AUTUMN 2012 WEB EDITION

THE NAVAL ENGINEER INDEX ISSUE

This magazine is the property of Her Majesty’s Government. It is produced on behalf of the Chief Naval Engineer Officer. WEB EDITION One of the new members of the Engineer Flag Officers’ Meeting:

Rear Admiral Mark Beverstock BSc(Eng) CEng FIET Chief Strategic Systems Executive

CSSE is part of the Defence Equipment and Support, Director Submarines Operating Centre. CSSE has overall responsibility to the First Sea Lord for assuring the delivery of a robust and coherent programme to provide the United Kingdom’s independent nuclear deterrent.

Rear Admiral Beverstock assumed the duties of Chief Strategic Systems Executive on 27 July 2012.

Born in 1964, he joined the Royal Navy in 1981 and, after completing his fleet time in HMS Ambuscade during the Falklands campaign, he studied for his degree at the Royal Naval Engineering College Manadon. Specialising as a Submarine Weapon Engineer, his seagoing complement appointments have been in HMS Repulse and HMS Vanguard where he completed the build, first of class trials, a demonstration Trident missile firing and first operational deployment.

The majority of his career has been spent within acquisition. He has had a number of appointments in the Strategic Weapons Project Team where he had responsibility for project management and delivery of the Strategic Systems major update programme, an appointment as the Demonstration and Shakedown Operations Technical Director, and an appointment as Deputy CSSE.

He has also worked extensively in the Ministry of Defence on the Naval Staff and in the Equipment Capability area; he headed up the Wider Independent Nuclear Deterrent Options Team assisting with the publication of the 2006 White Paper on the future of the Nuclear Deterrent and, more recently, as the Head of Deterrent and Underwater Capability where he assisted with achievement of Initial Gate for the Successor Deterrent and full programme approval for the Astute Class.

More widely he has been the Commanding Officer of HMS Neptune (HM Naval Base Clyde) and attended the Royal College of Defence Studies in 2004.

He is married to Morag and has three children: Sarah (22), Andrew (19) and Jamie (11). His main interest is his family, but he also enjoys cycling, triathlon and classical music (amateur flautist).

The members of the Engineer Flag Officers’ meeting are: Chairman: Rear Admiral S.R. Lister Director, Submarines; Chief Naval Engineer Officer Vice Admiral A.D.H. Mathews Chief of Materiel (Fleet) and Chief of Fleet Support Rear Admiral M.A. Beverstock Chief Strategic Systems Executive Rear Admiral S.B. Brunton Director Acquisition Rear Admiral C.J. Hockley Flag Officer Regional Forces, Flag Officer Reserves and Flag Officer Scotland, Northern England, Wales & Northern Ireland Rear Admiral I.M. Jess Assistant Chief of Naval Staff (Support) Rear Admiral H.H Parker Director Precision Attack Rear Admiral S.J. Woodcock Naval Secretary M.E. Elliot Esq Director Safety & Engineering A.R. Graham Esq Director Ships Commodore P.M. Burrell RN Head of Training, Education, Skills and Assessment Commodore C.R. Forsey RN Navy Command HQ Assistant Chief of Staff (Information Superiority) Commodore M.J. Toy RN Head of Helicopters 1 Commodore D. Preston RFA Chief RFA Engineer Officer Warrant Officer D.J. Archer Chief Naval Engineer Warrant Officer 1

THE NAVAL ENGINEER

Contents

Rear Admiral M.A. Beverstock BSc(Eng) CEng FIET ...... ifc

Editorial Board, Editor’s Corner ...... 2

Registration Road Show By Cdr J.J. Bailey ...... 3

Professional Registration of RN Technicians ...... 4

Letters to the Editor ...... 5

Unlikely Heroes and Other Military Oddities? A Synopsis of Naval Engineers Serving on Current Operations By Cdr T.C. Woods ...... 6

The Use of Agent Based Modelling within Defence By Lt R.M. Heaton ...... 8

Time To Serve By Cdr A.P. Ewen ...... 12

Naval Engineering – Lessons Identified ...... 18

Maritime Combat Systems – In-Service Management By Lt J.K. Weller ...... 20

HMS Triumph Main Motor Generator Repair By Lt B.J. Nelson ...... 23

BZ – 2011 Fleet Engineering Excellence Award ...... 26

BZ – Operational Engineering Award 2012 ...... 26

Index of Journal of Naval Engineering December 2008 to June 2010, Review of Naval Engineering Autumn 2008 to Summer 2010 and The Naval Engineer Autumn 2011 to Summer 2012 ... 28

Rear Admiral I.M. Jess MA MSc MA CEng MIMarEst ...... 33

Rear Admiral S.J. Woodcock BSc(Hons) CEng MIMechE OBE ...... 34

• The magazine is published for information, entertainment and to promote discussion on matters of general interest to engineers of all sub specialisations (Air, Marine, Weapon and Training Management). • Articles and letters are welcomed and may be submitted in any format from handwriting to e-mail, CD or DVD. • All correspondence to: The Editor, The Naval Engineer, HMS Collingwood, Fareham, Hants PO14 1AS. Tel 01329 333895 (Military – 93825 3895): Navynet MWS-TNE-EDITOR, Internet – [email protected] • All enquiries concerning distribution should be addressed to: Ministry of Defence, Forms & Pubs Commodity Management, Building C16, C Site, Lower Arncott, Bicester, OXON, OX25 1LP, copy to the Editor. • The contents do not necessarily bear the authority of the Ministry of Defence, may articulate personal views, and may bear privately owned rights. Photographs: The cover: Front – a “mole”, part of the HMWHS; see article on Page 44 (upper photo – courtesy of Babcock Intec) and the aircraft destined to deploy weapons moved by the mole, the first British-owned Joint CombatAircraft; see article on Page 15 (lower photo – courtesy of Lockheed Martin); Back – the ship from which the JCA will fly – two sections of HMS Queen Elizabeth inching together in the shipyard at Rosyth. Acknowledgements to the Fleet Photographic Unit who supply most of the general photographs. Other photos supplied by the authors or as credited. 2 The Naval Engineer EDITORIAL BOARD Chairman Captain R.C. Rusbridger MSc, RN IAC Submission Development Manager, DTTCP

Acting Commodore I.J.P. Bisson BSc, MSc, CEng, MIET, RN Commodore Naval Personnel Captain N.T. Blackman BSc, MA, MBA, CEng, FIET, OBE, RN DACOS (Air Engineering), Navy Command HQ Captain R.J. Carrick BEng, MSc, MBA, CEng, FIMechE, RN CSO(E) Submarines, Navy Command HQ Captain A.M. Cree BEng MSc, MA, MIET, FCIPD, RN Commanding Officer, Defence Centre of Training Support Captain A.M.G. Glennie BSc, CEng, MIMarEST, RN Superintendent Fleet Maintenance, Portsmouth Captain R.E.H. Spalding BSc, CMgr, CEng, FIET, RN DACOS (Personnel Planning), Navy Command HQ Warrant Officer D.J. Archer IEng, IMarEng, MIMarEST, MCGIChief Naval Engineer Warrant Officer Warrant Officer A.C. Boswell MSc, MCGI, NDipM, IEng, MIET DE&S Military Task Equipment Coordinator Warrant Officer G. Humphreys MA Deputy Training Officer (Outreach), RNSME Warrant Officer T. P. Maloney MCGI, IEng Training Officer FasMat, FOST(SM) Warrant Officer N. PotterSFM (Devonport) Staff WO1 Professor C.G. Hodge MSc, CEng, FIMarEST, FREng BMT Defence Services

EDITOR Commander T.J. Stoneman BSc (Hons), MA, RN (Retd) HMS Collingwood 93 825 3895 (BT 01329 333895), fax 93 825 2712 (BT 01329 332712) E-mail: MWS-TNE-EDITOR (Internet E-mail: [email protected])

Editor’s Corner DIARY DATE “The Naval Engineer – oh yes, Make a note of the date for next year’s CNEO’s Conference and some good articles, but I don’t Dinner, to be held in HMS SULTAN on Thursday 14 March 2013 always get to read a copy” is something I hear from time to time. distribution passing you by, or is are really affecting your business. Perhaps I, and the contributing reading TNE one of those “Didn’t get I’ll pull it together with a few juicy authors, should just sit back and round to it” activities we all mean to illustrations and you will have made take the accolades for a job well do but never quite seem to manage? a positive and tangible contribution done. However, let’s analyse that to improving the standard of naval statement, and see what we can Some not-so-good articles? If you engineering. All, I’m sure, suffer learn from it. feel you know more about a topic from overfull email In-boxes and than is covered in a TNE article, ever increasing work commitments, “… some good articles …” implies or have a different opinion to yet some managed to spare the there are some not-so-good ones – the one expressed by an author, time to write an article – can you? or alternatively that there could be there’s always room for a follow-on “… lots of good articles …” if only contribution in a subsequent issue. Hard-copy distribution passing you someone would write them. by? Either contact the Editor to get Lots of good articles? If there’s the dist changed – or read TNE “… some good articles …”; so the something happening in your area online (RLI – see below – or, in an content gives the readers useful of engineering, or “It happened unclassified version, on the Internet). information, whether for personal or to me” which would be of value professional reasons. or interest to others, then put pen Didn’t get round to it? Think about to paper (fingers to keyboard). All how you allocate your working day – “… I don’t always get to read I ask is that you spare a little of should you be able to fit in a bit of a copy”; so is the hard-copy your time to write down issues that reading time to be better informed?

Thinking of writing for TNE? Deadline for articles or letters is Friday 26 October 2012. This issue of The Naval Engineer is also available on the Intranet at http://defenceintranet.diiweb.r.mil.uk/DefenceIntranet/Library/ (search for TNE) A full index of The Naval Engineer, and of Review of Naval Engineering, and soft copies of recent back issues are available at: http://cwd-r-web-001.cwd.dii.r.mil.uk/mws_csg/publications/naval_engineering.html. Back issues of the Journal of Naval Engineering (JNE) can be found through the JNE Internet webpage: http://www.jneweb.com/login.aspx. 3 Registration Road Show By Commander JJ Bailey BEng(Hons) MSc MA MIMarEST CEng RN Commander (E), HMS Ocean On behalf of Chief Naval Engineer avoiding pitting each Officer (CNEO), and building against the other to on his theme of professional attract members, this registration, Ocean hosted a allowed the audience Professional Engineering Institution to target questions Road Show on board whilst on completion of the undertaking Op Olympic. Organised presentations when in conjunction with the General all personnel moved Service Engineering Requirements into the hangar and Managers and representatives from visited that stands the training schools, the aim of the that the Institutes day was to educate personnel on the had set up. In the benefits of registration and promote RN’s largest hangar membership. We also set out to the PEIs provided an raise awareness of the role that the informal road show- institutions play in both civilian and style setting for the military life, particularly to encourage Ship’s Company to CNEO and Michelle Richmond, IET’s Director of and promote discussion amongst talk to representatives Membership and Professional Development, sign a junior engineers. from the Institute Special Registration Agreement of Engineering and Technology and experience. It also grants Attended by over 140 personnel, (IET), Institute of Marine Science, engineers the ability to align their the road show opened with Engineering and Technology qualifications and professional skills addresses from both CNEO and (IMarEST), Institution of Mechanical with their civilian counterparts. Chief Naval Engineer Warrant Engineers (IMechE), Society of Officer. They set out the arguments Operations Engineers (SOE) and After the agreement was signed that underpinned the reasons for Royal Aeronautical Society (RAeS). and the initial presentations professional registration, and that it Personnel were also able to ask completed, CNEO met members should be considered as a career- questions on a personal level and of Ocean’s Marine, Air and long commitment rather than just find out what a membership would Weapon Engineering departments something that is enacted in the offer them as individuals. and engineers from embarked final years of service to support squadrons, expanding the transition to civilian employment. Whilst onboard, CNEO took the discussion on the benefits of joining opportunity to sign a Special and registering whilst still in service. Following the opening address, five Registration Agreement with the of the Engineering Institutions set IET. This will make it easier for “Events such as this one organised out their unique selling points and sailors of all ranks and rates to gain aboard HMS Ocean today provide gave an overview of the range of IET membership at the appropriate the perfect opportunity for engineers interests that they support. Neatly level based on their military training of all branches and experience to

Ocean’s Engineers talk to representatives from the CNEO meets members of Ocean’s Engineering Professional Engineering Institutions departments 4 properly understand the benefits Nathalie Cameron, the IET’s gained in our operational service of professional registration and Armed Forces Development and throughout our careers, it’s recognition.” said Rear Admiral Manager, said: “The idea of heartening to know that this is Lister. “The Royal Navy has the visit is to encourage naval valued by the Service, our industrial special agreements in place with personnel – particularly Engineering partners and the wider engineering these Institutions which enable branch Junior Rates – to take up community.” Leading Hands to register as an membership in the institutions and Engineering Technician while gain formal recognition of the skills Feedback from the event has been Chief Petty Officers can register as they have developed in the course very positive. The Institutes have Incorporated Engineers.” of their military careers. remarked that they have received a number of questions and contacts Benefits of professional registration It has also been a great opportunity both during and after the event. On include internationally-recognised to showcase the benefits of board, we have achieved the aim certification that an Engineering Institution membership, particularly of raising the profile of the topic Technician has reached a defined for when sailors leave the Navy and putting it into the day to day standard of professional knowledge, and wish to pursue an engineering discussion. Have we developed a granting greater opportunities to career in civilian life.” wide understanding of the benefit of RN personnel after they leave the registration in service? Not yet, but Service. This recognition will help During the event HMS Ocean was we have encouraged people to think to raise the profile of professional moored at Greenwich on the River about it, and clearly there is more naval engineers whilst serving, Thames, where she was providing work that we should do with the as well as aiding individuals maritime support to the Paralympic institutes to develop the narrative considering leaving the service. Games as part of the London 2012 that supports early registration. security plan. Her Commander Was it relevant to all who attended? One of Ocean’s LCVP maintainers, (Engineering), JJ Bailey, said: “It’s a Yes, I think it was. We didn’t limit Leading Engineering Technician great opportunity whilst we are here the audience to just those who are (Marine Engineering) Lakin, aged in London to invite the engineering eligible to join now by qualification 30, said: “Today’s event was very institutions to join us. but have sewn the seed with the informative and the opportunity to most junior members of the team. I register as a professional engineer Given the amount of training and look forward to more interaction as is a really exciting prospect”. experience that we have collectively we develop these themes.

PROFESSIONAL REGISTRATION OF RN Technicians and professionalism. Engineering profile of technicians in the UK, What follows is the text of a letter Technicians now represent 30% increasing the pool of home grown from CNEO to all Royal Naval of the Naval Service and this is technical skills and encouraging Technicians dated 30 July 2012. forecast to grow further in the greater professionalism. The MOD future in order to support the next has played a leading role in the Ladies and Gentlemen, generation of ships, submarines development of the Professional and aircraft. Technician; recognition of the It has now been over seven quality of our training and our years since the introduction of This reflects trends across people, but we need to continue the Air Engineering Technician the rest of UK society, where to show leadership as we move and Engineering Technician and there is a growing recognition forward. the concept is now embedded of the value and importance of firmly as the core foundation of technicians, especially since On this theme, I would like to the Engineering Branch. With there is a forecasted need for highlight the growing importance SDSR and redundancy now the country to grow an additional getting the RN’s technicians, be behind us, the future for Naval 450,000 technicians by 2020. they AE, SM or GS, professionally engineers and technicians is The newly formed Technician registered. The RN has special bright and the emphasis has now Council has recently launched agreements in place with the shifted to recruitment, retention the ‘Professional Technician’ Institution of Engineering and and the development of ethos programme aimed at raising the Technology (IET), the Institution of 5

Mechanical Engineers (IMechE), encourage registration within their information are available at the link.* the Institute of Marine Engineering, teams and to start recognising the Science and Technology (IMarEST) extra commitment and ambition that I strongly encourage you to get and the Society of Operations this shows when it comes to SJAR professionally registered; the Engineers (SOE), enabling you objectives and appraisals. benefits to you are considerable. to register as an EngTech from Leading Hand or as an IEng from For further information relevant Chief Petty Officer. to your specialisations, points of Yours Sincerely contact are shown in the table Registration is a clear below. Finally, if you are already demonstration that you have registered, you need to ensure that achieved a internationally it is recorded correctly within JPA as recognised level of professionalism. an engineering competence. Details I have recently written to all your on how to record the competence engineering HoDs asking them to in JPA, as well as other useful * http://cwd-r-web-001.cwd.dii.r.mil.uk/ CNEO/professional_registration_new.html WE (GS and SM) ME (GS and SM) AE Email MWS-SEMT-SONAR SULTAN-TOME FLEET-CAP AV EPP1 SO3 93825 2013 93843 6114 93832 5450 Phone 01329 332013 02392 546114 02392 625450

of effort was expended prior to the squadron left. And many were then deployment. rapidly deployed to platforms and locations elsewhere in support of There is one element missing from aviation. Another aspect that wasn’t her account though; the presence really covered was the relationship of Maritime Aviation Support Force between the Flight and the Royal (MASF) personnel. The support Fleet Auxiliary crew. That this offered by MASF’s 13 personnel appeared to go smoothly highlights was the keystone in the bridge that the utility and professionalism of our enabled the activation of Mounts sister service. Sir, Bay’s latent aviation capability in order to support 702 NAS. These So in answer to Lieutenant Garton’s I recently read Lieutenant key staff included a Met team, question as to whether 702’s ‘can Hazelle Garton’s excellent piece in Aircraft Control support, a flight do’ attitude was correct for this the Summer 2012 edition of The deck crew (seven in number), embarkation, the answer has to Naval Engineer (702 Naval Air Survival Equipment support and be a resounding yes. This answer Squadron Operational Conversion logistical staff to augment the can be supported by the thorough Phase: Embarkation in RFA Mounts Mounts Bay crew. planning, risk analysis and mitigation Bay 20 February – 2 March 2012). carried out by Hazelle and her I think that Hazelle clearly, and By the provision of such tailored team. However, a vital portion of the logically, articulated the potential groups of versatile and agile teams, success has to be accorded to the risks associated with flying from a MASF, quietly operating behind actions of the 13 person MASF team. platform not really configured for, the scenes, provides the essential As our motto states, auxilio ad alta1. and certainly not used to, operating support that goes a significant a number of aircraft for a dedicated way to ensuring that deployments Regards, and extended period. I think her to unfamiliar platforms are eased accent on the awareness of risk and and made all the more safer. It is Lieutenant Commander Nat Gillett RN the associated mitigating actions worth noting that my team joined Commanding Officer constantly surfaces throughout the the day prior to 702’s embarkation Maritime Aviation Support Force report and it is obvious that a lot and disembarked the day after the 1. Reaching The Heights With Help. 6 Unlikely Heroes and Other Military Oddities? A Synopsis of Naval Engineers Serving on Current Operations By Commander Tim Woods MA MPhil RN and harsh environment with that of her previous core employment; TM Career Manager invariably operational planning would require consultation with SMEs Joining as a University Cadet Entrant Warfare Officer in 1988 and reading Natural Sciences at Cambridge, Tim Woods has served in a (this time from the Department for variety of rewarding assignments that have exposed him to a broad International Development rather range of RN, Tri-Service and NATO issues. With experience in both than Trade CPOs) to identify key ships and submarines, recent appointments include Military Assistant individuals (local elders rather than to COS to CinCFleet and the FOST Submarine Capability Manager. He completed ACSC in 2003 and returned to Cambridge to study AETs) and resources (textbooks and for an MPhil in International Relations on selection to Commander radio programmes instead of oleos in 2007. Prior to his current appointment as a Career Manager, he and rotor blades) to deliver effect (a worked in the MOD in the Above Water Capability area during SDSR public meeting or basic schooling and three Planning Rounds, latterly as Programmer of the £17Bn surface ship Equipment Plan. as opposed to replacing an engine) to meet an operational plan At the outset of introducing armed Perhaps it is some kind of bizarre (instead of the flying programme). upper deck sentries in the early Personnel Control Experiment One final marked comparison has 90s, there was considerable dreamed up in the bowels of West been of immense benefit in her consternation by scornful Royal Battery to see if Engineers can hold subsequent appointment, namely Marines about the danger of their own in the high octane world the spooky similarity between the matelots being let loose with guns normally associated with the Master skills necessary to negotiate with and the imminent end to life as we Race. Someone is even allowing dubious Afghan government officials knew it, with an exponential rise TMs to brief COMISAF on novel and those required in the DE&S to in the number of NDs and blue- ways to curb insurgent activity, engage major defence contractors! on-blue Grand Auto Theftesque with further rumours of allowing fights; mercifully, this has not ‘chalk bosuns’ to assist in the Horn While Herrick is rightly the ME1 materialised. A modern day of Africa and Op Atalanta type and has seen numerous Engineer equivalent of Engineer officers activities. Unsubstantiated reports augmentees to date in a variety acting as operators and directing are emerging of ‘Balhetchet of Kabul’ of conventional and now more elements of warfighting has thus being employed against Taliban command-centric roles, the Rest far escaped any similar outpouring strongholds, where the white noise of the World Op Tour plot contains of apocalyptic ire from the ‘ringbolt of this sinister psyops ‘weapon’ a scattering of officers from kicker’ community of Warfare is allegedly making a difference. different engineering backgrounds. Officers. And rightly so – the Whether this is turning the tide or Exchanging overalls for CS95 and E fraternity is delivering most just curdling the milk is uncertain, but pith helmets, these officers are impressively in dusty climes and he and others are achieving notable called upon regularly to innovate, has been doing so since the events success in Afghanistan. think laterally and juggle a number of 2001. Previously, the acronym of concurrent tactical tasks, proving ME meant only one thing to Another AE relished the that the spirit of the ‘Great Egg Engineers. Now, Engineer Officers opportunity to serve in a Provincial Race’ is alive and well within the are holding down some very high Reconstruction Team based Royal Navy. Certainly, the ship- profile posts across the world, in Lashkar Gah, with diverse driving, ‘Zippo’ war cries and kinetic many supporting the Defence Main duties ranging from discussing effect remain the preserve of the Effort. This is not just limited to the compensation with local elders and dabbers and Royal, but increasingly more traditional roles of aircraft debating land rights for displaced more of the decision making, cueing maintenance, comms support, people with local government of forces and analysis of operational base hotel services or logistics, representatives through to helping effect is falling to Engineers. but encompasses the demi-god Afghan policewomen with basic realm of J3 activity, an area fiercely weapon skills – all an incredibly long This is perhaps best exemplified in protected by the ‘teeth arms’ and way from Squadron engineering, but the world of counter-piracy, where one normally only occupied by with comparable challenge. She was the plans for a bit of RDP for an RN Engineers during an ACSC able to draw a number of parallels E officer in the final stages of a Wargame. on how to succeed in this unfamiliar 1. “Main Effort”, not “Marine Engineering”! 7 six-month tour to Tanzania were 1-up and 2-up’s intent and would involved in warfare in the RN, where rudely undermined by some of perhaps unlock the enemy’s ‘centre the diversity of our teams at the those pesky pirates. Informed by a of gravity’, immediately setting off maritime frontline is fundamental to security company of the presence in hot pursuit of his colleague. Both our adaptability and, therefore, our of a suspect dhow, a previously were commended for their efforts. success in the ‘come as you are’ pirated fishing boat, and the fact activity known as operations. The that a yacht in an adjacent stretch of Of course, the Engineer has always salient point is that, with no maritime ocean was now 48 hours overdue, possessed the knack of checking equivalent to Combat Service our swashbuckling SO1 jumped out the problem for himself and Support, pussers, engineers and into action, only to realise that there been able to furnish Command warfare have always coexisted and were no real assets to call upon. with a more accurate and first-hand cooperated on the gun line. This is Undeterred, he assembled his own assessment of the tactical situation. now true in a number of posts in the ‘Beazer Homes League’ multinational This is highlighted wonderfully land environment. task force comprising a landing craft by the tale of a Marine Engineer from a local nation, a support ship serving in a busy multinational staff Nevertheless, how long the from an African navy and a civilian in the Middle East, who upset the grey squirrels of the perennially pollution control aircraft. Denied a Int aficionados when he challenged ascendant X world will continue state-of-the-art JOC and without their ‘pirate under every bed’, to allow the red squirrels of the access to even the most rudimentary ‘Captain Hook’ paranoia and over- E community to participate in N6, he dispersed his gallant force reliance on third-party information. the sharper end of operations is using the Heath Robinson C2 and After being brushed aside by the J2 uncertain. What is clear, however, is Info Management of civilian email, ninjas and told that he simply did the palpable success that Engineers SMS and Google Earth, learning to not appreciate the delicate nature of are having and the remarkable type with his elbows while fielding the problem or the disposition of the anecdotes returning with them from calls in each ear from the Atalanta swarms of pirates, our intrepid Peter the most unlikely of conflict zones, chapter, who had woken up to the Pan left the compound and strolled finding themselves in a variety of situation. The pirate MOSHIP was down to a Danish ship that was challenging hotspots and delivering tracked down promptly and the crew holding some captured pirates, had seized, along with the recovery of a good natter to them and came six fishermen. The next challenge back to the operational HQ with the for our venerable hero was how interview data. He then presented to repatriate the hostages, while his findings at the Commander’s obtaining statements of their ordeal, Daily O Group to be greeted by something that they had refused the weeping and gnashing of teeth to furnish up to that point. To cut a from the Head of J2. It would seem long and somewhat emotional story that the custom of going down to short, he was again successful in the engine room and looking at this task, securing the help of local it oneself has wider operational immigration officials, the Sri Lankan utility and is very applicable to the High Commission and a conveniently ‘second-stage career’. passing Buddhist monk to act as ... a variety of challenging hotspots ... translator. In sum, a very satisfactory Eric Grove describes the difference effectively in roles hitherto deemed conclusion to what could have been between Army Officers and Naval ‘verboten’ for Engineers. Whether an egregious and embarrassing Officers as having provenance it is senior officers in ISAF having political situation, all achieved from the Civil War where, with their groupthink challenged and by a mix of enterprise, audacity, the memory of a primarily Army- ‘chest-poked’ by stout AE officers decisiveness and artistic license. implemented coup still very fresh in or WE Captains being cited by the mind, the Army was encouraged the 4* for being indicative of why Such fleet-of-foot thinking is not to draw from those who had a there is ‘Royal’ in Royal Navy, new, evinced after a Royal Marine stake in the status quo (ie the there is clearly a burgeoning and MESM going umbongo down landed gentry) for its Officer class. role that is establishing a level in the Congo were taken hostage Ships, being extremely expensive, of current military experience in while on patrol. The Bootie, necessitated a meritocracy. The the E community comparable to irked at being imprisoned by the technology inherent to such those in other specialisations. locals, decided that he had had platforms and the implicit risk that, Hopefully, this will continue … quite enough and cut through the if the ship sinks, both Warfare and interested in volunteering to be incarcerating tent with his knife and Engineer sink together, means part of this impressive cadre and remarked. “I’m off …” The quick- that the Es have thrived in this gaining unique operational insight? witted ‘bin bag’, who until then had meritocracy, which has always Then contact your nearest Career been comforting himself by thoughts placed them at the heart of the fight Manager now; NPT(E) needs you! of his rod control, decided in a heart alongside their warfare brethren. In Ed’s Comment – see also the article beat that this COA met both his effect, Engineers have always been on Page 12 of this issue 8 The use of Agent Based Modelling within Defence By Lieutenant Roxane Heaton MEng RN SO3 Media, Training Based Technology Unit explored and reduced. In this Lieutenant Roxane Heaton joined the RN in 2006 as an way, the system is modelled as E(TM) with an MEng in Aeronautical Engineering, after a short career as an analyst for an investment bank. She has a collection of agents who each taught at RNSME, served as an ADC to the Defence Attaché use autonomous decision-making in Baghdad; completed a deployable Naval Education and properties, based on a set of Training Service appointment and has recently submitted her rules, to execute a scenario. The thesis towards an MSc in Defence Simulation and Modelling at the Defence Academy. She has just been selected for use of ABM has many emergent funding for a part time PhD to pursue academic studies in the behavioural properties which have field of Simulation for the RN. already benefited not only Defence, but, as a few examples, hospital Introduction decision making and situational and economic planning, disaster awareness. response and Computer Generated Modelling and Simulation (M&S) Imagery, seen for example in the can be, and is, used in a wide range This article will introduce one aspect battle scenes of The Lord of the of Defence applications including of M&S: Agent Based Modelling Rings trilogy as in Figure 1, or the acquisition, training, manpower (ABM), its methodology and the animated productions of A Bug’s planning, the development of benefits which its use could bring to Life and Antz. doctrine and support to operational the RN and Defence. planning. Traditionally mathematical models, Background including statistical models and the Modelling is used as a fundamental use of game theory, would be used technique for exploring behaviours Lanchester’s Equations (LEs) to allow for any stochastic nature and to allow further analysis model attrition in modern warfare. within scenarios. Another method to and optimisation of systems and Lanchester theorised that one side’s establish the change of nature of a scenarios across a wide range of attrition rate is proportional to the model for a variable with respect to defence uses from training to policy. opposition’s size of force. Although time would be the use of Ordinary a sound model for extension, LEs Differential Equations (ODEs). This SDSR 9.2 recommended a has two key limitations: firstly, its latter method has produced great reduction in live training by 25% by inability to account for any spatial steps forward in the understanding 2015 with a further reduction of 25% variation in the forces and secondly of modelling of scenarios but still of residual live training by 2020. that they do not incorporate the adopts a top-down, macro level Simulation could assist in this in human factor in combat. Using approach. In order to specifically its ability to further enhance critical ABM, the LE limitations can be consider the importance of the

Figure 1: Crowd modelling in “The Lord of the Rings” (Jackson, 2003) 9

a b c

Figure 2: a: Separation b. Alignment and c. Cohesion – where the red arrow shows the direction of movement of the individual entity in relation to the other blue entities (Reynolds, 1999) interrelations and interactions of the system being emulated flight) and can lead to uncontrollable between entities (agents) which which can provide insight into dangerous results (for example produce nonlinear complex dynamic real world situations. To do this, when transiting through a systems; a bottom-up, micro level greater computational power constriction, such as crossing over approach needs to be taken. is needed than for previously a bridge). An example of herding discussed mathematical methods, behaviour which is routinely ODEs and Matrix modelling which nowadays is not necessarily demonstrated by flocking birds and have previously been used to a problem. These emergent can be directly applied to ABM for study biological processes (for properties make the use of ABM so humans can be seen in Figure 2. example the optimal delivery of appealing and drives further usage chemotherapy to sufferers from the of ABM on its own or as a hybrid Example ABMs Human Immunodeficiency Virus) model. and also for egress modelling. There A simple model with one exit are also many systems that can be A complex field to model and was developed by Helbing et al. approximated to ODEs which can explore is the effect of non- (Helbing & Farkas, 2000) In this then be analysed and interpreted combatants on military operations. ABM, 200 people were modelled as over time, for example population It has been recognised that non- a crowd leaving through this exit. growth, depletion of natural combatants have influence on It was found that after 45 seconds, resources, financial modelling and policy considerations and that their 44 people escaped and 5 were genocide. ODEs, although not improved representation could injured as in Figure 3a. A column perfect predictors of real world better prepare troops in training and was then put between the crowd scenarios, provide an insight into the C2 awareness for urban operations. and the exit, which after the same scope of the problem and a means However, the modelling of human period of 45 seconds modelled 72 to quantitatively compare results of behaviour as an individual and a people escaping with no injuries as other, further developed, models to crowd is challenging: it has been in Figure 3b. It was shown that the ascertain their baseline viability. noted that “people do not follow column regulated the flow and also the laws of physics; they have a sped up the flow rate. Therefore the Why use ABM? choice in their direction, have no optimum outcome after these tests conservation of momentum and can was to put a column in front of the ABM describes a system from the stop and start at will.” (Still, 2000) emergency exit; however, this would perspective of its constituent units: be counter-intuitive in an initial the agents, their relationships with One example for human behaviour design, but through the use of ABM other agents and their environment. is the emergent behaviour during this benefit was identified. These agents are autonomous and the egress of individuals to or have a defined set of rules for their from situations (for example non- Further interesting ABMs which behaviour and interactions with combatants after a suicide attack). have been used to further other agents. Relationships define Herding behaviour is exhibited, demonstrate steering behaviours with whom and how agents interact which can be irrational (fight or can be seen in Figure 4 overleaf. and the agent’s environment describes how agents interact with the environment around them. Even a b when the rules defining agents are relatively simple, complex interactions producing the collective outcome can uncover surprising and unexpected results.

Repeated running of the model can produce emergent properties Figure 3: Simple Exit Model a. with no column b. with column. (Helbing & Farkas, 2000) 10

be trained to work with and against a b multi-role forces, more realistic training environments are sought as an alternative to high cost live exercises. It is therefore important that these synthetic environments more accurately model human behaviour, in particular team behaviour, otherwise trainees Figure 4: a. Effect of a divergence on a corridor. b. Effect of herding in may look to predict a simulator’s a smoke filled room. (Helbing & Farkas, 2000) response rather than achieve the Effect of a divergence on an loop interaction). CGF can be used training objective. emergency exit/corridor. as a way to reduce manpower requirements for large-scale Modular Semi-Automated Forces Figure 4a shows the effect of exercises or to add rigour to (ModSAF) was developed by the crowding at a convergence on the decision-making in the planning US Defense Advanced Research corridor after introducing more of such exercises. These models Projects Agency to enable realistic space along the route. A straight also help test operational planning, CGFs to be used for training, corridor would regulate the speed influence force structure decisions, test and evaluation on a virtual of all entities, however introducing help determine equipment battlefield interacting with real a non-uniform increased area in acquisition and the use of weaponry life entities. ModSAF can be movement alters this flow and could and explore optimum doctrine or used in M&S applications using cause incidents as in Figure 4a. tactics. selected fidelity to prioritise cost, performance and realistic simulation Effect of herding in a smoke filled Inbuilt CGF within Virtual (www.onesaf.org). room. Battlespace 2 (VBS2 – the serious games engine for which the UK Variants have been developed A pictorial consideration of one MOD already has an enterprise from the original ModSAF benefit of photo luminescent license), do not have a high level model, exploiting the flexibility emergency exit arrows is the of realism of behaviour as they and adaptability of ABM. herding behaviour shown in are largely limited to path finding One such variant, Joint Semi Figure 4b. The image shows the or the triggering of simple scripts Automated Forces, has recently average of many runs of one ABM in response to events. However, supported decision-making into demonstrating the chances of in training for the Contemporary experimentation into the effects escape by entities from a smoke Operating Environment (COE), it of weather, dynamic terrain and filled room. The majority of entities is essential that Intelligent Agents Chemical Biological Radiological herd in a direction which one may (IAs) are used which exhibit more Nuclear modelling and C2 strategic take, which by probability is not the realistic behaviour. Modelling within planning. exit. ABM fulfils this necessity and can now be included in the scripting for Additional examples of where CGF ABM in Defence IAs within VBS2 as in Figure 5. and IA have been used in practice in support of military operations Computer Generated Forces (CGF) IA entities are bounded by a set of are studies into how unmanned are computer representations Belief-Desire-Intention statements surface vehicles can be used in of entities in simulations which which aim to target the previously force protection mission, the impact attempt to model human behaviour difficult field of modelling human of degraded communications on sufficiently so that the forces will decision-making, albeit are more operations and also used in the take some actions automatically computationally expensive. With the modelling of piracy operations (without requiring human-in-the- COE requiring coalition forces to in order to increase insurgent

Figure 5: Scenes with IAs in VBS2 (Simulations, 2012) 11 detection and reduce their threat cannot be built to be applied to all the energy market. These savings to maritime safety. (Esher, Hall, scenarios. Therefore new models are due to the dynamic, interactive Reginer, Sachez, Hansen, & or modifications to models must be relationships of underlying agents Singham, 2010) made to ensure that the ABM is fit within an ABM which can be rapidly for purpose for the requirements assimilated and applied to real Benefits of ABM and processing power. The required world situations. application of the simulation must ABM can explore the periphery of be paramount in consideration when For some Defence purposes, low previously unexplainable behaviour building the underlying models, and dimensional differential equations for systems, which can develop new this requires expertise, to ensure may still be ideal for the scenario in theories and expand existing ones. that the results will be suitable for question, however consideration of The use of computer programming their intended further use, be they how and why developments in the uses a modular approach, qualitative or quantitative. field of ABM have been considered which adds to the flexibility and here. adaptability of the model for Although stochastic properties can further use, unlike mathematical emulate some human behaviour ABM is clearly a powerful tool when approaches. aspects, the complex behaviour required to analyse autonomous across demographics and cultures agents who have bounded ABM provides an autonomous, can never currently be completely information in a spatially distributed natural description of a system. accurately represented using ABM. system. ABM also allows for the Agents are interdependent and This must be a consideration when sensitivity testing of theories in produce heuristic results. An analysing the results, however the a safe environment and allows example of this is the modelling of marked improvement in modelling for emergent behaviours to be human beings, all following different from the times of computational explored. interpretations of a rule based modelling is still a trade-off in favour on an individual’s understanding of the continued use of ABM. Although ABM has significant and beliefs. This more accurately pedagogical value, it must reflects the real world system. The Although the level of processing also be realised that there are stochastic nature of human beings, power in general is not a limitation, advancements still to be made, and other agents, are able to be large ABM simulations still could potentially in the hybrid modelling modelled more effectively using require much computational field considering Systems Dynamics ABM as opposed to adding an processing and this can be time and alongside ABM. arbitrary noise term into an ODE computationally draining, considering to induce a margin of error in the that all constituent entities must be Consideration has been made here results. modelled individually. This may or to just one example use of M&S to may not be possible for the required potentially provide opportunities to ABM also adds a new dimension objective depending on time and enhance training and also strategic to combat system simulation by cost limitations imposed. and situational awareness across allowing users to directly represent the RN and Defence, however individual battlefield entities and Due to the sometimes unexpected further evidential benefits should their interactions as with the IAs behaviour produced when running be explored and appreciated used in VBS2. ABM, results can be interpreted for its broader acceptance and incorrectly if the model is not fully application. Challenges in the use of understood. This is known as ABM explanatory opacity, meaning that References the results may not be obvious, Esher, L., Hall, S., Reginer, E., An ABM is built to serve a particular and effort must be expended in Sachez, P., Hansen, J., & Singham, D. (2010). Simulating Pirate purpose; a general purpose model considering and explaining the Behavior to Exploit Environmental results before feeding these back Information. Winter Simulation Glossary of Terms into existing theories. Conference. IEEE. Helbing, D., & Farkas, I. & Vicsek, T. ABM Agent Based Modelling Simulating dynamical features of escape CGF Computer Generated Summary panic. Nature (2000). (London), 487- Forces 490. COE Contemporary Operating M&S is used routinely across Jackson, P. (Director). (2003). The Lord Environment industry to more accurately of The Rings [Motion Picture]. Reynolds, C. (1999). Steering behaviors IA Intelligent Agent predict potential trends and plan LEs Lanchester’s Equations for autonomous characters. Game accordingly. ABM has evidentially Developers Conference. M&S Modelling and Simulation proven both temporal and financial Simulations, B. I. (2012, Jun). VBS2. ModSAF Modular Semi-Automated savings across domains such as Retrieved 18 July 2012, from BIS: http:// Forces products.bisimulations.com/ ODE Ordinary Differential production, manufacturing, logistic Still, G. (2000). Crowd Dynamics. Equation modelling, telecommunications, University of Warwick: PhD Thesis. VBS2 Virtual Battlespace 2 healthcare, the financial sector and www.onesaf.org. (n.d.). 12 Time To Serve Commander Andy Ewen BEng MSc (GW) MA CEng MRAeS MIET RN Commander (Air Engineering), Royal Naval Air Station Culdrose “Good luck in Cornwall, and with Andy joined the Royal Navy as a Weapon Engineer before gaining 1 a commission in 1988. After graduating with a First in Aeronautical all those SDs too!” Those words, Engineering from the Royal Naval Engineering College, he led or similar, greeted me on several an inaugural exchange with the QE2 on the Pacific leg of her occasions before taking up my World Cruise before serving in HMS Tamar in Hong Kong. He has current assignment heading up the served as DAEO in 849 HQ and deployed as AEO 849 B Flight for operations in the Adriatic. In 1997 he was appointed to the CVF engineering effort at Royal Naval IPT where he led the capture of aviation requirements within the Air Station (RNAS) Culdrose. The combat system. As a Lieutenant Commander he returned to RNAS words seemed so supportive and Culdrose to be AEO 824 A Flight as Merlin aircraft entered service. positive, almost innocent – but After graduating from the Advanced Staff Course, he became the Senior Air Engineer responsible for the operational fleet planning what did they really mean about for all Merlin, Sea King, Jetstream and Hawk aircraft. In February “… all those SDs”? As Commander 2005 Andy was appointed to PJHQ J5 in Northwood with responsibility for contingency Air Engineering, I am supported planning for the overseas bases in Gibraltar and Diego Garcia. On promotion to Commander by three key Senior Engineers in March 2006 he went to MOD Main Building as the capability sponsor for maritime aviation in DEC AWE. He was seconded to KPMG in 2007 to lead the implementation of Through Life leading the engineering effort to the Capability Management across Main Building and, in August 2008, he was appointed to the Merlin Force, the Sea King Force Pentagon, Washington DC to promote Joint Interoperability through the 3* Interoperability and multiple support organisations Commission and advance Systems Engineering within the DoD. On return to the UK in respectively. By circumstance rather August 2011, he spent a short time at the RN Release to Service Authority before moving back to Culdrose to become Commander (AE) in February 2012. than design, all three incumbents are Senior Upper Yardman (SUY). large community of engineers and So rather than take my word, as so So what? Perhaps in the absence support staff along safely. Oh, and often in our senior meetings, I shall of facts, myths will fester and the of course whilst simultaneously let them do the talking: perception may have been that supporting deployed squadrons SUYs, having profited from a long and ship’s aviation services2 in Lieutenant Commander Dale career path, may be wedded to theatres around the world and in Collins MSc(Eng) IEng MRAeS RN the past, resistant to change, and stations around the country. Seniors harbour a reluctance to innovate. If reluctant to lead this change would this were so then I had a problem. fail from the off. So do I have a problem to report? RNAS Culdrose cannot afford to stand still. The Merlin HM Mk1 is Three months later those tired old currently in the dynamic phase perceptions of SUYs could not have of transitioning to the Mk2; the been further from the truth, but then engineering training school is that is the thing with perceptions: readying to support the Merlin Mk3 they do not need the truth to that is transitioning from the RAF to be sustained but they can be RN service; the venerable Sea King challenged by it. But this is not to be Mk5 Search and Rescue Force an academic critique of personnel and Mk7 Airborne Surveillance and strategy and policy, I intend to Control Force are commencing dispense with this perspective of the final phase to out of service in SUYs by merely presenting the 2016; the Avenger twin prop aircraft three Senior Engineers I have has just entered service to deliver the great pleasure to work with at Observer training; and the Hawk T1 RNAS Culdrose. They have almost trainer is still flying low and fast over a century of service between them, ships conducting sea training in and what unique, dynamic and Dale on the Afghan/Pakistan Border Plymouth. In policy terms the Fleet challenging roads they’ve travelled Air Arm couldn’t be going through in the service of their country. It Dale is currently Senior Support a bigger transformation in how would take a book to capture their Engineer at RNAS Culdrose. military aircraft are regulated and stories and successes in full, so Immediately prior to this he was the how airworthiness is assured. All herewith just one aspect of their RTM322 Group Leader, Helicopter cerebral stuff requiring new thinking, service to provide a glimpse of their Engines Project Team and before new approaches to old problems true character. that an Operations/Planning Officer and key leadership to bring a 2 I also lead the Maritime Aviation Support with ISAF. Here he describes Force – which delivers everything from Naval his experiences with ISAF in an 1 SD stands for Special Duties (List) and Aircraft Handlers to Phalanx support teams environment far removed from the was the former term for a Senior Upper and stewards to the aviation capable ships Yardman (SUY). including RFAs. usual stomping grounds of AEOs. 13

“SUY – Jack of all, master of …….. some?”

Thirty one years ago life was pretty simple, I loved doing the cab wipes! I felt a sense of ownership and pride as a Plane Captain when my Sea King Mk5 went up onto the lift and on to the deck of HMS Invincible ready for flying. I was a Junior Air Engineering Mechanic 2nd Class (remember those?), it was the height of the Cold War (‘Ripple’ flying and the Soviet Navy on the horizon sifting through our gash) and thirty one years later I didn’t think I would be sat here as the Senior Support Engineer writing this. What is ‘this’?. Well I suppose it’s a reflection on a particular part Meetings in Pakistan with the Frontier Corps of my life as a SUY AEO. been an assignment with the The Afghan-Pakistan border International Security Assistance (Durand Line) is some 2,700km I am a great believer in that, if you Force (ISAF) in Afghanistan as long, stretching from the Hindu are willing to work hard, listen and a Planning/Intelligence Officer in Kush in the northeast past the learn, then the Service will provide 2008/09. Together with the hard Helmand-Baluchistan interface to you with opportunities to fulfil your work, I have been an advocate Iran in the west. It’s a challenging ambitions. I had completed nineteen of stepping outside your comfort environment. The border area years in the Sea King environment, zone. Embedded in the Tripartite between Afghanistan and Pakistan from Mechanic to Artificer, from Joint Intelligence Operations has long been one of the most Leading Hand to Charge Chief Petty Cell with Afghan and Pakistani dangerous places in the world, due Officer (WO2), before deciding to officers, my primary task was to largely to very little government take the plunge and complete the assist a Colonel in the Afghan control. It is legal and common in SUY Qualifying Professional Exam National Army (ANA) and his the region to carry guns and assault (SUY QPE) and the Admiralty staff to improve Border Security rifles, and explosives are common. Interview Board. I have since in Regional Command (East). No The border is porous due largely completed 12 years as an Air easy task and made even harder due to accessibility and many forms Engineer Officer, predominantly in when the relationship between of illegal activities take place such the Merlin Mk1 and Project Team the ANA, Pakistan Army and ISAF as smuggling of weapons and environments. was fragile at best. narcotics. While, most of the time,

So what? Well, my career probably reflects many other Special Duties (SDs, remember those?) and SUY Officers currently serving. Once BRNC, the Systems Engineering Management Course and Certificate of Competence were complete, it was the excitement of getting to my first squadron, 814 NAS Merlin Mk1 in my case, let loose as the Assistant and then Deputy Air Engineer Officer. From there I completed appointments as Engineering Training Officer, Project Officer in the then Defence Procurement Agency MOD Abbey Wood, AEO of 700M Naval Air Squadron and RTM322 Group Leader with the Helicopter Engines Project Team.

The greatest challenge in my career as an SUY, however, has Characters in the Border Posts 14

thought I had just completed a 27- year training course to enable me to carry out, contribute and integrate into this strange world.

Communication is key, no matter what your role. Despite the fact that there was a diverse range of languages and dialects spoken by all (including myself, I often wonder whether my Afghan Colonel is talking like Sean Bean!) we always managed to be able to make ourselves understood, even if through interpreters. Despite a fragile relationship between some the key stakeholders, meetings were conducted with courtesy, respect and good humour. Managing my own expectations was also key. I arrived in Theatre, like I have Travelling by Road not Desirable approached every assignment – the Taliban cross the Durand Line brief of military activity on the border, wanting to change the world for the from Pakistan into Afghanistan and facilitating border security meetings better, immediately! The problem is carry out attacks inside Afghan with Senior Officers at the Border the world has got to want to change cities, sometimes they cross from Coordination Centre, Torkham Gate with you. If on a daily basis at least the Afghan side of the border and (Khyber Pass to the Brits), improving some progress, a small step in the attack Pakistani security forces. the capability of the Afghan right direction, was made, that really None of this is helped by the fact Border Police through improved was a good thing. that the border is not recognized as communications and training, that in many villages let alone by mapping of the border and Border I am hoping my past career, training the Governments involved. There is Posts and improving communications and experience as an SUY added much dispute along its length as to on Counter Improvised Explosive some value. I know I thoroughly where it actually lies. Device initiatives where just a few enjoyed my experience, if indeed a of the tasks I was involved with. little scary at times but I met some As an Individual Augmentee in Any training for the above? Well wonderfully interesting people. Part the ISAF working for the ANA and these tasks were obviously in no of the thought process of deciding Pakistan Army, my portfolio was way connected to Air Engineering or to change my career path was to diverse. Providing a daily intelligence the duties of an AEO but I certainly step off the well trodden, manicured path and challenge myself. I didn’t want to follow the traditional SD path either (which for some has been to return to the past comfort zone, only as an Officer). We all have a comfort zone where we feel safe, warm and dry. But every now and then we need to step outside and be challenged, be frightened, be stimulated. This doesn’t have to be putting yourself in harm’s way. It may be a new aircraft, a project or challenge outside the AE specialization. I believe as SUYs we, as a community, have put a lot of restrictions on ourselves that have limited us. Taking the challenge of expanding our SUY comfort zone keeps us learning, growing and adding value to the AE Officer cadre. You can’t grow mould if you keep growing – so keep Travelling by Chinook Much More Preferable learning. 15

that maths works) sparks and smokes. At these and reason events I am always astounded can tame the at how unaware people are of untameable and engineers and engineering. At one that the raging event a lad of about 16 told me beast that is that he was going to build aircraft our existence but, when I said that if he fancied can be brought a career in engineering he should to heel. I am a consider maths and physics at physicist and A-Level, he replied that he wasn’t probably always going to be an engineer, he was have been. going to build aircraft! However, when I left school the Whilst in the RN, engineers enjoy call of the sea a non-gendered meritocracy with was stronger respect to career progression and than the call of aspirations, it is evident that our dreaming spires schools and wider society have so I joined the not yet fully made this transition. Steve Fuller at the observatory in Palma, Majorca Royal Navy. Many young women that talk to me Lieutenant Commander Steve An early career as a Radio Trade have already been streamed into a Fuller BSc(Hons) CEng CPhys Artificer in the FAA has been traditional gender-stereotyped view MInstP RN followed by broader engineering of the world which limits the choices appointments as an Air Engineering open to them. I wonder what it Steve is the Senior Aircraft Engineer Officer. As physics is largely is that our schools do to turn the for the Sea King Mk5 and Mk7 applied maths, so engineering is majority of girls off from the world of Force. Despite what may appear a largely applied physics and, apart maths, science and engineering and traditional career path to date, he from the normal ups and downs just what impact this is having on is also a member of the Institute of Service life, I have always felt our economy? of Physics and is involved with at home in the world of engineers activities aimed at promoting the and engineering. Around the time Another area of real concern is opportunities provided by a career that the RN opened the door to maths. Many young students that talk in maths, physics and engineering. the wider possibilities that the SUY to me avoid the world of science and His piece describes this activity and route into the Officer cadre would engineering because they are literally the role of those involved with the bring, the national treasure that scared of the maths. I am regularly professional institutions in promoting is the Open University facilitated told that engineering would be an engineering as a worthwhile career. a return to the joy of physics. attractive career if it wasn’t for the Not at all traditional. The need to achieve Chartered need to do more maths. Again it must status led me to the Institute of be a failing in our wider education “SUY, proof that the Physics who, alone, recognised system when our youth limit their journey is more important my physics degree as appropriate aspirations because maths is seen than the destination?” and assisted me in achieving both as too difficult or uninteresting. CEng and Chartered Physicist At these events, I have described The universe is a beautiful chaotic (CPhys). The dynamic challenges a previous appointment as the masterpiece; enigmatic, elusive of the RN would always constrain Sea King Mechanical Engineering and largely cold nothingness. Yet my ability to nudge the frontier of Authority as part CSI Sea King, within this disorder are hierarchies human knowledge forward so my which always seemed to strike a of order teasingly just beyond contribution is at a somewhat lower chord but I suspect that if I explained our grasp, strange attractors that level – though no less valuable. that the Project Team used statistical manifest as tangible structure. The Institute of Physics run a analysis to support Reliability You can observe vortices spilling series of ‘outreach’ events that Centred Maintenance it would have off a bee’s wing, as water floods seek to bring the worlds of maths, been much less interesting. down the sink, as a tornado or physics and engineering to a when matter is drawn towards a younger generation. These events On the flip side it is invigorating when galactic black hole. However, as are given in a number of formats, something catches the interest of any wizened fluid-dynamicist will including careers fairs, schools and those you are engaged with; whether tell you as they cry softly into their university visits. The careers events an eight-year-old looking with pint, a fluid and nearly any other are always rewarding although I amazement when they believe that system beyond a basic Newtonian am normally viewed with some their mind is causing a suspended construct inextricably descends into suspicion by the Fire Brigade when Cartesian diver (pen lid) to rise and unfathomable chaos. A physicist is my pickled-gherkin lamp (used to fall in a 5 litre plastic bottle (think a dreamer who foolishly believes explain how a sodium street lamp submarine buoyancy), or a 16 group of 15-year-olds proving how mortgage) and leading a workforce, GPS works with string and rulers, many of whom may have resented or 18-year-olds robustly arguing my artificer status. Employment as a about whether quantum tunnelling Flying Maintainer gave me a deeper is possible (objects going through appreciation of operational aspects walls – just because they can). It is of flight, especially vibration, engine riveting as it is rewarding to be given diagnosis and the finer art of flying the opportunity to try and light a control interaction. flame which may ignite the potential in a future star and I never fail to There are many types of leader; I am be amazed at how eager to learn unsure where my style developed young minds are. It is difficult to know and whether it is from nature or whether there is any tangible benefit nurture. However, regardless of from conducting these events and whether my charges like my style, I whether they bring an extra stream of would like to think I am consistent; students into the world of science and I have admired several leaders, engineering that wouldn’t have taken “SUYs – Engineers who all of differing styles, but all have that path anyway. However, they are know where to tap the been predictably consistent. My great fun and I really felt that I had machine?” technical ability is definitely derived added some value when Plymouth from nature, I have been a budding University requested me personally Writing an article on self engineer since I could crawl. for a careers-in-maths event because achievement, post the award of an This inbred desire to understand I had managed to have a noticeable MBE, is not a exercise I enjoy – as ‘how does it work’ coupled with a effect the year before. what I have achieved to date is reasonably hard-working attitude what I feel is expected of me and has, and continues to, lead me to Does being a SUY Officer help me all that I serve alongside. Hence to understand the true nuts and bolts conduct these events? Not in the be acknowledged for my technical of a problem. Gaining a commission slightest; I am sure that any RN and leadership ability feels wrong. having just been promoted to Charge engineer (officer or rating) would Experience is not something marked Chief was timely as there was have a great story to tell in order to with the receipt of a certificate nothing left for me to explore within illuminate the message. However, a or with a graduation, indeed it is a squadron environment. Whilst I 24-year training package, a transition something gained over a period of thought I knew what being an officer into the officer cadre, coupled with time. Some of this experience can had to offer, I was naïve to the new achieving CEng and CPhys have be gained within a short period and experiences ahead. I discovered all given me the belief in my own you can physically recall the event. that nuts and bolts also need to be ability and credibility to be able to Other experiences are gained over designed, produced, contracted and stand in front of a very demanding protracted time and may be so supported, and all of this activity audience and tell them that a career subtle you are unaware of the effect. needs money! in engineering, maths or science is By careful career management interesting, rewarding and of value (pure coincidence), on leaving the Two most enjoyable years within to the individual and wider society. service next year I will have spent DE&S became my second For those associated with one of exactly 17 years as a rating and 17 apprenticeship. Exposure to the professional institutions I would years as an Air Engineering Officer commercial disciplines, Design encourage you to get involved with and this combination of experiences Authority activity and finance was your equivalent ‘outreach’ activities has made me who I am. nearly as exciting as engineering. as they are very rewarding and In my later years I now know this is do present an opportunity to give Advancing from Junior Naval Air as important as the actual turning of something back to engineering and Mechanic to Charge Chief (Warrant spanners. Furthermore, exposure to a career that undoubtedly has or Officer 2) exposed me to all levels to cultural differences was achieved will give much to you. of career, leadership and technical during an appointment to a Lynx training, three years actually within squadron supporting small ship the classroom and what seemed flight operations. Whilst they wore Lieutenant Commander Andy years studying for advancement the same uniform, had trained in the Leaver MBE RN examinations. Away from academia I same system and operated under Andy is currently Senior Aircraft spent the entirety of my rating’s time the same policy as my previous Engineer (Merlin) and in recognition within operational squadrons. For larger helicopter squadrons, of his service, leadership and the first 10 years I was unknowingly operating from an alternative airfield technical knowledge in support of the working at reach, being exposed very 150 miles to the southwest, the Merlin community he has recently early to high degrees of responsibility culture was markedly different, been awarded an MBE. His piece (I was authorised to change £250,000 both for better and worse. As an outlines his thoughts on leadership engines but too young to have a ‘SD’ officer I thought my career garnered from his own experiences. Long Service Advance of Pay for my culminated with an appointment 17 as a charge AEO on a Merlin major contributor to the grounding potential for a most promising squadron but whilst it was hugely of aircraft, especially at a satellite career. I would like to think that rewarding it was never the panacea airfield (which was a regular event), some of my SD qualities have as the all important ‘Charge Job’ it was resolved within a month. rubbed off. My outlook on life is that is perceived to be. Discussing my from our first breath we mimic those Balancing airworthiness risk reported success whilst still in post, around us and learn a lot about life and operations is an art form, a I described the job to my fellow through this osmosis effect. The discipline that all AEOs understand General List peer group as easy, strongest development tool we all but take a lifetime to master. One quoting that the system, people or possess is that of mentoring; all of the most enjoyable roles of processes just needed a tap in the within your workforce should be a the Charge AEO and SAE(M) is right place to ensure they had the mentor and should be mentored. constantly providing guidance and desired effect. ‘It is only easy if you However, if you want to get the reassurance whilst applying due know where to tap’ was their mutual very best from your system, employ pressure to encourage decision response. someone who knows where to tap it! making. The answers are rarely black and white, and the longer you Having served a 31 year CONCLUSION are exposed to this discipline the apprenticeship, I was duly broader the grey area becomes; appointed Senior Aircraft Engineer This article has challenged some there then becomes another (Merlin) for my final three years of of the tainted and tarnished balancing act between being risk Service. The Merlin helicopter was perceptions that seem to linger adverse and being cavalier. Having commissioned into service whilst in the wider community of being in and out of this discipline still under development; it has had engineers that ill serves our SUYs. since being a CPO, I have gained two crashes whilst in service (and Perceptions, of course, can be a deep understanding of mitigation, one during pre-production flying) easily corrupted and not so readily stemming from what is acceptable and was plagued with technical and corrected; “What you see and hear on a case-by-case basis when support issues. This was always depends a good deal on where you actually doing a job, through going to be an airworthiness and are standing; it also depends on mitigation on an aircraft by aircraft leadership challenge, one which what sort of person you are”1. basis when deferring working was nearly as daunting as having to and extending work packages, take a handover from a Cambridge What I hope the accounts of the to mitigation of fleet-wide issues. graduate! Due to the immaturity of three Senior Engineers here at Hence, in my current employment, the airframe and supporting repair RNAS Culdrose have shown, with when these airworthiness issues manuals, the Merlin Helicopter just a glimpse of their experiences, arrive, I have the experience to Force had lost its ability to make is that far from being constrained instinctively know how to carry risk. assured airworthiness engineering by having SUYs as seniors I marvel This deep understanding allows decisions and had become heavily at their diverse backgrounds, mentoring of all involved within reliant on Westland Helicopters outlooks and aspirations. There the process. The greatest feeling Ltd for process and, ultimately, may well be characteristics common of achievement is when I visit a mitigation. The vibration issues, to SUYs, such as dedication to squadron knowing, on arrival, that which were the major contributory duty, determination to overcome they are thinking ‘he must be mad factor to one of the crashes, led to problems, commitment to service; if he thinks we are going to fly with protracted groundings every time an but these are not limited to SUYs, this fault!’ Having explained the airframe suffered abnormal vibration just as creativity, academic principle, failure modes and safety (helicopters vibrate!). Furthermore excellence or innovation of approach margins, I leave the unit where the Westland Helicopters, rediscovering are not limited to our graduates. initial sceptics have now cleared the itself as an availability contractor, Just as you cannot bound with aircraft for flight in the knowledge exposed its fragility as a repair certainty the characteristics of an that they have made a justified and and overall contractor as well as SUY – as I hope you now accept – correct decision. a provider of part spares. Having so you cannot bound those of an already been involved with Merlin I am the first to acknowledge that UY or Graduate entry either. In the for several years I was acutely with my education and background I glorious mix of human nature and aware of the vibration issues and do not have the same qualities as a experience all these admirable the impact once the aircraft had graduate engineer, my perspective qualities are open to all and the reported vibration. In my desire to is deeper rooted towards problem preserve of none. SUYs may have fully understand the issues and solving, leadership and the here first been struck by the notion, their consequences, I gleaned and now. I sense my weaknesses ‘time to serve’ and the limit of their information through squadron are within policy, strategic thinking career ambitions may be similarly engineers and aircrew, flight test and I can not converse about constrained by their ‘time to serve’, and the Project Team. From these Shakespeare or Keats – but I but don’t bound them in any other conversations I challenged the can live with that. I have worked way. You will almost certainly be disparate understanding and, from alongside some gifted graduate doing them a disservice. the resulting Working Group, a AEOs, several of whom have the 1 C.S. Lewis, The Magician’s Nephew. 18 NAVAL ENGINEERING Welcome to another edition of Lessons Identified. The authors are Lt Cdr Duncan McDonald (FLEET-CAP SS OSG SO2) (GS) and Lt Rob Heywood (FLEET-CAP SM E ASSUR SM SO3) (SM) to whom any immediate queries should be addressed.

The above named officers and Cdr Philip Parvin (SM) (FLEET-CAP SM E NPOS SO1) are the current Navy Command HQ sponsors for this series of articles who welcome feedback or material for future editions of Lessons Identified. — LESSONS IDENTIFIED —

Lessons Identified from the SURFLOT Safe to Operate – Operated Safely Introduction or carelessness, or SOPs have moved with a person inside. On this been deliberately modified because occasion the CoGB entered the gun Significant numbers of accidents, of extenuating circumstances. turret without doing so. incidents and near misses associated One must, however, be careful in with the operation of machinery and assigning blame to an operator and Shortly after, the Gun Controller systems are being reported to HQ closing one’s mind to root cause. (GC) in the Ops Room reported to each month – for surface units this the COT that he had found a fault on amounts to a rate of around one the GC System. The system was not every four days. That these incidents receiving correct wind speed and and near misses are being reported Movement of a 4.5” gun direction inputs – without which it is is good (although the number of near turret during a ‘weekly unable to complete a firing chain. misses reported is likely to be the war’ with a rating inside. The system was reset from the Ops tip of the iceberg); that there are so Room, which took a few minutes, many accidents occurring is bad. All During a recent Thursday war, and the fault successfully cleared. of these incidents have something during one ship’s fifth week at The COT then handed control back in common: the basic safety BOST, a gun crew were rectifying to the GC to conduct a second argument of SAFE TO OPERATE – defects which FOST staff had set of mini-SOCs which included OPERATED SAFELY has broken injected as simulated damage. movement of the 4.5” gun – this was down. done with the CoGB still inside the The simulated damage on the 4.5” turret. The CoGB alerted the COT Safe To Operate gun was a loss of power caused that he was still inside the turret who by a broken cable which required immediately requested ‘parking’ of Safe to operate starts on board an emergency run. The primary the gun until the CoGB was clear. with activity such as maintenance, threat at the time was from mini- rounds, application of engineering submarines and, as the 4.5” gun is Analysis: In simple terms there standards, reporting shortcomings, the most effective weapon against was clear failure of the CoGB and understanding the implications this threat, restoration of the 4.5” to follow SOP and of the COT of defects. There is clear alignment gun was the number one Command to be cognisant of the man in between operating safety and priority. The emergency cable run the turret (ie the gun was not operational availability. Safety was effective but subsequent mini- ‘operated safely’). This incident isn’t something that should be SOCs identified that there was no could have caused significant regarded as additional work, it is a firing circuit. The Captain of the injury or fatality and reinforces the core discipline associated with the Turret (COT) believed the residual link between operating safety and delivery of an available platform. fault to lie in a ‘tripped’ circuit operational availability – the least breaker. After checking the circuit worse outcome (which fortunately Operated Safely breakers in the 4.5” Gun Power happened in this case) was delay Room he sent the Captain of the to getting the gun back on line; Most reported incidents have at Gun Bay (CoGB) to check the circuit the worst outcome (ignoring the least some element of failure in breakers inside the turret. The SOP purely human cost) was lengthy the method of operation: SOPs before entering the 4.5” gun turret unavailability of the gun and loss of have not been followed because is to press the “Emergency Stop” the CoGB. One cannot operate in of mistake, lack of understanding as this prevents the gun being an action environment with a 19

‘safety first’ mindset but SOPs must One can only report what one A standard, Single Bar, gangway be ingrained to the point where knows and, if this monorail had normally provided in this port was individuals follow them even when always been operated within SOP unavailable because of the demand under severe pressure (unless (statistically unlikely over the life from other units; late notification of there is a conscious and overriding of the equipment), the latent fault the visit had meant that the agent imperative to do otherwise). Finally, might reasonably never have been was unable to source a known it is easy to read this narrative and identified. It is nevertheless a alternative and only a lightweight mentally assign blame in a number salutary reminder of the importance folding design could be made of directions thereby dismissing the of gaining understanding beyond available. The brow collapsed wider, more difficult issues – could the ‘maker’s handbook’, particularly when the joint in the middle of the you or your team make similar for systems that are bespoke or gangway failed. mistakes when under pressure? limited in number. Analysis: The brow provided There was also a clear failure in by the local agent was not ‘safe ‘operated safely’. The person was to operate’. The ship’s team Failure of Lifting Monorail not trained to operate the hoist responsible for brow safety had and was not even a member of the evidence of the fact but, despite An external military team visited a ship’s company. An authorised user expressing some concern, did ship to collect a pair of boats that system was in place with a proper not take positive action. With the had been on loan to the ship. The training programme but this was benefit of hindsight this proved boats required moving with the totally bypassed by the individual ill-judged. Judgement and sound use of the ship’s monorail lifting concerned. Again, this is a reminder risk assessment (whether dynamic system. While the host went to find to ensure briefs to visitors are or formal), must be applied an authorised user of the monorail, effective, and of the importance when operating outside of the one of the visitors, thinking he of controlling who operates ship’s standard envelope. Has something knew how to operate the monorail, equipment. changed? If so what are the decided to move the craft himself. implications? If it doesn’t look or Having picked up one of the craft feel right then take positive action with the hoisting unit, he began before it’s too late. tracking the hoisting unit along the Failure of a Ship’s Brow monorail. He had, however, not Summary correctly positioned the monorail A ship arrived in a foreign port beams (which themselves can be for a routine visit and the brow The responsibilities associated positioned to provide multi axis provided by the local agent was set with Operating Safety are clearly movement), and drove the hoisting up accordingly. When positioning laid down in JSP 430 and easy unit off the end of the first beam. If the brow, dockyard personnel to understand. The enactment of the monorail beams are not correctly were forced to climb on top of it to these responsibilities however positioned, end stops should untangle lines – the brow was seen is much harder in practice and prevent the hoisting unit from falling to twist substantially. The gangway requires intelligent thought. off the end of the beam, but these was cleared for use but collapsed Activity aimed at maintaining proved ineffective. Only superficial shortly after, as five personnel operating safety must not distract damage occurred but the accident were transiting between ship and from the effort to maintain could have caused significant jetty. Fortunately, no personnel operational capability, but, failings equipment damage or injury and were injured but clearly this was a in operating safety almost always attendant loss of capability. significant operating safety incident have operational impact. The which could have had significant basic safety argument of SAFE Analysis: This incident occurred operational impact (loss of five TO OPERATE – OPERATED because of failure in both ‘safe to SQEP). SAFELY, combined with effective operate’ and ‘operated safely’. A risk consideration supports material shortcoming, ineffective understanding in this task. end stops, allowed the hoist unit to be driven of the end of the beam. The author welcomes all inputs and A key tenet of JSP 430 is the comments associated with operating requirement to: safety. A monthly publication, Risky Business – Lessons2, has been “... ensure shortfalls in the safety established to promulgate accidents, or environmental performance incidents and near misses that are of the ship’s design material occurring in the Fleet. state or procedures are notified to the appropriate authority in a 2. http://defenceintranet.diiweb.r.mil. reasonable timescale”.1 uk/DefenceIntranet/Library/Navy/ ... significant operational impact BrowseDocumentCategories/SafEnvFire/ 1. JSP 430 4.6.3. (loss of five SQEP). NavysaferiskyBusinessLessons.htm. 20 Maritime Combat Systems IN-Service Management By Lieutenant Jamie Weller BEng (Hons) GCGI RN SSCSG ISM1A , Maritime Combat Systems both in the ship and shore Lieutenant Jamie Weller joined the Royal Navy in June 2005. He environments. Recent discussions undertook his Initial Sea Training in HMS Southampton, and his AWEO time in HMS Cumberland. On completion of SEMC Jamie during the UMMS User Working joined HMS Liverpool in refit as one of the section officers and Group Meeting have highlighted this became DWEO once the Ship returned to sea. Upon successful issue and it has been suggested completion of his sea appointment Jamie joined Captain Naval that there should be a re-write of Recruiting’s Team as an Engineering Recruiting Specialist, visiting schools, colleges and universities nationwide to encourage BR 1313 Chapter 5 to clearly identify engineering careers within the RN. Jamie joined the In Service who is responsible for authorising Management Team within Maritime Combat Systems in DE&S in concessions and to clarify the “local December 2011 and has recently returned from the Olympics where management” of Checklist items. he carried the Union and Olympic flag at the Opening Ceremony. Ship Management teams should Maritime Combat Systems (MCS) equipment being used at sea (and discuss any concerns or questions is a Principal Engineer led team, elsewhere) today, and delivery regarding UMMS concessions with which spans the delivery of Combat of new equipment (and hence ISM1e (WO1 Pete Jones). Management Systems, Sonar, capability) tomorrow. Underwater Warsystems, Electronic Warfare, Communications and Other groups, such as the Training systems across all major Integrating Authority (IA), are surface ship platforms (including helping to ensure that new and the RFA and Minor Warships), changed equipment is delivered Submarines as well as Special with minimal technical risk and Forces. MCS also manages the hence cost. The In-Service Naval Design Partnership in support Management (ISM) team is of the DShips Operating Centre. focussed on the Fleet today, The MCS team will improve the ensuring that safe systems are effectiveness and efficiency of documented through sound process … who is responsible …? the support and new acquisition and practice. The Engineering of combat system capability and Services group will continue playing their associated training systems in their part in both the IA and ISM PMAG Roll-Out maritime platforms. MCS provides tasks. Combat System Engineers a single customer and supplier in the Queen Elizabeth and Global UMMS v5.1.1, which includes the interface, reinvigorating and Combat Ship classes are clearly Platform Material Assessment Grid strengthening MOD as an expert focussed on delivering Safe and (PMAG) and auto-daily replication, customer for Combat Systems and Capable Combat Systems of the continues to be rolled out with a training systems. MCS operates future. plan to have all major platforms as the Approving Authority in the updated prior to July 2013. FOST Strategic Equipment Authority role Together, the various groups and MCTA have already “bought and delivers outputs to directly work under the unifying Business in” to PMAG and it has been support front line operations though and Programme Management trialled successfully on a couple of the equipment management processes to deliver its full part of Type 23s. Mr John Puplett (ISM2a1) function. the Director Ships mission: is responsible for maintaining the MCTA database and it is the Our Mission Statement is: “Putting the fleet to sea and keeping aspiration that ISM will conduct a it there fit to fight now and in the transfer of outstanding items from “To deliver safe, available, capable future” this database to the defect list Combat Systems now and in the within the relevant platform’s UMMS future” database to allow SS full visibility of all of their pick-ups, negating The importance of each element UPDATE ON CURRENT ISSUES the requirement for an After Action of this mission depends on Log. Obviously this is not a quick fix which group within MCS you UMMS Concessions and will take some time to achieve. are considering. For Equipment Individual ships will be notified Authority groups it is generally There is still an issue with the once this transfer of data has taken about Safety and Availability of the management of UMMS concessions place. 21

Certificates of Clearance for Use to view the clearance status of the has been ratified and the boards CS for each platform. This is done assessed by a SQEP panel, new Certificates of Clearance for Use by stating whether systems (in a SHIPHAZ Boards will be issued to (CCUs) are required for all Naval specific hardware/software state) ships in early 2013. weapon systems and Combat are cleared for operational use on a System equipment (including platform and if not, why not. Military Tasking Equipment (MTE)) that are in service, but have not The introduction of CSC has yet achieved acceptance at Full enabled increased Combat System Operating Capability (FOC). Capability Assurance in Service by providing Operating, Platform and Equipment may not be used CO Duty Holders greater assurance operationally until a valid CCU, that Combat Systems at sea are in which accurately reflects the fitted a known and safe state by: hardware and software configuration, has been formally issued. • Facilitating improvements in the issue and control of CCU to be CCUs will continue to be authorised employed by all stakeholders for all equipment that is yet to for equipment yet to achieve achieve FOC, but will now also be FOC. issued to all systems post-FOC that undergo hardware/software updates, • Controlling ‘clearance to use’ for or when deemed necessary by the all Combat System equipment Platform Duty Holder. during all stages of platform “Is there a SHIPHAZ?” regeneration, irrespective of All MTE not at FOC requires a CCU acceptance status. for operational use, as detailed in TEMPEST the Navy Plan, unless previously In summary, the CCU and CSC agreed by Platform Teams and processes are essential to assure The new TEMPEST RNTM is soon endorsed by NCHQ. that capability is delivered to to be issued which will reinvigorate RN platforms in a safe manner, the way TEMPEST testing is Unsigned or out-of-date CCUs do form an integral component of assured. Key differences from the not represent authority to use a the equipment safety case and old policy are: particular equipment fit operationally inform the user community of any and a CCU will not be issued until limitations or constraints imposed • Ships will undertake a any TEMPEST requirement has on the equipment. Equipment may TEMPEST test as part of been met. not be used operationally until a upkeep and this remains valid valid CCU, which accurately reflects until the next update (except The CCU involvement in the the as fitted hardware and software MTE). MTE is still to be tested Combat Systems Certificate (CSC) configuration, has been formally when fitted. process is to ensure that CCUs issued. are only available to front line • The list of equipment subject units once they have successfully RNTM 020/12 – CSC RNTM to TEMPEST test/inspection completed all the required trials. Includes the planned roll out, which has been increased, covering will eventually expand to include all equipment processing DIN 2012DIN04-056: http:// MPH. CONFIDENTIAL and above defenceintranet.diiweb.r.mil.uk/NR/ information. exeres/A00EC4B1-88D8-4F80- AE34-BC1D40766E99,frameless. The new policy is mainly targeted htm SHIPHAZ at ships emerging from Upkeep, as the TEMPEST testing period CCU AoF Submission: http://www. NCHQ is currently leading a increased to 7-10 days. Ships aof.dii.r.mil.uk/aofcontent/tactical/ review on SHIPHAZ Policy which have already been provided with maritime/content/mar_ccu.htm is expected to be ratified by the a list by MCS which details which Naval Radio Hazards Committee equipment is subject to a TEMPEST in September 2012. The review is test/inspection. For ships in Fleet currently examining several areas, time, a best endeavours approach Combat Systems Certificate including the “Ship in Harbour” line should be followed, drip feeding on the SHIPHAZ board, training, equipment on the list into the The CSC is a document which underwater hazards, documentation normal TEMPEST testing regime. provides a single reference point for and the number of White Tallies Ships which are currently in upkeep, Ships’ Staff (SS) and Duty Holders being issued. Once the policy or will shortly be in upkeep, will 22

Glossary of Terms CCU Certificate of Clearance for Use CSC Combat Systems Certificate FOC Full Operational Capability IA Integrating Authority ISM In-Service Management MCS Maritime Combat Systems MCTA Maritime Capability, Trials and Assessment MTE Military Task Equipment PMAG Platform Material Assessment Grid SS Ships’ Staff TEMPEST Unclassified codeword for the unintentional radiation or conduction of compromising emanations from communications and information processing equipment UMMS Unit Maintenance Management System E- Fit to Receive Log of ship to follow shortly once a The Editor’s Dictionary FTR validation exercise has been have a ‘TEMPEST Assurance After the success of Minor Trial conducted by the MTE team. Ships Schedule’ generated for them. This “FSR”, the E-FTR Log is now in will find this a vast improvement on document will list, by compartment, the process of being rolled out to the previous paper version of the every system which is subject the Surface Flotilla. Type 23s and FTR Log and any feedback should to TEMPEST testing/inspection. Type 45s have already been issued be forwarded to WO1 Pete Jones This can then be provided to the with their Logs, with other classes (DES Ships MCS-SSCSG-ISM1e). TEMPEST test team to ensure that all equipment is captured. Want to Know More? DES SHIPS MCS SSCSG ISM POINTS OF CONTACT TITLE NAME PRIMARY ROLE TEL CONTACT ISM Cdr Mark Hocking In–service Manager 9679–32106 MCTA Defects ISM1A Lt Jamie Weller Capital Ships Lead Officer 9679–32147 ISM1B Lt Jim Teasdale SC Lead Officer 9679–32288 Although MCTA defect pick- ups may not lie with SS to ISM1C Lt Cdr Keith Bowers Type 45 Lead Officer 9679–36425 action/complete, it is still SS’ ISM1D Miss Lorraine Rimmer Type 45 Acceptance 9679–37421 responsibility to ensure that they ISM1E WO1 Pete Jones UMMS Concessions/Ship Interface 9679–32311 report to MCS (ISM2a1) when ISM1F WO2 Paul Foster CCU/Ship Interface 9679–32122 items have been completed. ISM1G CPO David Roberts MPH Lead 9679–32667 There have been several recent MTE1 WO1 Adrian Boswell1 MTE Management 9679–35735 instances where CCUs which were task specific could not be MTE2 WO1 Chris Parry MTE Management 9679–33100 issued, as MCTA defects had not ISM2 Mr Mike Fulthorpe CS Safety Manager 9679–39660 been reported as complete. The ISM2A1 Mr John Puplett Trials Items and S.2022 Lead 9679–32161 prompt reporting of completed ISM3 Lt Cdr Jon Pollard Combat System Engineer 02392–312644 defects will ensure that all ISM3A Lt Ross Coyle Combat System Trial Manager 02392–312643 documentation can be released to 1. tbrb WO1 Pete Salmon the ship in a timely manner. RN Engineers Open 2012 The annual RN Engineers Open Congratulations toBZs the RN Engineers who have recently been was held at Trethorne Golf Club, awarded the Meritorious Service Medal (MSM): Launceston, on 3 September 2012. The Overall Champion was PO Matt CPOAEA(M) J D B Bawden WO2AET G R Bonds Smith (runner up WO1 Tommo CPOAEM(M) M J Dryhurst CPOAEM(AV) M J Harding Thompson). The AM Net Medal WO2AET R A Harris WO2ET(ME) S Hickman winner was WO2 Neil Apps, (runner WO1ET(WESM) I C Hurst CPOET(WESM) S Johnson up Neil Smith), and the PM Stableford WO1ET(ME) D N Markland WO1ET(ME) S McCluskey was won by CPO Russ Chadwick, WO2ET(MESM) S G O’Kane WO2(AET) R Reed (runner up CPO Ritchie Cunningham). WO1MEM(M) L S Robertson WO1ET(ME) T Ward A detailed report will be published in WO2ET(WESM) S M Way the next issue of TNE. 23 HMS Triumph Main Motor Generator Repair Lieutenant Bartholomew Nelson BEng(Hons) PGDip(NRT) MIET RN Assistant Marine Engineer Officer (Ship Systems), HMS Triumph Lieutenant Bart Nelson joined the Royal Navy in September 2007, nuclear base load and propulsion having been educated at Monmouth and Birmingham, where he systems prior to restarting the read electronic and electrical engineering. Following initial officer training at Dartmouth, and nuclear and engineering training at reactor plant to provide steam to the HMS Sultan, he qualified as a Category A nuclear watchkeeper in TGs. April 2011. Having initially taken responsibility for the propulsion section, he transferred to the head of ship systems in March Two main motor-generators (MGs) 2012. He is hoping to qualify MCQ in November 2012 and his long term career aspirations include working on the Successor convert between AC and DC submarine design and DMEO, perhaps of an A-class. systems, allowing the AC system He lives in Herefordshire with his girlfriend Liz, a doctor, with to be energised by the battery or whom he enjoys horse-riding and sailing. submarine’s diesel generators Introduction is supplied by two steam turbine when the TGs are shutdown in generators (TGs) when the reactor addition to the AC shore supply On a British nuclear submarine, is critical and a three cable shore and to charge the battery when the ship’s electrical system is supply when the reactor is shut the TGs are available. When the designed to be reliable, resilient and down and the submarine is in port. submarine is in port and shore capable of being aligned for normal, This system is split into two sides, supply is connected, machines abnormal and emergency modes of each of which is further divided which have a starting current operation. The basic schematic is into ‘essential’ and ‘non-essential’ greater than that provided by shown at Figure 1 below. supplies. The essential supplies shore supply may be started by provide the nuclear base load and ‘backing off’ – temporarily reducing The system comprises an AC submarine safety systems, such the load on the shore supply by and DC system. The AC system as hydraulic pumps and lighting, taking load through the MGs on to while the the battery. DC Shore non-essential Supply supplies The MG is constructed with a provide common rotor synchronous AC Main Battery services such end opposing a six pole compound as auxiliary wound DC machine. Machine cooling and current is exchanged between the fluid systems. AC busbar via three brush holder DG2 DG1 assemblies, each containing two The DC system brushes per phase, as shown at is supplied Figure 2 opposite. from the submarine DEFECT AND RECTIFICATION main battery MG2 MG1 TG2 TG1 and two diesel In late October 2011, sparking AC Shore Supply generating was observed on two of the sets, and phases of the port MG (MG2) occasionally slip rings, which progressively a DC shore degraded while transiting through supply the Mediterranean towards Suez. connection is When the machine was shutdown, used when the ovality and discolouration were SS links main battery noted on all three phase slip rings, is laid off. This combined with high rates of brush DC system is wear. The machine was cleaned predominantly and monitored more frequently to used in assess the rate of degradation, and Essential Essential the event spark codes were used to assess

Non-Essential Non-Essential of reactor the severity of the sparking and Figure 1: The submarine’s electrical distribution shutdown to deterioration while the machine was system in the normal seagoing alignment support the running. When the MG was shut 24

which has a very robust electrical generation system. To maintain electrical integrity and support for the reactor plant, two independent Flash shore supplies were required: one Barriers cable supplying port essential and non-essential busbars, and two cables supplying starboard essential and non-essential, Brush as shown at Figure 4. All shore Holder supplies were energised from independent diesel generators Brush onboard Diligence.

Some heavy electrical loads are supplied by the port busbars which were unable to be backed Rocker off because the port MG was shut down and thus unable to Heaters be restarted. For example, if the Figure 2: MG AC Brushgear arrangement ventilation fans were stopped, they down, more intrusive tests could be shutdown to minimise further would not be able to be restarted, completed, including eccentricity degradation while the submarine limiting airflow and potentially of the slip rings, condition and completed the transit and was causing habitability issues if the wear rate of the brushes and the only run when the submarine was submarine’s compartments warmed resistance of the brushgear and required to be at a heightened state up to an ambient temperature fields. Figure 3 shows the damage of readiness. of approximately 45°C. For this observed to the slip rings and reason, careful control of the brushes. The submarine completed the submarine’s electrical systems and transit through the Suez Canal equipment were necessary when The slip rings deteriorated further, and berthed alongside the afloat operating in a different and unusual and it was clear that replacement forward repair ship RFA Diligence, alignment. was required. The port MG was DC Shore Supply

Main Battery

DG2 DG1

MG2 MG1 TG2 TG1

SS1 SS2

SS links Essential Essential Non-Essential Non-Essential Figure 3: Damage to slip rings and brushes Figure 4: Electrical distribution system aligned for MG repair 25

careful control, were run. Shore supply was as described disconnected and the electrical earlier, reactor system was restored to the normal safety was harbour alignment of a single AC assured. shore supply with all links inserted. The plan Figure 5: Location of the Diesel Room was detailed CONCLUSION The MGs are located in the diesel in writing in the form of a generator room, Figure 5, directly Commanding Officer’s Temporary It is believed that the cause of the adjacent to the diesel generators. Memorandum and ensured slip ring failure was a defective The diesel room also contains procedural oversight could be riser cable, which transfers current two hydraulic plants and various demonstrated to the management from the rotor to the busbar. high-pressure fluid systems, team. A high impedance cable could which restrict access and limit have caused a current imbalance the space available for slinging Shift leaders were selected, and between phases leading to damage large items. In addition to this, the the teams were required to work on the remaining phases. Although submarine was berthed in a tropical around the clock to ensure timely the defective cable was replaced environment which caused humid completion, thus mitigating any very quickly, the latent effects working conditions. The machine possible problems encountered were more insidious and difficult to was mechanically and electrically later. Obstructions in the diesel measure. Following initial indication assessed. The slip rings were room required the access route of sparking, it is believed that the in a poor physical condition, but to be the priority, and this was initial damage to the slip rings electrically the machine was sound, started once shore supply was caused a positive feedback cycle field windings were balanced and connected and proved. The work of further damage to all three slip of high insulation resistance, the site was then fully prepared for the rings. brushgear, whilst worn, showed no repair. The diesel room was deep signs of impending failure, and the cleaned in the vicinity of the MG, The repair was a success riser cables were in good condition, preventing grease, oil and carbon because of the logical sequence having been previously replaced. contamination of components, and used for defect rectification. stowages were identified for the Good communication with the From the initial survey, a plan was parts of the MG which had to be inboard support organisation and produced: remove and replace the removed for access. experience from other platforms slip rings, survey the machine, and was invaluable to the planning set the MG to work on completion. The slip rings are an interference process. Independent shore The exigencies of the submarine fit on the rotor shaft which required supplies from Diligence required environment required input from heat treatment to remove and new extra wiring and termination than all departments to ensure work slip rings to be fitted and aligned. is usually provided to submarines could proceed without interference. The slip rings and brushgear were deploying East of Suez and this was Permission was obtained from the electrically tested using a micro- identified early, giving enough time operating authority to shut down the ohm meter throughout their locus. to prepare the extra arrangements. port MG when the reactor was shut down and more reliant on shore The machine was reassembled As well as meticulous preparation, supplies, and therefore required and the access route restored. briefed to all involved, and attention special dispensation. This was The MG was test run, and left on to detail, the continuity of effort negotiated between the operating load to prove and bed in the new allowed thorough handovers authority, the operations and brushgear and slip rings. Once this between shift supervisors. The maintenance team, the technical was complete, the machine was repair also provided the more junior authority and the submarine. The shutdown, surveyed and subjected members of the department with a requirement for separate AC shore to extensive mechanical and unique training opportunity, because supplies was a key condition of the electrical tests. When completely the MGs are in constant use and permission. While the submarine’s satisfied with the operation of the not frequently disassembled. The auxiliary systems could have been MG and, because of the limitations submarine subsequently completed adversely affected by the shore imposed by the split shore supplies, her deployment with no further MG supply alignment and required the submarine’s diesel generators defects. 26

a particular strength, through timely BZ – reports and returns.

The results of their endeavours 2011 Fleet Engineering are especially impressive given the challenges of engineering in a variety Excellence Award of markedly different environments, team’s deliberate application of high from their regeneration during MCM1 Crew 7 engineering standards has resulted the uncomfortably exposed and in exceptional levels of equipment demanding conditions of a winter availability throughout Operational in the northern reaches of the UK Sea Training and during Tier 2 to operating as a Kipion unit in the training on Exercise Joint Warrior. oppressive heat and 100% humidity of one of the hottest Arabian Gulf A theme of initiative and summers on record. Each member of perseverance prevailed during the this small team, continuously bearing ship’s transit beyond the immediacy significant responsibility and weight of external support, including the of work, contributes selflessly to under-resourced remote exchange consistently impressive engineering of a main engine and a generator, output. As individuals and a amongst other in-situ repairs and collective they have received praise HMS Ramsey defect management; this such that from several quarters despite the The 2011 Fleet Engineering Ramsey arrived in the Kipion Joint engineering difficulties presented this Excellence Award is awarded to Operations Area in a good material period. Overall, it is the consistency the combined Marine and Weapon state. of this team’s success that marks Engineering team of MCM1 Crew 7, them apart from those of other MM serving throughout this award This determined team has repeatedly engineering departments in these period on the Sandown class demonstrated the ability to maintain lean times. minehunter HMS Ramsey. continuous availability of equipments at 12 hours Operational Notice for This award highlights a thoroughly The proactive nature of this team was sustained periods. Challenged by deserving and successful team well illustrated in its management complex and compounded equipment who have cohesively been the of an emergency docking and the defects, as recently evident in underpinning bedrock of Ramsey’s subsequent recovery from identified Ramsey’s sonar issues, excellent continued operational success, Voith Schneider Propulsion Unit oil liaison with and management of affirming the UK’s world-leading contamination, whilst still meeting all external resource has been a critical MCM capability in the Arabian Gulf milestones in a taut and challenging success factor. Communication JOA to indeed be the Royal Navy’s regeneration programme. The with external authorities has been Jewel in the Crown.

Officer, he successfully managed BZ – Operational a number of defects on the weapon system which enabled Engineering Award 2012 the delivery of capability to great effect. His technical prowess Lieutenant efforts on a strategic intelligence and innovation allowed Triumph gathering mission, as HMS Tireless’ to integrate with Coalition Commander Weapons Officer, are equally worthy forces, significantly expanding of recognition. Throughout, he has her Operational effectiveness. Wayne applied direct leadership, profound Onboard HMS Tireless, he directed Stafford RN engineering judgement and innovation the repair of mission essential Lieutenant Commander Stafford1 to solving technical problems. communications equipment has played an extremely significant through extremely innovative repair role in three separate operational In Afghanistan his technical skills techniques, the results of which theatres in a time span of just 12 were pivotal in the establishment enabled the submarine to remain on months. His efforts have already of an International Coordination task to complete her mission. merited CJO’s and CINCFLEET’s cell, which provided a much commendations for Afghanistan and needed focal point for improved Overall, an outstanding operational Op Ellamy respectively, but his recent Afghan, Coalition and International engineering performance in three 1 Lt Cdr Stafford has recently been joint working. During Op Ellamy, differing Theatres most worthy of selected for promotion to Commander. as HMS Triumph’s Weapons this award. 27

Bravo Zulus Congratulations to the RN Engineers who were awarded honours in the 2012 Birthday Honours List:

Commander of the Most Excellent Order of the British Empire (CBE)

Rear Admiral S.J. Lloyd

Officer of the Most Excellent Order of the British Empire (OBE)

Captain J.R.M. Plant

Member of the Most Excellent Order of the British Empire (MBE)

Warrant Officer 1 Engineering Technician (Marine Engineering Submarines) B. Hall Lieutenant Commander I.S. Hobson Warrant Officer 1 Marine Engineering Mechanic (Mechanical) J.C. Walker

Queen’s Volunteer Reserves Medal

Air Engineering Mechanic M. Ping 28 INDEX Journal of Naval Engineering December 2008 to June 2010 Review of Naval Engineering Autumn 2008 to Summer 2010 The Naval Engineer Autumn 2011 to Summer 2012 Edn Pg Winter Farewell to RNE RNE ifc 2008 Winter Fighting the Internal Battle as a Task Group TNE 26 2010 Fleet Engineering – Lessons Identified Summer RNE 28 (Explosive Safety) 2009 Fleet Engineering – Lessons Identified Summer (HMS Endurance – An Accident Waiting To RNE 30 2010 Happen?) Fleet Engineering – Lessons Identified Spring TNE 14 (HMS Artemis) 2012 Fleet Engineering – Lessons Identified Winter RNE 29 (Identifying Lessons) 2009 Fleet Engineering – Lessons Identified Spring RNE 24 (Ignorance is Bliss) 2010 Edn Pg Fleet Engineering – Lessons Identified Winter RNE 48 1 – GENERAL ENGINEERING (Incident Reporting) 2008 Affordable Future Maritime Surface Platforms – June Fleet Engineering – Lessons Identified Autumn JNE 545 RNE 16 A Capability Sponsor's Perspective 2010 (Revised TAG-OUT routine – SURFLOT) 2009 Architecting a 21st Century System and its December Fleet Engineering – Lessons Identified Spring JNE 308 RNE 26 Enterprise 2009 (TAG‑OUTs) 2009 Winter Fleet Engineering – Lessons Identified Autumn Arctic Military Environmental Cooperation TNE 2 TNE 62 2010 (The Effects of Poor Communication) 2010 Carrier Strike – The Technology to Provide Autumn Fleet Engineering – Lessons Identified Winter RNE 2 TNE 44 Future Military Capability 2009 (Walk on by?) 2010 CNEO Hauldown and Annual Report to Autumn “Flubmarine” Submersible Aircraft Feasibility Autumn TNE 63 TNE 48 First Sea Lord 2011 and Concept Design Study 2011 Spring Future Surface Combatant C1 Concept June CNEO’s Conference – Keynote Address TNE 7 JNE 592 2012 Phase – Bounding the Requirement 2010 Autumn Spring Condition Monitoring – What are the Benefits? TNE 52 How Not To Do It RNE 60 2011 2010 Summer If only Darth Vader had a Submariner in Charge Summer Cyber space, Cyber power, Cyber what? TNE 47 TNE 7 2012 of the Death Star 2011 DE&S Maritime Engineers Unite to Discuss Autumn In the Service of the Queen – HMS Queen Autumn TNE 6 RNE 6 Engineering 2011 Elizabeth 2009 Engineering the Future – Back to Basics: Summer In-Service Equipment Support – a DE&S Spring RNE 3 TNE 37 CNEO’s Conference 2010 2010 Employee’s Perspective 2011 Spring Spring Engineering Values RNE 25 Interested in Electrical Safety? You Should Be! TNE 25 2009 2012 Summer Winter Engineers – Yesterday, Today and Tomorrow RNE 3 Investing in the Future of Engineering! RNE 10 2009 2009 Spring Learning From Experience – Lessons Still Autumn Every Little Helps RNE 19 TNE 33 2009 Being Learned? 2011 Experience Enables You to Recognize a Winter Summer TNE 7 Lessons From a Two Year Deployment TNE 9 Mistake When You Make It Again 2011 2011 External Publication of Articles from Autumn Spring TNE 59 Let’s Talk Torque RNE 12 The Naval Engineer 2011 2009

1 – GENERAL ENGINEERING, including Publications, IT, H&S 2 – AIR ENGINEERING This Index covers RNE Vols 62–63 (Autumn 2008 to Summer 2010), 3 – MARINE ENGINEERING JNE Vols 44–45 (December 2008 to June 2010) and TNE Vols 1–2 4 – WEAPON ENGINEERING (Autumn 2011 to Summer 2012). The Index can be found in Number 1 of every even numbered volume of RNE and TNE. 5 – SUBMARINE ENGINEERING (specific) 6 – TRAINING AND QUALIFICATIONS Full RNE and TNE indexes and soft copies of recent back issues are available 7 – OPERATIONAL SEA TRAINING at: http://cwd-r-web-001.cwd.dii.r.mil.uk/mws_csg/publications/naval_ 8 – PERSONNEL engineering.html. Back issues of JNE can be found through the JNE Internet webpage: http://www.jneweb.com/login.aspx. 9 – LETTERS TO THE EDITOR 10 – HISTORY The editor holds a full library of previous magazines back to RNE Volume 1 11 – MISCELLANEOUS Number 1 (1947), and will be pleased to assist in any search for an earlier article. 29

Edn Pg Edn Pg Spring UMMS The Next Phase – Introduction Of The Spring Losing Your Rag? TNE 34 RNE 44 2012 Integrated UMMS Environment (IUE) 2009 Autumn Autumn Maritime Safety: Some Personal Observations TNE 7 UMMS V5:The Integrated UMMS Environment TNE 25 2011 2011 Mine Counter Measures Maritime Force Summer Summer Unmanned Warships: Concept of Design RNE 13 Capability Assurance – Assurance of World TNE 29 2010 2012 Beating Capability Use of Classification and Standards to Develop June JNE 553 Minutes of the 26th Engineer Flag Officers’ Autumn an Affordable Assurance Process 2010 TNE 50 Meeting – 18 March 2010 2010 Spring Use Your Experience: Nuts TNE 49 Minutes of the 27th Engineer Flag Officers’ Spring 2011 TNE 12 Meeting – 4 November 2010 2011 Summer What Are You Reading? RNE 10 Minutes of the 28th Engineer Flag Officers’ Autumn 2009 TNE 60 Meeting – 26 May 2011 2011 Spring Where Does My Maintenance Come From? RNE 15 Minutes of the 29th Engineer Flag Officers’ Spring 2010 TNE 45 Meeting – 3 November 2011 2012 2 – AIR ENGINEERING Mission Modularity: Evolution, Integration, Winter 702 Naval Air Squadron Operational TNE 48 Summer Vision 2011 Conversion Phase Embarkation in TNE 36 More Bangs, Less Bucks – Cost Effective Spring 2012 RNE 61 RFA Mounts Bay Battleworthiness for the Fleet 2010 A Merlin Too Far … Aircraft recovery with Spring Autumn TNE 9 Naval Engineering – Lessons Identified TNE 32 1710 NAS in Afghanistan 2012 2011 Air Engineering on the Front Line – the Repair Autumn Naval Engineering – Lessons Identified Spring TNE 38 TNE 33 Officer 2011 (A close shave: a near miss by another name) 2011 Air Engineering on the Front Line – Rotary Summer Naval Engineering – Lessons Identified Summer RNE 11 TNE 21 Structural Repairs 2009 (Mindfulness) 2012 Air Engineering Specialist Fleet Time and Winter Naval Engineering – Lessons Identified TNE 4 Summer Operation Ellamy 2011 (Now where did I leave that .…; Man Versus TNE 21 Air Engineering Training – The Continual Need Summer 2011 RNE 51 Hydraulics – a mismatch ….) For Change 2009 Navy Command – Surface Ship Engineering in Summer Spring RNE 41 Air Engineering Training, the CHF Way! TNE 8 the Headquarters 2010 2011 Winter Award of the Rolls Royce Fleet Air Arm Summer Oceans of Experience TNE 40 TNE 31 2010 Engineering Efficiency Trophy for 2010 2011 Opportunity Knocks – The Surface Ship Winter Summer RNE 44 Class 5 Structural Repair TNE 8 Support Alliance 2009 2012 Winter Preparing for the Worst – Abandonment! TNE 34 Emergency Avionic System, Post Accident/ 2010 Incident Support and Analysis with Flightscape Winter Winter TNE 43 Psst, Squirt, Ouch! RNE 33 Insight Software on Merlin Mk1, Mk3 and 2011 2009 Mk3a – Part 2: Reliability Follow-on Reliability Centred Maintenance – What’s It All Autumn RNE 20 Feasibility Studies for VTOL UAV Autonomous About Then? 2009 Operations with the Possibility of Ship Board June JNE 38 June Auto Recovery Using Quiescent Period 2009 Review of Electrical Safety in Naval Platforms JNE 526 2010 Prediction Some Simple Truths – and What They Could Spring Summer Fleet Forward Support (Air) – CinCFleet Visit RNE 18 Mean for the Future or “Where to Target the RNE 5 2009 2010 Long Screwdriver” Flight Deck and Aviation Facility Design for December JNE 242 ‘Standing By’ – The Senior Naval Officer’s Summer Future Frigates and Destroyers 2009 TNE 2 Perspective 2011 Further Validation of Simulated Dynamic June Summer Interface Testing Techniques as a Tool in the JNE 466 Surface Ship Support Programme TNE 44 2010 2012 Forecasting of Air Vehicle Limits SURVIVE: Warship Survivability Assessment June Summer JNE 1 GPI Serviceability Check TNE 47 from Concept to Service 2009 2011 The Affordable Future Fleet – Understanding HALSS – Affordable Air Lift Platform for Navy June June JNE 94 Affordability from a Central Policy and JNE 453 and Humanitarian Missions 2009 2010 Programming Perspective Harrier GR9 Urgent Operational Requirements: Winter RNE 10 The Design of HMS Queen Elizabeth and June Fashionable Flares for Harrier Force 2008 JNE 74 HMS Prince of Wales 2010 Hot, High & Hostile – Sea King Mk4 Winter TNE 12 Spring Maintenance Challenges in Afghanistan 2011 The Drip-Tray Phenomenon TNE 45 2011 Introduction of the Bowman Radio to Lynx Spring RNE 15 The Engineer Flag Officers Meeting and Winter Flights – Learning The Lessons 2009 RNE 23 Engineering Advisory Panels 2009 December Maritime Platform Characteristics JNE 443 The Solution is Often Simpler, and Much Summer 2008 RNE 11 Closer, Than It Seems 2010 Rotary Wing Health and Usage Monitoring Autumn RNE 44 The View From the Top – CNEO’s Opening Spring Systems (HUMS) 2008 RNE 3 Salvo 2009 Winter Ship’s Flight Embarking – RAN Style RNE 45 Towards 2025 – The Role of the Naval 2008 Spring Engineer and the Naval Engineering Strategy: TNE 3 The Base of the Iceberg: Introduction of the Summer 2012 TNE 38 CNEO’s Conference 2012 Defence Aviation Error Management System 2011 Turning Taxpayers Money into Fighting Autumn Those Magnificent Men in their Towing Winter Capability – The Implementation of Through RNE 25 RNE 48 2009 Machines 2009 Life Capability Management 30

Edn Pg Edn Pg Winter Use of Energy Storage Systems and its December Wide Area Surveillance Over Helmand RNE 3 JNE 322 2009 Enterprise 2009 Winter USS Halsey (DDG-97) MRG Casualty – Autumn Wildcat Works Well! TNE 28 RNE 38 2011 Lessons Learnt Observed 2008 You Reap What You Sow – Air Engineering Spring RNE 30 4 – WEAPON ENGINEERING Branch Development – Then and Now 2009 Airborne HCDR – Developing Data Capable Autumn RNE 35 3 – MARINE ENGINEERING Helicopters 2008 Application of Dynamic V-Lines to Naval June Combat Management System Evolution – Autumn JNE 63 RNE 56 Vessels 2009 DNA2 2009 Control of Propeller Cavitation in Operational June Defending the Network (My Life as a Summer JNE 497 TNE 25 Conditions 2010 Cyber‑Warrior) 2011 Autumn Fizz to Bang in Record Time for New Sting Ray Autumn Electric Propulsion in 2011 TNE 15 RNE 60 2011 Warhead Programme 2008 Summer Autumn F-Gas Training in the Royal Navy TNE 34 Formation of a Maritime Combat Systems Team TNE 15 2011 2010 From Incident to Sinking – What is the Typical June Summer JNE 19 Future Local Area Air Defence System RNE 56 Time? A Look at the Data from World War II 2009 2009 Winter GOSCC – My Plunge into the Strategic Winter Gearbox Refurbishment Breaks New Ground TNE 40 RNE 53 2011 Communications Hub – Two Years in the GOSCC 2008 Autumn HMS Astute TLAM Flight Tests BFT 9 and 10: Summer Hitchhikers’ Guide to the South Atlantic TNE 28 TNE 12 2010 November 2011 – Gulf of Mexico 2012 HMS Endurance – Just When You Thought It Summer Information Services – Technical Performance Summer RNE 18 TNE 43 Was All Over 2010 Management 2011 HMS Endurance’s Flood from the Engineer Spring Integrating the Queen Elizabeth Class Mission Autumn RNE 29 RNE 10 Officer’s Perspective 2010 System 2009 Spring Introduction of the Bowman Radio to Rigid Hull Summer Hull Fouling Management Progress Update RNE 40 RNE 30 2010 Inflatable Boats 2009 Summer Managing the Communications Network in Autumn Hull Specialists Earn Reward TNE 16 TNE 19 2011 Herrick 2011 Investigations and Solutions for Superstructure December Mar Wars Episode I: the Bush Master, R2-D2 Autumn JNE 472 TNE 3 Fatigue Cracking in UK Royal Naval Vessels 2008 and the Attack of the Drones 2010 Looking Forward to “Engine as a Weapon V” Summer Autumn TNE 40 Maritime Platform Characteristics RNE 9 Symposium 2012 2008 Marine Propulsion Spey Gas Turbine Spring Autumn TNE 42 MCTA RNE 18 Availability 2012 2008 Autumn Autumn Multi-Fuel Outboard Motor Development RNE 38 Networking with ISS and Reaper RNE 2 2009 2008 On the use of Information Management Queen Elizabeth Class Mission System Autumn December TNE 38 in the Context of Through Life Capability JNE 269 Derisking 2010 2009 Management (TLCM) Autumn Small Arms: Maintaining the Standard TNE 29 Performance and Affordability Assessment of June 2011 JNE 609 Warship Heat Management 2010 Some Practical and Integration Aspects of December JNE 501 Power System Survivability – How can we December Electric Rail Guns 2008 JNE 379 deliver? 2009 Winter SWMLU – A Wolf in Wolf’s Clothing RNE 36 Some Highlights – and Lowlights – of Life as a Spring 2009 RNE 12 Seagoing Marine Engineer 2010 Winter SWMLU – Who’s Afraid of the Big Bad Wolf? RNE 4 Survive: Warship Survivability Assessment from Winter 2008 RNE 28 Concept to Service 2008 TACS and HAMR – Driving Home Combat Autumn RNE 52 Teamwork beat the Clock: Ark Royal’s Spring System Analysis 2008 TNE 4 Emergency Docking 2011 Autumn The Big Bang (and how to prevent it) RNE 53 The Arc Flash Hazard: Assessment and Spring 2008 TNE 35 Mitigation on Naval Platforms 2012 The Radar Type 996 Replacement: Medium Spring RNE 8 The Consequences of Not Maintaining December Range Radar for Type 23, LPD, LPH and CVF 2009 JNE 435 Ductwork Cleanliness 2008 Spring These Times They are a’Changing RNE 20 'The Evolution of the Revolution' The Past, Present June 2010 JNE 624 and Future for Electric Propulsion Systems 2010 Those Magnificent Men in their Towing Winter RNE 48 The Falklands: The Diary of a Naval Summer Machines 2009 TNE 3 Constructor 2012 What’s Happening in the Weapon Engineering Summer TNE 27 The Hydrodynamic Design of the Queen June Training Group: 2012 Update 2012 JNE 116 Elizabeth Class Aircraft Carriers 2009 5 – SUBMARINE ENGINEERING (specific) The Impact of Future Combat System Loads on December JNE 341 A Performance Assessment of a Chemical Power System Design 2009 Based Technology for the DISSUB CO2 December The Nuclear Propulsion of Merchant Ships: JNE 484 June Removal System in Royal Navy Submarines 2008 Aspects of Engineering, Science and JNE 568 2010 Using Computational Fluid Dynamic Modelling Technology Autumn Training Tomorrow’s Technicians for the Winter A Vigilant Approach RNE 51 RNE 39 2009 Royal Navy 2008 Advances in NDT Techniques Benefit Summer December TNE 24 U.S. Navy Aegis Destroyer Hybrid Electric Drive JNE 355 Submarine Maintenance 2012 2009 31

Edn Pg Edn Pg Building on Experience: Novel Approaches, Coaching at Sea: Adding Value to Onboard Winter Winter RNE 21 Engineering Innovation and Achievements in TNE 51 Training 2009 2010 the Vigilant LOP(R) Programme Winter Coaching Within the MWS RNE 19 Cofferdams/Habitats and the Astute Class Autumn 2009 TNE 11 Submarine 2010 Communications and Information Systems Winter TNE 19 Developments in the Submarine Service: Training Unit: Providing Maritime CIS Training 2011 Autumn The Submarine Centre of Specialisation – an TNE 3 Spring 2011 Defence Training Review RNE 53 Update 2010 Electrical Actuation of Submarine December From ABCD to CBRNDC – The Changing Face Summer JNE 293 RNE 16 Hydrodynamic Control Surfaces (2) 2009 of Training at Phoenix 2009 Fleet Engineering Excellence Award Spring Future Training for a Future Fleet: a Case Winter TNE 51 TNE 16 (Submarines) 2010 2011 Study in Blended Learning 2010 Winter Just a Replacement for Cook Block? No – Gearbox Refurbishment Breaks New Ground TNE 40 Winter 2011 MCTS is the Most Radical Change in Maritime TNE 34 2011 December Training for Over 40 Years Hybrid Nuclear/Fuel-Cell Submarine JNE 455 2008 Letter to the Editor: Ever Had a Cross- Spring RNE 6 Is there a Viable Alternative to Wet Cell Lead December Threaded Bolt in Emulation? 2009 JNE 365 Acid Batteries for Nuclear Submarines 2009 Marine Engineering Training Accredited by Autumn RNE 64 Maintaining Continuous At Sea Deterrence: Society of Operations Engineers 2009 Engineering project tackles a recognised Spring Marine Engineers Sign Historic Agreement – Spring TNE 18 TNE 52 problem on Vanguard class submarines, to 2011 and Get an Opportunity to Sign Up 2011 improve platform availability Spring Maintaining Nuclear Safety in the Naval June Modern Learning Symposium RNE 7 JNE 26 2009 Nuclear Propulsion Programme 2009 Professional Registration for Royal Naval Spring Nuclear Integrated Electric Propulsion System: Summer TNE 28 RNE 43 Engineers and Technicians 2011 Concept of Design 2009 Spring RN Submarines to Aid Climate Change Summer Professional Registration of Naval Engineers TNE 5 TNE 46 2012 Research 2012 Project STEALTH – The Dawn of a New Era for Summer Single Colour Better than Black: Blue is the Summer RNE 33 TNE 17 AE Training 2010 New Black for Royal Navy Submarines 2011 RN Air Engineering Branch Offers Streamlined Winter Summer Routes to Professional Registration With Three TNE 37 Submarine AC/DC RNE 47 2011 2009 Professional Engineering Institutions Autumn Summer Submarine Below Decks EMC: A Users View RNE 32 Tiffs’ Training Terminated RNE 37 2009 2010 Winter Training Tomorrow’s Technicians for the Winter Submarine Engineer’s Conference 2008 RNE 16 RNE 39 2008 Royal Navy 2008 Submarine Escape and Rescue Operations – December Training Tomorrow's Technicians for the December JNE 223 JNE 518 The Holistic Approach to Safety 2009 Royal Navy 2008 Summer Update to the Streamlined Application Process Teamwork delivers Talent RNE 54 Autumn 2010 for Professional Registration for RN WE Branch RNE 62 2009 The Failure Investigation of a Large Submarine Autumn Personnel TNE 53 Gear 2010 Summer WE News from the Alma Mater RNE 60 The Last S-Boat Deployment – Autumn 2009 TNE 19 a WE Perspective 2010 What’s Happening in the Weapon Engineering Summer TNE 60 Winter Training Group: Summer 2011 Update 2011 UK Successor SSBN – Whole Boat Design TNE 25 2011 What’s Happening in Weapon Engineering Summer RNE 45 What Lies Beneath – Innovative Engineering Winter Training Group – Summer 2010 Update 2010 RNE 14 Addresses Costly Naval Maintenance Issue 2009 Winter Whither DTR? TNE 57 Autumn 2010 Subsunk! RNE 16 2008 You Reap What You Sow – Air Engineering Spring RNE 30 “More Than Just Paper” (1) – Qualifications and Autumn Branch Development – Then and Now 2009 TNE 26 Accreditation in the WE Branch 2010 The Maritime Warfare School – A Revolution in Autumn RNE 41 “More Than Just Paper” (2) – Autumn Training 2008 TNE 44 The Students’ Perspectives 2010 7 – OPERATIONAL SEA TRAINING “More Than Just Paper” (3) – Autumn FOST – A Valuable Teacher for Our Young Winter The Academics’ Perspectives, and IET TNE 59 RNE 58 2010 Engineers 2008 Membership The Internal Battle Through MEO’s Eyes: Summer “Serious Games” – A Trainer’s Perspective. Autumn TNE 52 TNE 16 Current Practice and Future Vision 2011 Maritime Immersive Learning Simulation 2010 Winning the Battle – Developing and Delivering Winter “Serious Games” – The Future of Simulation for Spring TNE 10 RNE 3 Command Advice 2010 the Royal Navy? 2010 SURFLOT Weapon Engineering Common Autumn RNE 25 6 – TRAINING AND QUALIFICATIONS Shortcomings – Revisited 2008 Air Engineering Training – The Continual Need Summer RNE 51 8 – PERSONNEL For Change 2009 Autumn Summer A Christmas Carol TNE 9 Battle Damage Repair – Lusty Training RNE 8 2010 2009 Winter Spring Armourers and Braziers Medal TNE 57 CISTU: Exploiting Virtual Learning TNE 7 2010 2012 32

Edn Pg Edn Pg Award of Royal Aeronautical Society Bronze WE Group Head Conversion Course and Chief Spring Winter Team Medal to Fleet Forward Support (Air) RNE 49 Petty Officer Engineering Technician Qualifying TNE 37 2010 2010 MASU Repair Course. Why, Who and What? Chief Naval Engineer Officer, Rear Admiral Autumn WESM Structures Three Years On – Where Are Autumn TNE ifc TNE 47 S.R. Lister OBE 2011 We, Where Are We Going and Who’s Who 2010 Collingwood Thanksgiving Service for Last Winter Autumn RNE 61 Preparation for CPO Advancement RNE 6 Survivor of HMS Hood’s Sinking 2008 2008 Command Engineer Warrant Officer – Autumn TNE ifc 10 – HISTORY WO1(AET) G.M. Smart 2010 30th Anniversary of Engineering Branch Summer Winter RNE 23 Command Engineer Warrant Officer (CEWO) RNE ifc Development 2009 2009 Winter Command Engineer Warrant Officer, Summer Collingwood Fighting Ashore TNE 48 TNE ifc 2010 WO1 ET(ME) D. Archer 2012 Spring Commander-in-Chief’s Commendation – Winter Devonport Naval Base TNE 30 RNE 47 2012 Lieutenant M.R. Ryder 2008 Autumn Engineering Submarines – Autumn Electrical Damage Control – 1901 RNE 31 RNE 60 2009 a Career Management challenge?! 2009 Experiments on Corrosion of Boiler Tubes and June Excellence Award for RN Mobile Learning Winter JNE 193 RNE 15 Plates (1922) 2009 Project 2008 HMS Sultan Battlefield Tour: In the Footsteps of Spring Winter TNE 15 How to Manage a Surplus of Personnel TNE 23 the Naval Division 2011 2011 HMS Sultan Normandy Battlefield Tour: Autumn Spring TNE 35 In a Whirl of Steam TNE 44 Exercise Sultan Scholar 2011 2011 Limitations and Possibilities of the Heavy-Oil December Integration of E(IS) and E(WE/WESM) Summer JNE 577 RNE 58 Engine for Marine Use (1921) 2008 Specialisations 2010 Propeller Turbines some Handling & Control December It’s Good to Talk – Spring JNE 426 TNE 25 Problems (1952) 2009 Officers’ Career Management 1950s To 2010s 2011 Recent Developments in the Training of June Last RN Engineer Who Served in Both World Spring JNE 200 RNE 48 Artificer Apprentices (1950) 2009 Wars Passes Away 2009 December Lieutenant Commander A.P. Richardson: Recent Steering Gear Developments (1949) JNE 597 Winter 2008 RN Engineer Comes Top of the Class at RNE 46 December 2009 Repairs H.M.S. "Vancouver" (1923) JNE 420 University 2009 Managing MoD Civilian NSQEP (Nuclear Spring December RNE 44 Ships' Boats (1953) JNE 435 Suitably Qualified and Experienced Personnel) 2010 2009 Marine Engineering General Service – Summer December RNE 32 Ships that Serve Ships (1953) JNE 439 You People! Your People! 2009 2009 Autumn Autumn Naval Engineer Officer Wins Top Award TNE 69 The Electrician TNE 11 2010 2011 Normandy Beaches Staff Ride – Advanced Spring Spring RNE 23 The Growth of Portsmouth Dockyard TNE 21 Amphibious Warfare Course July 2008 2009 2011 Onwards and Upwards for WE Ratings – Summer Winter Promotion Numbers, Selection Boards and the RNE 38 The Naval Engineer TNE 10 2010 2011 SJAR The Prospects of Gas Turbines in June Personnel Planning for the Introduction of the Spring JNE 213 RNE 47 Naval Propulsion (1951) 2009 Joint Combat Aircraft 2010 The Technological Growth of the Naval Winter Rear Admiral A.R. Rymer BSc FIMarEST CEng, Summer TNE 22 RNE ifc Dockyard, Mumbai, from 1735 to date 2010 Director Training and Education 2010 11 – MISCELLANEOUS Rear Admiral C.J. Hockley MSc CEng Winter TNE ifc Spring CMarEng 2011 A Question of Ethics RNE 36 2009 Spring Rear Admiral H.H. Parker TNE ifc Battle Damage Repair – but on a Slightly Winter 2012 RNE 23 Bigger Scale 2008 Rear Admiral M.B. Alabaster, Flag Officer Spring Establish the Baseline: More Than Just Summer Scotland Northern England and Northern RNE 49 RNE 37 2009 Counting Computers? 2009 Ireland/Flag Officer Reserves Fabrication of Safety Critical Components for Autumn Rear Admiral R.T. Love, Chief Naval Engineer Spring RNE 43 RNE ifc Naval Applications by Electron Beam Welding 2009 Officer 2009 Summer Rear Admiral S.B. Brunton MSc MCGI CEng Spring Gannets with Chain-Mail Waistcoats TNE 43 TNE 49 2012 FIET 2012 SDSR – An Alternative View: Strategy, Doctrine Spring Rear Admiral S.J. Lloyd, Chief Strategic Summer TNE 46 RNE 65 and the SDSR 2011 Systems Executive 2009 Spring Spring The Team Works – and Wins TNE 23 SDSR – CNEO’s View TNE 2 2012 2011 Autumn The Affordable Fleet Lies at the Heart of Spring The Thunderer Award – Lieutenant J.I. Stevens RNE 65 RNE 50 2009 INEC 2010 2010 The TM Contribution within Summer Why Are You Here? Why Are You Doing What Autumn RNE 60 TNE 6 3 Commando Brigade 2010 You’re Doing? 2011 Vice Admiral A.D.H. Mathews, Chief of Materiel Summer Winter RNE ifc Why Do We Do Naval Engineering? RNE 52 (Fleet) 2009 2008 33

One of the new members of the Engineer Flag Officers’ Meeting:

Rear Admiral Ian Jess MA MSc MA CEng MIMarEst Assistant Chief of Naval Staff (Support)

Assistant Chief of Naval Staff (Support) is a new post, with evolving responsibilities which will include: • NCHQ lead on Force Generation Process. • Operating Duty Holder for Ships, Submarines and 3 Commando Brigade. • Lead for Logistics and Engineering policy. • Leading the transitional work for the changes of governance for the Naval Base ownership. • Leading NCHQ engagement on the development of Maritime Support Delivery Framework requirements. • NCHQ engagement with Maritime Change Programme.

Ian Jess joined the Royal Navy in 1978 and, after initial training at BRNC Dartmouth, undertook an Engineering Degree at Cambridge.

His early career followed the normal pattern for the time and he was DMEO in HMS Cardiff, Project Officer in HMS Sultan, Recruiter within DNR, MEO in HMS Nottingham and Sea Rider on the Staff of Flag Officer Sea Training, where he was selected for promotion to Commander. He also undertook the Advanced Marine Engineering Course at the Royal Naval Engineering College at Manadon.

Having completed the Royal Navy Staff Course and achieved an MA in Defence Studies, he spent two years as Cdr(E) in HMS Invincible before joining the MOD (Procurement Executive) at Abbey Wood for the first of a succession of appointments within Acquisition and Support as a Commander, responsible for Marine Engineering aspects of Type 23 Frigates and then as a Captain, where he led the Marine Engineering Equipment Project Team and the Major Warships Platform Project Team. He also led aspects of Smart Procurement implementation for the Ships Support Agency and the Defence Logistic Organisation. As a Commodore he held the post of Director Logistics Maritime Platforms through the transition from the Warship Support Agency to the Defence Logistics Organisation and subsequently as the post became Director Surface Warships within Defence Equipment & Support.

He commanded HM Naval Base Devonport from 2008 to 2010, and initiated a wide ranging programme of infrastructure changes which have led to the sale of part of South Yard, a significant expansion to the Royal Marines Recovery and Rehabilitation facilities, the move of Landing Craft Coxswain and engineer training from RM Poole, and the early stages of construction for an innovative Energy from Waste industrial plant. Subsequently he has assumed responsibility for the three Naval Bases as an Operating Centre Director within the Maritime Domain in DE&S. Rear Admiral Jess has retained this DE&S responsibility while also assuming the new role of ACNS(Support) within Navy Command.

Ian Jess is married to Clare, lives in Bath, and spends most time outside work supporting the interests of their children, Amy(12) and Sam(9). 34

The newest member of the Engineer Flag Officers’ Meeting:

Rear Admiral Jonathan Woodcock BSc(Hons) CEng MIMechE OBE Assistant Chief of Naval Staff (Personnel) and Naval Secretary

Under the Second Sea Lord, ACNS(Pers)/NavSec is responsible for the sustainable delivery of Sufficient, Capable and Motivated personnel to the Naval Service in support of Defence Outcomes.

Educated at Ryde School on the Isle of Wight, Jonathan Woodcock joined BRNC Dartmouth in September 1980 before reading his Engineering Degree at RNEC Manadon, graduating with an honours degree in 1984.

His first complement appointment was as DMEO of HMS Exeter and this was followed by an appointment to HMS Sultan. He then returned to sea as the Electrical Officer in HMY Britannia.

Promoted Lieutenant Commander in 1991, in July 1992 he was appointed to a NATO exchange position as the Assistant Technical Officer to the Canadian Second Maritime Operations Group in Victoria BC, operating in the Pacific. Dragged home in 1995, he was appointed as MEO of HMSYork, joining and leaving during Armilla deployments. Appointed to the second Advanced Command and Staff Course, he was selected for promotion to Commander whilst at Bracknell.

Following promotion to Commander, in September 1999 he was appointed to the Warship Support Agency as the Head of the Machinery Trials Unit, followed by two years as Commander (E) of HMS Ark Royal, including Operation Telic where he was the Staff Marine Engineer to the Amphibious Task Group. He left Ark Royal in December 2003 and was appointed to the MOD as Chief of Staff to the Capability Manager Precision Attack.

On promotion to Captain in March 2005 he was appointed to command the Royal Naval School of Marine Engineering at HMS Sultan, where his team implemented the training changes necessary to implement the ET(ME) branch structures and set up a significant “modernisation of learning” programme. In recognition of this work he was honoured with the OBE. In January 2008, he took command of HMS Raleigh where he served for two amazing years; he left to commence RCDS in January 2010.

Promoted to Commodore in April 2010, he was appointed to be Head of Pay and Manning in the Ministry of Defence. This appointment coincided with the SDSR and as a result he was responsible for the implementation of the reductions in size of the Armed Forces through redundancy, implementation of the Government’s pay freeze and delivery of significant reductions in the allowance package. In January 2012 he was appointed to the Fleet HQ as Director Naval Personnel and on 11 September 2012 was promoted to Rear Admiral and appointed as the Naval Secretary and Assistant Chief of the Naval Staff (Personnel).

Jonathan is married to Joanna; they have two children, Alexandra (1991) and Thomas (1994). They enjoy all country activities, keep bees and most importantly, as a family, love skiing. WEB EDITION AUTUMN 2012

AUTUMN 2012 WEB EDITION