Marshalling in the RAF?
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Auths were supposed to be granted on that 'quality'(1) system known as JPA. As we know, it's been such a clusterfcuk since it's inception and the bright sparks who bought it 'forgot' to ask them to stick Auths in the package.
Auths are now granted on 'Son of SAMA', a sort of halfway house which involves lots of d*cking about, but ultimately provides a trail to prove the guys and girls have been properly trained and auth'd.
(1) Fit for purpose at minimum cost.
No, really!
Auths are now granted on 'Son of SAMA', a sort of halfway house which involves lots of d*cking about, but ultimately provides a trail to prove the guys and girls have been properly trained and auth'd.
(1) Fit for purpose at minimum cost.
No, really!
But it's the JAP that states who can have what auths and what level of experience or training (if any) is req'd for said auths . Lets not get started on JPA, we could be here all day!
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I remember a Jengo ordering me to marshall a Tornado through a tight spot whilst on detachment, I was very tempted but the idea of telling him to 'bugger off I'm not a liney' won through!! 
Have marshalled various aircraft around obstructions whilst in sunnier climbs, mainly wingtip clearance & go that way stuff..again I wasn't in an aircraft trade.
Have marshalled various aircraft around obstructions whilst in sunnier climbs, mainly wingtip clearance & go that way stuff..again I wasn't in an aircraft trade.
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Auths
Liney's (any rank, every aircraft trade even plums when I let-em) marshall aircraft, taught in basic trade training (maybe not plums) before being auth'd at unit level.
Ref: JAP then FSW(Eng Wing)order book, then TETM I think you'll find
, though it has been a while.
Even Geffrees have been known to direct and lock and chock aircraft in their allocated slots/pans etc, TLP springs to mind.......
Ref: JAP then FSW(Eng Wing)order book, then TETM I think you'll find
, though it has been a while.Even Geffrees have been known to direct and lock and chock aircraft in their allocated slots/pans etc, TLP springs to mind.......
Last edited by DHI; 11th Jan 2008 at 07:02. Reason: Cos I can
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Authority Levels now replace ranks for engineering authorizations. Authority levels can be found in the JAP.
All F3, GR4 and Common codes are in the TETM. All local authorization codes are controlled by individual MOBs and can be found in MOB Engineering Order Books. Up here they are in AESO's.
The Tornado Engineering Training Manual (TETM) is applicable to all personnel employed on Tornado aircraft operated by Strike (As was) Command units. It's currently on Issue 8, and has been around for a fair while.
Spanners, unless you have had anything to do with examining or authing, you probably didn't even know they existed! Usual Sqn route used to be: Training Cell - S Eng O - SAMA - TM.
HP
All F3, GR4 and Common codes are in the TETM. All local authorization codes are controlled by individual MOBs and can be found in MOB Engineering Order Books. Up here they are in AESO's.
The Tornado Engineering Training Manual (TETM) is applicable to all personnel employed on Tornado aircraft operated by Strike (As was) Command units. It's currently on Issue 8, and has been around for a fair while.
Spanners, unless you have had anything to do with examining or authing, you probably didn't even know they existed! Usual Sqn route used to be: Training Cell - S Eng O - SAMA - TM.
HP
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Really? News to me, I can only presume they would of course have the appropriate SAMA auths, just in case
TSW have been staffed with primarily stackers and slammers for over 30 years and in all those years of operating in support of aircraft in many hostile parts of the world there have been very few flight safety incidents. Although the usual scoffing at non-technical trades being allowed near aircraft is to be expected from the moron minority those who matter appreciate the work and professional attitude of TSW (especially in respect of flight safety) and ultimately that is what is important.
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How it's done
This, surely, is the last word on marshalling:
http://www.youtube.com/watch?v=Vz7FI_S0_NE
Turn your sound up, and enjoy!
http://www.youtube.com/watch?v=Vz7FI_S0_NE
Turn your sound up, and enjoy!
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Whoever the groundcrew for that particular ‘see off’ are will marshal the aircraft off its parking slot whilst the pilot / aircrew totally ignore them and do what the hell they want to! Well that’s what normally happens. The only major difference is when it’s really bad weather the aircrew make you wait for ever before taxiing and then give you big smiles and laugh as they are nice and warm and dry.
That’s fairly true, however, I would add some additional rules to the RAF marshalling protocol:
- If it is rainy, cold or windy outside, regardless of the location of the marshalling, then only Line Swine will be doing it.
- If the weather is fine then only Line Swine will be doing it.
- If one TV camera is in the vicinity, only JNCO and above are 'allowed' to marshal.
- If multiple TV cameras are in the vicinity, then only SNCO and above are 'allowed' to marshal.
- If it is rainy, cold or windy outside and more than one TV camera is in the vicinity, NCO's are 'allowed' to marshal under the (indoor) supervision of at least one SNCO.
- If the aircraft to be seen off is a T-bird containing a member of the press, an MP or TV personality, then conditions 1 and 2 do not apply, instead use conditions 3, 4 and 5.
- If the aircraft to be seen off is a T-bird contains an attractive female, regardless of weather, additional Linies will be required to 'assist' their colleagues, and will be present even during inclement weather.
- If the marshalling is to be done on detachment, then, as a liney you should expect at least one of the following as ‘spectators’.
- Wrafs
- OC Admin, who has no duties on that particular detachment whatsoever.
- OC Police, who has no duties on that particular detachment whatsoever.
- OC R & D, who has no duties on that particular detachment whatsoever.
- SMO, who has no duties on that particular detachment whatsoever, other than providing condoms (Denmark), anti-emetics (Denmark), and lecturing bored Linies about the danger of playing ‘ HAS Door’ which involves ramming the HAS safety manual under the ‘UP’ lever and attempting to stay on the door in the style of a surfer as it raises.
Additionally, in this case Wrafs will be good looking ones only, however, these good looks are offset due to the fact that additional civilian women are locally available. If the detachment is any type of Tartan Flag (Lossiemouth, Leuchars) then revert to conditions 1 and 2, unless the marshalling is for a Jaguar, returning with a UFCM anywhere on the planet, when additional riggers will be required, then add all of the above, plus at least one fire tender, and OC OPS. On this occasion, none of the OC’s has any purpose, other than to use the time as an opportunity to ask about the next good detachment they will be on.
Personally I found Aircrew generally paid attention to what I wanted them to do...generally.
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So, you have to be Q'd to marshall a particular type of aircraft, right? What happens when one of Bettys Bombers lands at a civvy airport? Does he taxi in as normal and park under the supervision of the (civvy) marshall - ie fireman, ops bod, etc or do his own thing? Who Q's the civvy marshall?
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42 posts over a simple every day task , mostly common sense. As I recall you watched the old hands (usually SAC's) and then got on with it. Be interesting to hear, from a pilot or two, what they think on the subject.
Enjoyed Plinktons observations.
Enjoyed Plinktons observations.
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As an SAC I got plenty of practice marshalling, mainly fast jets and some rotary wing. The big problem was at an airfield other than where both the pilot and you were based.
On the line at Coltishall, both of us knew where the aircraft should end up and there were clear lines to follow. You could actually do anything and the pilot knew where to park his kite and achieved this. In fact, we still had to marshal aircraft on their return from NVG sorties at night when the pilots could see where to go but we could barely see them or our hands in front of our faces with all the pan lights off, crazy!
High levels of trickiness come into the equation when dealing with revetments and worse still the mad system of fitting two Jags into a HAS made for one. This was done by spinning one around then winching it in to park at an angle and allowing the other to taxi straight in. Any 6 / 54 SQN. Tirstrup vets of either discipline will know what I mean.
The big problem I see now and saw then was the issue of trust. Marshallers have to know the aircraft will move as they want it and pilots have to trust the marshaller, rather than do what they see fit. Most of the time pilots know where to go and don't need a marshaller.
On the line at Coltishall, both of us knew where the aircraft should end up and there were clear lines to follow. You could actually do anything and the pilot knew where to park his kite and achieved this. In fact, we still had to marshal aircraft on their return from NVG sorties at night when the pilots could see where to go but we could barely see them or our hands in front of our faces with all the pan lights off, crazy!
High levels of trickiness come into the equation when dealing with revetments and worse still the mad system of fitting two Jags into a HAS made for one. This was done by spinning one around then winching it in to park at an angle and allowing the other to taxi straight in. Any 6 / 54 SQN. Tirstrup vets of either discipline will know what I mean.
The big problem I see now and saw then was the issue of trust. Marshallers have to know the aircraft will move as they want it and pilots have to trust the marshaller, rather than do what they see fit. Most of the time pilots know where to go and don't need a marshaller.
