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The Amazing ELCAS Causeway - Think Defence The US ELCAS modular pier is the modern manifestation of the D Day Mulberry Harbour system.

The Expeditionary Elevated Causeway (ELCAS) is an impressive portable modular causeway able to reaching 900m from the shoreline, allowing small lighters to dock and unload their cargo.

Generic Vehicle Architecture (GVA) - Think Defence Generic Vehicle Architecture (GVA)

Probably one of the best things the MoD has ever done that no one knows about, Generic Vehicle Architecture

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Royal Engineers Historical Society Webinar on 14/08/25 - My Grandpa’s war in the 12th Field Company RE. https://www.instre.org/events/my-grandpas-war-in-the-12th-field-company-re/

Honoured to shine a light on my Grandpa’s time in 12 Fld Coy RE during WWII.
From Palestine, the Western Deserts, to the Arakan & beyond.
Defence, logistics, desert patrols, Chindits & maps.
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Land Precision Strike - Think Defence Land Precision Strike will rapidly engage relocatable high value targets in warfighting and lower intensity operations

𝗟𝗔𝗡𝗗 𝗣𝗥𝗘𝗖𝗜𝗦𝗜𝗢𝗡 𝗦𝗧𝗥𝗜𝗞𝗘

An emerging requirement for magic murder missiles

An examination of the options ➡️

Multi Role Vehicle (Protected) (MRV-P) - Think Defence The Multi-Role Vehicle — Protected (MRV-P) was a British Army vehicle programme, now cancelled

Delve into the past of the long since cancelled Multi Role Vehicle (Protected) programme

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www.thinkdefence.co.uk/2024/10/mult...

From the 5th of June to the 14th of June, the FOB at San Carlos supported over 150 operational sorties. It was then taken over by the RAF in August

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www.thinkdefence.co.uk/2024/06/the-...

With no spare panels available for replacement and several gaps in the runway, the only option was to relay sections of the runway, another massive task.

On the 13th another incident at the FOB saw the sole British Chinook, Bravo November, lift some matting planks with its downdraught, throwing them to one side and requiring a significant repair effort.

With the FOB out of action, HMS Hermes busy with boiler cleaning and HMS Invincible still far to the east, the Combat Air Patrol would be constrained. This unfortunate series of events coincided with a large air attack that resulted in the loss of RFA Sir Galahad at Bluff Cove.

With two GR.3’s on the ground and much of the runway damaged, two inbound Sea Harriers did not have enough fuel to return to the carriers. Instead, they each carried out a vertical landing on the two assault ships in San Carlos Water, HMS Fearless and HMS Intrepid.

Repairs to the runway were made as quickly as possible

The other GR.3 managed to make a very skilful landing on what remained of the runway.

Upon approaching, a foreign object (assumed to be a PSA pin) was ingested by the engine. It became obvious that the damage was significant and because the aircraft was pointing at a Rapier firing unit, the pilot elected to stay with the aircraft instead of ejecting.

On the 8th of June, there was an incident at the FOB. The Harrier GR3 in the image below was from 1(F) Squadron RAF; the pilot was Wing Commander Peter Squire, who later went on to become an Air Chief Marshal.

At its peak, the FOB dispensed over 50,000 litres of fuel per day.

For the GR3’s, the FOB meant they could wait there for tasking from a Forward Air Controller, improving response times.

The normal Sea Harrier sortie was 75 minutes long which included a 65-minute journey to and from the carriers, only 10 minutes effective mission time. The FOB allowed the Sea Harriers to complete their transit and refuel several times before flying back to the aircraft carriers

It was a masterpiece of improvisation.

The final FOB, operated by 11 Squadron RE and commanded by the RAF, had a 260m runway, dispersal areas for four aircraft, a separate vertical landing pad and a redesigned and reinstalled bulk fuel installation that could store 18,000 Litres.

On the 2nd of June, the FOB was ready for helicopter operations. The FOB was variously called West Wittering, HMS Sheathbill and Sid’s Strip (after Squadron Leader Syd Morris) depending on what service you belonged to.

Additional Expeditionary Bulk Fuel Handling (EBFI) equipment was also secured from the Stromness. A Combat Engineer Tractor (one of the two embarked) was used to excavate the bunding for the fuel bladders and install some Class 30 Trackway.

Aboard RFA Stromness were several PSA (Prefabricated Surfacing Airfield) panels meant for bomb damage repair and VTOL pads at Stanley Airport post-conflict. These were quickly re-allocated to the FOB and moved ashore

On May 25th, a large-scale attack resulted in the Atlantic Conveyor being destroyed by Exocet missiles. This was a major setback for the FOB construction, as it carried all of 11 Squadron’s stores, including the FOB and the equipment needed to build it.

On D+1 the planned FOB site was reconnoitred, the old Auster strip at San Carlos settlement was also considered but discounted because of load-bearing concerns. On the 23rd the fuel handling equipment came ashore, installed by 1 Troop 59 Squadron RE

59 Independent Commando Squadron RE selected a location with a natural ski jump, the firm ground near Green Beach and Port San Carlos settlement, the intended location for 3 PARA and 42 CDO to land.

The FOB was planned to have air-traffic control and maintenance facilities for 12 aircraft, and feature a 400m runway to support 8 Harrier GR.3 sorties per day. The San Carlos FOB would also act as a carrier substitute and provide additional support for the Sea Harrier force

Although this approach had clear advantages, it was soon dismissed due to force protection and resource demands. By April 21, 1982, the idea of an amphibious landing on East Falkland and establishing a Forward Operating Base for the GR.3 force was taking shape.

Various options were explored to develop land-based air power for retaking the Falkland Islands. Rear Admiral Woodward's preferred choice was to set up a forward operating base on West Falkland for Harriers, and later for Hercules and F-4 Phantoms.

This dispersed operating concept for RAF Harriers was, by 1982, firmly established and well practised. 300m runways and 7 square metre vertical landing pads being the norm

www.youtube.com/watch?v=hmT2...

The Harrier was designed to operate away from large airbases, austere operating bases that made use of rapidly laid runways, supermarket car parks and roads were key to its operational value