RAF Leuchars

Well where do I start? I could start this story way back in November 2005 when I went for my cadet of the year interview. Or I could start it on an early April morning of this year when myself and CWO Adam Rogers (1830 (Tendering Hundred) SQN), Sgt Stephanie Saville (1207(Maldon) SQN), and Sqn Ldr David Rawling Rtd, went to RAF Leuchars in Scotland to claim our prizes in the Cadet of the Year competitions. Adam had won the Presidents Prize, I was the runner up, and Steph was the Cadet of the Year. Adam would be receiving a flight in one of 111 Sqn’s Tornado F3s. Our prize was not so “Edge of your seat” exciting but exciting never the less. Steph, the Sqn Ldr and I would be flown in an Army Air Corps Griffin Helicopter.

After a routine flight from Heathrow to Aberdeen, and a train to Leuchars we were there - RAF Leuchars - as guests of 111 Squadron, the former squadron of Essex Wing Air Cadets President, Air Vice Marshall Sir Peter Collins. He was their Commanding Officer back in the 60’s. Plus the Sqn Badge has the three Saracen swords, the same as our County crest. The final Essex connection is that 111’s current CO, Wng Cdr Kelvin Truss, was once a cadet at 1207 Sqn, his CO at the time was Sqn Ldr Rawlings. So the affiliations with “The Tremblers” and Essex are numerous. We were introduced to the Officer that would be our guide during our stay at Leuchars, Fg Off Rory Denman, and then shown around our quarters.

Day 2 started with Adam being sent off to get his medical done and be kitted out with his flying uniform. If Adam failed his medical then either Steph or myself would be flying. Whilst that was happening, Steph and I were shown around 111’s Hard and Soft. The Hard is where the Sqn could operate from in the event of an attack. In there is all of the kit the aircrew would need to fly and the Ops rooms for briefings and debriefings. The soft holds all the Sqn offices and Officers and the crew room. We were also shown around the Tornado F3 by an engineer being told how things work from a mechanical point of view. This was all done from inside the Hardened Aircraft Shelter (HAS) and this is where the aircraft are stored at night or when they’re not being used. Of course hangers are still used to hold more than aircraft for extensive maintenance, but the HAS is used for daily ops and care of the aircraft. Adam was cleared to fly by the MO so obviously my cheque wasn’t big enough! And once he had caught up with us, we went off to the Tornado F3 Simulator, where myself and Steph would get the opportunity to feel what its like to fly the bird. Each F3 costs the Government roughly £30m to buy so on that price ticket thank God it was only a simulator because between us we would have owed the MOD £90m! On my sortie I flew over the Scottish Highlands and UNDER the Forth railway bridge! As it’s a simulator the guy at the control panel can change what ever he likes and throw in any problems he so desires. He wasn’t that evil to us, like giving us an engine burn out or an electrical problem. No, he just changed the weather from a beautiful summer’s day, sunshine, blue skies etc, to a typical Scottish summer, blizzard conditions! Where I went wrong however was my landing. It was smooth until I had to engage the reverse thrusters and the throttle control got stuck over to the left, and I over shot the runway and mowed the lawn! The whole base was on a simulated war to keep their skills high and to practice/learn what it is like operating a Sqn in an unfamiliar environment without the creature comforts we would expect in the 21^st Century. So we were shown around that. We also had a tour of the Quick Reaction Sqn. This is the Sqn that always has pilots ready to fly in case of attack on the British Isles from the air. However it usually turns out to be a civilian aircraft loosing communications or drifting off course. But in this day and age we cannot take that risk so the QRA is vital. During our tour we were again shown around an F3, this time by a pilot, so we got it from both sides as it were. Engineering and flight side. Unfortunately a retired Wng Cdr of 42 Sqn (also based at Leuchars) died a few weeks before our trip and as a fitting Goodbye from his old Sqn, a flight of four F3s flew over the base in a Missing man formation, with the Wng Cdr’s ashes in the brakes of one of them to be sprinkled over the Highlands. What a way to go! Even though I didn’t know the man I found it a very moving experience.

Day 3 was the day of all the flights. It involved a lot of sitting around and waiting but we didn’t mind. Whilst Adam was being kitted up and strapped in to the F3 he would be calling home for the next hour, Steph and I were in the soft sipping tea and chatting to officers about how to further our career paths into the RAF. Then we were lead out to the flight line to watch him being sent into the blue. It took about 20mins for the pilot to do his pre-flight checks and for the engineers to make sure Adam was comfortable. Then he was ready and taxiing out to the runway. Before he took off there was a pair of F3s taking off which was a sight to behold let me tell you. When Adam landed the smile on his green face was the only thing that we could see! Then it was our turn. Of we went to the Army Air Corps for our safety briefing. We had a little bit to wait as a there was a group of University Air Squadron cadets waiting for exactly the same thing. But once we were ready to go we were lead out to the Griffin. The Army pilot started her up and then we took off, over the local terrain no higher than a grasshopper’s knee. The pilot showed us how he would land the Griffin in an emergency; however he chose to do this in a small land mass no larger than a postage stamp in the middle of the Forth River. As we were coming back to Leuchars we flew over a beach at about 70ft and 180kts, and just below us was a family of seals, all barking away. The flight was incredible. But it only cemented my decision to go for Fast Jet pilot when I join the RAF. I feel the need for speed! Once we landed we were hard pressed for time to pack and get over to the train station to get back to the airport and head for home.

It was an excellent trip. Each of us was presented with a personalised Sqn print signed by all the officers of 111. I’d like to say thank you to everyone at 111, and also to Fg Off Denman for there hospitality and for everything that they did for us. I’m glad that 5 and a half years ago I decided to join the ATC as without that decision this would never have happened. To anybody reading this with grandchildren or children 13 or above get them to join their local ATC Squadron. Youngsters nowadays get a bad press. Newspapers never seem to want to report on the good things we do. But the ATC and the other youth groups give teenagers options and experiences that they will never get anywhere else. For more information on what the ATC does go to www.1582atc.co.uk.

Inst Flt Sgt Greg Bagshaw

1582 (Stanford-le-Hope) Sqn ATC