RAF Falcons

The RAF Falcons are recognised as the UK's premier military parachute display team. They perform their unique and colourful aerial display at numerous venues nationwide and are renowned for their famous 11 person non-contact canopy stack display routine. Based at RAF Brize Norton as part of the No. 1 Parachute Training School, they must undertake extensive preparation as display parachuting requires hard work, a high level of skill and most importantly, trust in other team members and their equipment.

The RAF Falcons normally jump from a Hercules C-130K, the K model is the stretched version of the Hercules. On the occasion, The Falcons will jump from a Chinook tandem rotor helicopter.





A video displaying the Falcons routine

Red Arrows : Formations

The first display by the Red Arrows was at RAF Little Rissington on 6 May 1965. The display was to introduce the Royal Air Force Aerobatic Team to the media. However, the first public display was on 9 May 1965 in France, at the French National Air Day in Clermont-Ferrand. The first public display in the UK was on 15 May 1965 at the International Air Fair at Biggin Hill. The first display with nine aircraft was on 8 July 1966 at RAF Little Rissington.
The first display in Germany was at RAF Laarbruch on 6 August 1965, and since then the Red Arrows have performed in Germany 170 times. However, the Red Arrows' last display in Germany was on 22 August 1988 after formation aerobatics were banned in Germany following the Italian Air Force Frecce Tricolori accident on 28 August 1988 in Ramstein.
During displays, the aircraft do not fly directly over the crowd apart from entering the display area by flying over the crowd from behind; any manoeuvres in front of and parallel to the audience can be as low as 300 feet, the 'synchro pair' can go as low as 100 feet straight and level, or 150 feet when in inverted flight. To carry out a full display, the cloud base must be above 4,500 feet; if it is below 2,500 feet then they will perform a 'flat' display, which consists of fly-pasts and steep turns.
One of the biggest crowds to see the Red Arrows was in Lisbon on 13 June 1973, when there was a crowd of 650,000 people, a statistic exceeded in 1996 in Sydney.[citation needed]
The greatest number of displays flown in any year was in 1995, when the Red Arrows performed 136 times. The smallest number of displays in one year was in 1975, after the 1973 oil crisis limited their appearances.

Display costs

In 1977, a charge of £200 was introduced by the MOD for a Red Arrows display. By 2000, the charge had risen to £2,000 (including VAT and insurance). To date, the Red Arrows have performed over 4,000 displays (the 4,000th being performed at RAF Leuchars in Scotland in September 2006).


Transits

UK residents may occasionally see the Red Arrows on a "transit flight" (getting to the display location). On these transit flights, the team flies at the relatively low altitude of 1,000 feet. This avoids the complication of moving though the cloud base in formation, and also avoids much controlled air space. Jets are more efficient at higher altitude, so longer flights are made at 35,000 to 42,000 feet. On these transit flights, they may fly as a formation of 10 or occasionally 11 planes, including spare planes. Sometimes a C-130 Hercules accompanies them, carrying spare parts.


Smoke

The smoke trails left by the team are made by releasing diesel into the exhaust; this oxidises straight away, leaving a white smoke trail. Dyes can be added to produce the red and blue colour. The diesel is stored in the pod on the underside of the plane; designed to carry a 30 mm ADEN cannon, it now houses three tanks: one 50-gallon tank of pure diesel and two 10-gallon tanks of blue- and red-dyed diesel. The smoke system uses ten gallons per minute; therefore each plane can trail smoke for a total of seven minutes – 5 minutes of white smoke, 1 minute of blue and 1 minute of red.

Red Arrows : Aircraft

The Red Arrows do not use front-line aircraft because of operating costs. The team uses the RAF's advanced jet trainer, the BAE Hawk T1A, built at Brough in the East Riding of Yorkshire. While the Hawk is very basic compared to the much more modern Eurofighter Typhoon, it is still fast enough and very manoeuvrable, ideal for low-altitude aerobatics. The plane does not have a sat nav, radar or onboard computer. The Red Arrows normally cruise at 360 knots (one nautical mile every 10 seconds).
Specifications
Wing span: 9.39 m
Length: 11.85 m
Height: 4.0 m
Maximum speed sea level: 800 mph (1,037 km/h)
Maximum altitude: 48,000 ft (15,900 m)
Empty weight: 8,000 lb (3,630 kg)
Maximum weight: 18,390 lb (8,330 kg)
Powerplant: one Rolls-Royce Adour Mk 151
Thrust: 5,200 lbf (23 kN)

Red Arrows

The Red Arrows, officially known as the Royal Air Force Aerobatic Team, is the aerobatics display team of the Royal Air Force. Based at RAF Scampton, Lincolnshire, UK, they are soon to move to RAF Waddington. They were formed in late 1964 as an all-RAF team, replacing a number of unofficial teams that had been sponsored by RAF commands.
The Red Arrows badge shows the aircraft in their trademark diamond nine formation, with the motto Éclat, a French word meaning "brilliance" or "excellence".
Initially, they were equipped with seven Folland Gnat trainers inherited from the RAF Yellowjacks display team. This aircraft was chosen because it was less expensive to operate than front-line fighters. In their first season, they flew at 65 shows across Europe. In 1966, the team was increased to nine members, enabling them to develop their Diamond Nine formation. In late 1979, they switched to the BAE Hawk trainer. The Red Arrows have performed over 4,000 displays worldwide in 53 countries.
At a charity auction, a British woman paid £1,500,000 to fly with them.

The Red Arrows were not the first RAF aerobatics team. An RAF biplane pageant was held at Hendon in 1920 with biplane teams from front-line squadrons. In 1938, three Gladiators flew with their wing-tips tied together. The Second World War largely stopped formation aerobatics, as planes were needed elsewhere.
In 1947, the first jet team of three Vampires came from Odiham Fighter Wing. Various teams flew the Vampire, and in 1950, No. 72 Squadron was flying a team of seven. No. 54 Squadron RAF became the first RAF jet formation team to use smoke trails. Vampires were replaced by Meteors, No 66 Squadron developing a formation team of six aircraft. Hunter aircraft were first used for aerobatics teams in 1955, when No 54 Squadron flew a formation of four.
The official RAF team was provided by No. 111 Squadron RAF ('Treblers' or 'Treble-One') in 1956, and for the first time the aircraft had a special colour scheme, which was an all-black finish. After a demonstration in France, they were hailed as 'Les Fleches Noires' and from then on known as The Black Arrows. This team became the first team to fly a five-Hunter formation. The Black Arrows' greatest moment was the loop and barrel roll of 22 Hunters during the 1958 Farnborough Airshow. This was a world record for the greatest number of aircraft looped in formation, and remains unbroken to this day. The Black Arrows were the premier team until 1961, when The Blue Diamonds (No. 92 Squadron RAF) continued their role, flying sixteen blue Hunters.

Yet another aerobatics team was formed by No. 56 Squadron RAF, The Firebirds, with nine red and silver Lightnings. In 1964, The Red Pelicans, flying six Jet Provost T Mk 4s, assumed the role of the RAF's leading display team. In that same year, a team of five yellow Gnat trainers from No 4 Flying Training School displayed at the Farnborough Airshow. This team became known as the Yellowjacks after Flight Lieutenant Lee Jones's call sign, "Yellowjack"; the name was briefly 'Daffodil Patrol', but was quickly changed back.
In 1964, all the RAF display teams were amalgamated, as it was feared pilots were spending too much time practising formation aerobatics rather than operational training. The new team name took the word red from the fact that the Yellowjacks' planes had been painted red (as it was a far clearer and visible colour in the sky for safety reasons) and arrows after the Black Arrows; however some think red was a tribute to the Red Pelicans. Another reason for the change to red is that responsibility for the team moved from Fighter Command to the Central Flying School, whose main colour was red.


In 1960, The Tigers (No. 74 Squadron RAF) were re-equipped with Lightnings and performed wing-overs and rolls with nine aircraft in tight formation. They sometimes gave co-ordinated displays with the Blue Diamonds.


Pilots


Since 1966, there have been nine display pilots each year, all volunteers. Pilots must have completed one or more operational tours on a fast jet such as the Tornado, Harrier or Jaguar, have accumulated at least 1,500 flying hours and have been assessed as above average in their operational role to be eligible. Even then, there are more than ten applicants for each place on the team. Pilots stay with the Red Arrows for a three-year tour of duty. Three pilots are changed every year, such that there are always three first year pilots, three second year pilots, and three in their final year.
The Reds have no reserve pilots, as a spare pilot would not perform often enough to fly to the standard required. If one of the pilots is not able to fly, the team flies an eight-plane formation. However, if the Team Leader, 'Red 1', is unable to fly then the team does not display at all. Each pilot always flies the same position in a formation. The pilots spend six months from October to April practising for the display season.
During an aerobatics display, Red Arrows pilots experience forces up to five times that of gravity, and when performing the aerobatic manoeuvre 'Vixen Break', forces up to 7g can be reached, close to the 8g structural limit of the aircraft.
As well as the nine pilots, 'Red 10', also known as the Road Manager, is a fully qualified Hawk pilot who flies the tenth aircraft when the Red Arrows are away from base. This means the team have a reserve aircraft at the display site. Red 10's duties include co-ordination of the display and acting as the team's Ground Safety Officer. Red 10 also flies TV cameramen and photographers for air-to-air pictures of the Red Arrows.

The engineering team that supports the Red Arrows are known as "The Blues" and consists of 85 members.

The Red Arrows wear green flying suits during training, and are only allowed to wear their red flying suits when fully qualified.
On the 13th of May 2009, it was announced that the Red Arrows would include their first female display pilot. Flt Lt Kirsty Moore joined for the 2010 season alongside fellow newcomer Flt Lt Ben Plank. Wing Commander Jas Hawker concluded his three year tour of duty as 'The Boss' and was replaced by 2009 Red Six, Squadron Leader Ben Murphy. Flt Lt Moore is not the first female to apply to become a Red Arrow, but is the first to be taken forward to the intense selection. She joined the RAF in 1998 and has been an instructor on the Hawk aircraft at RAF Valley. She flies the Tornado aircraft at RAF Marham. Flt Lt Plank is based at RAF Cottesmore.


Red Arrows at Southport Airshow 2009

The current team for the 2010 display season is:
Red One: Squadron Leader Ben Murphy
Red Two: Flight Lieutenant Ben Plank
Red Three: Flight Lieutenant Kirsty Moore
Red Four: Flight Lieutenant Dave Davies
Red Five: Flight Lieutenant Zane Sennett
Red Six: Flight Lieutenant Paul "Pablo" O'Grady (Synchro Leader)
Red Seven: Flight Lieutenant David "Monty" Montenegro
Red Eight: Squadron Leader Graham "Duffy" Duff
Red Nine (and executive officer): Flight Lieutenant Simon "Kermit" Rea
Red Ten (Road Manager): Squadron Leader Graeme Bagnall
Red Eleven Wing Commander: David Firth-Wigglesworth

The first 9-ship formation with the 2010 team was flown on Wednesday 10 March 2010 overhead RAF Scampton. Due to the accident in Crete in March 2010, the team was forced to restructure their schedule. Flight Lieutenant Mike Ling has had to be replaced by the 2008 synchro team leader Flight Lieutenant Paul O'Grady. Due to this change, the team has had to cancel some of the first scheduled shows in order to allow the new team member to fit into the team's show.
After some favourable weather and better-than-expected gelling of the new Red 6 into the team, the team flew a display on June 7th and were granted PDA (Public Display Authority) for the 2010 season meaning that only 3 weeks have been lost of the 2010 season due to the crash in Crete. The team's first public display of the season was at the RAF Cosford airshow in Shropshire on June 13th 2010.


The team for the 2011 season was announced on 13th September 2010
Red One: Squadron Leader Ben Murphy
Red Two: Flight Lieutenant Chris Lyndon-Smith
Red Three: Flight Lieutenant Sean Cunningham
Red Four: Flight Lieutenant Jon Egging
Red Five: Flight Lieutenant Kirsty Moore
Red Six: Flight Lieutenant David Montenegro (Synchro Leader)
Red Seven: Flight Lieutenant Ben Plank
Red Eight (and executive officer): Flight Lieutenant Dave Davies
Red Nine: Flight Lieutenant Zane Sennett
Red Ten (Road Manager): Squadron Leader Graeme Bagnall

RAF : Aircraft : Wartime

Spitfire P7350 (front) flies alongside Hurricane LF363 (back). P7350 (Mk IIa) is the oldest airworthy Spitfire in the world and the only Spitfire still flying to have actually fought in the Battle of Britain. LF363 (Mk IIC) was the last Hurricane to enter service with the RAF. The aircraft currently wears the colours of Hurricane Mk 1 P3878 'YB-W', the aircraft of Flying Officer Harold Bird-Wilson of No 17 Sqn during the Battle of Britain.

A Spitfire from the historic Battle of Britain Memorial Flight (BBMF) soars overhead.

RAF : Battle of Britain

Date: 10 July – 31 October 1940
Location: United Kingdom airspace
Result: Decisive British victory

The Battle of Britain (German: Luftschlacht um England or Luftschlacht um Großbritannien) is the name given to the air campaign waged by the German Air Force (Luftwaffe) against the United Kingdom during the summer and autumn of 1940. The objective of the campaign was to gain air superiority over the Royal Air Force (RAF), especially Fighter Command. The name derives from a famous speech delivered by Prime Minister Winston Churchill in the House of Commons: "The Battle of France is over. I expect the Battle of Britain is about to begin..."[24][25]

The Battle of Britain was the first major campaign to be fought entirely by air forces, and was also the largest and most sustained aerial bombing campaign to that date. From July 1940 coastal shipping convoys and shipping centres, such as Portsmouth, were the main targets; one month later the Luftwaffe shifted its attacks to RAF airfields and infrastructure. As the battle progressed the Luftwaffe also targeted aircraft factories and ground infrastructure. Eventually the Luftwaffe resorted to attacking areas of political significance and using terror bombing tactics.[nb 15]
The failure of Germany to achieve its objectives of destroying Britain's air defences, or forcing Britain to negotiate an armistice or an outright surrender, is considered its first major defeat and one of the crucial turning points in the war.[27] If Germany had gained air superiority, Adolf Hitler might have launched Operation Sea Lion, an amphibious and airborne invasion of Britain.

A spotter above London on the lookout for German Luftwaffe

The keystone of the British defence was the complex infrastructure of detection, command, and control that ran the battle. This was the "Dowding System", after its chief architect, Air Chief Marshal Sir H.C.T. "Stuffy" Dowding, the leader of RAF Fighter Command. Much of the air defence system had been originally set up from 1917 by Major General E B Ashmore. Dowding built upon and modernised many of the features of this sytem,[103] including the use of two-way radio and the Royal Observer Corps (ROC).[104] However, the core of Dowding's system was implemented by Dowding himself: the use of Radio Direction Finding (RDF, later called radar, for radio detection and ranging) [105] was at his behest, and its use, supplemented by information by the ROC, was crucial to the RAF's ability to efficiently intercept incoming German aircraft.[106] He also insisted on having the radar operators linked via telephone (whose wires were laid deep underground with concrete anti-bomb protection)[107] to an operational centre: this was Fighter Command control at Bentley Priory.[108] During the Battle several Coastal Command and Fleet Air Arm units came under Fighter Command control.

Groups

The British airspace was divided up into four Groups.

- 10 Group defended Wales and the West Country and was commanded by Air Vice-Marshal Sir Quintin Brand.
- 11 Group covered the southeast of England and the critical approaches to London and was commanded by New Zealander Air Vice-Marshal Keith Park.
- 12 Group defended the Midlands and East Anglia and was led by Air Vice-Marshal Trafford Leigh-Mallory.
- 13 Group covered the north of England, Scotland and Northern Ireland and was commanded by Air Vice-Marshal Richard Saul.



Though it was the most sophisticated air defence system in the world at that time, the Dowding System had many limitations, including, but not often stressed, its emphatic need for qualified ground maintenance personnel, many of whom had received their training under the Aircraft Apprentice scheme instituted by Hugh Trenchard. RDF (radar) was subject to significant errors and the Observer Corps had difficulties tracking raids at night and in bad weather. R/T (radio telephone) communications with airborne fighters were restricted because the standard radio set used by RAF fighters at the beginning of the battle was the TR9D HF set, which operated over two selectable frequencies in the band 4.3-6.6 Megahertz (MHz); the RAF soon realised that this equipment was limited in the range at which it could receive and transmit radio signals because of its limited power. In addition, the increase in the number of civil, military and foreign HF-band radio transmitters since the adoption of the TR9 meant that the signal often suffered from distortion and interference, making clear communication with the RAF fighters difficult. It was also restricted to a single frequency per squadron, making inter-squadron communication impossible.[115] Finally, the system for tracking RAF fighters, known as HF/DF or "Huff-Duff", restricted sectors to a maximum of four squadrons in the air. The addition of IFF, "Pipsqueak", while a welcome help in identifying RAF aircraft, took up another radio channel.
Starting in late September 1940 VHF T/R Type 1133 radios started replacing the TR9s. These had first been fitted to Spitfires of 54 and 66 Squadrons starting in October 1939, but production delays with the improved T/R 1143 set meant the bulk of Spitfires and Hurricanes were not fitted with this equipment until October 1940. The reception was much clearer over a longer range, and controllers and pilots had a wider range of communications channels to choose from.

Hawker Hurricane I (R4118), Battle of Britain veteran, photographed in 2008.
[edit]Effect of signals intelligence
It is unclear how much the British intercepts of the Enigma cipher, used for high-security German radio communications, affected the battle. Ultra, the information obtained from Enigma intercepts, gave the highest echelons of the British command a view of German intentions. According to F. W. Winterbotham, who was the senior Air Staff representative in the Secret Intelligence Service, Ultra helped establish the strength and composition of the Luftwaffe's formations, the aims of the commanders[120] and it provided early warning of some raids. In early August the decision was made that a small unit would be set up at Fighter Command headquarters (Stanmore) which would process the flow of information from Bletchley and provide Dowding only with the most essential Ultra material; thus the Air Ministry did not have to send a continual flow of information to Stanmore, preserving secrecy, and Dowding was not inundated with non-essential information. Keith Park and his controllers were also told about Ultra. In a further attempt to camouflage the existence of Ultra Dowding created a unit called 421 Flight. This unit (which later became 91 Squadron), was equipped with Hurricanes and Spitfires and sent out aircraft to search for and report Luftwaffe formations approaching England. In addition the radio listening service (known as Y Service), monitoring the patterns of Luftwaffe radio traffic, contributed considerably to the early warning of raids.

Air-sea rescue

One of the biggest oversights of the entire system was the lack of a proper air-sea rescue organisation. The RAF had started organising a system in 1940 with High Speed Launches (HSLs) based on flying boat bases and at a number of overseas locations, but it was still believed that the amount of cross-Channel traffic meant that there was no need for a rescue service to cover these areas. Downed pilots and aircrew, it was hoped, would be picked up by any boats or ships which happened to be passing by. Otherwise the local life boat would be alerted, assuming someone had seen the pilot going into the water.[124]
RAF aircrew were issued with a life jacket, nicknamed the "Mae West" but in 1940 it still required manual inflation, which was almost impossible for someone who was injured or in shock. The waters of the English Channel and Dover Straits are cold, even in the middle of summer, and clothing issued to RAF aircrew did little to insulate them against these freezing conditions. A conference in 1939 had placed air-sea rescue under Coastal Command. Because a number of pilots had been lost at sea during the "Channel Battle", on 22 August, control of RAF rescue launches was passed to the local naval authorities and 12 Lysanders were given to Fighter Command to help look for pilots at sea. In all some 200 pilots and aircrew were lost at sea during the battle. No proper air-sea rescue service was formed until 1941.

The weight of the battle fell upon 11 Group. Keith Park's tactics were to dispatch individual squadrons to intercept raids. The intention was to subject attackers to continual attacks by relatively small numbers of aircraft and try to break up the tight formations of bombers. Once formations had fallen apart, stragglers could be picked off one by one. Where multiple squadrons reached a raid the procedure was for the slower Hurricanes to tackle the bombers while the more agile Spitfires held up the fighter escort. This ideal was not always achieved, however, and sometimes the Spitfires and Hurricanes reversed roles. Park also issued instructions to his units to engage in frontal attacks against the bombers, which were more vulnerable to such attacks. Again, in the environment of fast moving, three-dimensional air battles, few RAF fighter units were able to attack the bombers from head-on.
During the battle, some commanders, notably Leigh-Mallory, proposed squadrons be formed into "Big Wings," consisting of at least three squadrons, to attack the enemy en masse, a method pioneered by Douglas Bader.


The redoubtable Douglas Bader commanded 242 Squadron during the battle. He also led the Duxford Wing.
Proponents of this tactic claimed interceptions in large numbers caused greater enemy losses while reducing their own casualties. Opponents pointed out the big wings would take too long to form up, and the strategy ran a greater risk of fighters being caught on the ground refuelling. The big wing idea also caused pilots to over-claim their kills, due to the confusion of a more intense battle zone. This led to the belief big wings were far more effective than they were.
The issue caused intense friction between Park and Leigh-Mallory, as 12 Group were tasked with protecting 11 Group's airfields whilst Park's squadrons intercepted incoming raids. However, the delay in forming up Big Wings meant the formations often did not arrive at all or until after German bombers had hit 11 Group's airfields. Dowding, to highlight the problem of the Big Wing's performance, submitted a report compiled by Park to the Air Ministry on 15 November. In the report, he highlighted that during the period of 11 September – 31 October, the extensive use of the Big Wing had resulted in just 10 interceptions and one German aircraft destroyed, but his report was ignored. Postwar analysis agrees Dowding and Park's approach was best for 11 Group. Dowding's removal from his post in November 1940 has been blamed on this struggle between Park and Leigh-Mallory's daylight strategy. However, the intensive raids and destruction wrought during the Blitz damaged both Dowding and Park in particular, for the failure to produce an effective night-fighter defence system, something for which the influential Leigh-Mallory had long criticised them.


The Battle can be roughly divided into four phases:
10 July–11 August: Kanalkampf, ("the Channel battles").
12 August–23 August: Adlerangriff ("Eagle Attack"), the early assault against the coastal airfields.
24 August–6 September: the Luftwaffe targets the airfields. The critical phase of the battle.
7 September onwards: the day attacks switch to British towns and cities.
[edit]Channel battles


A pair of 264 Squadron Defiants. (PS-V was shot down on 28 August 1940 over Kent by Bf 109s.)
The Kanalkampf comprised a series of running fights over convoys in the English Channel and occasional attacks on the convoys by Stuka dive bombers. It was launched partly because Kesselring and Sperrle were not sure about what else to do, and partly because it gave German aircrews some training and a chance to probe the British defences.[80] These battles off the coast tended to favour the Germans, whose bomber escorts massively outnumbered the convoy patrols. The need for constant patrols over the convoys put a severe strain on RAF pilots and machines, wasting fuel, engine hours and exhausting the pilots, but eventually the number of ship sinkings became so great the British Admiralty cancelled all further convoys through the Channel. However, these early combat encounters provided both sides with experience. They also gave the first indications that some of the aircraft, such as the Defiant and Bf 110, were not up to the intense dog-fighting that would characterise the battle.
[edit]Main assault
The main attack upon the RAF's defences was code-named Adlerangriff ("Eagle Attack").
Poor weather delayed Adlertag, ("Eagle Day") until 13 August 1940. On 12 August, the first attempt was made to blind the Dowding system when aircraft from the specialist fighter-bomber unit, Erprobungsgruppe 210 attacked four radar stations. Three were briefly taken off the air but were back working within six hours. The raids appeared to show that British radars were difficult to knock out. The failure to mount follow-up attacks allowed the RAF to get the stations back on the air, and the Luftwaffe neglected strikes on the supporting infrastructure, such as phone lines and power stations, which could have rendered the radars useless, even if the towers themselves (which were very difficult to destroy) remained intact.[94]
Adlertag opened with a series of attacks, led again by Epro 210, on coastal airfields used as forward landing grounds for the RAF fighters, as well as 'satellite airfields'[nb 20] (including Manston and Hawkinge). As the week drew on, the airfield attacks moved further inland, and repeated raids were made on the radar chain. 15 August was "The Greatest Day" when the Luftwaffe mounted the largest number of sorties of the campaign. Luftflotte 5 attacked the north of England. Believing Fighter Command strength to be concentrated in the south, raiding forces from Denmark and Norway ran into unexpectedly strong resistance. Inadequately escorted by Bf 110s, bombers were shot down in large numbers. As a result of the casualties, Luftflotte 5 did not appear in strength again in the campaign.
18 August, which had the greatest number of casualties to both sides, has been dubbed "The Hardest Day". Following the grinding battles of 18 August, exhaustion and the weather reduced operations for most of a week, allowing the Luftwaffe to review their performance. "The Hardest Day" had sounded the end for the Ju 87 in the campaign. This veteran of Blitzkrieg was too vulnerable to fighters to operate over Britain, and to preserve the Stuka force, Göring withdrew them from the fighting. This removed the main Luftwaffe precision-bombing weapon and shifted the burden of pinpoint attacks on the already-stretched Erpro 210. The Bf 110 had also proven too clumsy for dogfighting with single-engined fighters, and its participation was scaled back. It would only be used when range required it or when sufficient single-engined escort could not be provided for the bombers.
Göring made yet another fateful decision: to order more bomber escorts at the expense of free-hunting sweeps. To achieve this, the weight of the attack now fell on Luftflotte 2, and the bulk of the Bf 109s in Luftflotte 3 were transferred to Kesselring's command, reinforcing the fighter bases in the Pas-de-Calais. Stripped of its fighters, Luftflotte 3 would concentrate on the night bombing campaign. Göring, expressing disappointment with the fighter performance thus far in the campaign, also made sweeping changes in the command structure of the fighter units, replacing many Geschwaderkommodore with younger, more aggressive pilots like Adolf Galland and Werner Mölders.
Finally, Göring stopped the attacks on the radar chain. These were seen as unsuccessful, and neither the Reichsmarschall nor his subordinates realised how vital the Chain Home stations were to the defence. It was known that radar provided some early warning of raids, but the belief among German fighter pilots was that anything bringing up the "Tommies" to fight was to be encouraged.


The Battle of Britain marked the first defeat of Hitler's military forces, with air superiority seen as the key to victory. Pre-war theories led to exaggerated fears of strategic bombing, and British public opinion was invigorated by having come through the ordeal. For the British, Fighter Command had achieved a great victory in successfully carrying out Sir Thomas Inskip's 1937 air policy of preventing the Germans from knocking Britain out of the war. Fighter Command was so successful that the conclusion to Churchill's famous 'Battle of Britain' speech made in the House of Commons on 18 June, has come to refer solely to them: "...if the British Empire and its Commonwealth lasts for a thousand years, men will still say, 'This was their finest hour.'

A number of pilots scrambling to get to their planes as an announcement of Luftwaffe in the aerial vicinity

Battle of Britain day

Winston Churchill summed up the effect of the battle and the contribution of Fighter Command with the words, "Never in the field of human conflict was so much owed by so many to so few". Pilots who fought in the Battle have been known as The Few ever since. Battle of Britain Day is commemorated in the United Kingdom on 15 September. Within the Commonwealth, Battle of Britain Day is usually observed on the third Sunday in September. In some areas in the British Channel Islands, it is celebrated on the second Thursday in September.

Advertising poster used to commemorate the sacrifice and bravery of the RAF during and in WWII the Battle of Britain

70 year anniversary of the Battle and commemoration.

Battle of Britain Memorial at Capel-le-Ferne

Film

The story of the battle was documented in, amongst many others, the 1969 film Battle of Britain, which drew many respected British actors to act key figures of the battle, including Sir Laurence Olivier as Hugh Dowding and Trevor Howard as Keith Park. It also starred Michael Caine, Christopher Plummer and Robert Shaw as Squadron Leaders. Former participants of the battle served as technical advisors including Douglas Bader, James Lacey, Robert Stanford Tuck, Adolf Galland and Dowding himself. An Italian film around the same time titled Eagles Over London (1969) also featured the Battle of Britain.
It was also the subject of the 1941 Allied propaganda film Churchill's Island, winner of the first-ever Academy Award for Documentary Short Subject.

RAF : Current Operations

Seventy years ago, Winston Churchill said “Never in the field of human conflict has so much been owed by so many to so few” after the Royal Air Force had faced down the German Luftwaffe in the Battle of Britain and stopped the planned invasion of Britain. In 2010, the RAF celebrates and commemorates this vital victory as well as marking the 150th anniversary of the founding of the Cadet Force movement.

Since its formation 92 years ago, the RAF has continually defended the skies over Great Britain. Notwithstanding current operations in Afghanistan, the control of the United Kingdom’s skies remains a core role today. A Quick Reaction Alert force of Tornado F3 and Typhoon aircraft is ready at all times to intercept any airborne threat, aided by radar and command and control sites and VC10 air to air refuelling tankers. Also on standby 24/7 are Search and Rescue helicopters and Mountain Rescue Teams, ready to rescue those in distress, or to provide aid during emergencies whilst RAF Fylingdales maintains a constant vigil monitoring space objects as part of the Allied Space Surveillance Network.

Abroad, the RAF remains a global force and is on operations around the world. The RAF’s highest priority is operations in Afghanistan with many personnel and aircraft helping the NATO Coalition support the Afghan Government. Since 2009, Tornado GR4s have been providing vital reconnaissance and protection for ground troops and have, on many occasions, stopped insurgents attacking coalition forces. Chinook and Merlin helicopters provide essential mobility, moving personnel and equipment and undertaking medical evacuations crewed by RAF medical teams. The Hercules transport aircraft provides further vital mobility by conducting precision air drops, parachuting in supplies, when movement by road would be too dangerous. The C17 Globemaster and Tri-Star aircraft maintain a lifeline to the UK flying personnel and equipment in and out of Afghanistan. One of the RAF’s newest capabilities – the Airborne Stand Off Radar (ASTOR) - has also operated over Afghanistan providing commanders with crucial intelligence and awareness of enemy forces. Flying from Afghanistan, but operated by personnel based in America, is Reaper, the RAF’s remotely piloted unmanned aircraft system whose primary role is surveillance and reconnaissance but can attack targets on the ground if required. Meanwhile, the RAF Regiment provides essential protection to bases and personnel, defending the airfields to ensure they remain safe for operations. And, most recently, personnel from the RAF Bomb Disposal Teams have started to work in Afghanistan making safe Taliban bombs.

The RAF also still retains a small force in the Middle East to support UK personnel in Iraq who deliver training to the Country’s forces. In the South Atlantic, RAF personnel operate and maintain Typhoon, VC10, Hercules, and Sea King aircraft in the Falkland Islands to help protect their sovereignty.

But behind all of this equipment lie the RAF’s people. From the most junior to the most senior, every one is a highly trained and motivated individual who has a crucial role. In addition to aircrew, the RAF requires a vast team of specialist and support staff to keep its aircraft flying. The opportunities are endless. There are more than 50 different careers available, from engineers to intelligence analysts to aerospace battle managers. There are also many opportunities to serve with the Reserves and work alongside their regular counterparts on operations.

In this significant year, we also salute the Air Cadet Organisation. With more than 45,000 cadets and 10,000 adult volunteers, the Air Cadet Organisation makes a significant contribution to the RAF and society as a whole.

Although smaller than 70 years ago, the spirit of “The Few” who fought in the Nation’s darkest hour lives on in today’s RAF. Quite simply, it is the men and women that make the Royal Air Force what it is today – second to none.

RAF : Stations

There are bases (or ‘stations’) across the UK – in England, Wales and Scotland, and one in Northern Ireland. As part of Air Command, every base has its own role, which can cover anything from front-line operations to training establishments.

Bases are usually home to a number of squadrons, which are the basic units that make up each RAF station.



A little town

Many bases are like small, self-contained towns. They have many facilities – not just accommodation and catering. Bases can have shops, gyms, playing fields, crèches, post offices, cinemas and even bowling alleys.

Why are some bases in remote places?
Because of the nature of the work we do, some bases need to be away from populated areas. Night flying, for instance, would disturb the general public. However, many bases are close to large cities, so you can take advantage of the facilities available there.

Bases overseas
We need to be able to respond quickly and efficiently to challenges across the globe. That’s why we have permanent bases overseas in:

Ascension Island
Cyprus
The Falkland Islands

RAF : Careers

Careers in the RAF fit into one of four categories:

Officers – these are our equivalent of senior managers or team leaders, with 20 jobs available covering a wide range of skills, for example Dental Officer, Logistics Officer or Pilot. We expect a great deal from our officers – they have to lead by example.

As an officer in the Royal Air Force, you’ll be expected to lead from the front. In every aspect of your work, you will set the standard for men and women under your command.

With 20 different roles to choose from, you’ll be able to find one to suit your skills and aspirations.

As an RAF officer, you’ll receive world-class leadership training, professional qualifications and competitive pay and benefits, along with early responsibility and a defined structure for career progression.

The training offered differs according to your role. Most officers begin their career with the 30-week Initial Officer Training (IOT) course at the RAF College Cranwell in Lincolnshire. On successful completion of IOT, you'll move on to do your professional training. You’ll also continue to have regular training and assessment throughout your career.

As a professionally qualified officer (e.g. a Medical or Legal Officer), your initial training course will be shortened to 11 weeks, but you’ll still receive a thorough grounding in RAF knowledge and military skills to prepare you for the challenges ahead.

You don’t have to be a graduate to be an officer; you just need to display the attributes for your particular role. If you join the RAF as an airman, airwoman or non-commissioned aircrew or Air Traffic Controller, there may also be opportunities for you to earn a Queen’s commission and become an officer at a later date.

If you’re looking for a challenging career with real responsibility right from the start, you could find it as an RAF officer.


If you join as an officer you can expect to be paid the following:

Rank

Annual salary

Pilot Officer : £24,130
Flying Officer : £29,000 – £32,060
Flight Lieutenant : £37,170 – £44,205
Squadron Leader : £48,824 – £56,075

There are different pay scales for some specialist officers and for people who join as graduates or with professional qualifications. Within the pay scales above, your salary will be determined by your experience and your performance. RAF pay and charges are reviewed annually.


Training:

Initial Officer Training will introduce you to military life and skills. It will also develop your leadership skills and show you how to gain trust and command respect – crucial aspects of your role as an RAF officer.

Non-Commissioned Aircrew (NCA) – four flying roles.


Weapon Systems Operators play a vital role in protecting the security of the UK and its allies. Flying will be your life – whether you work on board reconnaissance aircraft or in an air transport role. There are four Weapon Systems Operator roles and, depending on your qualifications, you could move around them during your career:

Weapon Systems Operators (Acoustic) use sonar technology to locate and track submarines and ships.
Weapon Systems Operators (Crewman) are responsible for making sure that loads and passengers are carried safely on either fixed-wing or rotary aircraft.
Weapon Systems Operators (Electronic Warfare) operate radar systems to survey air and surface activity.
Weapon Systems Operators (Linguist) analyse foreign language radio emissions, providing military commanders with combat support.
Non-Commissioned Aircrew have only three ranks in their career structure:

Sergeant (Aircrew)
Flight Sergeant (Aircrew)
Master Aircrew.
It can take as long as three years to complete your training. However, once you enter productive service, you will be promoted to the rank of Sergeant.



Airmen and airwomen – ground support roles using specialist skills. There are around three dozen different jobs to choose from, anything from medical support to aircraft maintenance, administration to logistics.

The majority of RAF personnel are airmen and airwomen, who are employed in a wide range of ground support roles.

As an airman or airwoman you do not have a commission – but that’s not to say you couldn’t earn one later in your career.

The rank structure for non-commissioned staff is:

Aircraftman/woman
Leading Aircraftman/woman (LAC)
Senior Aircraftman/woman (SAC)
Senior Aircraftman/woman Technician (SAC(T))
Corporal (Cpl)
Sergeant (Sgt)
Chief Technician (Chf Tech)
Flight Sergeant (Flt Sgt)
Warrant Officer (WO).
You will join as an Aircraftman/Aircraftwoman, your rank while you complete basic recruit training. You will be promoted to Leading Aircraftman/Aircraftwoman after six months or when you complete your trade training, whichever occurs first.

You will normally be promoted to Senior Aircraftman/Aircraftwoman after you have passed a trade ability test and have completed one year’s total service.

Promotion to Corporal and above is by competitive selection.


Pay:

Aircraftman/woman during recruit and professional training : £13,377
Leading Aircraftman/Aircraftwoman : £16,681
Senior Aircraftman/Aircraftwoman : £17,140 – £28,372
Corporal : £25,886 – £32,531
Sergeant : £29,424 – £36,204

During your recruit and professional training, you will be paid £13,377 – approximately £257 per week.
You will be promoted to Leading Aircraftman/Aircraftwoman after six months or when you complete your specialist training, whichever occurs first.
You will normally be promoted to Senior Aircraftman/Aircraftwoman after you have passed a trade ability test and completed one year’s total service.
Promotion to Corporal and above is by competitive selection.
Within the pay scales shown above, your salary will be determined by your experience and your performance.

Bonuses

If you are still in the RAF after four years and have not given notice to leave the Service, you can expect to get a bonus of £3,750, or £5,500 after five years. You may have to commit to a further minimum period of service to receive a bonus.
If you spend between 12 and 18 years in the RAF, you will get a grant when you leave to help you settle back into civilian life.
RAF pay, bonuses and charges are reviewed annually.

RAF Regiment – our elite fighting force trained to protect RAF personnel, bases and high-value assets.

The Regiment is the RAF’s specialist fighting force, protecting people, aircraft and bases around the world. We’re a tough force, trained to the peak of physical fitness and endurance. We parachute into enemy territory, secure airfields and are often the first forces into battle.

RAF Regiment training is tough for a good reason. By the end of it, you’ll be ready to carry out operations all over the world, from close protection services to reconnaissance missions, ground patrols and front-line combat.

The RAF Regiment is only as good as the men who join it. Both Officers and Gunners are part of a close-knit, professional organisation that puts a high premium on teamwork, loyalty, determination and physical fitness.

In return, the Corps offers a career that few others can rival in terms of variety, excitement and travel. Coupled with the excellent RAF rates of pay, non-contributory pension scheme and conditions of service, the RAF Regiment offers an outstanding career opportunity to active young men.



Promotion:

With time, you could have opportunities to earn promotion through the ranks. Some promotions early in your career might be based on your time and satisfactory service. However, as you progress, promotion will be based on merit in competition with your peers – whether you’ve got what it takes to take on the extra responsibility given to more senior ranks.

If you join as an airman, airwoman or non-commissioned aircrew, there are opportunities for you to progress into management roles, or even to attain the Queen’s commission and become an RAF officer.



Working Hours:

For much of the time, most people in the RAF work similar hours to people in other jobs – a five-day week with free evenings and weekends.

That said, we are not nine-to-fivers: we do what’s needed to get the job done. Sometimes, you’ll have to work late or at weekends, and, if the situation demands it, you’ll work as long as it takes. If you’re on a detachment (a short period abroad to accomplish a specific task), helping with disaster relief, or on an operational mission , you may even have to work round the clock.

Outside working hours your time is your own, and all RAF personnel get six weeks’ paid holiday, plus the eight public holidays. You can relax and socialise on the base or in the local area, see family and friends or take advantage of the wide range of sports facilities that are available on most bases.


Travel:

The RAF can be required to operate anywhere in the world, so we can offer great opportunities for travel. Although you’ll probably spend much of your working life in the UK, most roles will involve spending some time overseas. Typically, at any one time around 10 per cent of RAF personnel are working overseas.

But travel can mean different things


‘Because the RAF expects so much of you sometimes, you get a lot in return. I spent two months working in Kenya, in quite demanding conditions – working hard in very high temperatures. But while I was there I learned to scuba dive in my spare time and even went on safari.’ - Lee Tierney - Environmental Health Technician



Long term

In some cases, you’ll travel with your whole unit or squadron and stay for a tour of duty, or until an essential operational mission is completed. This could be:

A posting for two or three years to a permanent base with full-time RAF personnel. The RAF’s main permanent overseas base is Akrotiri, in Cyprus. There are others in the Falkland Islands, Ascension Island and Gibraltar, as well as a number of embassy, NATO and exchange posts.
An operational deployment – for example to Afghanistan, the Falkland Islands or the Middle East.

‘I’ve recently returned from a tour of duty in Ascension Island: 16 months on a gorgeous tropical paradise, playing golf in the sun and beach parties in the evenings – but even in the UK there’s a lot going on: I’ve been surfing in Cornwall and am looking to go on a skiing trip in the near future. You don’t get that in an average nine-to-five job.’

- Jenni Niddrie, Personnel (Support)



Short term

Overseas duty can also involve being one of a small team dedicated to a particular job. For example:

An overnight aeromedical evacuation flight, returning casualties from abroad to the UK.
A disaster relief mission – such as the help we gave to victims of the earthquake in Pakistan.

RAF : Future Capabilities

A400-M

Roles: A400M is an extremely flexible aircraft that will provide both Tactical and Strategic Airlift Capability to all three Services in peace, crisis and war.

Specifications

Engines: Four EPI TP400-D6 turboprops

Thrust: 11,000shp each

Max speed: 0.72Mach

Length: 43.8m

Max altitude: 37,000ft

Span: 42.4m

Aircrew: 4

The mainstay of the RAF’S tactical and strategic airlift are the C-130 Hercules and C-17 aircraft. A total of 25 C-130K 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 fly-by-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 aircraft’s internal load-roller system, by airborne parachute or by gravity extraction from the aircraft’s rear ramp. In addition to it’s tactical capability A400M will complement the C-17 in providing the UK with a strategic airlift capability when and where it is required.

RAF : Weapons

RAF : Aircraft : Future

RAF : Aircraft : 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.

- Flying Training Device (FTD) for Hawk TMK2, one of a suite of synthetic training devices provided by Ascent as part of the UK MFTS (Military Flying Training System) contract. A variation of a flying simulator, the FTD is compatable with PC computers meaning trainee pilots can access it via their home computers and laptops.

RAF : Aircraft : 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.


Roles: 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.

Specifications

Engines: Two Textron Lycoming T55-L712F turboshafts
Thrust: 3,148shp each
Max speed: 160kts
Length: 30.18m
Max altitude: 15,000ftSpan: 18.29m
Aircrew: 4


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 Afghanistan and, more recently, in Iraq.



The Griffin



Roles: The Griffin HAR2 is used as multirole helicopter by 84 Squadron at RAF Akrotiri, Cyprus.

Specifications

Engines: Two Pratt & Whitney PT6T- 3D turboshafts
Thrust: 900shp each
Max speed: 140kts
Length: 17.11m
Max altitude: 20,000ft
Span: 14.02m
Aircrew: 3/5S


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 life-support 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



Roles: Used as battlefield helicopters within the Joint Helicopter Command and provide tactical troop and load movement by day or by night.

Specifications

Engines: Two Turbomeca Turmo 3-C4 turbines
Thrust: 1300shp each
Max speed: 147kts
Length: 14.08m
Max altitude: 17,000ft
Span: 15.09ft
Aircrew: 3S



The Puma HC1 first entered service in 1971, and the RAF currently has a fleet of 33 aircraft available to the front-line Support Helicopter Force. The aircraft are operated by No 33 Squadron, which is based at RAF Benson, and by No 230 Squadron, which is based at RAF Aldergrove, in Northern Ireland. No 33 Squadron, which is divided into two flights and the operational conversion flight, offers flexibility in its role in that the aircraft of one of the flights are fitted with desert warfare specialist equipment, while the aircraft of the other flight are fitted with arctic warfare specialist equipment.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 16 fully-equipped troops, or up to two tonnes of freight carried either internally or as an underslung 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 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 is being upgraded with a new 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.



Merlin HC3


Roles: An all weather, day and night, multi-role helicopter used in both tactical and strategic operational roles.

Specifications

Engines: Three Rolls-Royce Turbomeca RTM 322 turbines
Thrust: 2263shp each
Max speed: 167kts
Length: 22.8m
Max altitude: 15,000ft
Span: 18.6m
Aircrew: 4



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 aircraft’s 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 crew’s use of night-vision goggles and by the aircraft’s multi-function turret, which can be fitted with forward- looking infrared radar. To increase the aircraft’s range, the Merlin is equipped with extended range fuel tanks and is capable of air-to-air refuelling. Further range can be achieved by shutting down the third engine during the cruising phase of flight. 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

Roles: The SAR squadrons provide 24-hour cover around the UK and the Falkland Islands throughout each year.

Specifications

Engines: Two Rolls-Royce Gnome turboshafts
Thrust: 1,389shp each
Max speed: 125kts
Length: 22.15m
Max altitude: 10,000ft
Span: 18.9m
Aircrew: 4

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.

RAF : Aircraft : Transport

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:


C17-A Globemaster

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.

Specifications

Engines: Four P&W F117- PW-100 turbofans
Thrust: 40,400lbs each
Max speed: 550kts
Length: 53m
Max altitude: 45,000ft
Span: 52m
Aircrew: 3



The C-17 Globemaster III is the latest addition to the RAF’s 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 Army’s 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 C-17 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 UK’s 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 four aircraft at the conclusion of the current lease arrangement in 2008 and to purchase one additional aircraft; bringing our C-17 fleet up to five.




Hercules C1/C3

Roles: The workhorse of the RAF’s Air Transport (AT) fleet used primarily to carry troops, passengers or freight.

Specifications

Engines: Four Allison T56-A-15 turboprops
Thrust: 4,200shp each
Max speed: 310kts
Length: 29.77m
Max altitude: 32,000ft
Span: 40.38m
Aircrew: 6


The C-130 Hercules tactical transport aircraft is the workhorse of the RAF’s Air Transport (AT) fleet and is based at RAF Lyneham, in Wiltshire, 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 air-to-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



Roles: Used for operational missions involving parachute ops and air despatch.

Specifications

Engines: Four Allison AE 2100D3 turboprops
Thrust: 4700shp each
Max speed: 340kts
Length: 34.34m
Max altitude: 32,000ft
Span: 40.38m
Aircrew: 3


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


Roles: A total fuel load of 139,700kgs can be carried, which can be used by the aircraft itself, or given away to receivers.

Specifications

Engines: Three RR RB211-524B turbofans
Thrust: 50,000lbs each
Max speed: 520kts
Length: 50.04m
Max altitude: 43,000ft
Span: 50.09mAircrew: 4-9


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



Roles: Enables the rapid deployment of troops and their weaponry, and fast-jet fighter aircraft, to any theatre of operations around the world.

Specifications

Engines: Four RR Conway turbofans
Thrust: 20,000lbs each
Max speed: 530kts
Length: 48.36m
Max altitude: 43,000ft
Span: 44.55m
Aircrew: 4


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 flight-management 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 RAF’s 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 aircraft’s 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.