Air Power 2007: Air 5428 - a little slow off the mark? | ADM Mar 07

1 March 2007

By Tom Muir

The whole system of training aircrew for fixed wing aircraft and helicopters for the ADF is about to undergo a radical change.

The major players are starting to position themselves already.

Representatives of the aircraft training and simulation industries and their legal and financial cohorts, as well as above-the-line operators seeking action, filled the Russell R1 Theatrette to bursting point a few weeks ago.

As a result of the Defence briefing there, most will now have a fair idea of the broader requirements and looming schedule of the new Helicopter Aircrew Training System (HATS).

But some of the really big guns, with an eye to offering their services and systems for both of the upcoming fixed and rotary wing training requirements, will be wondering to what extent these two programs will be coordinated so that Navy and Army students, graduating from basic flying training under Air 5428, will find berths awaiting them in the Air 9000 Ph.7 HATS domain, for their basic and advanced helicopter training.

With first pass approval expected soon, and a draft RFT issued perhaps by mid-year the Helicopter Aircrew Training System (HATS) may not yet be up and running but it does have a head of steam.

However first pass approval for Air 5428 Pilot Training System is not expected until the second half of 2007 which suggests an RFP or RFT is unlikely to be released before 2008.

The new integrated pre-operational pilot training system would then be introduced into service in the 2012-14 timeframe.

Funding provision of $600-$750 million is broadly similar to that for HATS.

But HATS wants to get underway somewhat earlier, possibly by 2010 or 2011, and surely its basic helicopter training curriculum must depend on the extent and quality of basic fixed wing flying training its students receive prior to induction into the HATS environment.

Industry was co-opted early in the development of this new tri-service system and an industry working group was established to assist in the broad definition of requirements and to assist in the development of the RFI documentation, released last year.

Surely they will press for harmonisation of the two programs as far as possible.

For Air 5428 Defence wants an evolutionary military pilot training system with the primary missions of basic flying training and qualified flying instructor training.

Defence has indicated that the primary drivers for introducing a new system are:

* To rectify training deficiencies through provision of a system including training aircraft and a synthetic training environment

* Training aircraft milestones (CT-4B and PC-9/A) are fast approaching contract end and planned withdrawal date respectively

* The development of a system to jointly and efficiently manage an ADF pre-operational flying training system to meet future training needs

* Suitably qualified military pilots ready for operational roles or type conversion are the primary output of the system.

The current training system and the aircraft assets are to be replaced in their entirety with new aircraft and special support equipment will replace ageing aircraft through PFI (private finance initiative), lease or capital arrangements to be determined on cost effectiveness grounds.

According to the RFI, the training needs of Navy, Army and Air Force will need to be addressed through a common training system, as long as it is effective and economical to do so.

With this in mind, it says consideration should be given to how any proposed system will coalesce with fixed wing and rotary wing operational systems.

Under current training arrangements, BAE Systems Military Flight Training provides flight aptitude screening and basic flight training for ADF pilots at the company's academy at Tamworth, NSW.

After 63 hours successful Air Force and Navy candidates then proceed to No 2 Flying Training School (2FTS) at RAAF Base Pearce, WA, to begin their 130 hour advanced flying training course on PC-9A aircraft.

On successfully completing the course graduates are awarded their wings and posted for operational flying training.

Army students however continue for another 35 hours at BFTS on the CT4B prior to rotary wing training.

The Air 5428 project office says that the pace of constant technology change has left the current system deficient in some areas, particularly in the use of synthetic training systems.

Air 5428 will explore various acquisition and in service support techniques to maximise the efficiency and effectiveness of the flying training system.

It is envisaged that a close partnership will need to be formed with industry; so that while the system can retain its military identity, it can still leverage industry expertise in support and operations.

When introduced the Air 5428 program will comprise a number of technical and personnel elements to support flying training and additional roles.

These include fixed wing trainer aircraft, synthetic training systems including part task trainers, full motion flight simulators and computer based training systems.

All will need long-term support.

The existing aircraft and associated training systems will be replaced entirely.

One of the business cases studied was for the conduct of basic flying training at RAAF East Sale, with RAAF Pearce used for advanced flying training.

The location of the current ADF BFTS (Tamworth) will not necessarily be retained, but RAAF Pearce will be retained and can be utilised within the boundaries of ROE of up to 16,000 hours a year for Air 5428 associated flying activities.

Government employees will be retained.

New aircraft and associated specialist support equipment will be required to replace ageing CT-4B and PC-9/A airframes.

The acquisition method, (private finance, lease or capital) will be determined on cost effectiveness and risk grounds.

The aircraft may require military registration to meet Service airworthiness and legal requirements.

New ground training systems including Flying Mission Simulators (FMS), Part Task Trainers (PTT) and Computer Based Training (CBT) equipment will be required to complement the flying system.

Generic systems may be used where appropriate if the task to be trained is not dependent for training efficiency or safety critical reasons on actual flying system characteristics.

While a variety of training system solutions are possible ranging from the acquisition of training aircraft, simulators, and so on, with industry contracted to provide training and support personnel, to all-in-one turnkey PFI systems, those towards the latter end of the spectrum are the more likely to find favour.

Here we might see industry majors combining to offer MOTS platforms and equipment paired with training and management specialists, or we might see just one company such as Lockheed Martin, Raytheon, BAE Systems or Thales bidding for the overall project.

Lockheed Martin recently shot to prominence in this field, first through winning a 20-year contract from the Singapore Government to support the RSAF Basic Wings Course (BWC), which was soon followed by the selection late last year of the Ascent joint venture as preferred bidder for the provision of military flying training for the UK Armed Forces for the next 25 years.

The company's role as the BWC training systems integrator is to provide aircraft, maintenance, simulators, courseware and ground-based instructors to the RSAF's 130 Squadron at RAAF Base Pearce. Aircraft will be delivered in early 2008 and the company will begin the service provision in the summer of 2008, providing BWC support for 20 years.

Pilatus will deliver the advanced PC-21 turboprop trainer and logistics support while Hawker Pacific Ltd will provide maintenance support.

Lockheed Martin's Air 5428 bid will likely be with the same partners, Pilatus and Hawker Pacific. And if a PFI component is required, the ANZ bank would also join the team.

However, the multi-billion dollar UK Military Flying Training System requirement dwarfs the RSAF contract.

Now in negotiation with the MOD, the Ascent consortium is equally owned by Lockheed Martin and VT Group.

Lockheed Martin has to be one of the largest flying training organisations, reportedly responsible for training 20 000 aircrew a year, while the VT Group is a leading defence and civil contractor and already provides nearly a third of the UK's existing military flying training.

The other contenders were Thales UK and the Vector consortium of Bombardier, KBR and Lear Siegler.

BAE Systems has very extensive expertise in the flying training field including of course the provision of LIF trainers.

Aside from its present involvement in the provision of basic flying training at Tamworth, the huge and ongoing Al Yamamah contract between the governments of Great Britain and Saudi Arabia has always incorporated a hefty element of training, particularly aircrew and aircraft support technical training.

Raytheon will be offering an Integrated Pilot Training System based around the company's Beechcraft T-6B turboprop military trainer aircraft, and includes the aircraft, flight simulators, part-task trainers, computer based training and an integrated management system.

Thales is another major flight training and synthetic training system supplier and can be expected to provide very strong competition against the other major players.

Space precludes us from mentioning the many other companies with their own flight training systems, the simulator designers and manufacturers, the system integrators experienced in bringing together the components of these complex projects, and the important smaller fry, many of whom will be doing the job on the ground under long-term teaming arrangements.