Squadron Badges
The current Squadron badge differs from the II Armoured Car Company badge only in the words circumscribed around the emblem, which is a flying wheel viewed end on. The wheel is based on a wheel from a Rolls-Royce armoured car.
The original badge was approved by Edward VIII in October 1936, and the Armoured Car Company crest bears his original signature. The winged wheel was used by the unit for a considerable time previous to the regularisation.
The Early Years 1922 - 39
At the end of the First World War the power vacuum created by the fall of the Ottoman Empire left the Great Powers with the problem of garrisoning and policing large tracts of land in the Middle East.
These lands were peopled by tribes who were often in conflict with the governing power or each other. Great Britain was assigned control of Iraq (Mesopotamia), Palestine, Egypt and Transjordan, whilst Syria went to the French. This meant that Great Britain had responsibilities for the security and development of these states, leading towards their independence once they had become organised and politically stable. The cost of conventional garrisoning of these mountainous and desert lands would have been prohibitive to powers that had just survived the economic strain of the Great War. On the 12 March 1921, at the Cairo Conference, the Marshall of the Royal Air Force, in co-operation with the Secretary of State for the Colonies, Winston Churchill, outlined a radical and cost effective method of policing those tribes and lands under the control of the Crown. Utilising aircraft and highly mobile ground forces backed by armoured cars the concept of ‘air control’ was born. The aircraft and armoured cars would be provided by the RAF and the ground forces would come from British led native levies.
Number 2 Armoured Car Company was formed on the 7 April 1922 at Heliopolis near Cairo. It was placed under the command of Sqn Ldr M G B Copenan. The Company consisted of an HQ Sect and 2 Armoured Car Sects. It was a self accounting unit, administered by HQ Egyptian Gp. Following the disbandment of Number 1 Armoured Car Company (now 1 Squadron RAF Regt) in 1923, to form the nucleus of a Wing HQ, Number 2 Armoured Car Company took over their vehicles and from 1 September 1923 had a HQ Sect, 3 Rolls-Royce Sect, one Lancia Sect, 1 Repair Sect and 1 Transport sect.
The Officers were drawn from the GD branch and were known as SSOs (Special Service Officers), many of these Officers were Arabic speakers, yet had no formal training in desert warfare. Many were ex-pilots or observers as well as a large number that had transferred from the Royal Navy. Airmen underwent weapons training on the Vickers and Lewis machine gun, desert survival training and training in ‘outpost’ duties in Helipolis.
The companies were equipped with the Rolls Royce Type A armoured car and the Morris Wireless Tender. These vehicles were to serve with the Squadron until 1944. Each vehicle was based on the Rolls Royce Silver Ghost chassis with an upgraded suspension to bear the 3.5 tonnes of 7mm thick armour plating. During the period of World War Two the original armour and vehicles were gradually augmented by cars with a Ford Commercial chassis, as Rolls Royce spares became more difficult to find. Each vehicle was fitted with a turret mounting its primary weapon, the Vickers Machine Gun. The rear of the vehicle was left open and a Lewis gun was often carried there and used in the ground role; though later used on a ring mount in the AA role. Both of the weapons were 0.303” calibre. An anti-tank capability was provided in the 1930s as each vehicle was issued the 0.5” Boys Anti Tank rifle. The vehicles were originally designed for the Western Front and were not fitted with heavy duty, low-pressure tyres until 1930. This greatly improved the mobility of the company over the mountainous and rocky ground of what is now Northern Iraq. The cars had an impressive top speed of 60mph and were invariably named, with the prefix HMAC (His Majesty’s Armoured Car).
THE WAHABI BANNERS - THE FIRST BATTLE HONOUR
Although the Company had spent two years actively engaged against the unruly local tribes, the first major engagement came against the Wahabi tribesmen in Transjordan. On 1 August 1924 King Ibn Saud was at war with the Kingdom of Hedjaz. He backed a move by some 3000 of the Irkwan ( the Brotherhood) to attack Amman, the capital of the Hashimite Emirate of Transjordan. This allowed Ibn Saud to either, if the move was a success to take the spoils of war, or, if a failure to deny any involvement.
After a long forced march the Irkwan came upon the village of Tenaib and killed all its inhabitants. They were engaged by the Transjordan Rifles but inflicted heavy casualties, forcing them to retreat. Aircraft from No. 14 Bomber Squadron were dispatched and dropping ordnance and halting the Irkwan advance. It was at this point that an armoured car from No 2 Armoured Car Company arrived on the scene. The sergeant in charge of the armoured car quickly engaged the rebels and using the Morris Wireless Tender managed to report on the deteriorating situation.
A section of 2 armoured cars were detached and from a range of 800 yards engaged the tribesmen. Having inflicted serious casualties upon the tribesmen, without sustaining any casualties themselves, the armoured cars were low on ammunition. At this stage 14 Bomber Squadron returned and with machine guns and bombs broke up the retreating rebels. Seeing this the Transjordan Rifles rallied and with support from the now replenished armoured cars counter attacked, forcing the tribesmen to further withdraw.
The retreating tribesmen left piles of dead on the battlefield as a testament to the numbers of casualties they had suffered. Found amongst the dead were three banners of religious significance. One banner was given to His Royal Highness Emir Abdullah (late HM King Abdullah of Jordan), the second to Al Lewa Peake, the Commandant of the Arab Legion whose police were involved in the action and the third was awarded jointly to No. 14 Bomber Squadron and 2 Armoured Car Company. The banner bore the motto;
‘There is no God but Allah and Mahomet is his messenger.’
(The banner was held by the RAF museum but was sadly destroyed in a fire at the Officers Mess at RAF Akrotiri in 1963). This action led to the award of the Squadrons first battle honour to be borne on its colour, Transjordan 1924.
POLICING THE TRIBES
On 17 April 1927, 3 sections from No. 2 Armoured Car Company together with 3 companies from the Transjordan Frontier Force, under the command of Group Captain W B Rees, moved against a camp at Azrak occupied by Druze tribesmen. The Druze tribesmen had revolted against the French in Syria and been forced to leave the country. Under the guise of refugees they had setup their camp at Azrak with the intention of continuing operations against the French.
Seeing this as totally unacceptable the Transjordan Frontier Force was dispatched and on arrival martial law was imposed in Azrak. However, many of the tribesmen had fled before the arrival of the armoured cars. After several small scale actions all the rebels left Transjordan territory and the force was withdrawn on 25 July 1925.
Towards the end of 1928 2 sections of armoured cars, together with 14 Bomber Squadron and a detachment of the Transjordan Frontier Force were employed to impose a fine on the Beni Sukur tribe. The aim of this was to prevent the tribe from carrying out raids upon it peaceful neighbours. Ironically the Company was employed a few months later to protect the Beni Sukur against raids by the El Jebel tribe from Syria.
These examples were typical of the types of operations and actions that No. 2 Armoured Car Company was involved in during its first 8 years. Their success allowed Great Britain to control the vast deserts of the Middle East with a relatively small amount of personnel. The success of these actions and operations led to Lord Trenchard commenting that;
“It is thought that these early years in the Middle East did much to forge the character of the Royal Air Force”.
THE PALESTINE TROUBLES 1936-1939 - A SECOND BATTLE HONOUR
During the period 1936-39 British rule in Palestine was threatened by Palestinians concerned by the numbers of Jewish immigrants allowed into the protectorate. Their actions varied from organising strikes to military actions. Developments in Europe also had an influence in Palestine and many outside agitators were smuggled across its borders to destabilise the situation. No 2 Armoured Car Company once again found itself operating with No 14 Bomber Squadron, equipped with Fairey Gordans, and No 6 Squadron operating Fairey 111F’s and Hart Variant aircraft.
The Company was used in numerous operations, including assisting the Palestine Police Force in search operations, convoy escorts, recovering downed aircrew, strike breaking and road patrols. When employed for convoy escort and road patrol, members of the Company found they were frequently under ambush or sniper fire. The high road speed of the Rolls Royce Armoured car was found to be invaluable in a theatre where communication lines were frequently the target of sabotage.
In co-operation with the bomber squadrons various British units developed the ‘XX’ call on the Wireless. A ‘XX’ call would alert the RAF to any situation rapidly requiring air support. This support would then be rapidly dispatched to assist the ground forces. This rudimentary ground to air co-operation inflicted numerous rebel casualties and helped prevent the escape of many rebels or the success of their ambushes. This demoralised the rebels and assisted with the eventual pacification of Palestine.
World War Two 1939 - 45
OPERATIONS IN THE MIDLE EAST
On the 3 September 1939, war was declared against Germany. The Company was still deployed with an HQ at Ramleh, A and C Sect at Amman and B Sect in Jerusalem. The Company manning was100 all ranks and was now equipped with 24 Rolls Royce Armoured Cars and 66 Morris tenders.
On 4 September, the first Company casualty of the war occurred when a tender hit a landmine, destroyed the vehicle and killing one of the airman within. In January 1940, some of the sections started to be equipped with the new Ford Armoured cars; these proved to be particularly reliable on both ammunition escort and route reconnaissance duties.
COMPASS - THE FIRST OFFENSIVE
In September 1940 a section of the Company was detached to General Wavell’s ground forces during the first offensive against the Italians in Egypt. It is said that these armoured cars became ‘the eyes and ears of Wavell’. During the actions in the October of that year the Company was employed on convoy escort tasks, airfield defence, fighting reconnaissance patrols and screening operations. The Company performed well and became regarded as an asset to a force short of light reconnaissance forces.
Throughout this period the Company was engaged in many actions. On 14 December 1940, some 50 enemy fighters and bombers attacked the Company HQ. Reconnaissance patrols often had to run the gauntlet of enemy aircraft and artillery fire. As a result a tactic soon developed whereby an armoured car would drive directly towards the attacking aircraft and then turn off sharply left or right at the critical moment when the commander judged that the aircraft would open fire! This rather hair-raising manoeuvre was not without success, and many aircraft were engaged. The first recorded shooting down of an aircraft by the Company was on 14 February 1941.
THE IRAQ REBELLION
At the outbreak of World War 2, the Axis powers saw Iraq as a source of oil and land access into the Middle East. Any action to secure this area of the world would have succeeded in cutting the overland communication links between Great Britain, India and the Far East. On the 3 April 1941, Rashid Ali, the Iraqi Prime Minister and leader of a pro-Axis government seized power and led an uprising against the small British Force based at Habbinya and Shaibah. By gaining support from both local tribes and the Iraqi Army he was able to lay siege to the forces at Habbinya. This was to last seven days and was to be an action in which the reformed No 1 Armoured Car Company, (now No 1 Squadron RAF Regiment) was to play a major part.
Acting as a reconnaissance force the Company was regularly in action against the light Iraqi forces. No 2 Armoured Car Company was to reach Habbinya as part of the ‘Kingcol’ relief column on the 18 May. Its advance was marked by brief but violent actions whilst under constant threat from snipers on a road that was blocked by anti-tank obstacles.
On 26 May, 2 armoured cars supporting the Household Cavalry Regiment found themselves under heavy machine gun fire and were forced to withdraw. This occurred twice; however, on the second occasion both of the armoured cars became stuck in soft sand. With the weight of fire increasing, the enemy closing and the Household Cavalry Regiment giving no assistance, there was little option but to abandon the armoured cars. The crews fought their way back to friendly positions on foot taking their three casualties with them. One of the cars was later recovered from the battlefield but the other was lost to Iraqi rebels. However, the Company continued to provide the reconnaissance element for ‘Kingcol’ and the advance on Baghdad. By the time the Armistice was agreed on the 30 May the Company, under the command of Sqn Ldr Cassano was 10 miles from Baghdad.
SYRIA - ACTIONS AGAINST THE FRENCH
The Company’s base of operations was established around Baghdad as the British Forces moved against Vichy French Forces in Syria. The outnumbered British Forces although suffering heavy casualties drove deep into Syria. No 2 Armoured Car Company was again supporting Household Cavalry operations, this time along the Syrian border. As the force moved into Vichy territory they soon found themselves in contact with the Vichy French armoured car force.
On 16th June at dawn, 4 Vichy French armoured cars attacked No. 2 Armoured Car Company positions around Abu Kamal. Although outnumbered, the two armoured cars under Flight Lieutenant Veron drove off the enemy.
From the 21st until 30th June, in operations on the Homs to Palmyra road, the Company was under constant sniper, machine gun or artillery fire. On one occasion Sqn Ldr Cassano, in his armoured car, remained under constant heavy fire for 45 minutes. Upon his return to the Company positions, it was found that the fire had punctured all four of his tyres. On the 2nd July an Armistice was declared and Palmyra surrendered subject to that agreement.
However, further action took place. On the 9th July, Flying Officer Skellon in command of a force of 4 armoured cars, a company of the Warwickshire Yeomanry and a section of 2 Pounder Anti-Tank guns whilst on the approach to the Sadad came under fire from 3 French armoured cars and a 75mm gun. Although heavy, the fire inflicted no casualties and the French armoured cars were driven off by a flank attack by two armoured cars under the command of Flight Sergeant Lace. Both sides withdrew and the town remained under observation.
Later that day, 3 French Armoured Fighting Vehical’s (AFV) were seen approaching Flying Officer Skellon’s positions; one of the Anti-Tank guns was found to be unserviceable at that time. The AFV’s opened fire at a range of 1500 yards and the armoured cars withdrew further into the Wadi from which they had been observing. Under cover, Flying Officer Skellon and two Airmen dismounted with the Boys Anti Tank Rifle, a truly unreliable weapon. The armoured cars continued their withdrawal and the AFV’s followed them drawing closer to the Wadi. Flying Officer Skellon and his men opened fire and managed to damage one of the AFV’s, forcing the French to beat a hasty retreat back to Sadad.
The following day a plan was made to capture Sadad. After a brief contact on the approach road to the town, the 4 armoured cars defending the village were out-flanked and 2 of their number were captured. After the surrender of the Vichy government the company returned to Amman.
THE WESTERN DESERT CAMPAIGN
The Company returned to Amman in July 1941 and undertook routine duties prior to moving to the Western Desert in October in support of the ‘CRUSADER’ offensive. During this time the Company was employed on the tasks which it had earned its reputation. These included airfield defence, fighting and reconnaissance patrols and convoy escorts for RAF ground personnel. The Company was also required to carry out anti-parachute patrols. During a large convoy escort task, consisting of a column of 33 Squadron and 113 Squadron personnel on route for Egypt, a Company patrol on reconnaissance screen duties was attacked by 2 ME110s. One of the aircraft was shot down, but the crew was rescued by the other aircraft before an armoured car could reach them. However, on another attack on 22 November 1941, the Company shot down a JU88 and captured the crew.
Many observers at the time remarked on the colourful mix of characters and clothing worn by tough individuals who made a name for themselves with rugged professionalism. The company frequently found itself in contact with the enemy armour and was employed defending landing strips behind what was accepted as the enemy frontline.
In January of 1942 the Germans launched their counter attack. At this time the Company was at Antelat and the German counter offensive advanced as far as El Alamein. The Company provided defence for RAF assets as they withdrew. This also often involved recovering downed aircrew, guarding their aircraft where practical and where not, destroying the remains. During the period, prior to their withdrawal in March the Company was regularly bombed and strafed whilst defending airfields and landing strips. In May the Company returned to the Gambut area of the Western Desert to provide a defensive screen around the forward fighter airfields. During this time the Company was in continuous contact with the forward enemy tank columns and subsequently covered the withdrawal of No 211 Group to the rear airfields.
In October El Alemein was again being fought over by the Allies and the Germans, leading to the Allied counter offensive. Again No. 2 Armoured Car Company was heavily employed escorting RAF Ground Crews forward, defending forward refuelling sites and landing strips. This continued into Libya where the venerable Rolls Royce Armoured Cars were finally replaced with the Mk 1GMC Light Reconnaissance Armoured Car. Receiving new equipment did not keep the company out of action as by the end of the month it was escorting RAF elements into Tunisia.
A large-scale raid on one of the Landing Grounds at Nefatia on 6 March resulted in two casualties. Squadron Leader M P Cassano was hit in the right side and along with Aircraftsman Radcliffe the other casualty, was evacuated. Further raids continued but not of the same intensity.
A half section under the command of Flying Officer Stockdale was attached to the New Zealand Division to direct air attacks. On 7 April whilst under heavy fire from 88mm artillery pieces, air attacks were accurately directed against German armour, mechanised transport concentrations and defensive positions. It is believed that this is the first time air attacks were directed from armoured cars in the British Forces.
On the 10 May 1943, the Company had the honour to be the only ‘8th Army Air Force’ unit to enter the city of Tunis. In June of that year the Company returned to Transjordan for a period of training and refitting. On 13 November Flight Sergeant Davis became the first in the trade group of Armoured Car Crewman to be promoted to Warrant Officer. This belated recognition of the trade was set against a constant battle by Company officers to gain recognition for their men. The subject of a Crewman badge for airmen on the Armoured Car Companies was the topic of much correspondence, although their considerable achievements were recognised by successive Company commanders.
The Company’s return to Transjordan to carry out routine patrolling was not the end of No. 2 Armoured Car Company’s involvement in action. In Apr 1944 the Royal Hellenic Air Force, Navy and Army mutinied and the company mounted an armoured car piquet along the flank of the 1st Greek Brigade camp. Whilst negotiations took place, the Company was involved in high-speed chases across the desert as they were not allowed to fire at the mutineers unless fired upon. With collisions taking place at high speeds and the armoured cars not designed as a pursuit vehicle, this task required a high degree of skill, which was ably demonstrated during the six-day siege.
With a brief involvement in a deception task on the Turkish border the Company settled into a routine of patrolling and training. Squadron Leader P F Murch saw the potential for trouble at this point. He realised that large amounts of arms had fallen into the hands of both Jewish Arab guerrillas and maintained the Company at a high degree of readiness.
Internal Security Operations 1946-80
No II ARMOURED CAR COMPANY BECOMES PART OF THE RAF REGIMENT
After a period when the Company found itself with a dire manpower shortage, No II Armoured Car Company was incorporated into the RAF Regiment on 3 October1946. In doing so the Company was renumbered No.2702 Squadron RAF Regiment. This was not a popular decision as many of the Squadron were ex-aircrew who had been made redundant after the war, and who had joined the armoured car companies on the assumption that they would remain independent of the Regiment. A critical manning situation on the Squadron was experienced by the end of 1946 and this was attributed to the uncertainty of the Squadron’s future following its amalgamation into the RAF Regiment. After pressure by Squadron members and veterans it was renumbered as No II Armoured Car Squadron on 25 Feb 1947.
For 3 years after the war the Squadron operated in Palestine until the end of the Palestinian Mandate. During this period whilst acting in support of the Palestine Police a Squadron armoured car was attacked with a flame-thrower. Fortunately the fuel for the weapon did not ignite and the crew bravely fought on whilst their vehicle was drenched in petroleum, which could have ignited at any moment. The Squadron finally left Palestine on 14 May 1948. ‘A’ and ‘B’ Flights escorted the withdrawing RAF personnel through trouble areas without loss of life and the Squadron defended the airfield at Kolundia whilst VIP’s were evacuated. ‘B’ Flight escorted one of the last convoys to leave and was the last Flt to leave Palestine. “Now clear Palestine”, was signaled by Pilot Officer H G Robson, the morse key is now held in the Squadron History Room.
THE RETURN TO IRAQ - OPERATIONS AROUND HABBINYA
In 1949 the Squadron returned to RAF Habbinya, involving itself in the routine of training, carrying out defensive operations to prevent theft from RAF bases in Iraq by the locals and rescuing downed aircrew and their passengers. The Squadron moved to RAF Shaibah, in the south of the country, at the same time as the death of the Sheik of Kuwait.
The heir presumptive to the Sheikdom was recognized by the British Royal Family and HM Government was expected to accord him with recognition. However, due to the volatile nature of the situation in that part of the globe, the Squadron remained on immediate readiness to move into Kuwait. Recognition was duly received from London and 3 days later on 23 February 1950 the Squadron drove the 100 miles to Kuwait on a courtesy visit. A parade and drive past took place in Kuwait Square to mark the occasion of the new Sheik. On 26 February the Squadron returned to Shaibah and then by rail to Habbinya.
The Squadron was not only involved in parades and training whilst at Habbinya. After a period of tension local agitators incited a strike and demonstration of locals. This turned to violence on 8 June 1952. The demonstrators entered the camp destroying and burning the station fire tender, damaging other property and threatening life. An advance by the Squadron’s Armoured Cars forced a retreat for a short while, but when the demonstrators realized that the cars would not fire, they attacked. The Commanding Officer, Squadron Leader E J B Brown, ordered Flying Officer Haymes to shoot selected targets in the crowd. He opened fire, firing 5 shots and the Commanding Officer fired 3. The crowd dispersed leaving 5 of their number wounded. This was followed by several days supporting the police in arresting local agitators, which resulted in the end of the strike and an imposition of peace.
THE LOSS OF THE ARMOURED CAR - THE GAINING OF A NAME
In the January 1953 the Squadron moved from Habbinya to Sharjah via Baghdad. They remained there until May when they were ordered to hand over their armoured cars and return to Habbinya by aircraft. In November the Squadron was renamed No.II (Field) Squadron. For the first time in its history, the Squadron did not have any armoured vehicles.
II (FIELD) SQUADRON LEAVES THE DESERT
Two years after gaining the Field title, II Squadron was transferred from Shaibah. This was in accordance with the Anglo-Iraq treaty revision in March 1955. All RAF units had to leave the country and No II Squadron traveled by air to RAF Nicosia in Cyprus, having been the last RAF unit to leave Iraq. For the first time in 33 years continuous service the Squadron left the deserts of North Africa and Arabia.
Upon its arrival in Cyprus in September 1955, the Squadron immediately began to provide assistance to the Army. Many mines and been laid during the hostilities of World War 2 and detachments from the Squadron were tasked with their recovery. Assistance to the Army was a theme that continued throughout the stay of II Squadron in Cyprus.
As the EOKA terrorist campaign gained momentum the Army was tasked to aid the Civil Power. Short of manpower the Army soon approached II Squadron for reinforcements, and men of the Squadron soon found themselves on operations with Army regiments. Most of these operations were regular guard tasks, search operations and escort tasks. To augment operations a return to the use of armoured cars was made possible by recovering Humber Armoured Cars from their resting-place on a local bombing range. Luckily the cars were all undamaged; however, the efforts required to keep these aging vehicles on the road was to the detriment of the Squadron other transport assets.
Attacks on RAF bases still had to be dealt with, such as on the 16 May 1956. With the Squadron tasked with assisting the 1st and 3rd Battalions, The Parachute Regiment on operation “On Guard” to prevent civil disturbances in Nicosia, there was an attack on RAF Nicosia. Three EOKA terrorists entered RAF Nicosia and assassinated the radio operator in a remote VHF/DF hut. The Squadron was alerted and deployed to search for the killers. Station personnel quickly apprehended 2 of them and the third was found by members of the Squadron in a tree where he had taken refuge.
Convoys were an easy target as many of them were of a routine nature such as collecting airman who lived out, the movement of ammunition and stores and the escort of units during an operational move. During the month of February 1957 Squadron convoy escorts came under regular attack. On 5 February the Cape Creco convoy, a regular move from Famagusta to RAF Ayios Nicholias, found a prepared mortar type device six-foot up a tree. It failed to operate and a subsequent search found only the battery in the firing point. On the 8 February a similar device again positioned in a tree exploded damaging a three-ton lorry on the same Cape Creco convoy route. The follow up search found nobody, but the firing point was identified. Two hours later, an escort for the move of 751 Signals Unit had an electrically initiated mine explode a yard from the road. The 751 Signals Units Commanding Officer, Squadron Leader Street, was unfortunate to be alongside the site of the mine. He was unhurt by the blast and along with his close escort from II Squadron, chased a man seen running from the scene into a ravine near the road. The man ignored challenges to stop and only halted when fired at. A Squadron armoured car arrived soon after and under the cover of the cars Bren Gun, the man was escorted back to the firing point. Once searched he was handed over to the Special Branch for further questioning.
On 25 February a further attack took place on Cape Creco convoy just before it rendezvoused with its escorting armored car. Three pipe bombs were thrown at a 3-ton truck. One of the devices was a smoke bomb, but the remaining two were high explosive. Three casualties were sustained on the lorry, one of which, an officer, was serious. On hearing the explosion, the near by armoured car moved at speed to the place of the attack. Meanwhile the escorts on the lorry returned fire with Bren Guns and Revolvers into the area from which the bombs came. The search with the assistance of the armoured car resulted in the capture of 2 civilians, and another, who had been shot dead.
The Squadron was also able to carryout a significant amount of constructive training. Flights were rotated through Troodos to complete a range camp and an infantry training package which included an introduction to the latest weapons, the FN Rifle (better known as the SLR) and the Stirling Carbine (SMG). VIPs were constantly visiting the Squadron during this period, one of the most notable escorted was the then Prime Minister, The RH Harold Macmillian MP.
A FURTHER MOVE - MALTA GC
On 22 April 1959 the Squadron dispensed of its armoured cars and moved to RAF Luqa, Malta. As with its other moves the first tasks was to reinforce the static defences of the base. Wiring parties were tasked and the Squadron assisted the RAF Police in routine security patrolling. The Squadron HQ was based initially at RAF Ra Kali with A and B Flts based at Luqa and C Flight at RAF Hal Far. The presentation of the Squadron’s standard took place at RAF Ta Kali on 25 November 1959 with Air Chief Marshall Sir Hubert Patch as the reviewing officer.
38 YEARS OVERSEAS - THE RETURN TO THE UK
On 1 October 1960 the Squadron arrived in the UK aboard Her Majesties Troopship Dilwara. The Squadron set foot on UK soil at Southampton Docks on 2 October. The Squadron was paraded to celebrate the arrival of their Sqn after 38 years overseas. The Squadronthen moved to it’s new base at RAF Felixstow; this was as part 33 Strategic Wing an element of the Global Strategic Reserve. The Squadron deployed on its first UK exercise in the nearby Stamford Battle Area, but was soon deployed on operations again carrying out Internal Security operations at Bahrain in November 1961. This deployment was to last until Febuary1962.
STRATEGIC MOBILITY - THE ADOPTION OF THE PARACHUTE ROLE
RAF Felixstow was to close and in the July 1962 the Squadron moved to RAF Colerne. It became part of 38 Group and also gained an airborne assault role. 13 men, rapidly gaining the title of ‘ the Dozy Dozen’, volunteered for parachute duties and the selection on ‘P’ Company. The course, run by the Parachute Regiment set extremely high standards which were expected from all combatant members of Airborne Forces. To increase the number of men passing ‘P’ Company, a Pre-Parachute Selection Course was introduced. This course was eventually found to be so demanding that its successful completion replaced the need to send men to ‘P’ Company. Upon successful completion of the selection, the men attended No.1 PTS and RAF Abingdon.
During the remainder of the sixties the Squadron was involved in numerous operational detachments in support of ongoing RAF operations worldwide. On 13 February 1964, the Squadron moved to Cyprus to relieve 16 Squadron RAF Regiment at Nicosia. The Squadron was employed on patrolling duties, including long range recce patrols tasked with visiting local villages to check on food and medical supplies, and report on the extent of defensive preparations.
Following this the Squadron deployed to Aden on Internal Security operations and within days of returning were redeployed to Zambia to defend Lusaka Airport as part of ‘BRITFORZAM’. This was quickly followed by another tour in Aden.
A FURTHER NAME CHANGE
In March 1970 the Squadron became II Squadron RAF Regiment and with it there came further commitments. The Squadron adopted a routine of deploying to Northern Ireland (RAF Aldergrove), RAF Salalah (in Dhofar) and Muhurraq to support operations in Anguilla and later as the threat to Muhurraq decreased, further deployments were carried out to Hong Kong.
The detachment to Salalah was for the Support Weapons Flight with their 81mm Mortars. The Flight was tasked with providing fire support to a number of defensive ‘Hedgehogs’ around the RAF base. The routine of carrying out harassing fire to prevent the use of base plates positions and the engagement of contacts on the ZB radar sets denied the rebels ability to manoeuvre. The ‘Hedgehogs’ were frequently shelled with 75mm Recoilless Rifles and on occasion were subject to direct attacks by the rebel forces supported by mortar fire. In July 1970 there were 2 such attacks on the RAF base.
The first attack, on the 19 July, was driven off by elements of the Sultan’s Forces. The second attack on the 21 July was prevented when the rebel advance party was spotted. This led to accurate mortar fire being brought to bear from the II Squadron ‘Hedgehog’ which inflicted casualties and broke up the attack. The regular detachment to RAF Salalah allowed the Support Weapons Flight to experience live firing and gain valuable experience in use of modern weapons.
However in the UK the Squadron found itself on the move again. With the closure of RAF Colerne in 1976, the Squadron was moved to RAF Catterick which was to become its home for just 4 years. The Squadron moved south yet again to Wiltshire, this time RAF Hullavington in August 1980. After the Squadrons time at the home of the RAF Regiment this was to become a popular move. With the growing commitment in Northern Ireland and the cessation of the conflict in Dhofar, the Squadron was being detached to Northern Ireland on a regular basis.
The Northern Ireland commitment was the defence of the small base RAF Bishop’s Court, part of the Ulster Radar Net, and RAF Aldergrove which also included the security of the civil airport. The task although mundane required Gunners to maintain a high degree of vigilance at all times. This degree of vigilance was demonstrated by the discovery of arms and ammunition by patrols and the gathering of low level intelligence. One such example of this type intelligence occurred on 24 September 1977 at the main checkpoint for Belfast/Aldergrove civil airport. SAC Ramsey spotted a passenger in a car, with both eyes blackened, and when he spoke to him it became apparent that the man had taken a severe beating. On further questioning the man admitted to being a member of the ‘Red Hand Commandos’, a Loyalist Terrorist group. He explained that in Rathcoole there had been an inter-fractional disagreement with the ‘Ulster Volunteer Force’. They had in turn given him a beating and ordered him to leave the country; this he was attempting to do when SAC Ramsey had stopped him. This information was passed on and the British Police later detained the man, who gave them information that led to several arrests.
The Cold War Years 1980-1995
THE RETURN AND DEPARTURE OF ARMOUR
In the early eighties the Squadron became familiar with a routine of Northern Ireland detachments and exercises with the Harrier Force in West Germany. However, this cycle was broken when the Squadron converted to the newly introduced (to the Regiment) Light Armoured CVR(T). The Squadron carried out its validation exercise in April 1982, and was the first Squadron to become operational. The Squadron was equipped to provide each Flight with 4 Spartan and 2 Scorpion vehicles. The HQ element had a Sultan CP vehicle and a Samson recovery vehicle. The Squadron’s firepower was provided by the Scorpions 76mm gun firing the dual purpose HESH round and a smoke round. The CVR(T) gave the Squadron protection from both small arms, shell fragments and a high degree of collective protection against NBC agents. Night observation was also enhanced as each vehicle had its own night vision devices.
OPERATION CORPORATE
Soon after the declaration of the Squadron as an operational unit, Argentinian forces invaded the Falkland Islands. On 18 May the Squadron was put onto standby with a Light Armour Flight on short notice to move and to sail with the assembling Task Force then assembling. On the 30 May the Commanding Regiment Officer stated that the Squadron was to prepare for a possible parachute insertion into the Falkland Islands. Further planning took place, which was only to be reversed in June when the emphasis was again to be a Light Armour Squadron deployment. As the month progressed it looked less likely that the Squadron would be employed and on 30 June the task was cancelled. This allowed time for the Squadron to be stood down, and allow time to prepare for a planned deployment to Northern Ireland that September.
RAF GREENHAM COMMON AND CND
Although operations in Northern Ireland continued with small successes recovering munitions and reporting traced personnel and cars, a declaration by the governments of the US and Great Britain to deploy the ground launched Cruise Missiles at RAF Greenham Common caused a wave of protests around the country. The Squadron was to carry out repeated detachments to the American base finding the ‘Peace Women’ a worthy opponent, as wily in their infiltration techniques as many Special Forces units. This was recognised at a high level to be preventing Squadron’s from training and resulting in a poor response to further testing Light Armour exercises. This commitment was soon to come to an end with RAF tradesmen taking over responsibility for, what had become, a ‘night-watchman task’.
FURTHER COMMITTMENT TO GERMANY - EX GAZELLE ARABIAN
In December 1985 a joint exercise, GAZELLE ARABIAN between 1 Squadron and II Squadron saw the first deployment of 2 Light Armour Squadron’s, in the joint defence of the Harrier force. Having commenced with Harrier operations, the exercise moved on to Soltau training area. During the Soltau phase both Squadron’s acted as defenders against the Berlin brigade. Later, with 1 Squadron in defence of a bridge reserve demolition, II Squadron changed sides becoming the airborne assaulting troops. This assault took place on a miserable German winter day and was the first time that Chinooks had been used to delivered paratroopers other than Special Forces.
GAZELLE ARABIAN 2 was to take place in the following year following a similar format. II Squadron flew from the UK to reinforce 1 Squadron who were already in place with the Harrier Force. The Sqn then went on to become 1 Squadron’s reporting screen. The GAZELLE ARABIAN exercises were useful in that the highlighted the shortcomings in co-operation between 2 squadron’s.
A WORLD RECORD ATTEMPT
On 24 June 1990 the Squadron made its first attempt at the world ‘bergathon’ record. The world record for this feat having been set by 29 Commando Battery, Royal Artillery, and requires the team to complete a marathon carrying a bergan and rifle. Unfortunately the team missed the world record by 16 minutes, however Flight Sergeant Chris Chandler shattered the individual record by 40 minutes setting a new record of 3 hours and 55 minutes.
OPERATION GRANBY - EXTREME DISSAPOINTMENT
On the 8 August 1990 Kuwait was invaded by Iraq. On 30 August II Squadron received orders to be ready to move, initially to Cyprus, by 2/3 September. In September the Squadron deployed to RAF Akrotiri where it completed a demanding training schedule including a large amount of physical training to assist in acclimatisation.
With the Squadron carrying routine defence operations, at a higher level of security, it witnessed the galling sight of seeing other Regiment Squadron’s transiting through RAF Akrotiri on route to the Arabian Gulf theatre whilst they remained on a main operating base. The boredom of this job was broken when Corporal Tuite and his fire team on a Rigid Raider Patrol, suffered an engine failure. Unable to raise assistance they drifted for 7 hours before discovery and rescue.
Having maintained a high level of professionalism throughout a very frustrating detachment the Squadron returned to RAF Hullavington in December 1990.
A WORLD RECORD ATTEMPT - SUCCESS
The Squadron made a second attempt on the Bergathon world record on 21 April 1991, at the London Marathon. The Squadron team completed the route in 4 hours 33 minutes and 58 seconds, beating the previous record by 1 minute and 29 seconds.
NORTHERN IRELAND AND THE CAMBRIAN PATROL
In early September 1991, the Squadron deployed to Northern Ireland on Op PENNENT. This was to allow the resident Squadron, 3 Squadron, time to carry out general warfare training, outside of the province. From mid-September until late October the Squadron sent sections on detachment to Girwood Barracks, West Belfast. Throughout this time members of the Squadron found themselves the target of sectarian anger and on one occasion the target of an unsuccessful ‘coffee jar attack’.
Meanwhile other members of the Squadron were struggling through the Elan valley in mid-Wales. FS Skyrme and his section had taken part in the very prestigious competition, The Cambrian Patrol and won a Gold medal.
JUNGLE OPERATIONS AND A MOVE OF HOME
In January 1992 the Squadron moved to the Airport Camp in Belize providing the capability of holding it until the arrival of reinforcements. The exercise saw the Squadron move from the UK into Airport Camp and then immediately deploy into the surrounding scrubland and jungle. The Squadron later moved onto Exercise MAYAN SWORD, an exercise to test the resident defence Battalion. On 21 January the Squadron jumped on to the Drop Zone at Machca Creek. This Drop Zone was essentially a jungle clearing which was extremely wet underfoot. Following the parachute insertion, the Squadron moved by foot the 12km to the nearby town. Here the Squadron established a defensive position in preparation for the forthcoming attack. Once this serial had been completed the Squadron moved again this time further south to allow time to prepare for the final serial, a Battalion deliberate attack.
Upon its return to the UK the Squadron was faced with the prospect of a move back to the RAF Regiment Depot at RAF Catterick. On the 14 April 1992 the Squadron celebrated its return to the depot by flying over in a C130 Hercules, having had the planned parachute sortie cancelled, then disembarking at RAF Leeming and moving by road to RAF Catterick. With the move to RAF Catterick came a change in role. In August the Squadron officially converted to a Field Squadron relying once more upon the Land Rover for mobility and the 81mm mortar for Squadron firepower.
In October the Squadron entered 2 teams in the Cambrian patrol the ‘A’ Team, lead by Pilot Officer Stowers, won a Gold medal. Whilst the ‘B’ Team led by Sergeant Larkin won Bronze.
The Sqn spent the remainder of the year preparing for another deployment to Belize. In the Jan of 93 the Sqn again deployed to Airport Camp and deployed within 2 hours of touchdown to defend the airport. A similar series of exercises to those from the previous year followed. The detachment culminated in Sqn live firing at the Baldy Beacon ranges.
With the Squadron maintaining its usual high standards, training continued ready for another deployment to Northern Ireland. This included an extended period when 2 sections operated in the area of Toomebridge. This area was recognized as being somewhat hostile and it was known that at least two Active Service Unit’s were operating in the area. The task was to ensure the protection of construction workers while they carried out repairs to the recently damaged RUC Station.
A FURTHER MOVE AND THE LOSS OF THE PARACHUTE ROLE
The Squadron deployed to practice arctic operations in Canada in March 1994 further expanding its skills for global deployment. This was followed in May 1994 by the Squadron move, along with the rest of the RAF Regiment Depot to RAF Honington.
On 5 June 1994 the Squadron provided the guard of honour for the President of the United States Of America, Bill Clinton. This was followed on 6 June by 4 members of the Squadron, Corporal Regan, Senior Aircraftsman Gray, Chamley and Jones taking part in a parachute descent onto the Delta DZ at Normandy to celebrate the 50th anniversary of Operation OVERLORD.
However on 19 September, Group Captain McNeil announced to the assembled Squadron that the Parachute role was to be axed on the 31 March 1995. This announcement was met with great sadness at the loss of a role of which the Sqn members were justifiably proud. However on 10 March 1995 Air Commodore Thorn, Commandant General of the RAF Regiment, informed Officer Commanding II Squadron that the decision had been reversed and that the parachute role would continue.
At the end of April 96 the Squadron took part in Exercise PURPLE STAR. This combined exercise between UK’s 5 Airborne, 3 Commando Brigades and the US’s 82nd Airborne and elements of the Marines, was to be the 4th largest parachute assault in history; the other 3 being Arnham, Normandy and the Rhine Crossings. The exercise took place in both North and South Carolina with the Squadron based at Fort Bragg, the home of the 82nd Airborne.
Policing The Peace 1996-2001
OPERATION RESOLUTE - YUGOSLAVIA 1996
In July 1996 II Squadron assumed responsibility for the defence of divisional assets in the Former Yugoslavia Republic (FYR). During the deployment the Squadron expanded its role in the theatre that was itself contracting. The initial task was a mundane guard task made worse by the poor standards set by previous units. The Squadron soon set about rectifying this after taking over responsibility for the various sites.
The Squadron established a need for a Quick Reaction Force at Banja Luka with a capability of deploying in support of the lightly armed Royal Military Police (RMP) patrols in the town. The value of this was shown on 4 September when an RMP patrol, attempting to confiscate illegal weapons from a barracks was attacked by a crowd, this resulted in an RMP Sergeant firing a shot in the air to disperse them. Two sections were alerted as a QRF and under the command of Flight Sergeant Ramsey, deployed to Banja Luka rescuing the RMP patrol and bringing back the confiscated weapons, which included an Armoured Personnel Carrier and various heavy weapons. The RMP claimed the responsibility for this minor victory but had it not been for the speedy and aggressive response by members of the Support Weapons Flight the weapons would not have been recovered and the result for the RMP could have been much different.
Other Flight’s maintained a high standard of professionalism with Corporals Clegg and Hulme patrolling with their fire teams in Sipovo to prevent the theft of ballot boxes and boost the confidence of the poll station supervisors. After 6 months in theatre where all Squadron personnel witnessed regular firing of shots at or near their sites, the Squadron returned to the UK.
OPERATION HELVIN - ALBANIA 1997
In 1997 the stability of Albania was shattered by civil unrest. II Squadron were tasked to supply a flight, to extract British nationals from Tirano Airport. The Squadron had carried out all battle procedure within 48 hours and was receiving last minute confirmatory orders on the route in C130’s to Tirano. Ten minutes flying time out from Tirano, the airport was mortared and the C130’s diverted to Gio-del-Colle. After a period of standdown/standto and lots of political wrangling the task was eventually carried out by the Special Air Service
OPERATION BOLTON - KUWAIT 1998
Relieving 34 Squadron RAF Regt in June 98, II Squadron assumed responsibility for the defence of the RAF detachment at Ali Al Salem. Taking over a low-key operation, II Squadron changed emphasis of the detachment. Greater emphasis was placed on the development of personal skills such as desert survival and personal Fieldcraft skills in the unusual environment of temperatures of 50+ degrees centrigrade. Furthermore operational patrolling and links with other local forces was increased leading to a greater spectrum of tasks being developed.
In the October 98, Saddam Hussien made threats against the allies, this culminated in Operation DESERT FOX. The increase in bombing missions was reflected in the higher level of tasking for II Squadron. Operational 81mm Illumination fire missions were fired and the co-ordination of tasks by use of MSTAR saw many new skills developed. For a short period of time the whole Squadron deployed to theatre at short notice.
When not employed on duty II Squadron occupied themselves in a variety of ways, with the Squadron regularly sweeping the board in all detachment sports competitions. Parachuting featured highly in the Squadron program as good relations with the US Special Forces at Doha Camp were exploited allowing most members of the Squadron to gain their US parachute wings. C Flight also repaired a local British graveyard, whilst the Squadron Unarmed Combat Display Team drew praise for putting on shows for many VIP visitors, the local English School for the children of the Embassy employees and the visiting UK media.
Sadly, during the deployment, SAC Brian Connell was killed in a tragic road accident. An event which is still remembered during all Squadron detachments throughout the world.
The Squadron completed the deployment in March 99 returning to the UK and some well-earned leave. Although the Squadron was promised a quiet year remainder of the year, in July 99, it was deployed to Operation AGRICLOA.
OPERATION AGRICOLA - KOSOVO 1999
During early 1999 the VJ (Serbian army) sent troops and military police into the FYR of Kosovo in order to bring Kosovo back into Serbian control. Amid reports of human rights atrocities, growing public concern and after much negotiation a NATO led force backed by the UN began a campaign with the intention of liberating Kosovo. After weeks of aerial bombardment during which time II Squadron as well as many more units were put on stand by and a ground force consisting of British Airborne forces as well as Ghurkas were preparing to cross the border from the FYR of Macedonia. It transpires that at this time a plan to retake Pristina airfield by Airborne insertion would have involved II Squadron and was at one stage less than 12 hours from being given the green light. This however did not go ahead allegedly because the commander of British forces decided that this would draw to much attention to the region. After being on 12 hours notice to move for at least 4 weeks, A Flight were deployed to the region landing in Macedonia as the lead element for the Squadron before transiting to Pristina. For 2 weeks the Flightt carried out IS duties which included permanent VCPs and foot patrols around the British side of the airfield. The Russians who had already secured the airhead were in control of the main terminal and the East Side of the airfield. During those two weeks Squadron Leader Pound (OC II Squadron) agreed II Squadron’s Area Of Responsibility (AOR) and the rest of the Squadron was deployed through Greece and Macedonia. Once they had arrived, A and B Flight were pushed out to their individual AORs and C Flight took over the IS responsibilities. A Flight moved to their patrol harbour using a disused schoolhouse in the Serbian village of Radevo to the east of Pristina airfield. B Flight took over a disused factory to the west in the Albanian area of Medvets. Support Weapons Flight were used to bolster up the rifle flights as well as taking on G5 (Hearts and minds) tasks.
For the next four and a half months the Squadron would secure Pristina airfield by actively patrolling the towns and villages surrounding it, controlling the main roads on the approach to the airfield and policing and controlling inter racial factions. As well as this the Squadron carried out hearts and minds, liasing with other “friendly” forces in the area and providing medical aid, which ranged from women giving birth to severe limb trauma, due to the amount of unexploded ordinance.
OPERATION MAIDENLY - SIERRA LEONE 2001
On the 10 June 01, OC II was tasked to conduct an estimate of the defensive requirements in Serria Leone for a Special Air Operations detachment, deployed at Lunghi airfield, as part of Op MAIDENLY. Subsequently a Flight sized group was deployed relieving in place an RM detachment. The Flight rapidly established itself, dominating the ground by carrying out both foot and vehicle patrols. This task was supplemented with realistic and timely training, incorporating elements of the Special Air Operations detachment. The deployment culminated in the Flights involvement in Op MAIDENLY, where they secured and subsequently provided security for an ALARP on a dirt strip approximately 160km east of Freetown.
OPERATION SILKMAN - SIERRA LEONE 2001
Op SILKMAN was the ongoing public information and capability demonstration within Sierra Leone. It was designed to reassure the law abiding locals of the continuing UK commitment to ensuring the stability within the region; whilst also providing an aggressive reminder to the rebels of the UK’s over-the-horizon military capabilities. This demonstration was to take the form of a strategic parachute insertion, live armed, into theatre.
The Squadron carried out this descent on to Yongro DZ, located some 7km south of Lungi Airfield. However, the mounting airfield was Ascension Island, with a transit via Dakar. The final move prior to the insertion saw 3 C130’s carry out a low level approach from the mounting airfield to the DZ. The local Government and the world’s press were there to watch the insertion, as were the local population. Immediately following the insertion the Squadron moved to Lungi airfield where it carried out joint tasks with the resident UN Battalion.
Once this high profile element of the Operation was completed the Squadron moved south to a training area close to the small town of Hastings. The area used as the Squadron’s administration area, was located directly adjacent to a large open Field Firing range area. The administration area consisted of an expanse of flat open ground offering no protection from the elements. This ensured that the troops were required to build, using local purchase materials, frames from which to suspend basha sheets. The field firing range area provided 7 days of excellent training which were progressive and demanding. However, as it was a relatively unused area, we were required to build a number of firing points and various targets including a number of ataps for the flight attacks. With the very dry conditions it was unfortunate that these burnt down during the second range run through. The use of this range area also gave the additional advantage of a very public demonstration of the firepower which we have available, as the mortars and GPMG(SF) could be heard firing from the capital Freetown.
The field firing phase was then immediately followed by a 7 day jungle warfare package at Guma Dam; an outstanding area of virgin jungle. The culmination of this training was for each Flight to carry out a dawn blank firing camp attack. At last light the Flights moved silently into a lying up point, on hard routine, 50m from the camp, for 10 hours prior to the attack commencing. An outstanding way to finish an extremely arduous training exercise. The exercise gave the opportunity for the Squadron to carry out a parachute descent in support of UK operations, additionally it provided outstanding progressive training for all concerned.
TASK FORCE CAMBRAI - KOSOVO 2001
In April 2001 the Squadron was issued a warning order to prepare for a possible deployment to Kosovo on Op BANKS. The Squadron was to deploy to the ‘elephant’s foot’ area of the Kosovo/Macedonia border in support of TASK FORCE CAMBRI and tasked with the monitoring and interception of weapons and ammunition being illegally moved into Macedonia. Very quickly the Squadron prepared itself for what was, initially, to be a short term deployment. However, over a period of days the political imperative supporting this Operation subsidised and after 10 days on stand-by the Squadron was stood down.
OPERATION RESINATE (SOUTH)- KUWAIT 2001
Following the cancellation of possible involvement in Task Force CAMBRAI, the Squadron quickly returned to focusing on the forth-coming detachment to Kuwait, to assume the duties of the Resident Field Squadron (RFS). On arrival at Ali Al Salem (AAS) the Squadron very quickly got into routine. The Squadron’s patrol posture saw the extremely effective use of fully stripped-down Landrovers throughout the roulement, regardless of temperatures. To vary the patrolling visual signature, the Squadron variously combined motorbikes, Quads and Landrovers in addition to using the US Blackhawk helicopters. This ensured that a pattern was not being set and that any observers within the AOR would never be sure of what other assets were in the immediate area of the patrol Callsigns. In keeping with the high profile deterrence posture, each Fire-Team was equipped with the GPMG (instead of the LSW), and the 51mm Mortar, which was regularly used for illum fire missions to assist with the identification of suspicious vehicles and activity. This posture was a contributing factor that saw transient Bedouin camps and movement within the AOR dramatically reduced during its tour.
This aggressive looking posture ensured that the continued security of AAS was maintained. A matter of weeks into the tour, and the Squadron experienced its first of many changes in the Alert State. Very quickly the Squadron adopted a significantly more aggressive and visible posture, dominating the ground for 24hrs a day. Fortuitously this initial change in the alert state, allowed plans to be made for the what would become a regular occurrence.
An excellent working relationship was struck up with the USAF Security Forces at ‘The Rock’ also located at AAS. This saw an increase in the number and quality of the combined patrols undertaken and also allowed a wider education of the USAF Security Forces personnel. They were very appreciative of all the help and assistance which was offered and repaid with loan of not only numerous amounts of kit but also entry into their Mess Hall.
Opportunities for parachuting were frequent with descent made with both the US Army Special Forces and the 823rd USAF Security Forces Squadron, claimed by the 823rd to be in support of their Op ENDURING FREEDOM. The DZ used for the descents, McKENNA DZ, was located only 1km from the main gate of AAS. Apart from the obvious training value of parachuting with our coalition allies, these activities served to provide a very overt display of capability and resolve within the AOR. The 823rd is a unit attempting in many respects to mirror the capabilities and concept of operations seen within RAF Regiment Field Squadron’s. An excellent working relationship ensued. Following the mandatory training a large majority of the RFS conducted a parachute descent from the tailgate of a USAF C-130 Hercules using the 20ft steerable canopy. With a drop height of 1250ft there was plenty of time to learn the specific intricacies of the equipment, enjoy the view - except those who jumped at night - with only a few landings that were considered 'sporting'. Concurrent to the parachute programme a number of the junior officers from the 823rd where attached to the Squadron to observe how we conducted Corps business. They participated fully within the Squadron operational programme and where extremely impressed with not only the professional way in which the Gunners conducted themselves on operations, but also with the morale and ‘esprit de corps’ shown.
In early November, Support Weapons Flight arrived in theatre to conduct a live firing battle camp at the Udari ranges that allowed all natures of ammunition to be fired. Following a liaison visit by a USAF Combat Controller, a serial was conducted with a combined fire mission involving 81mm smoke and HE to initially neutralize the target, immediately followed by a USAF Apache helicopter firing its chin-mounted 30mm cannon onto the target area to awesome effect. The culmination of the shoot involved a tactical move from the ranges to AAS where the mortar line was quickly established to provide 81mm illumination support to the patrolling Callsigns. Following a number of successful fire missions, a capability demonstration of the various illumination natures available to a Field Squadron was arranged for the RAF Detachment. Over 80 personnel of various ranks and branches attended and were able to see the mortars firing at close quarters. The shoot was a resounding success, not only did it serve an operational and training purpose but also as an educational tool for the wider RAF.
During the later stages of the tour, following the events of September 11, the Squadron started to hear murmurings of possible involvement in Op VERITAS. The initial indicator was the changing of our roulemont date with 51 Squadron, to a date 2 weeks earlier. Whilst planning for this roulemont was underway, a Flight Plus size group was deployed to 34 Squadron to augment them for a possible short-notice deployment on Op VERITAS. All of this occurring concurrent to the Op RESINATE (SOUTH) commitment, and saw the Squadron essentially split around the world.
NUNQUAM NON PARATUS