Military Low Flying Training 
and the
United Kingdom Low Fly System (UKLFS)

Many of the UK military’s inventory of aircraft, from the Tutor to the Hercules, fly at low-level as part of an aircrews on-going training. This report discusses the reasons for low flying, how it is managed and what training is needed for a particular aircraft and the squadron that operates them.

The need to fly at low-level
For over 60 years the RAF has flown at low-level to avoid detection in hostile airspace. In the course of wartime operations it is often necessary to fly very low beneath the coverage of enemy radar, using the terrain to evade the enemy and to make surprise attacks. The RAF is increasingly expected to provide Close Air Support (CAS) for ground forces, requiring pilots to use direct fire weapons rather than stand-off precision guided weapons. Pilots will need to fly low to identify targets.
RAF fast-jet crews learn the fundamentals of low flying on the Tucano. The skills acquired on the Tucano are then taken forward when students move onto the Hawk, before going to a front line squadron to fly aircraft such as the Tornado, Harrier or Typhoon. Multi-engine crew learn to low fly on the Jetstream before they fly the C-130 Hercules down in the valleys. Transport aircrew need to fly safely at low-level in order to deliver troops and supplies in hostile territory day and night.
Helicopters are slow and noisy making them vulnerable to attacks from the ground. In order to protect themselves they need to fly as low to the ground as possible, and so train to closely follow the contours of the terrain. Rescue missions involve flying as low as ten feet (3m) in often very hazardous conditions. Regular low-level training for helicopter pilots is therefore a necessity.
Progressive training and continuous practice in peacetime are essential if the skills gained are to be retained and employed during operational missions. Military pilots who have not flown at low-level for 30 days will have to take a check ride. Over two months since flying at low-level then re-certification is required. Before and after they join a front line squadron, regular practice is essential, day and night.

The UKLFS and its Management  (Click for UKLFS map)
Low flying for fixed wing aircraft in the UK is defined as below 2,000 feet (610m) Above Ground Level (AGL), while helicopters are considered to be low flying at 500 feet (152m) AGL. Generally the rules for low flying for experienced pilots of aircraft dictates that they must keep a Minimum Separation Distance (MSD) of at least 250 feet (76m) from the ground or any structure. Less experienced pilots must fly with 500 feet (152m) MSD. Aircrews are advised to avoid flying over large conurbation’s of over 10,000 people and livestock and other sensitive areas to minimise disturbance. Low flying is normally not permitted during Bank Holidays. The UKLFS shuts down for two weeks during over the Christmas and New Year period. The MOD deploys the Skyguard radar system twelve times a year to secretly monitor low flying activity. Skyguard can record the height and speed of low flying aircraft.
The UKLFS is run by the Low Flying Operations Squadron (LF Ops Sqn), and is based at RAF Wittering. They are required to spread low flying operations around the LFA’s to minimise the impact of low flying on the public. Crews book their missions in the UKLFS, often on the day of the proposed sortie. Staff will make sure that each LFA is not overloaded with aircraft. In 2007 the new Military Flight Information Management System (MFIMS) started to be rolled out to the squadrons of all three services and replaces the M-ALFINS system. MFIMS incorporates; Notices To Airmen (NOTAM), flight planning with pre-booking and the allocation process and is used by aircrew to plan sorties.
The UK is fortunate to have areas ideal for low flying operations. The UKLFS is divided into 19 Low Flying Areas (LFA) numbered 1-19, where the British military and US military aircraft based in the UK, are cleared normally to fly down to 250 feet (76m) AGL. Speed limits apply of 450 knots (833 km/h) with a maximum limit, for attacking targets for example, of 550 knots (1,018 km/h). The UKLFS is also subject to rules regarding the weather and its effect on visibility. For any aircraft flying faster than 140 knots (260 km/h) the pilot must have at least 2.7nm (5km) of visibility, 5,000 feet (1,524m) horizontal and 500 feet (152m) of vertical separation from cloud. Pilots are also instructed whenever possible to cross over coastlines above 500 feet (152m) to avoid large bird populations. Pilots are also instructed not to fly over the same location whenever possible more than two times during the same sortie. Pilots can report high concentrations of birds to the Low Flying Booking Cell.
The routing once at low-level is flexible, aircrews are free to avoid poor local weather conditions. Whilst some valleys are designated as ‘one way’ and are deemed to be ‘flowed’, there are generally no restrictions to where they can fly in the LFA’s. Defined Danger Areas, built up areas and airfield air traffic zones are avoided of course. There are also special low-level flying areas called Tactical Training Areas (TTA’s) where low flying can be authorised down to just 100 feet (76m) AGL for fixed wing aircraft excluding Hercules which have a 150 feet limit. Helicopters are cleared to fly down to 100 feet (30m) in normal operations. The TTA’s are designated with an individual area code, for example LFA 7T, which is within LFA 7. They are only occasionally operational accounting for between 1% and 2% of all low-level flying. Area 14T (Highlands Restricted Area) situated in the Highlands of Scotland is used for training with Terrain Following Radar equipped aircraft. Air to air combat training can take place within the LFA’s, in areas designated as Over-land Training Areas (OTA). There are seven OTA’s (A to G), OTA Golf for example covers a good part of central Wales.
A number of military ranges are situated around the UK and are used for low-level conventional and electronic warfare training. Spadeadam in Northumberland is the most sophisticated containing a large number of realistic threat emulators. It is used regularly by fixed and rotary wing aircraft.
During exercises such as the Tactical Leadership Programs (TLP) and Qualified Weapons Instructor Courses (QWIC) NATO member countries are able to use the UKLFS.
An aircraft will handle differently at sea level in cold weather compared to high level in warm weather, as experienced in Afghanistan. Consequently low flying training is conducted frequently in North America. A Government directive requires that 60% of UK military low-level training should be done abroad.

Pilots Flying at Low-level
Pilots generally do not know where they are flying till on the day, the weather being a major factor in their decision making. They are encouraged to plan sorties that provide as much variety as possible. Low-level routes are chosen to avoid a conurbation and other restricted areas, as notified by NOTAM and ‘Avoidance’s’. The pilot must use the terrain to gain maximum advantage from hiding from potential ‘threats’ and select clear way-points on the route to the target.
A Tornado GR.4 pilot described a mission as a 24 hour operation. The day before, following a weather brief at 17:00 and using a list serviceable aircraft, the pilot’s Wing Commander or Squadron Leader will plan missions based on what crews need to stay current on a particular activity. Flight planning and the booking of Low Flying Areas is done using the PC based Tornado Advanced Mission Planning Aid (TAMPA). On the day of the mission the weather forecast is checked and targets are finally assessed for the weapons to be used. Following completion of the sortie, crews are debriefed by the tasking officer, to make sure as much value as possible, has been gained.
During severe manoeuvres a pilot can pull eight or more times the force of gravity or ‘G’. A pilot described high G manoeuvres as; "Your blood will drain from your brain causing tunnel vision leading to complete loss of vision and ‘greying out’. A G-suit is worn which squeezes your legs during the turns to force blood back towards the brain". Flying at low-level, pilots will try and minimise G by taking the corners as smoothly as possible. The aircraft’s canopy is positioned close to the inside of the turn (as the low flying rules permit) so that the pilot is facing the nearest hazard. "We don’t want to be flying belly up to the high ground".
Fast jet pilots have a vast range of equipment to enable them to fly effectively at low-level. Equipment includes; Radar, altimeter, head-up display, moving map display, terrain following radar and terrain avoidance systems. Flying at low-level pilots are constantly watching their height and speed as there is little room for error. It is however possible to drop as much 50 feet (15m) below the intended level due to misjudgement or the lack of contour appreciation.

Aircraft using the UK Low Fly System
The UK’s military forces have a number of aircraft types that are routinely flown at low-level as part of the pilots training requirements. Elementary flying training is on the Grob Tutor T.1 and Slingsby T.67M Firefly. Potential fast-jet students will progress from the Tucano to the Hawk. Graduates of the advanced flying training course move on to the Tornado, the Harrier or the Typhoon. The Dominie is flown at low-level as part of the training of navigators. Multi-engine training on the Jetstream and Hercules includes elements flown at low-level.
The US Air Force’s UK based aircraft, such as the Hercules and F-15, can freely use the Low Fly System for training. Additionally for flight systems testing and test pilot training, pilots with QinetiQ at Boscombe Down fly the Alpha Jet and Andover at low-level. BAE Systems frequently flight-test a range of aircraft at low-level from the Pilatus PC-9 to the Typhoon.

Grob 115E Tutor T.1
The Tutor as it is civilian registered is only cleared down to 500 feet (152m). It will fly at 120 knots, which equates to two miles a minute, which keeps the maths very simple for students.
The Tutor is used for Elementary Flying Training by the 14 University Air Squadrons and by 12 Air Experience Flights around the UK. Elementary Flying Training includes authorisation for low flying sorties and to complete Practice Forced Landings down to an MSD of 100 feet (30m) duel and 500 feet (152m) solo, and low-level navigational exercises at 500 feet (152m) MSD. The Tutor is also used by the Central Flying School and for basic navigator training with 55(Reserve) Squadron, which consists of 14 hours on the Tutor, at RAF Cranwell.

Shorts Tucano T.1 
All potential fast-jet pilots for the RAF and Royal Navy attend the Basic Fast-Jet Training (BFJT) course at 1 Flying Training School (1 FTS) at RAF Linton-on-Ouse to fly the Tucano T.1. Around 70 students each year graduate and pass on to advanced flying training. 1 FTS comprises four squadrons. 72(Reserve) and 207(Reserve), which are responsible for BFJT, the Central Flying School Tucano Squadron (CFSTS), which are tasked to train exchange pilots and to provide future instructor pilots and 76 (Reserve) also known as Tucano Air Navigation Squadron (TANS), which provides basic navigation training for its student pilots.
The fundamentals of low flying are taught during basic flying training on the Tucano, with low flying navigational exercises. Student pilots will have already demonstrated an ability to fly during elementary flying training on the Tutor or Firefly.
The four BFJT courses are run simultaneously and comprise 120 hours of flying over the 40 weeks. Around 80 sorties are flown every day, requiring around 25 aircraft to be serviceable each morning from a total fleet of 55 aircraft.
Flying at 210 knots (389 km/h) or 3.5 miles per minute students are initially cleared down to 500 feet (152m) MSD before being cleared down to 250 feet (76m). Students will use a stopwatch and map to navigate while visually estimating their altitude when flying at low-level. Despite the recent addition to the Tucano’s equipment of the Traffic Collision Avoidance System (TCAS), students are expected to keep a good look out for any conflicting traffic.
Students are expected to fly solo on the 9^th sortie. By sortie 25 they are ready to be tested before being cleared for solo aerobatics. On sortie 50 students are tested on basic handling and navigation, including the more demanding low-level navigation flying at a minimum height of 500 feet (152m) MSD. Most low-level flying is conducted over the nearby Yorkshire Dales. Now, at the halfway stage student’s move onto tactical flying training. This includes; formation, night, instrument and further navigational training exercises. Progressing to low-level flying at 250 feet (76m) they will use Initial Points (IP) for attacks on targets and fly fighting-wing formations. A final navigation test is flown on around sortie 96. This highly demanding test requires students to fly to a designated airfield at both high level and at low-level for a planned simulated attack on a target to within five seconds, before returning to base after 1¼ hours of flying. In the final ten hours of the course students are taught tactical low-level flying as a fighting pair. A final test involves flying as a fighting pair in close formation with tactical flying at low-level; it also includes landing at an unfamiliar airfield, typically Prestwick, Leuchars or Kinloss. During the return flight they start as a pair before breaking off to fly home at low-level.
On graduating and receiving their ‘Wings’ most students will join 208(Reserve) Squadron at RAF Valley to fly the Hawk T.1. A few students are ‘creamed’ off and move to the Central Flying School (CFS) to be trained as flying instructors. Of the 40 qualified flying instructors (QFI) at Linton, most have come from fast-jet squadrons, the rest have multi-engine or rotary engine experience, one or two have returned from CFS.

BAE Systems Hawk T.1/T.1A/T.1W
The Hawk T.1 is used for advanced flying training and operates with 4 Flying Training School (FTS) comprising 208(Reserve) and 19(Reserve) Squadrons at RAF Valley. 100 Squadron at RAF Leeming and the Royal Navy’s Fleet Requirements and Direction Unit (FRADU) at RNAS Culdrose also fly the Hawk T.1.
The Hawk T.1A is equipped to an operational standard and has two under-wing pylons cleared to carry BL755 cluster bombs or Sidewinder AIM-9L air to air missiles. 144 Hawks were re-winged between 1989 and 1995, some of which had their outer wing pylon activated and were designated T.1W. It can also carry a 30mm Aden canon in a pod fitted underneath the fuselage centre-line. Aiming for the T.1A’s attack modes is provided by an integrated strike and interception system, with a Vinten video recording system records weapon sighting.
Following basic training on the Tucano all potential fast jet pilots with the RAF go through to 4 FTS. Initially students will join 208(Reserve) Squadron for conversion onto the Hawk T.1 and advanced flying training. Flying tactics and weapons training follows and is conducted by 19(Reserve) Squadron.
Each year the staff instructors are responsible for around 100 students as part of 208(R) Squadron’s training syllabus (phase one) in three parallel 20-week courses flying the Hawk T.1. 208’s role is to train pilots the fundamental skills of flying fast-jets. Aided by the instructors, students must demonstrate that they are able to fly the aircraft in all weather conditions day and night, and with great accuracy. Students should progress to close and tactical formation flying, followed by navigational-training sorties, some of which are at low-level.
On passing phase one, students will pass on to 19(R) Squadron for the Tactical Weapons course (phase two), flying in the Hawk T.1A. Students with 19(R) will learn how to use the Hawk as a weapons platform, flying in tactical formations at low-level to attack targets. The training course is designed to be as realistic as possible, 15% of it is at low-level. Students will basically learn; how to drop bombs, strafe targets and the basics of air-to-air combat. It involves air defence with simulated missiles and live bombing on the range at Pembrey. The Hawk can carry the same practise weapons as the frontline aircraft they move on to. The final exercise on the course requires the student to lead a wingman on an attack on two targets at low-level. A third Hawk flown by an instructor will be used to ‘bounce’ the pair.
To complete a course a successful student will have; planned, briefed and led a pair of Hawks to attack a target. They also fly with the threat of being ‘bounced’ by a staff instructor simulating an attack by an enemy fighter. Following completion of this course, graduates will be assessed for single or two seat operations for a move onto an Operational Conversion Unit (OCU), before being assigned a front line squadron. It is generally accepted that the most gifted pilots will be posted to single seat aircraft. 20 students throughout the year are transferred to NATO flying training at Cold Lake or Moose Jaw in Canada.
Around five students will be diverted or ‘creamed’ off from the OCU course to become instructors. These ‘creamies’ as they are known will either go to Linton-on-Ouse on the Tucano or remain at Valley for a further three years to instruct on the Hawk, before then moving on to an OCU.
Training is also provided to exchange officers and foreign and Commonwealth officers. When the Indian Air Force has ordered 66 Hawk Mk.132 from BAE Systems, they set up the Hawk Synthetic Training Facility (HSTF) at RAF Valley. 75 Indian Air Force pilots undertook flying training as part of the 41-month program, which started in July 2004.
100 Squadron is based at RAF Leeming and in utilising the Hawk, offers a very cost-effective range of services, such as providing radar blips for the School of fighter Control practice intercepts. Their main task however is to provide operational support for the OCU’s and frontline squadrons and principally those flying the Typhoon and Tornado F.3. They can be employed to simulate ‘mud-movers’ for air defenders to ‘bounce’ and as aggressors for helicopters and transport aircraft conducting fighter evasion exercises. 100 Squadron will provide Dissimilar Air Combat Training (DACT) when requested.
Additionally the Squadron will be utilised during the final phase of the Weapons Systems Officer (WSO) training for those selected for the Tornado GR.4 and F.3. Support is also provided to the Joint Forward Air Control Training and Support Unit (JFACTSU) for Close Air Support (CAS) missions.
Students who have successfully completed the Advanced Fast Jet Dominie Module (AFJDM) with 55(Reserve) Squadron will transfer to the Navigational Training Unit at 100 Squadron for 35 hours on the Hawk T.1. The main training requirements are for Navigators and Fighter Controllers.

BAE Systems Dominie T.1
55(Reserve) Squadron is part of 3 Flying Training School (FTS) and they operate the Dominie T.1. The squadron is tasked with training around 150 students each year to become Weapons Systems Officers (WSO) or Weapons Systems Operators (WSOp). Most graduates join Tornado equipped squadrons, the remainder will move to Air Transport (C-130), Maritime (Nimrod), Air Refuelling (VC-10, Tristar) or ISTAR battlefield support on the Sentinel R.1.
D Flight is responsible for training pilots to fly the Dominie, principally for landings and take-offs from RAF Cranwell. E Flight provides student WSO’s with navigational training. Students on the Basic Dominie Module (BDM) with 55(R) have progressed from flying the Tutor at Cranwell and the Tucano at Linton. On completion of the BDM students are streamed to fast jets and transfer to F Flight or stay with E Flight for Air Transport or Maritime based navigational courses.
Students will have five flights as ‘Nav One’ which means you are in the back of the Dominie with the curtains closed. These flights of usually around two hours are at medium level 14,000 feet (4,267m) to 24,500 feet (7,468m), their aim is to teach radar navigational techniques. Students will also fly as ‘Nav Two’ alongside the pilot carrying out safety duties and normal operating procedures.
Students that are streamed on to the Advanced Fast Jet Dominie Module (AFJDM) with F Flight, will now fly 13 sorties as ‘Nav One’ and as many ‘Nav Two’ flights as they can get on. These two-hour sorties transit out at medium level, descending to low-level over the sea, which is easier and safer. The low-level part of the sortie will last around 1 hour 20 minutes. Again as ‘Nav One’, with the aircraft flying at 250 feet (76m) and at a speed of 210 knots, students have to navigate with the curtains drawn. The task for each sortie is to hit three targets on time with a tolerance of plus or minus ten seconds. On completion of the AFJDM students move to the Navigational Training Unit at 100 Squadron based at RAF Leeming for 35 hours on the Hawk. Successful students will join 15(R) Squadron at Lossiemouth and the Tornado GR.4 or to 56(R) Squadron at Leuchars and the Tornado F.3.

Panavia Tornado GR.4/A
The Tornado GR.4 and GR.4A operates in front-line service from RAF Lossiemouth and RAF Marham. The Marham Tornado Wing consists of 2(Army Cooperation), 9(Bomber), 13 and 31 Squadrons.  Lossiemouth is the home base for 12(Bomber), 14, 15(Reserve) and 617 Squadrons. 41(Reserve) Squadron operates a small number of GR.4’s for weapons testing as does QinetiQ at Boscombe Down and BAE Systems at Warton.

Around 36 graduate pilots from 4 Flying Training School at RAF Valley and Weapon Systems Operators (WSO’s) a year are transferred to the Tornado (GR.4) Operational Conversion Unit (TOCU) with 15(Reserve) Squadron at RAF Lossiemouth. Following ground school and time on the Tornado simulator, students start their 50 sorties and further simulator instruction. The student pilot for their first six sorties will fly with an instructor pilot. The student WSO’s will get four sorties to complete their conversion to the Tornado. The WSO will then fly the first of three missions with an instructor navigator, before the first all student crew sortie. This is followed by a Terrain Referenced Navigation/Terrain Following Radar (TRN/TFR) sortie flown with an instructor navigator.
The next phase of four sorties involves student pilots and student WSO’s formation flying, including tactical formations at low and medium level, both in the lead and wingman positions. Two dedicated sorties involve a student crew meeting up with an aerial refuelling tanker and repeatedly linking with the basket.
The fifth phase brings student crews in contact with the delivery of a basic range of weapons in a variety of flying profiles. A check mission by an instructor completes the phase.
Sorties with operational manoeuvring or air combat training follow, using AIM-9 Sidewinder air-to-air missiles at medium level during one versus one exercises. Defensive manoeuvres and the dispensing of chaff and flares are included. These sorties for the student pilots and WSO’s are flown with instructor pilots and lead to handling surface to air missile threats, both at medium and low-level. The first of these sorties are flown as singletons, followed by five more as a pair. These sorties lead to students being issued a target for which they have to decide the attack profile and tactics to be employed.
The next phase involves night flying including the use of Night Vision goggles (NVG), students will progress from flying as a singleton, a pair, a three and finally as a four-ship. Passing the final check-ride completes the course and the successful student’s pass through to the front-line squadrons qualified to Limited Combat-Ready (LCR) status, before they are fully trained on a range of weapons carried by the GR.4.
To increase their effectiveness, some GR.4 squadrons specialise on certain advanced weapon systems.
12(B) Squadron is the lead unit for Air Launched Anti-Radiation Missile (ALARM) for the Suppression of Enemy Air Defence (SEAD). It is a defensive missile used to destroy Surface to Air Missiles (SAM) sites.
14 Squadron is the lead unit utilising the new Litening III targeting pod with Precision Guided Munitions (PGM) such as Paveway II and III Laser Guided Bomb’s (LGB).
Following live firing trials with Brimstone equipped GR.4’s of 41(R) and 31 Squadron at the China Lake range in 2005, 31 Squadron was declared fully operational with the missile to become the lead unit with the weapon followed by 9(B) Squadron. Brimstone has been developed utilising both high altitude dive and low-level attack profiles. It is a fire-and-forget missile for use against armoured targets on the ground. Target designation can be made using the Head Up Display (HUD) and through the Thermal Imaging Airborne Laser Designator (TIALD) pod. The missile when fired from as far as six miles (10km) from the target, drops to a cruise height and using its own terrain avoidance radar, proceeds to the target.
Storm Shadow is a fire-and-forget missile and is used to destroy command bunkers. It uses terrain matching navigation and GPS positioning to follow at low-level a pre-programmed route to the target. The missile was first used in anger during Operation Telic over Iraq in 2003. The lead Squadron for Storm Shadow is 617.
Continuous and frequent low-level training is essential for GR.4 crews to perfect and maintain their skills. Low-level missions are flown over the Nevada Test and Training Range during Red Flag exercises to validate tactics. During adverse weather during Red Flag 07-02 the US SEAD assets were forced to cancel some night missions, while RAF’s SEAD capable GR.4’s completed their low-level sorties. During the Gulf War GR.4’s flew at low-level ‘Scud’ missile hunting over a featureless Iraqi desert at night with great success.
2 and 13 Squadron are tasked for the Tactical Reconnaissance role, initially using the GR.4A variant with the internally mounted TIRRS (Tornado Infra-Red Reconnaissance System). However, the Reconnaissance Airborne Pod for Tornado (RAPTOR) is replacing the TIRRS system and can be mounted on both the GR.4 and GR.4A variants and is used by at least seven GR.4/4A squadrons. RAPTOR is a very advanced reconnaissance sensor capable of downloading in real-time, long stand-off range, oblique photography to ground stations for analysis during a sortie. The GR.4 is expected to be in service till 2025.

Panavia Tornado F.3
The first Tornado F.3 entered service at RAF Coningsby with 229 (OCU) in July 1986. Eventually a further six Squadrons (5, 11, 23, 25, 43, and 111) entered service with the RAF. Today following the introduction of the Typhoon, just four squadrons remain operational. Currently the remaining F.3 squadrons are 43(Fighter) and 111(Fighter) and are based at Leuchars in Scotland 25(Fighter) Squadron at Leeming and 56(Reserve) both disbanded in April 2008. Each Squadron has typically 15 aircraft and 20 crews on strength. Additionally 1435 Flight provides air defence for the Falkland Islands and is manned by a crew from each squadron.
The Tornado F.3 since its introduction over 20 years ago has been fitted with the Joint Tactical Information Distribution System (JTIDS). JTIDS or ‘Link 16’ which is now a very valuable tool for pilots. This data-link provides the pilot with a situational report of what other pilots and surveillance aircraft like the E-3D are seeing. JTIDS makes it easier to recognise friendly planes more easily, enabling them to focus on ‘bandit’ aircraft more quickly. JTIDS is a multi-service and multinational system. It is resistant to jamming and its data encryption makes it secure.
The more recently fitted Foxhunter Pulse Doppler radar provides a long-range detection capability, targets moving in any direction in relation to the F.3 can be monitored. The Weapons Systems Operator (WSO) monitors all Beyond Visual Range (BVR) targets, utilising the AIM-120 Advanced Medium Range Air-to-Air Missiles (AMRAAM). The AIM-120 can simultaneously track four BVR targets, using data that initially could have been provided via JTIDS and before its own radar takes over. For short range targets the Advanced Short-Range Air-to-Air Missile (ASRAAM) is available, that superseded the AIM-9L Sidewinder air-to-air missile.
Up until disbandment in April 2008 56(R) Squadron received pilots’ fresh from 4 Fighter Training School at RAF Valley, to enter the Operational Conversion Unit course. Students spend the first six weeks at RAF Coningsby in lectures on the F.3’s systems with time on the simulators. Moving to RAF Leuchars, pilots fly the first of 44 sorties, WSO’s require just 34 sorties. For the pilots the first 15 sorties are used to teach them how to fly the F.3, 12 are flown ‘duel’ with a Qualified Flying Instructor (QFI), before the student goes solo with an instructor navigator in the back-seat. Students during this phase will fly in close and tactical formations, initially during the day before moving on to night sorties. Air-to-air refuelling is introduced before the start of next phase of the course, which includes target interception and the firing of air-to-air missiles.
Instruction on Basic Fighter Manoeuvres (BFM) follow involving interceptions and one versus one engagements down to 250 feet (76m). Defensive scenarios are now introduced, teaching student how to avoid being shot down them selves. Eventually two versus one practice intercepts are flown, to further challenge the WSO’s before they move onto to two versus two scenarios. Combat sorties at this stage are flown at medium and low-level, initially over the sea before two sorties are flown over land. The final and most difficult part of the course involves tactical formations (leader and wingman) flying against multiple threats. The final check sortie involves flying a Combat Air Patrol (CAP) against other types of aircraft such as Hawks and Typhoons.
Following graduation pilots and WSO’s are transferred to one of four front-line F.3 Squadrons for further training; including electronic warfare, air-to-ground strafing, air-to-air gunnery and intercepts against slow moving targets. Pilots will progress to large four-ship formation flying before being declared combat ready and able to fly Quick Reaction Alert (QRA) sorties.
The current expectation is that the Tornado F.3 will be withdrawn in 2011 as more Typhoons are delivered.

Eurofighter Typhoon T.1/T.3 and F.2/FGR.4
17(Reserve) Squadron was reformed as a Reserve Squadron on September 1, 2002 at BAE Systems, Warton and was tasked to bring the Typhoon in to operational service with the RAF. On April 1, 2005 the Squadron relocated to Coningsby. In July 2005 pilots from 17(R) Squadron, the Operational Test and Evaluation Unit for the Typhoon, attended the first formal course run by 29(Reserve).
In September 2003 29(R) Squadron reformed as the Typhoon Operational Conversion Unit at BAE Systems at Warton with the two-seat Typhoon T.1 training aircraft. In June 2005 the squadron moved to RAF Coningsby, officially standing up on November 4, 2005. 29(R) is tasked with providing technical and tactical training of all engineers and pilots for the Typhoon. 
On April 1, 2006 3(Fighter) Squadron at Coningsby become the first front line squadron to become operational on the single-seat Typhoon F.2. The initial allocation of ten aircraft was in operation by October 2006. On June 29, 2007 they took over responsibility for the Southern QRA replacing the 25(F) Squadron Tornado F.3 detachment.
11 Squadron followed, reforming at Coningsby on March 29, 2007. As the multi-role lead squadron, it is tasked to be the first front line Typhoon unit with an air-to-surface capability. Part of the Qualified Weapons Instructor (QWI) course, the Basic Surface Attack Module (BSAM) involves using heavy weapons, Close Air Support (CAS) and air interdiction. 11 Squadron were cleared to drop Paveway Precision Laser Guided Bombs (LGB) in November 2007.
In November 2007 Block 5 Typhoons were designated T.3 and FGR.4 which are equipped with the Passive Infra-Red Airborne Tracking Equipment (PIRATE), having a sensor to the front right of the cockpit. The earlier T.1 and F.2 Typhoons will be upgraded to T.3 and FGR.4 standard.

BAE Systems Harrier GR.7/GR.9 and T.10/T.12
Following the Basic Fast-Jet Training (BFJT) course on the Tucano at RAF Linton, RAF and RN students move to RAF Valley for a year to complete Advanced and Tactical Fast Jet training on the Hawk. Graduate students are accepted at the Harrier OCU at RAF Wittering with 20(Reserve) Squadron on the two-seat Harrier for Operational Flying Training (OFT). After completing their time with 20(R) they move the short distance to RAF Cottesmore and Joint Force Harrier (JFH) to fly the single-seat Harrier. RAF pilots will transfer to either 1(Fighter) or 4(Army Cooperation) Squadron and the RN pilots to 800 or 801 Squadron of the Naval Strike Wing (NSW), which is part of JFH. The NSW operate from either onboard an Invincible class aircraft carrier or from an airfield.
Eleven two-seat Harrier T.10’s are being upgraded to T.12 standard, while the single-seat GR.7’s are being upgraded to GR.9/9A standard, enabling them to use smart weapons such as Brimstone. 4(AC) Squadron in summer 2007 was training on the AN/AAQ-33 Sniper targeting pod which offers improved performance over the Thermal Imaging Airborne Laser Designator (TIALD).

A typical Harrier low-level sortie; "After departing Cottesmore and passing through the Lichfield Corridor I dropped into low-level 20 miles south of Shawbury. Fighting the fog down towards Brecon I attacked the first target a mast. Flying north there was better weather over the Western Plain of Wales and into the valleys of Mach Loop and on towards ‘Betsy’. After a quick spin through the A5 pass I flew south east towards Lake Bala before attacking the bridge at Corwen and onto Lake Vernwy. I headed back home towards the Clee Hills to pull up to medium level and return to base".

Lockheed Hercules C.1/C.4/C.5
RAF Lyneham in Wiltshire is the home of the RAF’s transport fleet of Lockheed C-130 Hercules. It is over forty years since the first of 66 C-130K Hercules C.1 (most upgraded later to C.3 standard) were delivered to the RAF from August 1, 1967. Thirty or so years later a further 15 C-130J-30 Hercules C.4 and 15 C-130J Hercules C.5 were delivered to the RAF Lyneham Transport Wing (LTW). The remaining ‘K’ variants are expected to be in operation till around 2012.
The LTW comprises 24, 30, 47 and 70 Squadrons their role is Tactical Air Transport. The LTW comes under the command of 2 Group Air Combat Support and Air Battle Management and the 38 Expeditionary Air Wing (EAW). 24 Squadron operates the C.4 variant, 30 Squadron the C.4 and C.5, 47 Squadron the C.1, C.3 and C.3A and 70 Squadron operate the C.3 variant only.
The C-130 fulfils a variety of roles for the RAF. In the Air Transport role the C-130 is ideal for short haul operations of troops and equipment. As the C-130 can land on short and unprepared landing strips, its rugged design means it is suited to Tactical Air Land Operations. Troops and equipment can be off-loaded in full fighting order in rapid time. If required troops, including Special Forces and equipment can be dropped by parachute on to a Drop Zone (DZ) within a five minute window. Delivery profiles can include High Altitude, High Opening (HAHO) or High Altitude, Low Opening (HALO). The Air Loadmaster who is responsible for everything behind the flight deck and can work with Ground Engineers working as threat observers, to airdrop troops and supplies day or night. Search and Rescue (SAR) operations have also been added to the C-130’s role and in place of the Nimrod MR.2’s on occasions. Inflatable life rafts and divers can be dropped into the sea. The fleet of C-130’s is also available at short notice to deliver humanitarian aid and non-combatant evacuation.
Some operations demand that the crew fly the C-130 at low-level. Operating such a large aircraft at low-level is as demanding as it is thrilling. It involves managing a large crew and utilising defensive tactics with a comprehensive range of defensive aids. Unlike fast-jets the C-130 is unable to climb out of some tricky situations, pilots have to be constantly aware of their escape options. A typical low-level training sortie will include ‘events’ ranging from dummy drop zones, live drops to natural surface operations (NSO). NSO training requires aircrew to practice flying approaches without any visual references with landings on natural surface strips by day and night. The C-130 during low-level operations in hostile environments is potentially vulnerable to air-to-air threats, consequently crews practice fighter evasion exercises, often at night using Night Vision Goggles (NVG).

Helicopters, RAF, Army Air Corps, Royal Navy
Most military helicopter activity is essentially at low-level, but most is away from mountain valleys. Flying at slower speeds helicopter pilots often avoid the valleys frequently used by fast jets for safety reasons. When in the valleys they will fly at the lowest allowable height.
On completion of Elementary Flying Training, students selected for the Rotary Wing Pilot course, go to the Defence Helicopter Flying School (DHFS) at RAF Shawbury which is a tri-service helicopter school. RAF students are allocated to 60(R) Squadron, FAA students to 705 Squadron and AAC pilots to 660 Squadron. The students complete Basic and Advanced Rotary Flying Training on the Squirrel HT.1 helicopter before being streamed for an OCU. Pilots conduct low-level navigation down to 100 feet, mountain flying, winching, instrument and formation flying.
Successful students progress to the School of Army Aviation at Middle Wallop and the Operational Training Phase (OTP) course. 88 hours are flown on the Squirrel teaching the student how to use the aircraft rather than fly it. Before being posted to a Regiment students will complete the final Conversion to Type (CTT) course on the Gazelle, Lynx or Apache.

 
QinetiQ

QinetiQ is responsible for the Aircraft Test and Evaluation Centre (ATEC) and the Empire Test Pilots School (ETPS) and are both based at Boscombe Down. They regularly fly low-level sorties for weapons and system testing and to keep the aircrew current.

 
BAE Systems
Based at Warton BAE Systems frequently flight-test a range of aircraft at low-level ranging from the Pilatus PC-9 to the Typhoon.

 
Guest nations using the UKLFS

Left to right: F-15E Strike Eagle (91-0314/LN) of 48FW/494FS based at RAF Lakenheath.
Alpha Jet E (E7 314-TU) from the French Air Force's (Armée de l'Aire) Ecole de L'Aviation de Chasse 00.314 based at Tours and was one of four Alpha Jets low flying during a squadron exchange with 208(R) in May 2008.
A-10A Thunderbolt II's (81-0988/SP and 82-0650/SP) of 52nd FW, 81st FS normally based at Spangdahlem in Germany, but deployed to Lakenheath in July 2007 while their runway was repaired.