Air Power 2008: ADF pilot training developments | ADM Feb 08

1 February 2008

By Tom Muir

As proposals for the ADF's two flying training systems begin to merge, some believe Defence should now be thinking about melding the two projects, which already form an effective ADF-wide training continuum on paper, into one overarching training system. Others disagree.

Currently AIR 5428 Pilot Training System and AIR 9000/7 Helicopter Aircrew Training System are quite separate projects, although properly integrated they would address both basic and advanced flying training as well as initial conversion training to service fixed and rotary wing types, and more broadly address the training needs of the three Services.

Some integration of the two programs has already occurred insofar as the last Aerospace Industry Environmental Working Group (IEWG) briefing provided updates on both projects including base visits for both.

However whether this will logically extend to one program with separate RFTs, and separate primes for the two training streams - as seems the most likely - or a jumbo arrangement with one RFT for one prime training system provider, remains to be seen.

One knowledgeable industry source points out that there is a considerable challenge to be overcome if the two systems (PTS and HATS) were to be combined - because they will be owned/managed by different Force Element Groups (FEGs). AIR 5428 will meet the pilot training needs of the system managed by Air Force Training Group on behalf of all three services, and the Helicopter Aircrew Training System (HATS) will meet the rotary wing training needs of Army and Navy (currently managed separately by Navy and Army, and presumably combined in future).

This different Command and Control, and the fact that the acquisition projects have different sponsors, mean that it is unlikely that the two projects could be effectively combined.

Industry was informed of changes to the scope of AIR 5428 Pilot Training System at an IEWG briefing for both requirements held in November 2007 which in itself suggested some degree of integration was under consideration.

Beyond that, there were other hints of coalescence between the two including the incorporation of rotary wing flying training within what was a fixed wing basic and advanced training regimen.

Matching timelines
There appears to be some harmonising of the project schedules, inadvertent or otherwise, with a two year lag between achievement of their respective operational capabilities.

Under current plans for AIR 5428, First Pass is anticipated in July 2008 followed by the release of the RFT in the first quarter of 2009 with source selection anticipated by March 2010.

Following Second Pass approval, contract signature is currently scheduled for August 2011.

The proposed in service date (ISD) for Advanced Flying Training (AFT) aircraft is January 2013 with the ISD for Basic Flying Training (BFT) aircraft is six months later, July 2013.

This implies a very tight program for the provision of aircraft, which may involve up to 25 basic and 35 advanced trainers.

However, despite comments to the contrary, we suspect that the December 2013 planned withdrawal date (PWD) for the existing PC-9 may be something of a moveable feast since there is always the possibility of extending the service life of that aircraft if necessary.

Interim Operational Capability (IOC) for the advanced flying regime is scheduled for January 2014 with the IOC for the basic flying regime occurring six months later in July 2014.

Full Operational Capability for both flying regimes, is anticipated respectively in January 2016 and July 2016, with the last marking FOC for the Pilot Training System.

Here it should be noted that due to the essential requirement for continuity in pilot training, the CT4/PC9 'system' cannot be withdrawn until FOC is achieved, unless an interim solution is sourced.

This schedule appears to be running about two years later than that proposed initially for AIR 9000 Phase 7, Helicopter Aircrew Training System (HATS), which received First Pass early last year (2007), and saw draft tender documentation released for industry comment in 2007 and an RFT expected in the first quarter of 2008, closing mid-year.

Contract signature could occur in mid-2010.

If these optimistic timings are maintained the desire is to bring training aircraft into the program as follows (indicative aircraft quantities):
Mid - 2010: 2 aircraft (ie ASAP)
Early 2011: 10 aircraft
Early 2012: 18 aircraft
Mid - 2012: 28 aircraft

Full operational capability for HATS should then occur around mid-2014.

Of concern to industry is the time taken between tender closure and contract signature as well as the unrealistic expectation that purpose built aircraft, or modified production helicopters, can be delivered within a month or two of contract award.

Industry/Defence partnership
Right from the start it was envisaged that a close partnership would need to be formed with industry, such that the system could retain its military identity, at the same time leveraging industry expertise in support and operations and industry had been invited to propose methodologies for analysis as part of the capability development process.

One outcome of this process has been the completion of the Private Public Partnership (PPP) Study whose focus is firmly on qualitative aspects of arrangements with industry in the management of what is to be a major undertaking.

We suspect that while the PPP Study offers guidance it won't be prescriptive and industry contenders will be encouraged to propose meaningful long term partnership arrangements with the DMO.

While the Pilot Training System's military identity will be maintained through the provision of facilities at RAAF Bases (either Pearce or East Sale), the provision by the ADF of military qualified flying instructors (QFIs) and C2 capabilities, industry will be responsible for:
training system design (but with Defence approval of content)
provision and maintenance of aircraft
provision of the synthetic training environment
engineering, logistics and maintenance
maintenance facilities (unless provided by the CoA)

Considerable staff numbers will be required by the prime and subordinate contractors to handle administration and as synthetic training operators, engineering and maintenance and qualified flying instructors.

Flying training
Draft versions of the working documents that will be used in the preparation of the RFT proper are being made available to industry for comment.

They include the Preliminary Operational Concepts Document, the Training Needs Analysis, Simulation Study Report, Selection and Efficiency in Training Report, and the AIR 5428 Functional Performance Specification (FPS).

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.

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-9/A aircraft.

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

Those selected as fast jet pilots will train on Hawk 127 jet trainers prior to operational conversion to F/A-18 and Super Hornets.

Defence earlier made clear that it wanted an evolutionary military pilot training system with the primary missions of basic and advanced flying training and qualified flying instructor training.

The primary drivers for introducing the new system are to remedy training deficiencies through the provision of a system that includes both training aircraft and the use of simulators and other synthetic training devices.

Additionally, the in service CT-4B and PC-9A training aircraft are fast approaching contract end and planned withdrawal date respectively.

Other drivers include the need for a system to manage pre-operational flying training for the ADF.

Because existing aircraft assets and training systems are to be replaced, entirely new aircraft and special support equipment will be required to replace ageing aircraft through PFI, lease or capital arrangements to be determined on cost effectiveness grounds.

Training regime changes
Earlier plans saw the Pilot Training System encompassing an industry managed training regime that began with Flight Screening, followed by Basic Flying Training and Advanced Flying Training.

Students graduating from these courses would then move out of the industry managed training system with RAAF pilots progressing onto further advanced (eg Lead-in Fighter) fixed wing training and conversion to operational types, while Navy and Army pilots would then enter the AIR 9000/7 HATS domain.

Here they would progress through basic and advanced rotary wing training after which they would also separate to role specific training.

However additional options to the scope of the training regime may see students streaming to either RAAF Advanced Flying Training or Rotary Wing Advanced Flying Training, as additional courses, presumably with military QFIs, within the Pilot Training System.

Presumably, the purpose of these additional courses is to increase the level of student competencies prior to their conversion training on operational types.

Depending on the extent (or otherwise) of initial streaming within the confines of the Pilot Training System, RAAF fixed wing pilots would then split to LIF air combat training and eventual conversion to F/A-18 and Super Hornet (assuming the F-111 has been withdrawn by that time) or to multi-engine, multi crew training before joining the various Force Element Groups.

Navy rotary wing pilots would undertake maritime specific training and conversion to S-70B Seahawk for anti-submarine warfare (ASW), the SH-2GA Super SeaSprite for anti surface ship warfare (AsuW), or the MRH-90 in maritime support roles (MSH).

Army rotary wing pilots would convert to trooplift specific training with MRH-90 (Tactical Lift) and CH-47D (Medium Lift) types or undertake ARH specific training (ARH Tiger).

The challenge for industry
Defence will be seeking training solutions for these two programs.

And while hardware is likely to see a growing focus on the synthetic training environment, which nowadays ranges across a very broad spectrum of capabilities in ground based training, including advanced mission training, aircraft are still required.

But these must do more than provide flying skills.

Training providers need to be mindful that support of Australian strategic objectives, extending from the immediate neighbourhood to global security, inherently requires extensive use of airpower for combat and non-combat roles.

In all roles there is increasing responsibility and leadership challenge for pilots in the effective employment of sophisticated technology, including defensive and offensive systems, and as nodes in the Network Centric Warfare (NCW) domain.

While the development of fast jet pilots will continue to be the most demanding aspect of the Pilot Training System, it is also recognised that fast jet pilots will account for less than 25 per cent of the output of the new Pilot Training System.

It can be argued that in applying the requirements of a fast jet pilot to the whole student community has resulted in candidates failing who may have become competent non-fast jet pilots, and therefore a higher overall pass rate could be achieved if the assessment standards were more realistically designed to cater for non fast jet as well as fast jet candidates.

This would not require reduction in standards but would simply recognise the difference in proficiencies and skills between different aircraft types and operational requirements.

The current and predicted expansion of virtually all other air capabilities into the challenging domains of night, single pilot/reduced crews and NCW operations, however, will require that future ADF pilots of all types will require higher levels of flying training prior to undertaking operational conversion.

The challenge is now for industry to come up with solutions that are carefully shaped to meet Australian specific requirements, not those designed for European or North American customers.