”. University, in its immaculate blue-and- a comparative bargain. A two-year Sometimes he defers offers of admission white fleet of 11 Cessna 172’s and 3 Piper Aviation Diploma and a four-year until English language proficiency is Twin Comanches. All aircraft are Bachelor of Business Administration achieved or until the candidate equipped with GPS receivers to ensure (Aviation) degree are offered at demonstrates the level of maturity that students are comfortable and Abbotsford with both options providing a required to meet the challenges of the competent with ‘sat-nav’, which is the CPL, multi-engine and IFR ratings, 140 program. future standard for the industry. Two hours of simulator and 207 hours of purpose built simulator centres now Cave, who learned to fly in 1965 and logged flying. house 6 PFC flight training devices in spent many years in management addition to a Beechcraft King Air and an Diploma students are required to hold a positions before returning to the aviation ex-Air Canada 747 motion simulator. The PPL prior to admission to the program. If industry several years ago, is an astute school also has multimedia classrooms desired, this prerequisite licence can be judge of character. He notes that 18 year- and all the modern training aids to ensure completed at Coastal Pacific for $11,500 / olds are sometimes still finding their way

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in life and are difficult to evaluate in absolute terms. Cave is pleased that his intuition has worked well and he is gratified to see young people “blossom” into responsible and capable pilots in a few short but busy years. Cave is currently in discussions with the Guild about how its successful “Aptitude Testing” program in the U.K. might be adapted for use in Canada.

Psychological profiles already show that aviation seems to attract ‘achievers’ who prefer to work alone, rather than in groups. For this reason, Coastal Pacific ensures that its students are well versed in Crew Resource Management from the outset. Even training in the C-172 is conducted with an extra student in the rear seat observing the two pilots in the Inside the B747 simulator front. Advanced courses employ Transport Canada’s “Threat and Error Management” expended to make this day possible. They model to review human factors will have reached their goal and very soon performance. In short, when these pilots their class picture will hang proudly in the enter the industry, they are very familiar foyer, like those who have gone before. with the checklist discipline, standard The pilots in the ‘Class of 2009’ will start operating procedures and the interpersonal their careers as Guild members and can skills which define an effective crew. feel assured that their association with the The academic and practical training which Guild of Air Pilots and Air Navigators will Coastal Pacific students obtain is well be as positive and rewarding as their years regarded by the industry and so employers at Coastal Pacific. The Guild warmly across the country snap up their graduates. welcomes the enthusiasm and potential of Following every wings ceremony there is a these newest members. The B747 simulator diaspora which, due to Canada’s physical The Guild has gone back to school at size, makes it difficult for Coastal Pacific to Coastal Pacific Aviation as they share our stay in touch with its former students. vision and our standards. Together we Closer contact with the alumni through the hope to promote the mentoring program as Guild will help new graduates build a a way of involving the youth of today in network of contacts but more importantly, the future of the Guild. will provide feedback that the training j programs are tuned to the industry and the latest developments.

One of the joint initiatives of the Guild and Coastal Pacific will be the establishment of a mentorship program between new and Wayne Cave at CPA experienced pilots, especially alumni. John Burley notes that “Many older pilots Twin Comanche on Abbotsford flight line want to give back and offer a helping hand to those taking their first step on the career ladder” and Wayne Cave believes that his newly qualified pilots will benefit enormously from the encouragement and advice of people with many years of practical experience.

When Coastal Pacific’s ‘Class of 2009’ accepts their wings, they will be very aware of the effort they and others have

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Dorothy in full fast jet flying kit, including Hawk Flight RAF issue longjohns. 17th December 2008

ASSISTANT DOROTHY POOLEY

eople sometimes ask me “what is the benefit of joining a Livery Pcompany?” Well, one of the great benefits is attending the splendid dinners held in impressive Livery halls in London where one meets really interesting people. At one such dinner very recently, I was privileged to meet (for the second time) Wing Commander Adrian Hill OC 19(F) Squadron at RAF Valley. A few days after our encounter imagine my surprise to receive an email inviting me to visit RAF where I learnt to take off and land, restraints to the appropriate fixings, Valley and fly the Hawk! practised low level high g manoeuvres plugged in my PEC and helped me with the helmet and visor. Next I had to take A long train journey from London took me around the Welsh hills and then some out the pins to make my seat live. We then to Bangor, where I was met by a young aerobatics. Feeling slightly unbalanced started up and after obtaining Air Traffic officer who drove me to the base in when I left the simulator, we stopped for a clearance, I was allowed to taxi the aircraft pouring rain. The only activity that cup of tea before I was shown a video on to the holding point. afternoon seemed to be the arrival of the safety aspects normally reserved for passengers. Finally, it was down to the Red Arrows! Meanwhile, I was taken to At 9.30 precisely (the flight planned time), mess for drinks, chat and dinner. I retired have my helmet and mask fitted, an we took off, climbing to 1000ft where we early to my billet – the VIP suite! (what uncomfortable procedure which took levelled off. We then proceeded with our about forty minutes (it would’ve helped if did I do to deserve this?), where I was mission of attacking several simulated I had had the regulation RAF haircut!) and fascinated to read the names of all the real targets in Wales, which involved flying at from there I went to see the nurse. She VIPs who had signed the visitors book! 250ft and 420kts around the valleys and checked that I had the right leg length and Next morning up whilst it was still dark, mountains of Wales. We flew several high thigh length. Fortunately, I managed to for breakfast at 7 am followed by the met g manoeuvres and at times, I felt my vision make the minimum weight by 2 kg and I briefing at 7.30. This was given by a real beginning to grey at the edges. I found was tall enough (it would have been live met forecaster and attended by the pressure from the g suit really difficult to gain that amount of weight everyone who was intending to fly that unpleasant to start with, but once I got even in the mess overnight). After day. It was followed by an ops briefing speaking to the doctor who checked my used to it, I was able to anticipate its covering all the nav warnings, NOTAM etc ears and discussed the pros and cons of inflation as we started to pull g and tense and Adrian introduced me to the squadron airsickness when pulling g (I have a little my stomach muscles which helped as their guest for the day. I was then taken experience with that!), it was back to kit considerably. At 250ft and 420kts the fitting. to the planning room where I was shown terrain is covered incredibly rapidly and the computer tools used for planning our having done some contour flying and The kind lady introduced me to the route and all the paperwork was pulled round the corners at 150˚ of bank, sartorial elegance of RAF longjohns completed including checking of warnings well below the level of the hills, I was complete with Y front (!), roll-neck and submission of Deconfliction forms and relieved to do something more sedate and sweater, thick knee socks, woolly “bunny mission forms. simply give Shobdon aerodrome a low fly- suit”, followed by full rubber lined immersion suit, coveralls, g-suit, boots, leg By 8.40 I was in the changing room, past. I was even able to get my camera out restraints, gloves and finally life preserver. donning all my kit, which took about half at this point and take a few pictures. We Trussed up like a chicken I had amazingly an hour! We then walked out to the also had time within our allotted hour, to gained 14kg! After undressing and putting aircraft and I exclaimed that I had wanted look at the ability of this amazing aircraft my own clothes back on again (an a red one! After a few photographs, to climb by pulling straight into the exhausting procedure taking over an another young officer helped me to strap vertical from low level and topping out at hour!), we then went to the simulator in, attach the parachute, attached my leg 12000ft, with the aircraft still doing 180kts

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at the top. We then pushed over the top Strapped into the rear seat and ready to go and dived straight back down. A few rolls and loops before returning to Valley for some circuits (I managed this tolerably well) and a PFL from 5000ft in the overhead.

On landing there was plenty of help with unstrapping all the various leads and wires and quite overwhelmed, I accompanied Adrian to the booking in office. We received our Inbrief and filled out mission report forms plus various other reports of the airspace we had used in case of low flying complaints. I then had to remove all of the kit and hand it in and was delighted when I was presented with my gloves to keep as a souvenir. Then my logbook was signed and Adrian went off to do his next flight! All in a day’s work. Some people get all the fun. Back to the C152… j

Dorothy’s view from the rear seat

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Guild Visit to Martin Baker Aircraft ASSISTANT TOM EELES, EJECTEE. PHOTOS COURTESY MBA which included some intriguing And President Sarkozy says this n the afternoon of 6th May statistics. Apparently the MB5 fighter country does not make anything any 30 Guild members stood on aircraft, built and flown towards the more ! The range of ejection seats has Othe breezy airfield at end of WW2 but never put into now reached the Mk 16, which has Chalgrove, intently looking out to the production, receives the most hits on been chosen for the JSF F35 Lightning north east. The object of their the Company's website! Martin-Baker 2, which is expected to be attention soon came into view, the Aircraft remains very much a family manufactured in very large numbers. unmistakable shape, and sound, of a business. The Company has 3 major This seat represents the cutting edge Gloster Meteor at nearly full speed. As sites in the UK, at Denham, Chalgrove of assisted escape technology. By way the immaculate black aircraft passed and Langford Lough in Northern of contrast, MBA still support the in front of them at 450kts, there was a Ireland, plus many overseas facilities. many early ejection seats still in use sharp crack and in the blink of an eye With 60 years experience in work on around the world. MBA have also an ejection seat shot out, the drogues aircraft assisted escape systems, the been involved in many seat retrofit and parachute deployed and the test Company employs 650 personnel, has programmes, including such US mannequin was gently lowered to the made 75,000 ejection seats and 10,000 aircraft as A37, T38 (over 450 aircraft crash worthy seats (mainly for !), a telling endorsement of the ground. This was the culmination of a helicopters), has provided seats to 92 Company's product. Some 200 fascinating and instructive visit to the Air Forces, designed more than 200 different aircraft installations have Martin-Baker Aircraft Company escape systems, won 10 Queen's been designed and built. On average (MBA), superbly hosted by Company Awards to Industry and most one in every 10 seats is used in anger staff. significantly has saved 7276 aircrew and over the last 12 months 36 lives The 30 visitors, which included 4 lives at the time of our visit. Of the have been saved. ejectees (Gordon Dobbie, Sea Hawk Company's production 78% is for Steve Roberts then gave us a brief on and Sea Vixen, 1960, Past Master export, 4% is for the UK MOD and the Mk 16 seat, designed for the JSF Duncan Simpson, Harrier, 1969, Tom 18% is for other UK users, mainly BAe F35. This is a very large programme, Eeles, Buccaneer, 1970, Rod Spears, Systems. MBA's share of the world the USAF alone being expected to Hunter, 1982), were welcomed by market in ejection seats is 40%, its order 1763 aircraft, with other James Martin, son of Sir James. nearest rival being Goodrich with customers including the US Navy and Andrew Martin, Head of Business 23%. The Company expects to Marine Corps, the UK MOD and the Development, gave a comprehensive increase its share to 63% by 2035, many other air forces world wide, briefing on the Company's activities, when JSF production is at its peak. some currently using the F16. In

The Guild visitors with MBA’s aircraft at Chalgrove

20 From cockpit to parachute...

... in 2 seconds

order to cater for failure in the STOVL testing. One of these aircraft is modified so that it simulated an flight regime auto ejection will be believed to be the oldest jet aircraft on ejection from 600kts. The live firing incorporated, the traditional seat a military register anywhere in the was conducted over the airfield, safety pins will have disappeared, the world still flying. These aircraft are witnessed by the Guild members. It seat will cater for a very wide range of ideal for airborne testing, with no was a strange sensation to watch the body mass, from small light females problems associated with efflux or Meteor pilot's subsequent low passes to tall heavily built males and the time debris from seat firings being ingested with the ejection gun tube sticking from seat firing to full parachute into the engines. They are simple, high out of the rear cockpit ! As a deployment will be an astonishing 2 reliable and cheap to operate, have an conclusion to the visit the IPM, Air seconds. adequate performance and are the Commodore Rick Peacock-Edwards, During a tour of the Denham facility only aircraft certified for airborne thanked James Martin for a truly Guild members saw a wide range of ejection seat test firing in the western wonderful visit to one of the Guild's activities, ranging from computer world. One is nearing the end of its affiliated Companies and a world aided design techniques to parachute fatigue life so is used sparingly but the leader in ejection seat technology, packing and seat component other one, painted in a handsome manufacture and support. Although assembly and environmental testing. black livery, has many years of useful he had never had to use one of the After an excellent roast beef lunch life left in it. Apparently the supply of Company's products in anger they the party embarked on a luxury coach Derwent engines, now long out of had given him great confidence for the journey to Chalgrove airfield, production, is not yet a problem during his time as a fighter pilot in the where the MBA Chief Test Pilot, Andy although there are some safety and RAF in their ability to save life if need Gent, gave a briefing on the airfield's liability issues with the manufacturer, be and he presented James Martin history and the Company's current Rolls Royce. The firing that we were with a Guild plaque in flying activities. MBA operate 3 to witness was to test certain commemoration of the visit. For those aircraft, a King Air for light transport components of the Mk 16 seat. of us who have had to use MBA's duties between UK facilities and its Although the firing parameters excellent product in anger, all we can European commitments, and 2 Meteor included a maximum speed of 450kts, say is 'Thank you, Martin-Baker, for aircraft modified for ejection seat the equipment to be tested was the rest of our lives'. j

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Flying the F86A Sabre BY MARK LINNEY, UPPER FREEMAN, CHIEF PILOT GOLDEN APPLE OPERATIONS LTD

History delivering pressure to a single The F86 was an aircraft way ahead of its line via a single reservoir, all without any notion of a priority time and featured many unproven system to protect vital technologies. The list of “firsts” for this operations or lacking an aircraft is impressive, however G-SABR is accumulator to take up the typical of many “A” model aircraft of the slack! After engine start there is a retracted. Once cleaned up the Sabre picks era, namely it is somewhat unrefined and protracted process designed to bleed air up speed fairly quickly. underpowered. For me the allure of flying from the system. The management So what’s it like to fly? the F86A comes from the idiosyncrasies thereafter is to always ensure that that were developed out in later models. Below 250 knots the Sabre is actually not adequate pressure exists to protect the that nice to fly; above 250 knots however Getting it all fired up! flight controls; the system simply can not it is delightful, responsive, dynamic and provide enough pressure to satisfy The ejection seat in G-SABR is fully well balanced. It is enough to say that at simultaneous demands. The aircraft can be functional but when compared to modern high speed and at aerobatic levels of flown in “manual” if required and the zero-zero rocket seats has poor energy the Sabre is vice-less and although landing gear can be lowered using a back- performance requiring both height and quirky, is really, really nice to fly. It is up system i.e. gravity! Luckily the flaps speed for a successful escape; it also lacks common for airshow commentators to and trimmers are electric! the simple operation of later seats thus chant the “if it looks right, it flies right” requiring some premeditation leading up Cleared for takeoff mantra when describing the F86. All I can to its use. On the plus side, due to the Once lined up on the runway there are say is that they do not know what I know! high-set seat position and bubble canopy, just few more things to check before we They are partly right, but also terribly the outward and rearward visibility is as can rush off in a cacophony of earth- wrong. This aircraft was built for speed good as it gets and indeed better than shattering noise and climate-changing and is not all that happy wallowing about many modern day fighters. The only area smoke. (Note about the smoke: during the in the circuit with its trousers down. where visibility is poor (especially in a rain Korean War the allied forces’ primary Without getting too deep in to the laws of shower, where it is non-existent) is out the friend or foe recognition feature was that if aerodynamics there are a whole host of front, this being primarily because of the it smoked it was friendly – the MiG 15 factors which come together when slow “vee” shaped windshield; another aspect used a copy of the Rolls Royce Nene which and coincide at around about landing of the design changed on later variants. was a clean-burning centrifugal engine). speed which makes life difficult. Poor North American did a very good job with The engine has two fuel systems; very engine response, “Dutch roll”, high angle basic and an emergency system that’s even the cockpit layout at a time when the of attack, increase in drag (it is very easy more very basic. The throttle can be science of “ergonomics” was yet to be in this aircraft to get “behind” the drag likened to simple tap in both modes and invented; controls and instruments are curve, literally) and poor visibility out the we test these systems by gently turning well placed, easy to use and interpret. By front all require the utmost attention from this tap on and off to allow more or less comparison the Soviet counterpart of the the pilot. Get a little bit too slow in the fuel in to the engine. Engine acceleration is era, the MiG 15, was chaotic and Sabre and you get that swept-wing sinking woefully slow from idle and at all times we agricultural. F86 pilots were driving a feeling which if not checked will run you have to be careful to avoid a surge. Once thoroughbred sports car, MiG 15 pilots out of power and back-stick with above about 70% power the acceleration were riding on a tractor! inevitable consequences. It is not helped and handling become much more There are almost no electronics in the acceptable although never “care-free”, as that G-SABR has had its slats disabled (for F86A and nothing even remotely in modern aircraft. Finally the potentially permit reasons), which was an resembling a computer. Everything is truly life-changing final check of hydraulics and aerodynamic feature that part-solved some pilot controlled this being especially true trim is completed and with brakes released of these traits. I don’t want to overstate the of the engine. The J47 is a very basic and the takeoff roll commences. poor handling because the pilots that fly unrefined first generation turbojet highly the aircraft are all highly experienced and The rate of acceleration is not rapid, but it susceptible to surging across the whole understand the limitations; in 1948 is steady. The rudder is fully effective at 50 operating range and is slow to accelerate; without the benefit of a two seat trainer or knots and at about 95-100 knots the it is also easy to over temp, especially an extensive pool of experience early F86 technique is to begin taking the weight off during start. pilots transferring from types such as the the nose wheel. This aircraft must not be P51 or even the P80 with straight wings The hydraulic system manages to be rotated too nose high (that just adds a and decent power response must have had somewhat complicated, yet very basic at bucket of drag to the competing forces a few surprises. the same time. In many respects this struggling to get airborne) but by lifting system is the weakest on the aircraft. the nose a few degrees some lift-giving A specific characteristic of the “A” model’s Hydraulics power the undercarriage, wheel angle of attack is introduced and at 110-115 wing design was the enormous brakes, speed brakes, nose wheel steering, knots the Sabre comes smoothly off in a dimensions of the ailerons. Whilst this ailerons and elevator boost. Each system is fairly nose-low attitude. With a positive gave the aircraft an amazing (and backed-up in some way but in normal use rate of climb landing gear is selected up amusing) rate of roll it caused problems they are serviced by a single pump and at about 150 knots the flaps are too. The pilot’s flight manual ominously

22 states that roll control above 250 knots is long wire cable so the three little green battery chargers, the ejection seat, minor “impossible” following a failure of the lights are always most welcome. part changes and some radio equipment) hydraulic aileron boost. This is true in so At any time below the limiting speed the is in “stock” condition. much as the air loads on the “barn-door” electrically driven flaps can be deployed The legendary F86A sized control surfaces prevent any without fear of sapping any of the precious Construction of G-SABR began in 1948 worthwhile movement, however a hydraulic supply. The flaps only have one with entry into service with USAF Strategic measure of roll control using rudder is setting. They provide lots of lift but not Air Command following in April 1949 possible and reasonably effective as with much drag which is why we land with the therefore this year we will celebrate the many swept-wing types. The physical size speed brakes out to improve engine 60th birthday of what we believe to be the of the ailerons was drastically reduced in response. OLDEST airworthy jet powered aircraft in later variants. In the landing configuration the aircraft the world as well as what we know may be The aileron boost is another quirky system can easily go-around and we aim to keep a the ONLY existing airworthy “A” model. that testifies to the Sabre’s first generation minimum of 70% RPM to facilitate this This is truly a historic, valuable and much swept-wing design status. Movement of and give the engine a better acceleration cherished aircraft. It is a living monument the control column against the high air rate. We aim to tip in to the finals turn at to a by-gone era when designers, engineers loads creates a resistance which the pilot 150 knots, reducing to 130 knots once and pilots were all pushing back the pushes against. Just when you wonder if lined up with the runway. boundaries of aerospace, science and the system is actually working the boost technology and at a pace unlikely to ever wakes up and delivers a helping hand to Touch down is at about 120 knots and if be repeated again. It is a privilege to fly. the tune of 36 times the input of the pilot. the throttle is closed too soon this can be That’s zero assistance to 36 times the firm; the nose-high attitude means that a j power in the blink of an eye; there is fair amount of lift is provided by the nothing progressive or subtle about this engine so it is usual to land with a small Mark Linney joined the Royal Air Force in system! amount of power still applied. 1980 and completed tours on the Tornado Something you will not see a Sabre pilot One area where the Sabre excels is in its GR1 (16 Sqn), Hawk T1 (CFS), and Harrier doing very much of is negative “G” ability to stop. The brakes are incredibly GR7 (IV Sqn). He is an A2 Qualified Flying manoeuvres or prolonged inverted flight. good and they grip fantastically well, even Instructor, having been a Central Flying The secondary effect of being up-side- in the wet or in a cross wind. There could School Instructor on the Hawk. down for any more than a few seconds is possibly be some negative angle of attack Mark was the RAF's solo Hawk display almost always a hydraulic failure. This when the aircraft is on all three wheels pilot in 1990 and winner of the Brabyn happens due to fluid that normally covers which give “Formula 1” aerodynamic style trophy in 1990 & 1991. On his last tour the out-flow pipe in the bottom of the down-force! flying the Harrier, Mark saw operational reservoir being replaced with air, which is Other “quirks” and oddities service in Northern Iraq (Operation then sucked through the system. Warden) and Bosnia (Operation Vulcan). The aircraft can be flown with the canopy The fuel system is simple and reliable open at up to 210 knots. Mark left the Royal Air Force in 1996 and (touch wood) doing exactly what it says on started his commercial flying career with The landing gear up-locks are the same as the tin with the minimum of pilot Air 2000 flying the Boeing 757. In 1998 on a Harvard. intervention. Mark moved to Virgin Atlantic Airways The J47 is the same engine as was fitted to The landing – always the most important initially on the Boeing 747 classic before the B47 bomber – which had six! Six times part converting to the Boeing 747- 400. Mark is the smoke, six times the noise, six times currently a Captain on the Airbus A340 Bringing the aircraft back in to the circuit the trouble etc! and has flown over 11,000 hrs. is always a critical time. This is where the G-SABR spent many years in a children’s pilot has to raise his game with the added On the civil display circuit Mark has play park – it was saved and restored pressure that invariably fuel reserves will previously flown the Chipmunk, Harvard, primarily because (unlike other Sabres) it be low. Once the aircraft is in trim the Hunter, Strikemaster, L-39, MiG 15, T-33 & had not had its spars cut through. speed brakes are selected out. These are a F86A. big load on the hydraulic system and they The aircraft (apart from modern batteries, www.goldenappleoperations.org do not always come out symmetrically; if this happens the aircraft snakes a bit, but not enough to be of concern. Once deployed fully the hydraulic pressure starts to rise again (there is no gauge to show speed brake position). Next it’s time for the landing gear to go down. The sequence relies on electrics, hydraulics, cables, pulleys and various micro-switches (to relay the positions of up-locks, down-locks and gear doors). When the sequence is all working properly the gear locks down, “three greens” are shown in the cockpit and the doors close. Big sigh of relief! Emergency lowering involves some physical contortions with a

23 Guild Visit to Defence Helicopter Flying School, RAF Shawbury PAST MASTER ARTHUR THORNING flying instructors. party of 20 Guild members, led by the Master, accepted an Ab initio helicopter students arrive at invitation to see the work of Shawbury after Elementary Flying A Training on light fixed wing aircraft. the Defence Helicopter Flying School (DHFS) at RAF Shawbury on 22nd The students then follow a Single April. After a convivial dinner and an Engine Basic Rotary Wing course of 38 hours in ten weeks. Most solo after 11 RAF Shawbury, home of the Defence early breakfast at the Prince Rupert Helicopter Flying School. Hotel in Shrewsbury our party were hours on the Squirrel. This is followed collected by Flying Officer Kenny by a Single Engine Advanced course, which varies somewhat in length Squirrel helicopters on the Docherty and taken by bus to Shawbury flight line. Shawbury. We were welcomed by depending on the requirements of each Group Captain Jock Brown, the service, the Royal Navy taking longest, Commandant of DHFS who gave us a at 47 hours and 14 weeks. Later the comprehensive briefing. The role of the Multi Engine Advanced Rotary Wing School is to train helicopter pilots and course follows, involving 77 hours crewmen of all three services. It flying and 40 hours in the simulator provides a world class helicopter flying over 38 weeks. Group Captain Brown training system, a claim which is emphasised that a war-fighting ethos confirmed by the overseas nations applies throughout the training. Some pleased to present Master Air Pilot which send their personnel for 3471 personnel (including those from Certificates to two of the instructors, training. Over 30,000 flying hours are overseas) have been trained by DHFS both with impressive records in service achieved each year with over 90,000 between 1997 and 2009. Answering and instruction; Squadron Leader movements. The aircraft complement questions, the Chief Flying Instructor, Alistair Reid and Mr Anthony (Tony) is 27 Squirrel helicopters and 11 twin- Wg Cdr Andy Lovell, said that aptitude McGregor. engined Griffin HT1 aircraft, otherwise testing is now very good and the failure known as the Bell 412 EP (plus one to rate is only about 5%, and such Finally, Flight Lieutenant Simon increase crewman training). There are students often go to the multi engine Kovach, second in command of 60 130 flying instructors; most are serving fixed wing fleet or to Air Traffic Squadron RAF, briefed us on the Multi officers with some 40% civilians, all ex Control. Engine Rotary Wing course. The instructional staff are 48 in number, military. Approximately 220 students The Guild party were then divided, half training 90 students, and using some are under training at any one time visiting 705 NAS and the others 660 6,900 hours per annum on the Griffin. although some 450 will pass through AAF. Lt Cdr Mark Scott, CO of 705 the school at some time each year. He also touched on the squadron’s Naval Air Squadron, briefed us in more distinguished history, including such The DHFS comprises four units; 660 detail, describing a single service naval famous WW1 pilots as Albert Ball and Squadron Army Air Corps, 705 Naval ethos within a multi service training James McCudden, and later service in Air Squadron, 60 Squadron RAF and environment – ‘teaching the art gained Burma, Malaya and Germany. Then it the Search And Rescue Training Unit by experience’. The instructors in 705 was time for the ever patient and (SARTU) which operates from RAF NAS come from all three services and efficient Flying Officer Kenny Docherty Valley (Anglesey). Although the aircraft the group were given a tour of the to escort us back to Shrewsbury and are on the military register the School Squadron by Lt Rich Maclaughlin. our cars. We must record our thanks, is supported through a Private Finance Meanwhile the other group were with again, to Group Captain Brown and his Initiative contract with FB Heliservices 660 AAC, and some had the privilege of staff for a most interesting day. Ltd who provide flying hours, technical brief local flights. A buffet lunch j and domestic services and the civilian followed during which the Master was

The Master presents Master Air Pilot Certificates to Alistair Reid (left) and Tony McGregor (right). The Guild visitors at 60 Sqn.

24 Sir Alan Cobham Lecture - 29 April 2009 Helicopter Operations in Iraq and Afghanistan Rear Admiral Tony Johnstone-Burt OBE MA FRAeS FCIPD

I have been intrigued by Sir Alan having emerged as a consequence of Background Cobham. He was clearly a man who the Strategic Defence Review. Ten years ago we operated our was every inch a natural aviator, with helicopters highly successfully, but in However, having cut its teeth in masses of luck and charm (which a rather set-piece, formulaic way. The Bosnia and Sierra Leone, the JHC has doesn’t necessarily always come free success of which was reinforced by really come of age since 2003 through with the flying gloves), who thrilled a either highly focused humanitarian demoralised post-First World War operations in Iraq and Afghanistan. relief operations, such as our support Britain in the 1920s and 30s with his Thanks to Iraq and Afghanistan, we to the Pakistan Earthquakes in ‘Flying Circus’ aerobatic displays all have moved from operating in a October 2005, or in Operation over the country. relatively predictable operating BARRAS, the Special Forces assault on the West Side Boys in Freetown Sierra As you know, he became an environment and now find ourselves Leone in the summer of 2000 to rescue international celebrity with his Air fighting in an increasingly complex the Royal Irish Rangers who’d been Races and extraordinary long-distance battlespace in a myriad of dimensions, taken hostage. Or indeed, the 2003 flights in an experimental flying boat which are riven with paradoxes and Gulf War which, relatively-speaking, where he flew from Rochester to moral dilemmas. was a straightforward example of London - but via Australia. On his In December 2007 an American high-intensity conventional warfare, return, he landed on the Thames in academic called Frank Hoffman wrote and over quite quickly. front of the Houses of Parliament a paper called The Rise of Hybrid before a crowd of a million people Wars, where he tried to capture the In Bosnia, we operated as three who thronged the bridges and complexity of our current operations. distinct and separate helicopter forces embankments to see him. with overlapping areas of operation He says: and conflicting priorities, but with But what I found really exciting about ‘Hybrid Wars are polymorphous by some success in spite of those him is that as far as aviation was their nature as are their protagonists. constraints. However, as you can concerned, his imagination knew Using both states and a variety of non- imagine, the time spent planning the absolutely no limits. He really was state actors they incorporate a range of deconfliction of friendly forces prepared to push the envelope as far different modes of warfare including through a highly bureaucratic daily air as it could possibly extend, and had conventional capabilities, irregular tasking order (the size of a telephone the skill, courage, energy and tactics and formations, terrorist acts directory) and then doing it practically enthusiasm to follow his instinct and including indiscriminate violence and as an emergency as conflicts emerged explore what was then a completely coercion, and criminal disorder. in reality, reflected an extremely new dimension for most of the world’s dysfunctional and inefficient population. Its chief characteristics are organisation, especially when simultaneity, convergence and Was Cobham’s extraordinary operating in single-Service stovepipes. pioneering spirit combined with his combinations.’ The true value of operating Jointly, unique flying skill an anomaly and did Our own Defence Centre for Doctrine came very clear in Iraq with the it die with him? Or has his and Concepts has given it a more establishment of Joint Helicopter inspirational example survived for succinct definition: Force (Iraq) which is based at Basrah. nearly one hundred years and can we JHF(I), as it still known, and I was in still see it today living on in our young ‘Hybrid War is a form of conflict Basrah only yesterday, was operating a military aviators? involving a range of enemies (conventional, irregular and terrorist) combination of RAF Puma, Merlin JHC who will employ all forms of war and Mk3s and Chinooks, RN Sea Kings, As I’m sure that you’re aware, with tactics, perhaps concurrently and and RN and AAC Lynx from the same 15,000 personnel and about 400 contiguously’. airfield, with common operating aircraft, the Joint Helicopter procedures, a single point of Command comprises the Battlefield Consequently, together with all three command (rotated through each Helicopters in all three Services and a Services, I am in the process of Service) and all sharing the same potent Air Assault capability in the configuring the Joint Helicopter accommodation, briefing, shape of 16 Air Assault Brigade, the Command to become masters of engineering, eating and relaxing largest Brigade in the British Army. Hybrid Operations in order to combat facilities. And all working directly for The JHC has been on continuous the Hybrid Warrior as effectively as we the British General in command of the operations since its inception in 1999 can, both today and in the future. region, via the Brigade Commander

25 and embedded with their staffs. children to shield him and his mortar follow the enemy into the desert, crew from the Apache’s weapons. jungle, mountainous or maritime Again, it seems a ‘Blinding Glimpse of Last month a man brought his 7 year domains without having to reset our the Obvious’ but in one fell swoop it old daughter into one of our Forward forces either conceptually or created a unity of effort and a clarity Operating Bases with a severe gunshot practically is the way that we are of command whilst capitalising on the wound. She’d been shot by the staying ahead of him and retaining the mix of capabilities needed by the Land Taliban specifically to trigger the initiative. Commander, as well as preserving the launch of the Immediate Response single-Service ethos and different Consequently, we are configuring our Team Chinook so as to ambush the perspectives of the aircrew flying their forces with the specialist capability aircraft as it arrived to pick up the respective aircraft type. required to anticipate and adapt our child and take her to our hospital in tactics in order to pre-empt and The RAF’s doctrinal mantra of Bastion. prosecute the enemy, as well as the ‘Centralised Command for So what we’re seeing is an enemy generalist skills to enable our forces Decentralised effect’ holds absolutely who fuses what he can in terms of the maximum mobility, speed and true for the Joint battlefield helicopter technologically advanced systems into force protection. But to do so, we operational and non-operational his force structure and strategy, and need to ensure that this range of output of the JHC, with a Joint force uses them in ways that are beyond capabilities are able to be deployed in theatre, and a co-ordinated and their intended employment either independently, or as a co- unified Joint command at home. parameters. By blending and fusing ordinated force with other enablers, In short, the intense operational all forms of warfare in this way, he and always fully integrated with the tempo, combined with the can generate increased complexity, land force that we are supporting. requirement to deliver a broad range compound the threat and deploy his Joint Helicopter Forces should be fully of aviation capabilities, could not be arsenal in a simultaneous way that capable of providing real-time achieved without the Joint Helicopter can stretch and dislocate our forces. intelligence collection, surveillance Force, and our output is certainly So how are we combating the Hybrid and reconnaissance (or ISTAR) to greater than the sum of the individual Warrior with our aircraft in ground forces whilst also being single-Service parts. confident in their self-protection from Afghanistan and Iraq? small-arms, Rocket Propelled Grenade But back to Hybrid Warfare I believe that Battlefield Aviation or manpads attacks. However, they What we’ve currently labelled Hybrid provides the perfect antidote to the should be capable of swinging from Warfare is certainly not new, it’s just Hybrid Warrior. the ISTAR role into either an different. You could argue that the interdiction or attack role, a troop The defining aspects of battlefield British faced a hybrid threat at the carrying role or, indeed, perform aviation are its inherent flexibility and turn of the last century in South Africa Provincial Reconstruction activities or adaptability, which encompasses the when the Boers’ Mauser rifles and humanitarian operations. ultimate in utility, but also agility, Krupp field guns outranged the British reach and potential lethality. All of The four broad categories of Light Red coats, and it proved almost which are aspects currently attributed Utility, Find/ISTAR, Attack and Lift impossible to dislodge the Boers from to the advantages possessed by the have been key in presenting a menu of their dug-in positions. Hybrid Warrior. choice for the Land Commander. In Afghanistan we’re talking about an However, as the sophistication and A key aspect of this is our ability to increasingly sophisticated enemy with complexity of the threat in both Iraq deny the enemy the advantages and the backing of a highly efficient and Afghanistan have increased, so safe-havens provided by dense urban international financial organisation the tasking of our aircraft and terrain, where currently he can exploit and operational structure. Dressed in demands on our aircrew have had to the density of population, his traditional robes and sandals, in keep pace. The boundaries between transportation networks, public the morning he can be found in a cave them have blurred and their spheres services and local infrastructure, and conducting info operations through of influence or effect now overlap. hide, plan, rehearse and escape from cyberwarfare with the latest laptop allied forces at will. computer, by hacking or streaming Light Utility video images of IEDs blowing up our Similarly, the enemy is seeking to Using helicopters in the Light Utility troops and vehicles to mobile phones deny us our objectives by disrupting role to move unit commanders and across a significant range to the wider our freedom of action, denying us personnel around the battlefield is and will remain vital. It is fundamentally population. access, preventing us from intervening all about connecting people up. As successfully and driving up the costs And in the afternoon the same man is Rupert Smith has said, in wars which of our intervention. conducting medieval warfare are set ‘amongst the people’ the beheading village elders with a However, our ability to swing from ability to move small groups of people carving knife or using women and operating in the urban metropolis and quickly and in safety is critical. The

26 Regional commander may need to gather intelligence and gain an edge LIFT speak to the Governor or Ambassador, over the Hybrid Warrior. Then there is Lift, usually divided into or a small specialist team may need medium and heavy lift. The lift of But key to the Intelligence collection, inserting. troops in safety and the rapid surveillance and recce role is blending replenishment of supplies will, and During the expulsion of the Shia it with the formidable loiter capability always will be, critical capabilities. militias from Basra last year, it was as of UAVs. And capitalising on the fact important to fly our General to meet that whilst a helicopter can’t hang Our Merlins in Basrah, Pumas in members of the Iraqi government around for as long as a UAV, it Baghdad, and Chinooks and Sea Kings face-to-face, as moving detainees provides the ground commander with in Afghanistan allow us to deploy around the battlefield, and also use a ‘man in the loop’ and possibly more troops over a wide area with much the Lynx for airborne interdiction importantly ‘eyes and a sensor on the less force protection than we would operations against vehicles and target’. In other words, someone who normally allocate. This capability, its insurgents. can give you a first hand view of what speed and flexibility, and specifically is happening with his or her own the force protection that it provides Another Light Utility role that has interpretation. It also gives him the against IEDs, which is increasingly the proved invaluable is that of providing opportunity to place one of his own insurgents’ weapon of choice, will a presence on the Iranian border. The sub-unit commanders in the aircraft to become an even more important Lynx provides a potent visible command the operation. factor for allied forces, whether US, presence, but not one as threatening UK or other nations. as the Apache Attack Helicopter. The ATTACK visible patrols of the vital oil pipelines Then there is the attack function, Every Task Force Commander in have been equally effective at where helicopters have probably Helmand, sees the Chinook as deterring attacks on this critical demonstrated the greatest flexibility. particularly important in maintaining infrastructure. We bought the WAH-64D Apache to the operational tempo of his troops destroy the large armoured formations and preserving their ability to The utility helicopter has been a of the Third Shock Army as they rolled manoeuvre swiftly and unexpectedly priceless workhorse, connecting across the West German Front, and in order to keep a step ahead of the people, protecting people and, in our experience in the First Gulf War insurgents. short, making things happen. This seemed to confirm that requirement. potentially unsung hero of Iraq and CASEVAC Afghanistan will always have a place Yet no sooner had the aircraft started Another key area, which is something on the Hybrid Battlefield. As I’ve said, to enter service than we deployed of a cross-over between light utility our enemy will always try to separate them to Afghanistan with the Paras in and lift, is medical evacuation; us and pick us off. The utility 2006 as part of 16 Air Assault Brigade, CASEVAC, MEDEVAC, FAME or helicopter is the glue that allows us to and they performed magnificently in DUSTOFF are just a few of the many cohere, get things done and outflank the Close Combat Attack role. They abbreviations that we use for it, but all him. used the same capabilities but in a signify a critical role which has different tactical setting, and now correctly come to dominate ISTAR and FIND provide a perfect example of the operational planning. The ISTAR and Find roles are closely inherent flexibility of aviation that I In the UK we rely on nominating a linked to the Light Utility helicopter was talking about earlier. but, as I mentioned earlier, they are particular platform, rather than a role now examples of capabilities that are In Afghanistan the Apache’s ability to specialist aircraft as the US do with utilised by all of our helicopters. loiter menacingly, and bring its their Blackhawks. In Iraq we use Hellfire missiles, rockets and 30mm Merlins, which have an Immediate The Lynx is currently used to ride cannons to bear on the enemy, but Response Team (IRT) comprising a ‘shotgun’ over our vulnerable logistics within yards of our own forces have trauma specialist and paramedics, or troop convoys or provide struck fear into the hearts of the with all their kit loaded or at very ‘overwatch’, relay a real-time video Taliban. short notice; in Afghanistan we use data stream to the ground commander Chinooks, but both aircraft offer So whether the Apache is used for of the enemy manoeuvring amongst a plenty of space to operate. ISTAR, an escort of both ground forces crowd in a market square, or by or troop-carrying helicopters, to With modern sensitivity to casualties, loitering at several thousand feet suppress enemy air threats, or in and our increasing and correct moral above a threat area, establish a providing CCA, the Attack Helicopter duty to get casualties to care as ‘pattern of life’ for suspected is already a battle-winning capability. quickly as possible within the ‘Golden insurgents without them knowing. Currently we have nine Apache which Hour’, our helicopters are genuine life All of which are lessons that we are delivering 500hrs of activity per savers, something that the US learned during our operations in month in support of ground forces, pioneered in Vietnam and which has Northern Ireland. Sea Kings, Merlins, 24hrs a day, seven days a week on an been improved gradually on every Lynx and the Apache are all used to enduring basis. campaign since. To so many of our

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soldiers injured in Afghanistan and government of Afghanistan, and Sun Tzu was right 2,500 years ago, Iraq the CASEVAC helicopters and provide stable conditions for the local when he said: their dedicated medical crews have population to begin the Voter ‘Know your enemy and know literally been ‘angels from the sky’. Registration process for the Presidential elections which will be yourself; in a hundred battles you will Finally, how do we pull all these held this August. Several tons of never be in peril.’ capabilities together in theatre? narcotics were destroyed, along with But to do this simultaneously we, the seizure of a large quantity of Very broadly, we conduct two forms across the whole of Defence, need to weapons including rocket propelled of operation. One is called configure ourselves differently and grenades and mortar rounds. This Framework or Sustainment Missions invest in a broader approach to our mission alone provided a genuine and the other is the more aggressive preparation for operations which boost in security for over 70,000 Deliberate Operations. balances our investment in training people for the central area of with far more education, especially in The Sustainment Missions represent Helmand. the languages and cultures of the 60% of our flying and comprise the Conclusion nations that we’re trying to help. transport of troops, food, I wanted to give you a flavour of the In short, in terms of aviation, I want ammunition, water and fuel to extraordinary change in warfare that to create a situation where all our Forward Operating and Patrol Bases we’re witnessing across the world, helicopters are seen simultaneously as across the Region. Sustaining our and in Afghanistan in particular. beacons of hope and saviours in the troops in the field is clearly critical to Hybrid Warfare is what we’re calling eyes of our troops and the local their survivability in terms of keeping it today, and I daresay that there will population on one hand, whether body and soul together physically as a be another catchy label tomorrow! delivering humanitarian aid or matter of routine, as well as helping But the academic Michael Evans medical evacuation, yet at the same them to survive and defeat the enemy. probably describes it most succinctly time, capable of swinging into a troop- Deliberate Operations are much as ‘wars in which Microsoft coexists carrying or attack role and striking terror in the hearts of our enemies. bigger, challenging, far more with machetes, and stealth technology is met with suicide bombers.’ aggressive and require extensive And I know that I’ve got the people planning. They focus on delivering I’ve told you that battlefield aviation, across all three Services who are the Commander’s plan across the and specifically the dynamism created ready and able to step up to the plate whole Region and involve the use of by helicopters, has become a mission and take on that challenge for me. air assault and heliborne troops in critical capability for the Land Now, the challenge that I set you at either a large Commando Raid or Air Commander across the full spectrum the start was to ask you if you thought Assault operation. of operations, from humanitarian that Cobham’s extraordinary relief and stability operations, through pioneering spirit and bravery have Over the last few months in Counter Narcotics and Counter- lived on in our young people today. Afghanistan we have conducted Insurgency operations, to full scale numerous ‘intelligence-led’ Deliberate warfighting. Now, what would Sir Alan think? Helicopter Air Assaults and j Commando Raids with the Afghan Hybrid Warfare now demands that we National Security Forces, the UK-led do all this at the same time. Helmand Task Force, Close Air At one end of this scale, we need to Support Harriers, Chinooks, Apache, resource and train our Joint Sea Kings, Lynx and other ISTAR Helicopter Forces with our Land STOP PRESS assets. This involved up to 15,000 Forces to maximise the Land NOMINEE troops clearing and securing large Commander’s capacity to generate areas of Helmand from Taliban ‘tempo’, seize the initiative, take the UK AIRPROX BOARD. influence. battle to the enemy and, if necessary, The Technical Committee dislocate and destroy him as swiftly seeks a volunteer to act as One of the largest of these operations and decisively as possible. He needs was Operation ‘Red Dagger’ which to be able to capitalise on fleeting the Guild nominee to the took place over a three-week period opportunities, exploit advantage and UK Airprox Board. The last December. This was the largest surprise, and maximise his force’s Board meets monthly to operation undertaken by 3 mobility and manoeuvre. review all Airproxes and Commando Brigade, during their tour in Afghanistan and also involved At the other end of the scale, we also make recommendations. need to ensure that all those on Afghan, Danish, Estonian and US Please contact the operations really understand the Forces. enemy that we’re fighting, culturally, Technical Director. The success of this mission helped to linguistically, anthropologically and extend the authority of the legitimate psychologically.

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