Air: More than just aircraft up in the air | ADM February 2013

The RAAF is in the process of bedding down a raft of new capabilities with more on the horizon. The decade long program of transition that began a few years ago is well underway with capability mostly on track. But there are challenges ahead for the organisation and the industry that supports it.

There is no doubt that Defence is operating under a tighter financial environment. The opportunity costs of all decisions are being weighed more carefully than ever before. But the RAAF has had its fair share of wins over the last 12 months.

Confirmation of 10 new C-27J S partans to replace the Caribous, the last MRTT now bedding down, a squadron of Super Hornets coming online with pricing requested for another tranche of 24 aircraft, support from the government for 100 JSF (timing is less clear) and the release of the long awaited RFT for pilot training under Air 5428. Plus the news that 12 of the Super Hornet fleet will also being converted into the Electronic Attack Growler variant.

In this month’s From the Source interview, Chief of Air Force Air Marshal Geoff Brown is quietly optimistic yet realistic about his expectation of the capability RAAF can offer government. The additional air lift capability the expanded C-17 fleet can offer is impressive though the retirement of the C-130Hs is a loss in the numbers game. The KC-30A has had well reported technical issues with the refuelling side of its capability but the transport side of the equation has not been questioned. The opportunities it presents for troop and cargo transport are a definite asset for the RAAF.

The biggest challenges the organisation, and indeed the wider aviation industry, will face for some time with be a trifecta of training, timing and transition. Throw in some budgetary uncertainty and some of the highest labour rates in the world and the ingredients for a perfect storm are present. Good planning and strong relationships will hopefully see both the RAAF and industry navigate cleanly through the challenge.

Training

As this edition of ADM was in the throes of production, the long awaited RFT for pilot training under Air 5428 was released. By the time you’re reading this edition, industry information sessions will have come and gone. With the anticipated release of the RFT proper in the third quarter of this year, Defence has sought comments from industry on the draft RFT for Air 5428 Phase 1, the acquisition and support of a pilot training system (PTS) which will include new basic and advanced training systems to increase the efficiency and effectiveness of ADF’s fixed wing pilot training.

Among other issues the PTS will allow an increase in graduation numbers, generate pilot skills suitable for advanced “4th and 5th generation” fighter aircraft, and allow the withdrawal of current training media and the integration of synthetic training systems.

All pilot training will be conducted within Australia with the ADF retaining the military elements of the existing PTS, including military flying schools and employing military Qualified Flying Instructors for student instruction. One of the reasons for consulting industry is to expose differences between the Project and Interim Basic Flying Training conducted at Tamworth using the CT-4B air trainer aircraft particularly in relation to aircraft performance, life of type and basing requirements.

In regard to competition Defence says it considers that a competitive procurement process is an essential element to achieving value for money in both the acquisition and through life support of the training system. To this end potential providers of aircraft for the PTS are being asked to refrain from entering into any exclusive teaming arrangements for the supply of aircraft before the requirements have been finalised as reflected in the final RFT. Thus, potential tenderers would have the opportunity, from the draft RFT, to develop their solution and approach aircraft suppliers and propose arrangements. This is seen as benefiting both Defence and aircraft suppliers.

According to the draft RFT the contractor will need to supply: aircraft for pilot training plus those for 4 SQN and ARDU (if required); training simulators; the learning environment, training packages and so on. Also required are training services and PTS support services.

Contenders broke cover at the last Avalon Air Show as the release of the tender was imminent. Two years later, the teams remain virtually unchanged barring the financial troubles that Hawker Beechcraft, producer of the T-6C Texan II training aircraft, are suffering. The company has a teaming arrangement with Raytheon and BAE Systems but the future of the team remains unclear at this time.

Other contenders include Pilatus with its PC-21, seen to be a favourite on the platform side of the house, a teaming of Boeing and Thales Australia with the Grob120, and Pacific Aerospace Ltd with its CT-4. And location, seen to be a competition between Sale and Tamworth, is also up for grabs with pros and cons for each site.

Timing

The timing on a number of projects, particularly the JSF, has no doubt been a planning headache for RAAF. The Super Hornet capability has been stood up in record time while the MRTT has seen a few delays. The Spartan announcement was a long time coming but now that a decision has been it’s full steam ahead (see P40 for more on the Spartan sustainment efforts).

The introduction of the P-8A and high altitude long endurance UAV under BAMS (most commonly thought to be Northop Grumman’s Triton – see P52) to work in tandem will be an interesting journey for industry and RAAF later on this decade. There was some concern about introducing these capabilities so close together but AIRMSHL Brown is confident his organisation is up to the challenge.

As to where UAVs and RPAs will sit in the wider RAAF context is yet to be seen. There is exists no formal doctrine about how they are used at the tactical and strategic levels. Experience thus far has been based on the Heron RPA in Afghanistan, which has been operating with great success, but the longer term plan for such platforms is imprecise at best. There is much work to be done in this area with ‘drones’ receiving wider coverage in the public arena and legislation/certification in the civil space also somewhat murky. Watch this space it seems.

Transition

As mentioned above, the transition on the surveillance side of the house is being planned for, as is the airlift effort with C130s, Spartans, MRTT and King Airs. Another large transition on the horizon is that of the Classic Hornets and the JSF. This date has been pushed back by a good two years since planning began in 2002 for the JSF but the program office is confident that it will be able to provide a capability with the JSF in the agreed timeframe for the agreed budget.

Referring to figure 1 again, costs have been an issue on the program in more ways than one. The numerous ways of calculating the cost of a JSF has so many variables that it is almost impossible to get a standardised figure from all the parties involved. Keep in mind that a JSF has about 30,000 parts and millions of lines of code and aims to be all things to all people.

Regardless of the different figures floating about (figures from CAPE, SAR, Lockheed Martin, the Australian government and all the partner and FMS countries – by all means, choose one), the fact that the testing program is ahead of schedule and parts for the first Australian plane are on the production line at Fort Worth are achievements worth recognising. Finding a developmental program that hasn’t faced its share of ups and downs on the schedule and cost front would be close to impossible.

Costs

Despite the fact that between 2002 and 2011 Australian labour costs have gone from some of the lowest in the JSF partnership to among the highest, Australia winning work on a value for money basis is excellent news. SMEs in particular have won work based on innovative technology and being better than worlds best practice. Most of this rise has been the consequence of currency changes (the Aussie dollar was buying 55 US cents in 2002 and reached parity in 2010, barely dipping below parity since that time).

Prospects for industry both large and small in 2013 are a mixed bag. Government will be spending less money but needs are still present. Those who can come up with innovative ways of procuring and sustaining capabilities will reap the benefits. ADM refuses to buy into the 2013 as a year of stasis.