UNITED KINGDOM

MOBILE AIR MOVEMENTS SQUADRON

UKMAMS

UKMAMS / Movements Association

JATEU Airportability Section, RAF Brize Norton

Planes, Chains and Automobiles

The Airportability Section at JATEU is the most challenging job from a technical movements perspective in the entire branch and trade. However, it is also one of the most enjoyable as we are the first to see new equipment in its development stage. The design advice stage of a task is as important as the actual trial and subsequent publication of the Tie Down Scheme (TDS), as it here we get the chance to influence the design to ensure it is both airportable and easy to deploy. However, one of the problems we have faced has been brought about by the introduction of that superb aircraft the C17A Globemaster III. The extra space and payload has allowed us to carry equipment, mostly from the Army, that would never have flown previously. Much of it was never designed for airportability and accounts for some of the complex and seemingly bizarre TDS you may have encountered over the last few years. We are now heavily involved in the development of the A400M and a special team has been established headed by WO Ray R to look after the introduction of publications and procedures pertaining to that ac. Ray has done a magnificent job in the early stages of the project and it is the first time movers have been it at the ground floor and made significant input to the functionality of a new transport aircraft. I must not forget my current team (detailed below) who have done a superb job over the last three years coping with frequent UORs, aid to civil powers, and complex tasks such as the new NATO Submarine Rescue System. All ranks have approached the task with dedication and enthusiasm and have made a significant contribution to the operational capability of all three services. No organisation is infallible and we are always ready and able! to take questions and observations on TDS and problems you may have encountered in the field. 

I referred to the enjoyment of the job, and hopefully this is reflected in the articles below. It gives a flavour of the diversity of our tasks and the interest all ranks take in their work. After 40 years in the RAF I am proud to have worked with them over the past three years and it has brought about an excellent end to my long career. 

Sqn Ldr Pete Biggs

Damaged Chinook Recovery 

In April of this year airportability section received tasking from Joint Helicopter Command (JHC) to recover a damaged Chinook helicopter from Khandahar Airbase in Afghanistan. Flt Lt Symons and FS Joyce were dispatched by C-17 to carry out an assessment of the damage and the necessary stripdown requirements required to get the airframe back to the UK. Arriving in Khandahar under the cover of darkness the helicopter was eventually found in what is affectionally known as the Taliban’s last stand. A dilapidated hangar that had seen its fair share of mortar rounds and small to large calibre bullets. The assessment was made and pictures taken of the damage for further consideration back in the UK. 

Once back in the UK it soon became apparent that the only method of recovering the helicopter would be to transport it on aircraft pallets within the C-17A. This was completely unconventional and had never been attempted by the UK before. To achieve this the helicopter would require extensive strip-down and alteration. This would involve removing: all four undercarriage assemblies, the side helicopter fuel tanks, all damage, rotor heads, gear box and to remove as much from the top of the helicopter as possible to reduce its height. Additionally, with the removal of the undercarriage we had lost all the major restraint points which would be used to secure the helicopter within the C-17A. This was solved by requesting that six holes were cut in the airframe at floor level. Our plan was passed to the Marine Aviation Support Unit (MASU) at Gosport and Joint Helicopter Command (JHC) who initiated the required work. MASU would carry out any alteration to the airframe using their specialist repair engineers. The strip-down of the helicopter took 23 days to complete with extensive liaison with MASU, Khandahar and JHC to ensure the strip-down was carried out correctly. 

The last stage of the task involved carrying out the final preparation of the Chinook airframe in Khandahar. This activity took 48 hrs to achieve. In order to load the Chinook into the C-17A it would have to be positioned on linked aircraft pallets on an Atlas transfer loader. This was a tricky activity and would require the Chinook to be lifted by a Rough Terrain Container handler (RTCH) onto the Atlas. The RTCH and the Atlas were highly tasked assets and a great deal of persuasion and liaison had to be carried out with the command structure in Khandahar and the FMCC. Finally, after a rolling delay of many hours the lifting and slinging operation was carried out under the supervision of MASU who ensured that no further damage occurred to the airframe during this manoeuvre. The airframe was now positioned on the Atlas ready for loading into the C-17A. 

After a delay of 24 hrs due to a medical evacuation task the C-17A arrived. All our careful and meticulous planning and preparation proved extremely worthwhile with the successful on load of the Chinook and its return to the UK. In addition, this task had required the cooperation of a myriad of agencies and units to achieve the final aim. 

Urgent Operational Requirement 

Urgent Operational Requirement (UOR) - the means of ‘fasttracking’ the airportability process to allow an urgently required asset to deploy on MOD sponsored air transport aircraft ASAP. A ‘get-out’ from the normal trials process, an EXCEPTIONAL CIRCUMSTANCE to meet operational needs. 

DTG 120930L Jun 06 

‘Mr W!’ came the familiar bellow down the corridor. It was the Boss, Sqn Ldr Pete Biggs. Sticking his head around the corner, he grinned ‘I’ve had a call from J4 Movs; they need us to look at a two Estonian Armoured Personnel Carrier’s (APC’s). They need them out in Afghanistan sharpish!’ ‘OK Boss’ I replied. ‘When do they expect us to shoe-horn in some recce time to look at them?’ ‘No need to worry about that Steve, they’re already here. Speak to Stevie C over at Exports, he’s got them’. And with that I had just become the recipient of yet another UOR. 

DTG 120945 - 1115L Jun 06 

Soliciting the assistance of the JATEU photographic and graphics sections, we move out on-masse for the Cargo Hangar. On arrival a cursory glance confirms that we have not seen them before. Setting the photography and graphics team to task (the front of the Tie-Down Scheme (TDS) should look something like the real thing!), I ask the FS Constantine to arrange an immediate re-deployment to Hangar 92. 

DTG 121300 - 1700L Jun 06 

Lunch is spent creating the necessary paperwork to kick-start the JATEU ‘Juggernaut’. The two wagons arrive as promised. Now the lads start gathering information. Front, Rear and All-Up Weights, Dimensions, potential restraint points, details of any Dangerous Goods. All standard, but key information required to produce accurate TDS’s. The flurry of activity continues, I contact the Movs C-17A Cell, to confirm what else is travelling with the vehicles. They advise the offset scheme which allows greater load planning flexibility. The vehicle is positioned on the Mock-up ready for its assessment. I start writing. 

DTG 130800 - 141700L Jun 06 

Despite two days of attaching and re-attaching chains, other task priorities and a late request for a centre-line scheme, this small but extremely busy team completes the job and presents Provisional TDS’s to WO Ray R. 

DTG 150800 - 0915L Jun 06 

After some minor adjustments both vehicles are safely loaded to RR6628. Feeling good about ourselves we put the kettle on, job done! 

‘Mr W!’ came the familiar bellow down the corridor. 

Welcome to JATEU 

It started with a phone call one afternoon whilst I was living the dream in Baghdad, Ah A you sound happy said the dulcet tones of WO W, are you still interested in working at JATEU? Well after two seconds I said yes of course. Three months later and it was day one. Up until this point I had never even visited JATEU and though I had a good idea what the job entailed I didn’t really know the in and outs 100 per cent. Having just come from shift at the Air Movements Sqn at RAF Braze Norton this was a completely different role. It was still team leading but this was more in-depth. Using publications like the 11D (you remember that), you saw it on your controllers course and had an occasional look at it through your career. Additionally, it also involves using computers. This isn’t second nature to me as it is with most people but with persistence I got to grips with it. 

Now I am ready to start my first trial as the team leader. What will it be, a tank, a rocket launcher? No for me it was a mast trailer. After a discussion with the project officer as to the requirements its time to get started. Out comes the tape measure, the angle measurers and of course a cup of tea (helps the thought process). Now its time to take all the dimensions of the trailer and to get the JATEU photographers to take identification photographs of the mast. These will be used to create a diagram that will be put on the tie-down schemes. Next we accurately weigh the mast and you’ve guessed it, clear it through the 11D. Happy that you won’t break any part of the aircraft while loading, it is now time to get on with the practical loading of the mast onto the JATEU aircraft mock-ups. This should be easy I hear you say, it’s only a mast on a trailer. How wrong could I be. A great deal of wood and much cursing about the double axle, it’s finally on. Chains are then applied to restrain the mast up to its operating weight and then its time to check the angles of the chains. We do this to find the exact amount of restraint that every chain is giving within the system. Once this is collated it is then run through our assessment program to ensure it satisfies all regulations in the forward, aft and vertical planes. Once this has been completed the chain pattern is hand drawn and the photographers brought back to record the mast restrained within the aircraft. All happy with everything double checked its handed back to the project officer who writes the tie-down schemes and report. 

This of course is rough overview of a day in life of a JNCO at JATEU Airportability Section. Have I found it challenging? Yes. Is it different to normal sqn air movements? Yes. 

Editorial and Forward

Exclusive - RAF Movers Load Aircraft!

Life at the edge of the Air Coupling Bridge

I learnt about Movements from that…

The annual ‘Pengelly‘ Football Tournament

RAF Airport Unit – Hanover

Camp Bastion UKMAMS Detachment

Tallil Air Base, Iraq

Not the Strategic MAMS Review

Op HIGHBROW - The Movers perspective from the ‘Eye of the Storm’

Where have all the Movers gone?

Communication

 The Trade Sponsor is in a hole!

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