RAF

1. 2. 3. 4. 5. 6.

Air Power RAFMS Role Equipment Organisation Current and past operations

1. Air Power

In the British armed forces Air Power is defined as: "The ability to project power from the air and space to influence the behaviour of people or the course of events" The Royal Air Force makes a vital contribution as a force for good in the world by delivering flexible air power wherever it is needed. The Cold War may be over, but it has left behind a world that is less predictable and, in many places, less stable. Britain and her Allies are now faced with challenges of many different kinds. The RAF is ready to meet these challenges. The RAF needs to be able to respond swiftly and effectively to new threats and challenges, preventing escalation in dangerous situations by projecting air power and, if necessary, countering force with superior force and skill. At the same time, the RAF must retain its fighting edge, by keeping pace with technology, and training to meet the changing demands of a modern battlefield. All this must be done cost effectively; that is why the RAF works increasingly in joint structures with the Royal Navy and the Army, as a team, making more efficient use of British defence resources and increasing operational impact. The RAFs key task within these joint structures is to be ready to deliver flexible air power to meet any challenge. In todays world, it is a regrettable fact that there are many conflicts and fragile cease-fires waiting to explode into fighting, not just in the Gulf area but in Asia, Africa, and even within Europe. The RAF must be ready to deliver flexible air power anywhere in the world. 1.1 Speed The rapid arrival and build-up of aircraft near or in troublespots provides a visible sign of presence and intent. Modern air operations are also extremely flexible and can be switched between attack, defence and support depending on the needs of the moment. 1.2 Height Air power is less vulnerable to enemy fire when compared with land and sea forces. 1.3 Reach Air operations can also be conducted from bases far away from the opponent's military forces. During Operation Allied Force, for example, RAF Tornados operated from their home base in Germany and attacked targets in Kosovo. These missions were supported by in-flight refuelling. These characteristics can be combined to increase the effectiveness of air operations. For example, reconnaissance requires reach and height for high-level missions while transport aircraft use speed and reach to move force and equipment rapidly from home bases to deployed operations.

2. RAFMS

2.1 RAFMS DGMS Director General Medical Services (RAF) The DGMS (RAF) mission statement is 'to contribute to the Air Mission and Defence Medical Services outputs through the provision of high quality medical services'. This is broken down into 3 key outputs: 1. Medical operational capability and Aeromedical Evacuation (AE) in all its forms. 2. Promotion of health and effective medical treatment and rehabilitation in order to optimise the number of personnel who are fit for their operational and other roles. 3. A comprehensive network of specialists and advisors concentrating on Aviation Medicine who support the DMS and wider Defence roles. DGMS (RAF) is also Chief of Staff Health with a Directorate of approximately 80 staff based at Headquarters Air Command, RAF High Wycombe. They are split into the following functional areas: 1. Medical Operations The delivery of a programme of complete healthcare to deployed RAF and other entitled personnel, while providing the lead in all aspects of aeromedical evacuation. 2. Medical Programmes. Providing strategic direction for medical operations and related tasks. 3. Aviation Medicine and Policy. Delivering a programme of focussed international engagements to enhance aeromedical interoperability with key partners and to secure the RAF Medical Services reputation and influence in the field of aviation medicine. 4. Governance. Providing evidence of improving delivery of services to registered personnel to meet the quality and standards laid down in Standards for Better Health. 5. Personnel. To ensure RAF Medical Services personnel have the correct qualifications and competencies to fulfil their role. 6. Regional Rehabilitation Units. Strategic oversight of Defence Intermediate Rehabilitation. 7. Coordination and Communication. Deliver a comprehensive programme of internal and external communication that enhances the reputation of the RAF Medical Services and the RAF. 8. Primary Health Care. Professional oversight of the delivery of primary and healthcare to units. 9. Director of Nursing Services. Professional head of the Princess Marys Royal Air Force Nursing Service. Air Vice-Marshal C B Morris

RAFMS COS QHS MBBS FFOM MMedSci DRCOG DAvMed RAF Chief of Staff Health and Director General Medical Services (Royal Air Force) Air Vice-Marshal Chris Morris joined the RAF in 1972 as a medical cadet and graduated from Westminster Medical School in 1975. Following NHS House Officer and Senior House Officer appointments, he undertook General Practice Vocational Training in the RAF, which included tours at Joint Service Medical Rehabilitation Unit Chessington, RAF (Hospital) Ely and RAF Cranwell. Senior Medical Officer tours followed at RAF Sealand, RAF Gatow, RAF St Mawgan and RAF Laarbruch. He qualified as a Flight Medical Officer in 1985 and General Practitioner Trainer in 1988. Command tours included Command Flight Medical Officer Headquarters Strike Command and Command Medical Officer (Primary Health Care) Headquarters Personnel & Training Command before specialising in Occupational Medicine which culminated in a MSc in 1994. In 1995 he was posted as Officer Commanding Aviation Medicine Training Centre (RAF North Luffenham) and became an Accredited Consultant in 1996. Group Captain appointments were as Assistant Director Medical Policy (Surgeon General's Department) (2000) and the President of the RAF Medical Board (2003). He was promoted to Air Commodore in 2006 as Assistant Chief of Staff Health, initially at Headquarters Personnel & Training Command and subsequently Headquarters Air Command. He took up his current appointment as Chief of Staff Health and Director General Medical Services (Royal Air Force) at Headquarters Air Command, High Wycombe in September 2009. In July 2010 he was appointed Admiral of the RAF Sailing Association and in November 2010 appointed Vice President of the Association of Service Yacht Clubs. Air Vice-Marshal Morris is married with two grown up sons and resides in Cornwall. Sporting interests over the years have varied, but continue with windsurfing and offshore sailing. 2.2 RAFMS ROYAL AIR FORCE MEDICAL SERVICES HISTORY The Royal Air Force (RAF) Medical Services evolved from the amalgamation of the Royal Flying Corps (RFC) and the Royal Naval Air Service (RNAS) on 01 Apr 1918. Some Medical Officers were absorbed into the nascent RAF Medical Services whilst others remained in the Royal Army Medical Corps or the Royal Navy. The first Air Force List published in January 1919 gave a total of 415 medical officers scattered through various units and formations with the Director of Medical Services at their head. The first direct commissioning of medical officers into the RAF occurred in July 1920. Medical Officers also joined the Auxillary Air Force which had formed in 1924 and also served as RAF Volunteer Reserve Officers during the 2nd World War. An Air Force Nursing Service was formed in Jun 1918 which became Princess Marys RAF Nursing Service in 1923. RAF nursing sisters and medical officers service in the RAFs hospitals both at home and abroad and wereassisted by the RAF medical orderlies and medical specialist airmen and women. After the introduction of the NHS the RAF hospitals in the UK treated not only members of the RAF, WRAF and RAF families but also civilian patients from their local areas. In 1916 a Special RFC medical board to pass fit candidates for flying duties was formed as the special medial problems involved with flying began to be recognised. Aviation medicine has since become a prime concern of the RAF Medical Services; the RAF Institute of Aviation Medicine (IAM) was opened in April 1945 at Farnborough. Following the transfer of aviation medicine research to the Defence Research Agency the RAF retained responsibility for aviation medicine training and the IAM became the RAF School of Aviation Medicine. Further rationalisation in the the move of the school to RAF Halton; following amalgamated with the RAF Aviation medicine TrainingCentre, the RAF Institute of Community & Occupational Health and the RAF Central Medical Establishment the School of Aviation Medicine was reborn as a constituent of the RAF Centre for Aviation Medicine (CAM) based at RAF Henlow. During the 2nd World War the RAF Medical Services developed the role for which they remain responsible today, the air evacuation of casualties. 2.3 RAFMS Role Royal Air Force Medical Services (RAFMS) The RAFMS has been in existence almost from the creation of the RAF itself. The RAF Museum holds letters and papers on the establishment and pay of an Air Force Medical Service which were written in 1917. They also hold a number of reports on the inauguration and organisation of an Air Force Medical Service all dating from 1917 through to 1918. CAM The RAFMS enjoys a strong reputation in the field of aviation medicine. The RAFMS Centre for Aviation Medicine (CAM) at RAF Henlow provides aircrew with training and support to understand the physiological aspects of flight and its effect on the human body. Another key area of responsibility where the RAFMS is recognised as a leading proponent is casualty evacuation by air. In this latter field of medical specialisation, from World War 2 to the current Theatre of Operations in Afghanistan, the RAFMS has developed and provided one of the best capabilities in the world. Outwith areas of conflict, whilst serving abroad, men and women of the 3 single Services, their families and other entitled personnel can be brought home to the UK by the RAFs worldwide aeromedical evacuation service. Today, the RAFMS is lead by Chief of Staff Health / Director General Medical Services (RAF) (COS(H)/DGMS(RAF)) Air Vice-Marshal Christopher Morris and comprise of approximately 1800 personnel, providing a spectrum of medical, nursing, medical technical and medical support capabilities. Vision: Quality Healthcare to sustain our Ability to Fly and Fight. The Mission of the RAFMS is 'To maximise the numbers of Royal Air Force personnel fit for task and provide coherent and effective medical operational capability to facilitate an agile, adaptable and winning Air Force'. The COS(H) mission statement is 'to contribute to the Air Mission and Defence Medical Services outputs through the provision of high quality medical services'. The majority of RAFMS personnel are employed in the support and provision of primary and secondary health care services in medical centres and hospitals in the UK and abroad. RAFMS personnel working in hospitals may be employed in either a Ministry of Defence Hospital Unit (MDHU) a military facility within a civilian hospital or a

NHS hospital. In addition some of our personnel are employed in both the peacetime and operational movement of casualties (aeromedical evacuation) from primary health care (described as Role 1 Medical Treatment Facilities (MTFs)) through to secondary health care units (described as Role 2 and Role 3 MTFs) back to the UK. Unless returning to the care of their parent units, military personnel will in most circumstances be admitted to the military Role 4 facilities of either Royal Centre for Defence Medicine (RCDM) at Birmingham (Queen Elizabeth Hospital) or the Defence Medical Rehabilitation Centre at Headley Court. For the RAFMS to succeed in its areas of responsibility, it must recruit and train its personnel to the highest possible standards. Following respective initial training, officers and other ranks will enter into their career pathway and undertake training specific to their role. Medical Officers either enter the Service fully qualified or are sponsored through their training by the RAF before entering full-time service and then will elect or be offered postgraduate training in fields such as aviation medicine other specialities that the RAF requires. Nurses may enter the RAF already civilian qualified or attend the RCDM Defence School of Healthcare Studies to undergo (military) nurse training. Again, they can elect for, or be selected to undergo further specialist training (such as primary healthcare nursing) relative to the Service need. Other medical technical trades and branches will usually enter the RAF prequalified (e.g. Physiotherapists and Radiographers). Medical Support Officers (MSOs) may enter as direct entrants or by commissioning from medical or other non-specialist trades. RAF Medics attend the Defence Medical Services Training Group at Keogh Barracks Aldershot for their trade training and will gain further qualifications as they progress in their military career. In terms of operational focus, Tactical Medical Wing (TMW) at RAF Lyneham serves as the hub for both day-to-day business and support to exercises and operations and also providing pre-deployment and specific to role training (such as aeromedical evacuation) for RAFMS personnel. It comprises 4 squadrons; the Aeromedical Evacuation Squadron, Operations and Logistics Squadron, Training and Support Squadron and the Deployable Aeromedical Response Team Squadron. Helmet The RAFMS is not made up solely of Regular serving personnel but, in keeping with the wider RAF, has the support of the Royal Auxiliary Air Force (RAuxAF). The Reservist complement is made up of 4626 (County of Wiltshire) RAuxAF Sqn and 612 (County of Aberdeen) RAuxAF Sqn. Both squadrons provide personnel and capability to support aeromedical evacuation and deployed surgical support. There are currently nearly one hundred RAFMS personnel deployed on or in support of operations, including Afghanistan (Operation HERRICK) as well the Falklands Islands, Ascension Island and other Overseas Territories. In addition to its peacetime and operational roles, the RAFMS has also contributed to humanitarian and disaster relief operations across the globe, such as medical support following the earthquakes in Turkey and Pakistan. The RAFMS has a challenging and exciting future. In line with the requirements of the Strategic Defence and Security Review (SDSR) it must develop and reshape itself to be able to continue to support both Air Power and the DMS whilst retaining its proven abilities as a Defence Enabler in its contribution to force generation and force protection. 2.4 TMW HQ Tactical Medical Wing provides the central focus for the RAF MS preparatory operational activity and all strategic aeromedical evacuation. HQ TMW is a unique air combat support unity based at RAF Lyneham. It is the operational hub for all personnel of the RAF Medical Services. Acting primarily in an enabling capacity, it performance 4 operationally essential tasks, the provision of immediately deployable high readiness personnel, worldwide aeromedical evacuation, operational medical training, the provision of medical logistics. TMW is comprised of 4 sqns: operational and logistics squadron aeromedical evacuation Sqn deployed aeromedical response teams training and support Sqn TMW also relies heavily on the reserve capabilities of No 4626 AE Sqn RAuxAF and No 612 Sqn RAux AF Blogs Emma Cole Fg Off Emma Cole BSc - Medical Support Officer I joined the RAF in 2009 on graduation from Queen Mary University of London with a BSC in Genetics and Microbiology. Having wanted to join the RAF from a young age, I chose the Medical Support Branch as it offered the opportunity of a wide variety of roles within a medical environment. I wanted to join as a commissioned officer for the opportunity to receive world class leadership training, with the prospect of early responsibility and a defined structure for career progression. I graduated from Royal Air Force College Cranwell in February 2010 and was posted to Tactical Medical Wing RAF Lyneham as OC Control Room. This post has offered an abundance of new challenges within the Medical Services. I have been extrememly lucky in the development opportunities available including a career high so far; taking part in a CCAST Flight. TMW is a fantastic place to work with Personnel who are always willing to help and develop you. Being the hub of RAF Medical operation, it offers a operationally focused environment with the opportunity to gain insight into the wider Medical Services and how all the components work together. I look forward to the remainder of my tour at TMW and hope to return as my career develops within the MSO Branch. Sgt Andy Thomas Paramedic DARTS TMW (Qualified as a paramedic Dec 08) A new role has emerged for the Paramedics and Medics of the RAF Medical Services, supporting the RAF Regiment in ground operations in Afghanistan. I was deployed on a 3 month tour to Kandahar Airfield and really did not know what to expect. I would work 12 days out of 16 deployed in the field. In simple terms where the Regiment went so did we. This involved living in tough field conditions, conducting twice daily foot patrols in the searing heat with 35kg of fighting and medical kit. Our job was to provide a high standard of care should it be required that is equivalent if not exceeding that which is available in the NHS, any where at any time. The RAF Regiment work in a difficult and dangerous physically demanding environment. I now hope that they and there loved ones feel safe in

the knowledge that should things go wrong then the RAF Medical Services have staff to hand within seconds to provide the life saving treatment that may be required. 2.5 Training AC Smith - Trainee RAF Medic " Joined the RAF as a Medic in November 2009 and for the first time since leaving school I felt I had a place to lay my hat and walk a path I had chosen for myself. I have worked in many varying roles throughout my years after leaving school including that of a carer. I found myself drawn to a medical career and the RAF not only offered me the opportunities to pursue that career but also to get involved in various sports, expeditions, adventure training and to travel to places I may never have got the chance to visit. The training I have received to become an RAF Medic has been both mentally and physically challenging through both basic training at RAF Halton and my phase 2 training at Keogh Barracks but brought with it great selfsatisfaction I had never felt before. I am very proud to be part of this disciplined and skilled team and would recommend this life style to anyone and everyone." 2.6 Centre For Aviation Medicine Centre of Aviation Medicine The mission of RAF CAM is to provide specialist medical and scientific support, and training, to the Royal Air Force in the fields of Aviation, Occupational and Environmental Medicine; and to provide the most effective medical support to all aspects of Air Operations in peace and war. Based at RAF Henlow, Bedfordshire RAF CAM provides the following outputs: Aviation Medicine Training for Medical Officers. RAF CAM runs courses for doctors who are new to the RAF and for those with many years of experience. The courses vary in length and cover all aspects of aviation medicine. Aviation Medicine Training for Aircrew. RAF CAM runs aviation medicine courses for aircrew on all aircraft types. Practical training includes decompression chamber work with experience of rapid decompression and hypoxia; spatial disorientation using special simulators; and Night Vision Goggles (NVGs) and night ops familiarisation. Training for Specialist Personnel. RAF CAM also provides training in Aviation Medicine for Medical Administration and Princess Marys RAF Nursing Service personnel, Unit Aircrew Training Teams and Army Air Despatch personnel. Support to Commands. CAM provides in -depth expertise in Aviation Medicine for advice in the field of aircrew personal equipment and life support systems. Clinical Support for Aircrew. Clinical investigations of aircrew are carried out as tasked by the Director General Medical Services (RAF) and include studies into high altitude decompression and investigations of unconsciousness, motion sickness and vestibular disorders in flight. Occupational and Public Health Medicine. The main services provided in the area of Occupational and Public Health Medicine includes: Occupational Hygiene Surveys, Noise and Vibration Surveys, public health medicine, occupational medicine, servicing of medical and dental equipment, Laboratory analytical services. Aviation Pathology. The Aviation Pathology Wing is responsible for the medical aspects of the investigation into UK military and civilian fatal aviation accidents. RAF Medical Boards. The RAF Medical Board is responsible for approving and effecting both temporary and permanent changes to all RAF patients medical employment standards.

3. Role

The Royal Air Forces role, in conjunction with the Defence organisations, is to deliver the UK Defence Vision: Defend the UK and its interests. Strengthen international peace and stability. Be a force for good in the world. We achieve this aim by working together on our core task to produce battle-winning people and equipment. The Royal Air Force will build upon the successes of our past and on the characteristics that make air power essential across the full spectrum of operations in order to contribute to the Defence Vision. Our people lie at the heart of this capability. We rely upon their professionalism, dedication and courage. We must train them well and enable them to leverage the potential of technology to achieve our vision of: 'An agile, adaptable and capable Air Force that, person for person, is second to none, and that makes a decisive air power contribution in support of the UK Defence Mission. 3.1 Strategy In order to deliver the Royal Air Force Vision we must develop our speed and accuracy in analysing and delivering effects, underpinned by innovative and imaginative solutions resulting in reliable and effective decision-making at the lowest appropriate level. Strategic Priorities for the Royal Air Force over the next 5-10 years are to: Support current operations Maintain and further develop an agile, adaptable and capable expeditionary air power contribution to the UK's overall Defence capability, which takes full account of emerging threats, concepts and technologies Improve the accuracy, speed and coherence of our ability to deliver effects across the battlespace by developing and exploiting the UK's network enabled capability Introduce Typhoon into operational service and, as swiftly as possible, provide the aircraft with a robust all-weather multi-role capability Harmonize our air power capability, concepts and doctrine with those of the US Forces Ensure our structures, organization and processes deliver rapid and accurate decision making at the lowest appropriate level Provide a World-class flying and ground training system and improve through-life education and training to produce well-motivated, highly trained, agile and adaptable warfighters

Develop a sustainable manning and personnel strategy that supports the RAF's expeditionary capability and takes account of the prevailing social environment Improve the quality of the RAFs operational, technical and domestic infrastructure Optimize investment in the RAF by delivering the outcomes of the Defence Airfield Review, further exploiting the benefits of the Defence Logistic Transformation Process, building a strong relationship with Industry, and eliminating waste and bureaucracy across every strand of RAF activity Further enhance the image and reputation of the RAF with the public as a means of maintaining their enduring support and meeting our recruiting requirements Improve our people's ability to clearly articulate the contribution that air power - and the RAF - makes to UK Defence

4. Equipment

4.1 Aircraft 4.1.1 Offensive Typhoon FGR4 Roles A multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, from air policing, to peace support, through to high intensity conflict. Typhoon provides the RAF with a multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, from air policing, to peace support, through to high intensity conflict. It is currently employed on permanent ops in the Falkland Islands, UK QRA North and UK QRA South. Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft of which 53 were for the RAF signed ten years later. Deliveries to the RAF started in 2003 to 17(R) Sqn who were based at BAE Systems Warton Aerodrome in Lancashire (alongside the factory where the aircraft were assembled) while detailed development and testing of the aircraft was carried out. Formal activation of the first Typhoon Squadron at RAF Coningsby occurred on the 1st Jul 2005. The aircraft took over responsibility for UK QRA on 29 Jun 2007 and was formally declared as an advanced Air Defence platform on 1 Jan 2008. Initial production aircraft of the F2 Tranche 1 standard were capable of air-to-air roles only and were the first Typhoons to hold UK QRA duties. In order to fulfill a potential requirement for Typhoon to deploy to Op HERRICK, urgent single-nation work was conducted on Tranche 1 to develop an air-to-ground capability in 2008. Tranche 1 aircraft were declared as multi-role in Jul 2008, gaining the designation FGR4 (T3 2-seat variant), fielding the Litening Laser Designator Pod and Paveway 2, Enhanced Paveway 2 and 1000lb freefall class of weapons. Only a handful of F2/T1 aircraft remain, these will be upgraded to FGR4/T3 by the end of 2012. Tranche 2 aircraft deliveries commenced under the 4-nation contract in 2008, in the air-to-air role only. These aircraft were deployed to the Falkland Islands to take-over duties from the Tornado F3 in Sep 09. Currently, upgrades to Tranche 2 continue as part of the main contract, with air-to-ground capability expected in 2012. A total of 53 Tranche 1 aircraft were delivered, with Tranche 2 contract provisioning for 91 aircraft. 24 of these were diverted to fulfill the RSAF export campaign, leaving 67 Tranche 2 aircraft due for delivery to the RAF. The Tranche 3 contract has been signed and will deliver 40 aircraft. With the Tranche 1 aircraft fleet due to retire over the period 2015-18, this will leave 107 Typhoon aircraft in RAF service until 2030. Future weapons integration will include Meteor air-to-air missile, Paveway IV, Storm Shadow, Brimstone and Small Diameter Bomb. Additionally, it is intended to upgrade the radar to an Active Electronically Scanned Array. Tornado GR4 The Tornado GR4 is a variable geometry, two-seat, day or night, all-weather attack aircraft capable of delivering a wide variety of weapons. Powered by two Rolls-Royce RB 199 Mk 103 turbofan engines, the GR4 is capable of lowlevel supersonic flight and can sustain a high subsonic cruise speed. The aircraft can fly automatically at low level using Terrain Following Radar (TFR) when poor weather prevents visual flight. The aircraft is also equipped with Forward Looking InfraRed (FLIR) and is Night Vision Goggle (NVG) compatible. This gives it a relatively unique all weather night capability as well as making it an impressive platform for mounting passive night electro-optical operations. For navigation purposes, the Tornado is equipped with an integrated Global Positioning Inertial Navigation System (GPINS). The GR4 also has a Ground Mapping Radar (GMR) to identify fix-points and update navigation systems as well as providing an air to air search facility. The GR4 is also equipped with a Laser Ranger and Marked Target Seeker (LRMTS) that can be used to locate targets designated on the ground or can provide accurate range information to ground targets. The GR4 typically carries up to a maximum of 5 Paveway IV smart weapons or 2 Stormshadow cruise missiles but can be configured with various weapons, targeting pods and reconnaissance pods simultaneously including the Dual Mode Seeker (DMS) Brimstone, ALARM Mk2 missile, Litening III and the Reconnaissance Airborne Pod TORnado (RAPTOR). The Tornado GR4 is a world leader in the specialised field of all-weather, day and night tactical reconnaissance. The RAPTOR pod is one of the most advanced reconnaissance sensors in the world and greatly increases the effectiveness of the aircraft in the reconnaissance role. Its introduction into service gave the GR4 the ability to transmit real-time, LOng Range Oblique Photography (LOROP) to commanders or to view this in cockpit during a mission. The stand-off range of the sensors also allows the aircraft to remain outside heavily defended areas, thus minimising the aircrafts exposure to enemy air-defence systems. Additional capability in the Non-Traditional Intelligence Surveillance and Reconnaissance (NTISR) role is provided by the Litening III RD and the use of the ROVER data link for providing tactical operators with real time Full Motion Video (FMV) in the battle space. All GR4 aircraft are capable of carrying the Air Launched Anti-Radiation Missile (ALARM), which homes on to the emitted radiation of enemy radar systems and can be used in the Suppression of Enemy Air Defenses (SEAD) role. The GR4 is capable of carrying up to nine ALARM or a mixed configuration of ALARM and bombs. The self protection capability of the GR4 has recently been upgraded by the integration of the state of the art ASRAAM short range air

to air missile. Infra-Red (IR) and Radio Frequency (RF) countermeasures are provided by a BOZ-107 Pod on the right wing to dispense chaff and flares and a Sky Shadow-2 electronic countermeasures pod on the left wing. The aircraft is also equipped with an integral 27mm Mauser cannon capable of firing 1700 rounds per minute. The Tornado GR4 is now equipped with the Storm Shadow missile and 2 variants of the Brimstone missile, including the most advanced DMS variant. The Storm Shadow allows the Tornado to make precision strikes in poor weather with a greatly increased stand-off range from the target area. Whilst legacy Brimstone provides the Tornado with an effective anti-armour weapon coupled with an enhanced stand-off range. The DMS variant enables unrivalled flexibility coupled with precision which is second to none. In addition the Tornado GR4 Force trains and maintains a capability with legacy weapons such as 1000lb class dumb weapons, legacy Paveway II and III as well as their enhanced variants and the AIM 9L. The Tornado GR4 is currently operated from two bases. Based at RAF Lossiemouth, in Scotland, are the Operational Conversion Unit, 15 (Reserve) Squadron, 12 (Bomber) Squadron and 617 Squadron, the Dambusters. RAF Marham is the home of the GR4s of II (Army Cooperation) Squadron, IX (Bomber) Squadron and 31 Squadron the Gold Stars. The Tornado GR4 has been successfully deployed in Operational theatres since 1990. It has seen action under various operations in Iraq, Kosovo, Afghanistan and most recently Operation ELLAMY over the skies of Libya in support of the United Nations Security Council Resolution 1970. 4.1.2 Defensive Sentry The RAF operates seven E-3D Sentry aircraft in the airborne surveillance and command-and-control role. The aircraft are based at RAF Waddington, where they are operated by Nos 8 and 23 Squadrons as the UKs contribution to the NATO Airborne Early Warning and Control Force. The E-3D also forms one arm of the UK Intelligence, Surveillance, Target Acquisition and Reconnaissance (ISTAR) triad of Sentinel R1, E-3D and Nimrod R1 aircraft. Whilst primarily procured as an airborne early warning aircraft, the E- 3D has been extensively employed in the Airborne Warning and Control System (AWACS) role. The E-3D Sentry, known to the RAF as the AEW1, is based on the commercial Boeing 707-320B aircraft, which has been extensively modified and updated to accommodate modern mission systems. Mission endurance is approximately 11 hours (over 5000nmls), although this can be extended by air - to- air refuelling. The E-3D is the only aircraft in the RAFs inventory capable of air-toair refuelling by both the American flying-boom system and the RAFs probe-and-drogue method. The normal crew complement of 18 comprises four flight-deck crew, three technicians and an 11-man mission crew. The mission crew comprises a tactical director (mission crew commander), a fighter allocator, three weapons controllers, a surveillance controller, two surveillance operators, a data-link manager, a communications operator and an electronic-support- measures operator. The Sentrys roles include air and sea surveillance, airborne command and control, weapons control and it can also operate as an extensive communications platform. The aircraft cruises at 30,000ft and 400kts and its Northrop Grumman AN/APY-2 high-performance, multimode lookdown radar, housed in the black radome, is able to separate airborne and maritime targets from ground and sea clutter. One E-3D flying at 30,000ft can scan at distances of over 300nmls; it can detect low-flying targets or maritime surface contacts within 215nmls and it can detect medium-level airborne targets at ranges in excess of 280nmls. The multi-mode radar provides lookdown surveillance to the radar horizon and an electronic vertical scan of the radar beam provides target elevation and beyond-the-horizon operation for long-range surveillance of medium and high-altitude aircraft. These attributes allow it to determine the location, altitude, course and speed of large numbers of airborne targets. The aircrafts mission systems can separate, manage and display targets individually on situation displays within the aircraft, or it can transmit the information to ground-based and shipbased units using a wide variety of digital data links. Eurofighter Typhoon See Above... 4.1.3 ISTAR and Combat ISTAR Sentry See Above... Sentinel R1/ASTOR Aircraft details The aircraft, Sentinel R1, is a modified version of the Global Express, which is an executive business jet manufactured by Bombardier. Wingspan of 93' 6", length of 99' 5". Powered by 2 BMW/ Rolls Royce 710 engines. Each can produce 14,750 lbs thrust at ISA +20. Max Operating altitude is 49,000 ft but usually flies at endurance at 40,000 ft. Max speed is M.89. Aircrew 2 RAF Pilots. 1 RAF Mission Commander. 2 Image Analysts (either RAF or Army Intelligence Corps). Sentinel System After the 1990 Gulf War, it was identified by the allies that Intelligence, Surveillance and Reconnaissance had played a key role in the success of this operation. In particular, the use of Synthetic Aperture Radar (SAR) and Ground Moving Target Indicator (GMTI) had proved invaluable in the tracking and prosecution of enemy ground forces. This galvanised the UK to acquire its own capability and in 1993 the requirement was endorsed by the MOD. The solution chosen by the MOD was the Airborne STand-Off Radar (ASTOR) to be known as the Sentinel system. The Sentinel system consists of Air, Land and Support segments. The Air segment consists of 5 converted Bombardier Global Express aircraft, named the Sentinel R1, fitted with a Dual Mode Radar (DMR). This radar is similar to the U2 ASARS radar, and collects SAR imagery and GMTI data. The Land segment consists of 2 transportable Operational Level Ground Stations (OLGS) and 6 mobile Tactical Ground Stations (TGS). These ground stations (GS) are connected to the aircraft via data links and provide Near Real Time (NRT) intelligence to commanders and their staffs at multiple levels of command. 5(Army Co-operation) Sqn operates the Sentinel system and is based at RAF Waddington. It is a joint sqn, commanded by an RAF Wing Commander. With over 150 RAF and 100 Army service personnel, 5(AC) Sqn is the largest flying sqn in the RAF. The aircraft are manned by two RAF Pilots and a Mission Commander, whilst the

intelligence gathered by the aircraft is analysed by 2 on-board Image Analysts (IAs) for NRT effect. The on-board IAs are a mix of RAF and British Army Intelligence Corps SNCOs. The GS provide a longer term analytical capability to answer more in-depth questions and Requests for Information (RFIs). The GS are staffed by IAs from the Intelligence Corps and RAF, and supported by R Signals and REME technicians, both at RAF Waddington and the deployed operating base. Sentinel was originally intended for conventional war-fighting operations, to track armoured formations and conduct strategic reconnaissance tasks. However, the capability has been shown to be flexible and has been adapted for use in a number of different roles by 5(Army Cooperation) Sqn. The Sentinels value has been proven in support of counter-insurgency operations in Afghanistan, and in 2011 the capability provided vital Intelligence to enable coalition air assets to protect civilians from pro-Gaddafi Forces under UN Security Council Resolution 1973. Sentinel is deployed on an enduring basis, providing International Security Assistance Force (ISAF) with operational and tactical intelligence which is having a tangible effect on the success of coalition operations in Afghanistan. As part of the Strategic Defence and Security Review (SDSR) of 2010 it was announced that the SAR and GMTI capability Sentinel provides would be retained by the UK until the UKs involvement in Op HERRICK had ceased. 5(AC) Sqn will continue to operate the Sentinel system until a suitable platform has been developed onto which this valuable capability can be transferred. Until that point, 5(AC) Sqn and Sentinel will remain at the forefront of Intelligence, Surveillance and Reconnaissance (ISR) for the RAF in support of operations in Afghanistan. Tornado GR4A "In addition to its long-range, high-speed precision strike capability, including supersonic at low level with a lowlevel combat radius of 400nmls, the Tornado GR4 is a world leader in the specialised field of all-weather, day and night tactical reconnaissance. The new RAPTOR (Reconnaissance Airborne Pod TORnado) pod is one of the most advanced reconnaissance sensors in the world and greatly increased the effectiveness of the aircraft in the reconnaissance role. Its introduction into service gave the GR4 the ability to download real-time, long-range, oblique-photography data to ground stations or to the cockpit during a mission. The stand-off range of the sensors also allows the aircraft to remain outside heavily defended areas, thus minimising the aircrafts exposure to enemy air-defence systems." 4.1.4 Transportation and Tankers RAF air defence and other fixed wing operational aircraft are supported by a force of tanker aircraft. An air-to-air refuelling capability is a major asset to any air force enabling aircraft to be deployed very quickly over large distances, to stay on patrol longer, and to fly further into enemy territory carrying larger weapon loads. Equally vital to the projection of effective air power by a modern air force are strategic and tactical transport aircraft. Combat aircraft need a wide variety of support equipment and personnel to operate away from base, delivering these to where they are needed is the task of these aircraft: C-17a Globemaster The C-17 Globemaster III is the latest addition to the RAFs inventory of transport aircraft. It is capable of rapid, strategic delivery of troops and all types of cargo to main operating bases anywhere in the world, or directly to more temporary forward operating bases owing to its short field capability. The design of the aircraft allows it to carry out high-angle, steep approaches at relatively slow speeds, thus allowing it to operate into small, austere airfields onto runways as short as 3,500 feet long and only 90 feet wide. The aircraft can operate into and out of problematic sites such as those surrounded by inhospitable terrain or made difficult by adverse weather conditions. The fully-integrated, electronic flight-deck and the advanced cargo-handling systems allow a basic crew of only two pilots and one air loadmaster to operate the aircraft. On the ground, the aircraft can be turned in a very small radius and its four Pratt & Whitney engines are fully reversible, giving it the ability to manoeuvre into and out of restricted parking or freight-offload areas at undeveloped strips. This enables the C-17 to deliver cargo to small airfields with limited parking space in a shorter time, so increasing throughput where time on the ground is kept to a minimum. The C-17 can transport 45,360kgs of freight over 4,500 nautical miles whilst flying at heights in excess of 30,000 feet. Cargo is loaded on to the C-17 through a large rear door that can accommodate military vehicles and palletised cargo. It can carry almost all of the Armys air-transportable, outsized combat equipment, from three Warrior armoured vehicles or 13 Land Rovers, to a Chinook helicopter or three Apache-sized helicopters. It carries all its own role-equipment and can fit centre-line seating, which increases the seating capacity from 54 side-wall seats to 102 seats. The aircraft can also be configured in the aeromedical evacuation role to carry a full stretcher fit. The C17 needs little or no ground support equipment and if none is available it can perform a combat off-load where pallets are dropped from the aircraft ramp on to the taxiway or hardstanding. The C-17 gives the RAF a longrange strategic heavy-lift transport aircraft that offers the ability to project and sustain an effective force close to a potential area of operations for combat, peacekeeping or humanitarian missions worldwide. The aircraft is a declared part of the UKs Joint Rapid Reaction Force and the RAF is currently the only European force which can offer outsize airlift assets from within its own inventory. In 2004 the MoD announced the intention to buy the current fleet of aircraft at the conclusion of the current lease arrangement in 2008 and to purchase two additional aircraft. Hercules C1/C3 The C-130 Hercules tactical transport aircraft is the workhorse of the RAFs Air Transport (AT) fleet and is based at RAF Brize Norton, in Oxfordshire , where it is operated by Nos 24, 30, 47 and 70 Squadrons. The fleet totals 50 aircraft and is a mixture of C1/C3 aircraft and the new C-130J aircraft, designated C4/C5. The C1 and C3 aircraft are used primarily to carry troops, passengers or freight and are capable of carrying up to 128 passengers, or 20 tonnes of palletised freight or vehicles, for up to 2000nmls. The freight bay can accommodate a range of wheeled or tracked vehicles, or up to seven pallets of general freight. In the aeromedical evacuation role either 64 or 82 stretchers can be carried, depending on the mark of aircraft and the stretcher configuration. The maximum unrefuelled ferry range is 3500nmls, which can be extended to over 4000nmls by airto-air refuelling. The other main role of the C-130 is Transport Support (TS), which is the airborne delivery of personnel or stores by airdrop. In this role the aircraft supports airborne operations conducted by 16 Air Assault

Brigade by the aerial delivery of paratroops, stores and equipment. The aircraft is particularly valuable in its TS role as it can be operated from unprepared and semi-prepared surfaces by day or by night. The majority of aircraft are fitted with defensive infrared countermeasure equipment, whilst some aircraft used for special tasks have an additional, enhanced defensive-aids suite comprising a Skyguardian radarwarning receiver, a chaff and flare countermeasure dispensing system and a missile approach warning system. The C3 is also equipped with station-keeping equipment, which enables the aircraft to maintain its airborne position in a large formation in thick cloud or bad weather where the other formation members cannot be seen. The aircraft are receiving an ongoing avionics, electrical and structural upgrade, which will enable them to remain the workhorse of the AT fleet into the next decade. Hercules C4/C5 The RAF has a total of 25 C-130J C4/C5 aircraft. The C4 is almost the same size as the current C3 aircraft, but with a slightly shorter fuselage, while the C5 is the same size as the C1. The C-130J has been modified and upgraded to include new Allison AE turboprop engines and Dowty Aerospace six-bladed composite propellers. The new engines and advanced propellers, coupled with a new digital engine-control system, give the C-130J increased take-off thrust and better fuel efficiency; thus the external fuel tanks have been omitted. The aircraft also has a revised flight deck with modern glass-cockpit and head-up displays, allowing two-pilot, flight deck operation. The cockpit of the aircraft is fully night-vision compatible with the use of night-vision goggles. A separate air loadmaster station has been established in the cargo hold. The aircraft has been cleared for wider use in the tactical TS role and is used for operational missions involving parachute ops and air despatch. The defensive-aids suite includes a missile warning system linked to the directional, infrared countermeasure system, a radar warning receiver and a chaff and flare dispensing system. The defensive system helps protect the aircraft against surface-to-air and air-to-air infrared seeking weapons that may be encountered during operations. Tristar The RAF has a mixed fleet of nine hose-and-drogue extended Lockheed L-1011 TriStar aircraft, which are operated by No 216 Squadron, based at RAF Brize Norton, Oxfordshire, in the air transport (AT) and air-to-air refuelling (AAR) roles. The aircraft, which previously saw airline service when they were owned by British Airways and Pan Am, were purchased by the RAF in the early 1980s. The six ex-British Airways aircraft were modified by Marshall of Cambridge (Engineering) into AAR tanker aircraft, with a twin, centreline hose-and-drogue configuration. Four aircraft were designated KC1, while two were designated K1. The installation included the addition of under-floor fuel tanks which increased the available fuel load by 43,900kgs. This allows a total fuel load of 139,700kgs to be carried, which can be used by the aircraft itself, or given away to receivers. AAR operations can be monitored by a CCTV system, which was added under the rear of the fuselage. Although the aircraft has two hosedrum refuelling units, only one can be used at a time, thus restricting AAR to single-point refuelling. On a typical AAR flight from the UK to Cyprus, or Gander (Canada), the KC1 can refuel up to four fast-jet aircraft and simultaneously carry up to 31 tonnes of passengers and/or freight. The addition of a large, fuselage freight-door and a roller-conveyor system allow outsized palletised cargo to be carried. Although the K1 model does not have the freight door, it retains a passenger- seat fit of 187 in the rear cabin, with baggage carried in the forward cabin. The three ex-Pan Am aircraft are largely unchanged from their airline days and operate in the passenger role, carrying up to 266 passengers. These aircraft are designated C2 and C2A and are used extensively for transporting troops to world-wide destinations in support of exercises and operations. All versions of the TriStar aircraft can operate in the aeromedical evacuation role, including the option of installing a full stretcher fit if required for the repatriation of casualties. All RAF TriStars have a comprehensive avionics suite, which is undergoing modernisation. As part of this programme the aircraft are being fitted with equipment which will enable them to operate as a JTIDS (Joint Tactical Information Distribution System) station and a radio relay station in areas of intensive military operations. VC10 The VC10 C1K is a dual-role AT and AAR aircraft. In the AT role, the aircraft is used for troop carrying, with accommodation for 124 passengers and nine crew. Use of a large, cabin-freight door on the forward left side of the aircraft allows easy conversion of the aircraft into a dual-role passenger/freight or full-freight configuration. In its full-freight role, the cabin can hold up to 20,400kgs of palletised freight, ground equipment or vehicles, on its permanently strengthened floor. The aircraft can also be used for aero-medical evacuation, for which up to 68 stretchers may be fitted. The C1Ks were converted to the AAR role in 1993 with the fitting of a Mk32 refuelling pod under the outboard section of each wing. The aircraft can carry up to 69,800kgs of fuel using its original eight fuel tanks; the fuel can be used to feed the aircraft itself or be dispensed to receiver aircraft that are equipped with a probeand- drogue refuelling system. Capable of refuelling two aircraft simultaneously from the two underwing pods, the VC10 C1K can itself be refuelled from a suitably equipped VC10K or TriStar AAR aircraft by the use of an air-to-air refuelling probe, which is permanently attached to the aircraft nose. The aircraft is equipped with a modern flightmanagement system and the avionics required for full worldwide operations. The crew comprises two pilots, a weapon systems officer, a flight engineer, an air loadmaster and up to three air stewards. The bulk of the RAFs single-role AAR fleet comprises VC10s of two different variants, the K3 and K4. Each aircraft is a three-point tanker, with fuel being dispensed from the two wing-hoses or from the single fuselage-mounted Hose Drum Unit (HDU). The wing hoses can transfer fuel at up to 1000kgs per minute and are used to refuel tactical fast-jet aircraft. The HDU can transfer fuel up to 2000kgs per minute and is usually used to refuel heavy strategic aircraft, although it can also be used by fast-jet aircraft. Each tanker variant of VC10 carries a different fuel load. The K3 is equipped with fuselage fuel tanks, mounted in the passenger compartment, and can carry up to 78 tonnes of fuel. These internal tanks are not fitted to the K4, which has a maximum fuel load of 68 tonnes. For self defence, the aircrafts only countermeasures are its recent change to a low infrared paint scheme (grey), a radar-warning receiver and a Matador IRCM (Infrared Counter Measures) missile-protection system, which comprises two infrared jammers mounted under the engines at the

rear of the aircraft. The aircraft also has a very limited passenger-carrying capacity used almost exclusively to carry ground crew and other operational support personnel. The VC10 is now reaching the end of its service life, but continual modifications maintain the aircraft as a significant asset, enabling the rapid deployment of troops and their weaponry, and fast-jet fighter aircraft, to any theatre of operations around the world. 4.1.5 Smaller Transport Smaller transport aircraft are operated by No 32 (The Royal) Squadron based at RAF Northolt. These aircraft are employed on domestic and overseas flights in the rapid communications role for use by royalty, government ministers and senior military officers. The fleet includes six BAe 125 executive jets (Series 700), two BAe 146s, and three Twin Squirrel helicopters. 4.1.6 Helicopters The RAF has a commitment to support the British Army and our NATO allies in the field. The helicopter forces have a number of tasks in this role, largely that of transport of supplies and equipment to forward operating bases. Aside from this major task, the RAF helicopter forces also evacuate casualties, and operate in support of UN peacekeeping forces worldwide. Chinook The RAF operates the largest fleet of Chinook Support Helicopters after the US Army, with a total of 34 HC2s, 6 HC2As and 8 HC3s (the HC3 has yet to enter operational service). The Chinook Wing, which forms the heavy-lift element of the Joint Helicopter Command (JHC), is based at RAF Odiham in Hampshire. Odiham supports three operational squadrons, No 7 Squadron, No 18 Squadron and No 27 Squadron, and the Operational Conversion Flight. The HC2 and HC2A aircraft are used primarily for trooping and for carrying internal and/or underslung loads and can carry up to 55 troops or 10 tonnes of freight. The cabin is large enough to accommodate two Land Rovers, while the three underslung load hooks allow a huge flexibility in the type and number of loads that can be carried externally. Secondary roles include search and rescue and casualty evacuation, in which role a total of 24 stretchers can be carried. The crew consists of either two pilots, or a pilot and a weapon systems officer (WSO), and two air loadmasters. The pilot captain is responsible for the safe operation of the aircraft and completion of the mission, while the co-pilot or WSO operates the mission-management systems, navigation, communications and the self-defence suite. In the cabin are two air loadmasters who are responsible for passenger safety, load or cargo restraint, weapons operation and voice marshalling of the aircraft. The aircraft are well equipped for their varied roles and are fitted with a satellite Global Positioning System, an Instrument Landing System, comprehensive avionics that enable them to fly in airways, and an extensive radio suite. The aircraft cockpit has a full night-time capability when operated with night-vision goggles, thus allowing low-level night operations in a hostile environment. The aircraft also carries dual-mode landing lights that can be switched between white and infrared light, which are supported by infrared searchlights operated by the two crewmen. The Chinook is well equipped with defensive aids and has a Radar Warning Receiver, an Ultraviolet and Doppler Missile Approach Warning System, infrared jammers and chaff and flare dispensers, which can be manually or automatically fired. The aircraft can be armed with two M134 six-barrelled Miniguns, one in each front side window, and an M60D machine gun on the ramp. The Chinook is a very capable and versatile support helicopter that can be operated in many diverse environments ranging from cold weather arctic conditions to desert warfare operations. It has been involved in most of the recent UK operations such as the Falklands Conflict, Northern Ireland, the Gulf War, peace keeping in Bosnia, Kosovo operations, evacuation of Sierra Leone, operations in Iraq and more recently, in Afghanistan. Griffin HAR2 The Griffin HAR2 is used as multirole helicopter by 84 Squadron at RAF Akrotiri, Cyprus. The Squadron operates four aircraft, supplied and maintained by the civilian company FBH services, but operated by experienced military aircrews. The Griffin HAR2 is a twin-engined helicopter derived from the civilian Bell Textron 412EP helicopter and is powered by two Pratt and Whitney turboshafts rated at 1800shp. The aircraft has an advanced, composite material, four-blade main rotor system, and pendulum dampers on the rotor hub to reduce vibrations at higher cruise speeds. The composite main-blades can be interchanged and folded easily for storage. The Griffin is used by 84 Squadron for Search and Rescue duties over land in mountainous terrain during the day, and over the sea at night by using night vision goggles and its FLIR/TV turret. The Squadron's primary role is the rescue of downed aircrew in the water or on cliffs, and the rescue of personnel from military and commercial shipping. The electrical hoist will life three personnel and the cabin will accommodate two stretcher casualties. With full lifesupport equipment available in the cabin, the paramedic-trained winchmen can provide the highest level of patient care en-route to hospital. 84 Squadron operate throughout the Eastern Mediterranean area and provide great assistance to the civil communities in the region. They also support military exercises as far afield as Jordan. In the SH role, the Griffin HAR2 carries six (eight if operationally essential) fully equipped troops from the smallest and dustiest of sites, and in the VIP role it continually carried visitors around Cyprus. The Griffin is used extensively on fire-fighting duties during the dry Cypriot summers, quelling the numerous bush fires by use of a Bambi bucket Under Slung load hooking. The bucket can pickup 2000lb of water and deliver it very accurately onto the seat of the fire. The aircraft is equipped with a modern avionics suit which is fully IFR compliant in which couples to a four axis duplex autopilot. The Griffin's radar is used for weather avoidance and as a shipping search radar when operating over the sea. The aircraft has a 2hr 45mins endurance, a 120 knot cruise speed and a 3000lb payload. 84 Sqn has a total of 15 aircrew to maintain their 24/7 role. Six pilots operate in their single pilot role, whilst a total of nine WSOs share the search, rescue and paramedic duties when operating on SAR missions. Puma The Puma HC1 first entered service in 1971, and the RAF currently has a fleet of 34 aircraft available to the frontline Support Helicopter Force. The aircraft are operated by Nos 33 and 230 Squadrons, both based at RAF Benson. The combined Puma Force is separated into 5 operational flights and an operational conversion flight, which offers

flexibility in its role with both desert warfare and arctic warfare specialist equipment available for fitting to the aircraft. The Pumas are used as battlefield helicopters within the Joint Helicopter Command and provide tactical troop and load movement by day or by night. The aircraft can carry up to 16 passengers or 12 fully-equipped troops, or up to two tonnes of freight carried either internally or as an under-slung load. The other major role is that of casualty or medical evacuation support, for which up to six stretchers can be fitted. Each aircraft is equipped with satellite- based GPS equipment and an instrument landing system, enabling the aircraft to be navigated accurately and to be landed at suitably equipped airfields in poor weather conditions. The normal crew of two pilots, or a pilot and a weapons systems officer, plus a crewman, is trained in procedural instrument flying and tactical low flying by day and by night using display night-vision goggles. The aircrew and their supporting ground crew are also trained to operate from inhospitable areas in all conditions ranging from desert to arctic environments. For self-defence, the Puma also has a defensive-aids suite. This suite includes an integrated radar warning receiver, a missile-approach-warning system, an infrared jammer and automatic chaff and flare dispensing equipment. In addition, two cabin-mounted general purpose machine guns can be fitted for use by the crewmen. The aircraft is currently undergoing a life extension programme that will see a number of integrated modifications made to the aircraft to enable it to cope more effectively with the intense heat and increased altitudes of current operational theatres. Merlin The Merlin (Bird of prey) HC3 and HC3a are operated by No 28 (AC) Squadron and 78 Squadron at RAF Benson. 78 Squadron was re-formed on 3 Dec 07 to allow for the increase in aircraft after the purchase of the 6 Danish Merlin HC3a earlier in 2007. The Merlin is the first of a new generation of advanced, medium support helicopters for the RAF. It is an all weather, day and night, multi-role helicopter used in both tactical and strategic operational roles. The aircraft carries an impressive defensive-aids suite, which includes a Radar and Laser Warning Receiver, Missile Approach Warners and Directional Infrared Countermeasures equipment, all integrated with an automatic chaff and flare dispensing system. This is one of the most comprehensive defensive aids suites fitted to any helicopter in the world. To ensure accurate navigation anywhere on the globe, the aircrafts management computers take data from its laser-gyro, inertial-navigation platform and its doppler system and from air data sources, and combine the information with precise position data received from Global Positioning System satellites. Navigation at night is enhanced by the crews use of display night-vision goggles and by the aircrafts multifunction turret, which can be fitted with forward- looking infrared radar. To increase the aircrafts range, the Merlin can be equipped with extended range fuel tanks and is capable of air-to-air refuelling, although this option is not currently used by the RAF. It is also fitted with an active vibration-damping system, which reduces the level of noise and vibration inside the cabin to a level no greater than that of a turboprop aircraft. As a result, crew fatigue is much reduced during long transits and airframe life is increased. The Merlin is able to carry a diverse range of bulky cargo, either internally or under-slung. Cargo can include artillery, Land Rovers or light-strike vehicles and over five tonnes of freight. The spacious cabin can also accommodate up to 24 fully equipped combat troops and, when required, will convert to carry 16 stretchers for casualty evacuation or during humanitarian and disaster relief operations. Designed to operate away from base workshops and in difficult terrain, the Merlin has state-of-the-art support technology and incorporates aircraft health-and-usage diagnostics and a self-test capability for ease of maintenance. The Merlin is armed with two general purpose machine guns converted for the air role, although there is provision for additional weaponry to be fitted at a later date. Sea King The Westland Sea King HAR3 entered RAF service in 1978 and the 3A in 1996; both marks of aircraft are used in the Search and Rescue (SAR) role. The aircraft are operated from six locations around the UK, with each location supporting two aircraft. There is also a detachment of two HAR3s providing SAR cover in the Falkland Islands. The SAR squadrons provide 24-hour cover around the UK and the Falkland Islands throughout each year. Each squadron maintains a 15-minutes readiness state during daylight hours and a 45-minutes readiness state during the hours of darkness. For the search aspect of its role, the Sea King is able to operate to precise navigational standards and is fitted with a multi-band homing system, satellite navigation systems, a search radar, a comprehensive avionics suite and a large selection of radios. For its rescue role, the aircraft is equipped with a hydraulically-operated main rescue hoist, an electrically-operated emergency rescue hoist and electrical connections suitable for powering medical equipment such as incubators. The SAR fleet of Sea Kings are fitted with a video/infrared detection pod, which is similar to the equipment used by police helicopters, to help search for casualties. All SAR crews are trained to operate using night-vision goggles over unfamiliar terrain. The standard SAR crew is made up of four members: two pilots, one of whom is the aircraft captain, a radar operator who acts as the winch operator at the rescue scene and a winchman, normally trained to paramedic standard, who will supply immediate first-aid and recovery services at the rescue site. 4.1.7 Training The quality of the RAF front line pilot is entirely dependent on their training. Without first class instructors, flying the most effective training aircraft, this quality would be difficult to achieve. These aircraft and the instructors are the building blocks upon which the best traditions of the service are founded. Griffin HT1 Hawk T2 Hawk T1 King Air Tucano

Tutor T Mark 1 Squirrel HT1 Vigilant T1 Viking T1 4.1.8 RPAS Remotley Piloted Air System (RPAS) are growing in importance and the RAF formed 39 Sqn at Creech Air Force Base in Nevada in 2007 to operate RAF MQ-9 PREDATOR B REAPER aircraft alongside the USAF squadrons. The UK has purchased a number of Reaper aircraft in support of UK ground forces in Afghanistan under the Reaper Urgent Operational Requirement (REAPER UOR). Reaper provides real-time video imagery to ground commanders, and has the capability to attack ground targets if required. The RAF and UK MoD has also taken the first step towards the next generation of Unmanned Combat Air Systems (UCAS). Project TARANIS, a joint MoD/BAESYSTEMS (plus other key UK industrial partners) venture, was unveiled in 2010 and a demonstrator is due to fly in 2011 in Woomera, Australia and it will be used to evaluate how RPAS/UCAS will contribute to the RAFs future mix of aircraft. Reaper MQ-9 The Reaper RPAS was purchased as a Ministry of Defence urgent operational requirement (UOR) to provide an allweather, persistent Intelligence, Surveillance, Target Acquisition and Reconnaissance (ISTAR) capability 24 hours a day. The first aircraft in RAF service was delivered to Afghanistan in October 2007. Within 6 months of use the requirement to strike at fleeting targets and provide Land Forces with CAS was quickly realised. The UKs Reaper fleet began armed-ISR mission in May 2008. The Reaper system consists of 4x Reaper Remotely Piloted Aircraft (RPA), 2x Ground Control Station (GCS), communication equipment/links, spares, and personnel from all 3 services and contractor ground crew. At present the UK has 5 aircraft with a further 5 on order with associated ground equipment, spares and personnel. The Reapers primary mission is to act as an ISR asset, employing sensors to provide real-time data to commanders and intelligence specialists at all levels. The Reapers complimentary mission is to provide armed support to forces on the ground and, if required, engage emerging targets in accordance with extant UK Rules of Engagement and the UK Targeting Directive. UK Reaper is normally armed with 2x GBU-12 500lb laser guided bombs and 4x AGM-114 Hellfire missiles, although this number can be changed to suit particular missions. The Rules Of Engagement (ROE) used for Reaper weapon release are no different to those used for manned combat aircraft; the weapons are all precision guided, and every effort is made to ensure the risk of collateral damage and civilian casualties is minimised, this may include deciding not to release a weapon. UK Reaper is not an autonomous system and does not have the capability to employ weapons unless it is commanded to do so by the flight crew. The majority of the weapons employed from Reaper have been Hellfire missiles. Hellfire has a relatively small warhead which helps minimise any risk of collateral damage. Regardless of the type of weapon system employed, a full collateral damage assessment is conducted before any weapon release; this is irrespective of whether that weapon is released by a manned or remotely piloted aircraft. On current operations, many UK Reaper weapons engagements have been authorised by a Forward Air Controller (FAC) or Joint Terminal Attack Controller (JTAC) who will be observing the target on the ground or from Land Forces HQs. The Reaper baseline system has a robust sensor suite for targeting. Imagery is provided by an infrared (IR) sensor, a colour/monochrome daylight electro-optical (EO) TV and an image-intensified TV. The video from each of the imaging sensors can be viewed as separate video streams or fused with the IR sensor video. The laser rangefinder/designator provides the capability to precisely designate targets for laser-guided munitions. Reaper also has Synthetic Aperture Radar (SAR) and Ground Moving Target Indicator (GMTI) to provide an all weather capability. Reaper can also provide geographic location information to commanders on the ground or to other systems capable of employing Global Positioning System (GPS) guided weapons. The aircraft is also equipped with a colour nose camera, generally used by the pilot to assist in flight control and during take off/landing. Each Reaper aircraft can be disassembled into main components and loaded into a container for air deployment worldwide on aircraft such as the C-17 and C-130J. The Reaper RPAS is operated by 39 Squadron, Royal Air Force. The aircraft is operated by a pilot, a sensor operator aided by a non-aircrew Mission Coordinator (MiC). In support of current operations the Reaper RPA is launched from an airfield within Afghanistan by crews deployed in theatre. Once airborne the mission is flown by the crews of 39 Squadron from Creech Air Force Base in the USA by secure satellite communication before control is handed back to the crew in theatre for landing. The current aircrew of UK Reaper have all been previously qualified as pilots on other military aircraft (such as Tornado, Harrier, Apache, Nimrod, Puma and C-130). 4.2 Weapons Air to Air Aircraft Cannons Short range air to surface Anti Shipping Long range air to surface Recon Systems 4.3 Future 4.3.1 A400M The mainstay of the RAFS tactical and strategic airlift are the C-130 Hercules and C-17 aircraft. A total of 25 C130K aircraft have been replaced by the C-130J and future plans include the replacement of the remainder of the fleet by 25 A400M outsize strategic airlift aircraft in 2011. The A400M, which is a collaborative venture involving the governments and industries of six European countries, will support the deployment of the Joint Rapid Reaction Force and will give the RAF a tactical and strategic-airlift aircraft capable of supporting all three services. The aircraft will be capable of carrying a load of 32 tonnes over a range of 2300nmls at speeds comparable with pure-

jet military transports; furthermore, the range of the aircraft can be extended by the use of a removable, air refuelling probe mounted above the cockpit. The aircraft will be capable of operating either at low-level (down to 150ft agl) or at high-level altitudes to 37,000ft, and it will be able to deploy troops and/or equipment between and within theatres of operation either by parachute (up to 108 paratroopers), or by landing on short, unprepared or semi-prepared strips. The aircraft will also offer significant improvements in reliability, maintenance and operating costs over the C-130K and J fleet. The two-pilot flight deck crew will have the benefit of an integrated, digital avionics system in the cockpit and a flyby-wire control system. Additional systems will provide a night-vision-compatible glass cockpit complete with two head-up displays supported by at least five multi-function displays that will allow state-of-the-art avionics developments to be incorporated to the flight-deck design, so greatly reducing crew workload. The aircraft will be driven by four Europrop International (EPI) turboprop engines, which will be the most powerful turboprops developed to date in the western world, they will be lighter, easy to maintain and will consume 20% less fuel per mission relative to a similar turbofan engine. A modern Defensive Aids Suite will be fitted, incorporating radio and infra-red frequency detectors, electronic-countermeasure equipment and chaff/flare dispensers. The cargo bay of the A400M will be controlled by one air loadmaster and can be configured for a number of roles: pure troop carrying, or a mixture of troops and support equipment; palletised cargo or military wheeled and tracked vehicles; two attack helicopters such as the Apache or Puma; or a mixture of light and heavy engineering equipment. Offloading equipment or stores after landing can be achieved using conventional ground equipment, the aircrafts internal load-roller system, by airborne parachute or by gravity extraction from the aircrafts rear ramp. In addition to its tactical capability A400M will complement the C-17 in providing the UK with a strategic airlift capability when and where it is required. 4.3.2 F-35 Joint Strike Potential Future Armament: Storm Shadow, SPEAR, Missionized Gun, METEOR The Joint Strike Fighter, which is being built by Lockheed Martin as the F35, will be known in UK service as the Joint Combat Aircraft (JCA). Although Lockheed Martin is the prime contractor, the UK is a Level 1 partner with the US and a number of British companies, including BAE Systems and Rolls-Royce, will have extensive involvement in building and developing the aircraft. The UK version will be a stealthy, multi-role, all-weather, day & night, fighter/attack air system aircraft that can operate from land bases and both current and the next generation of aircraft carriers. This will give the UK a world-beating land-based and sea-based joint expeditionary air power capability well into the middle of the century. When the JCA enters service, it will be able to conduct deep strike missions, into contemporary Integrated Air Defence Systems, against a myriad of target sets. Moreover, by conducting robust Integrated Air Operations, JSF will support friendly ground forces with close air support, longrange interdiction, anti-surface warfare and tactical reconnaissance. The aircraft will offer many advantages over legacy platforms: very low oberservability, supersonic flight, improved survivability, internal and external weapons carriage, increased range and easier supply and maintenance. The JCA design applies stealth technology techniques and, to minimise its radar signature, the airframe has identical sweep angles for the leading and trailing edges of the wing and tail, and incorporates sloping sides for the fuselage and the canopy. As a further signature-reduction measure, the seam of the canopy and the weapon-bay doors are saw-toothed and the vertical tails are canted at an angle. To achieve the smallest signature possible the aircraft has the ability to carry a range of weapons internally, rather than external carriage as displayed in current fighters. However, when operating in a permissive environment, an array of weapons can be carried on external pylons. The main radar system is a newly developed, electronically scanned array multi-function radar with synthetic aperture and moving target indicator capabilities. Targeting information can also be supplied by an electro-optical system, which provides long-range detection and precision targeting by employing thermal imaging, laser tracking and marking, and a 360 degree infrared system. The aircrafts systems will also provide navigation, missile warning and infrared search and track capabilities. All this affords the UK, for the first time, a truly tactical ISTAR (Intelligence, Surveillence, Target Aquisition and Reconnaisance) asset. Early production aircraft will be powered by a Pratt and Whitney F-135 turbofan engine. The JCA will place the RAF at the forefront of fighter technology and will give it a true multi-role air system that will surpass the majority of other weapons systems in production today, or envisaged in the foreseeable future. Coupled with the Typhoon aircraft, JCA will keep the RAF at the cutting edge of military aviation. UK military personnel will work alongside their US counterparts in an initial operational test and evaluation programme for the aircraft. 4.3.3 Strategic tanker The MoD has selected AirTanker, following an open competition, to provide the replacement air-to-air refuelling and air transport capability through the Future Strategic Tanker Aircraft (FSTA) programme. A Private Finance Initiative (PFI) solution is being adopted, in which the private sector will provide not only replacement aircraft, but also a complete and secure long-term service. AirTanker provide a comprehensive service for the RAF to ensure the full operational availability of the fleet over a 27 year period. AirTanker will provide the Airbus A330 aircraft as 2-point tankers, equipped with 2 FRL Mk32B 900E pods. A number of the aircraft in the fleet will also be capable of being fitted as 3-point tankers. Very few internal changes are required to the A330-200 to modify it for the air-to-air refuelling role. In particular no additional fuel tanks are required. As the A330 shares the same wing as the four-engined A340, there is a pre-strengthened location available for mounting the wing Mk32B pods. The full passenger and cargo capability can be used while the A330-200 is configured for AAR operations. The cabin remains fully configured and the cargo compartments are unobstructed. On a typical deployment across the Atlantic, a single A330 would be able to refuel 4 Tornados and still carry 11,000lb (5000kg) of freight/passengers. One novel aspect of the contract is the facility to lease the aircraft for civil operations. The considerable commercial demand for the A330 makes it attractive to third-parties who would operate those aircraft from the fleet that are

not immediately required for RAF use. This would deliver a major cost saving to the MoD and taxpayer and ensures that the considerable capability advantages of the A330 are affordable. 4.3.4 Hawk 128 The Hawk T2 was selected as the new Advanced Jet Trainer (AJT) for the UK Armed Forces in July 2003. The Hawk T2 will be used by both RAF and RN pilots for fast-jet aircrew training and will replace the existing aircraft of Nos 19 and 208 (Reserve) Squadrons at RAF Valley. It will train aircrew for Tornado, Typhoon and the future Joint Combat Aircraft. The Hawk T2 has an extended nose for additional avionics and will feature a number of major changes under the skin, making it a virtually new aircraft. Gone are the cockpit dials and switches of the T1. In their place are three, full colour, multi-function displays similar to those used by modern fighters such as Typhoon. These can be used to display navigation, weapon and systems information. The cockpit has new lighting fully compatible with the use of night-vision goggles for night operations. The aircraft's head-up display (HUD) has been updated to use symbols and data used in more current combat aircraft. Other changes include 'Hands-On-Throttle-And-Stick' (HOTAS) controls which are fully representative of front line combat aircraft types, and twin Open Architecture mission computers hosting simulations of a wide range of sensor and weapon systems as well as a full featured IN/GPS navigation system with moving map display. Outside of the cockpit, the Hawk T2 has the new 7 station wing and will be fitted with the uprated 6,500lb static thrust Rolls Royce/Turbomeca Adour 951 turbofan with full digital control systems.

5. Organisation

See Simon's Notes...

6. Current and past operations

6.1 Afghanistan (HERRICK) The Royal Air Force's involvement in Afghanistan dates back to October 2001 when RAF aircraft provided reconnaissance and air-to-air refuelling capabilities in support of US strike aircraft on Operation Enduring Freedom. In December 2001 the International Security Assistance Force (ISAF), which aimed to assist the Afghan Transitional Authority in creating and maintaining a safe and secure environment in Kabul and its surrounding area, was created; it now comprises 37 nations. In 2003 NATO assumed command of ISAF; Stage One and Two of ISAF expansion saw ISAF move into the North and West of Afghanistan. Stage Three of ISAF expansion, which came into effect on 31 July 2006 saw ISAF move into Southern Afghanistan. It is here that the RAF is providing major support in order to aid ISAF in its mission of facilitating reconstruction and the extension of government authority. This support comes in a number of different forms and comprises about 850 RAF personnel: tactical reconnaissance and close air support is provided by Tornado GR4 Force; in-theatre airlift is provided by the RAF C130s and supplemented by Comms Fleet aircraft, including the HS125 and BAe 146; air refuelling support for Coalition aircraft is provided by the VC10, while the Sentinel R1 and MQ-9 Reaper play a large part in delivering ISTAR support. RAF Chinook and Merlin Helicopters form part of the Joint Helicopter Force in Afghanistan and are the backbone for the provision of tactical mobility for Land forces. As in Iraq, essential support is given by the RAF Strategic Air Transport fleet with the Tristar and C17 moving essential men and material into and out of the region. Key to any successful operation is the support from non-flying units and enablers. In Afghanistan the RAF Regiment and RAF Police provide Force Protection around Kandahar airfield. Vital support also comes from a variety of other ground trades both deployed to Afghanistan and spread around the Gulf region. These deployed trades include aircraft, weapons and ground engineering, administration, communications, supply, medical, intelligence, bomb disposal, airfield maintenance, air traffic, air movements, meteorological and transportation personnel. 6.2 UK Defence "One of the primary roles for the RAF is air defence of the United Kingdom. The Air Surveillance and Control Systems (ASACS) Force is responsible for compiling a Recognised Air Picture, monitoring the airspace around the UK and providing tactical control of the Quick Reaction Alert Force. Tornado F3s and Typhoon F2s are held at a continuous ground readiness posture at RAF Leuchars in Fife and RAF Coningsby in Lincolnshire. Where there are indications that an aviation security incident might develop, the crews are brought to cockpit readiness allowing aircraft to take off within minutes, thus allowing us to provide a good response across the country to defend against potential hostile threats." 6.3 UN Operations RAF personnel are deployed from time to time across the world in support of UN operations, currently we have personnel in support of the mission to monitor the demilitarised zone between north and south Korea, on operations in Africa and in support of the peace keeping operations in Lebanon. These commitments frequently change