Australian Air Power Today August 2019

Spring 2019 Vol 1 No 3

Air Force | Air Power | National Defence

FUTURE READY Live, Virtual & Constructive Systems

1

JOURNEY OF WONDER

KC-390

The KC-390 incorporates 50 years of Embraer's heritage and STATE-OF-THE-ART experience in developing, certifying and delivering reliable TECHNOLOGY AND aircraft. The aircraft is equipped with the V2500 high bypass turbofan engine which has accumulated more than 100 million PROVEN SYSTEMS flight hours. Combined with proven avionics, which complies with exacting standards for cockpit display systems, and full fly-by-wire flight control systems, the KC-390 is ready to accomplish any mission. Furthermore, the KC-390 has accumulated more than 2,000 hours of flight testing and achieved civil certification. In support, is a world-wide sustainment alliance of reputable suppliers contributing toward making the KC-390 the most reliable, easy to operate and efficient choice there is.

2 kc-390.com

Volume 1 No 3 Spring 2019

index

2 Cover story

LVC / Training

FEATURES

6 18 21

Fifth-generation fighters and the keys to regional dominance

Creating the next stepchange in Air Power

Autonomous, air-dropped vehicles eyed for rescue

12 Cold War Tornado Kill 31 Aussie engine maintenance and sustainment

SPACE

FIXED WING

HISTORY

40 Defence 48 On The Radar 52 Books 55 Air Force Cadets 56 Transition 60 Back Page

CYBER SECURITY

23 What does collaboration look like for cyber security?

38 What is ‘hybrid warfare’ and the ‘grey zone’

AUSTRALIAN AIR POWER TODAY EDITOR-IN-CHIEF

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Sharon Pace sharon@flightpublishing.com.au Michael O’Brian michael@flightpublishing.com.au

26 NASA and space tourists; who can launch in Australia?

45 State space race gathers pace 34 1919 epic flight inspires a new generation 46 An adventurous flying career CONTRIBUTING WRITERS Darren ‘Buster’ Crabb, Chip Gilkison, Rajiv Shah, Andrew Dowse, Pathfinder, Charles Page, RAAF News, Defence Connect, Joan Westenberg, Pathfinder SUBSCRIBE TO Australian Air Power Today Digital version: www.australianairpowertoday.com.au Hard copy call 02 9386 4213

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Cover: HR Rockwell Collins-F35 Helmet III. Collins Aerospace Above: LVC. Netherlands Aerospace DISCLAIMER... All articles in this Journal are printed on the understanding that unless stated, they are the original work of the contributors or the authors and are not necessarily those of the Editorial Staff or of the Publisher. Editorial and advertising material will be accepted for publication on the condition that it does not defame any person.

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LIVE,VIRTUAL AND CONSTRUCTIVE TRAINING Chip Gilkison, Director, Business Development, Live/Blended Test & Training Collins Aerospace Militaries around the world predominantly train their fighter pilots with live flight exercises in order to be ready for combat when their country or Allies call. As you take delivery of your 5th generation fighter like the F-35, many challenges exist with that approach that may preclude your pilots from training in the most realistic manner possible and becoming proficient in all the aircraft's capabilities, not just those in which "live" training adversaries are available.

5th generation aircraft cannot train like they fight:

If an F-35 were to attempt to train with any other aircraft besides another F-35 from the same country, the other aircraft would be blind from any simulated weapon shots and absent from real time notifications, enabling negative training to continue. Other aircraft do not have the security protocols onboard required to share the same data as an F-35. For now, the F-35 is limited to training in multi-ship events with either like F-35s or with other aircraft, but only via relayed voice call to emulate weapon releases.

Rapidly emerging threats:

In 2003, pilots needed to be proficient in less than five weapon systems on their own fighter. Today's 5th generation fighter has more than four times that, but flight hour budgets are not increasing.

In order to meet the rapidly emerging 4

threats from all areas of the globe, pilots must be able to immerse themselves in a training environment that can more easily replicate real world threats.

However, the requirement of pilots being located at a specific geographic location like a training range is very costly and takes a lot of time; time that they may not necessarily have.

Cost prohibitive:

Flight hour costs vary from $7,500$50,000 for a given airframe. In order to properly train our pilots, they must engage with "red" aggressor aircraft that emulate the enemy. Many times, training missions are conducted within a single training squadron where aircraft of the same type train against each other. To fly a 2 vs. 2, air-to-air training mission, four aircraft must be employed, costing anywhere from $45,000 to over $200,000 for 5th gen platforms. Not only is this training cost prohibitive, it's not realistic. In a real operational mission, friendly forces will combat enemies that are not of the same aircraft type as their own. In a training mission, we must be able to replicate the same operational scenario as close as possible so that our warfighters can train like they fight. In an age where affordability is close behind readiness, we cannot continue to train in this manner. We must make better use of the flight hours we do have. To do this, Air Combat Training must evolve.

Australia has specific challenges in that the procurement of the F-35 fifth generation platform could result in a training shortfall where users cannot train as they would fight due to security protocols. This training shortfall will lead

to a situation where pilots cannot make use of the full capability of the aircraft in an efficient manner, compromising mission effectiveness. One concept for F-35 training is to employ a “big shed� model whereby participants are required to operate at the same, albeit high, security level; however, this limits the ability to train with other platforms and partners operating at a lower security level thereby diminishes the overall training value.

To overcome training shortfalls, Live, Virtual and Constructive (LVC) enabled systems may be utilized in a secure and dynamic environment. LVC is not a new concept however there has been a slow uptake due to concept of employment and technological challenges. Given the world class ranges available across Australia plus significant investment in cutting edge simulation architectures via JP9711, the potential for LVC is very exciting. New systems must easily interoperate with existing systems in order to maximize investments. Standards such as TENA, HLA and DIS must be employed to ensure interoperability is possible instead of empty promises. Any attempt to delay the transition of training in a more secure environment in anyway other than the most realistic scenarios possible will only lead to continued training shortfalls.

Collins’ Joint Secure Air Combat Training System (JSAS) was the first to demonstrate an LVC training exercise with certified Multiple Independent Levels of Security (MILS) encryption in both the airborne and ground systems with over 32 digital channels. For

C o ve r Sto r y

example, a 5th generation fighters can operate at the highest level, RAAF F-18s can fly at AUS Secret, and US F-18s at US Secret. MILS allows all participants to exchange information and not just the one with the highest security classification level; in other words, it overcomes the limitations of the “big shed” concept.

In the first version of JSAS, Collins supported the U.S. Department of Defense’s Common Range Integrated Instrumentation System for upgrading U.S. Air Force, Navy and Army test ranges. This allows aircraft of different security levels to share information safely and to do so using a high performance network with very little latency with the ability to scale the number of participants to over 100.

As part of the US Navy Tactical Combat Training System Increment II (TCTS Inc II), JSAS replaces the current Navy range training infrastructure. The upgrade advances aircrew proficiency

training, securely, across all Navy squadrons and fleet forces. The TCTS II upgrade offers significant increased processing capacity for onboard simulation enabling enhanced LVC training capability without adding requirements to upgrade the overburdened aircraft processing hardware.

Collins recently demonstrated for the US Air Force an integrated training exercise using JSAS with fullyconnected training elements. During the exercise, four live, LVC-enabled aircraft were networked with a variety of synthetic forces to demonstrate an integrated, joint, multi-dimensional mission training environment. The exercise demonstrated JSAS’s open system software architecture enabling incorporation of solutions from a wide range of third party weapon and sensor simulation providers. The demonstration highlighted MILS and utilized JSAS’s waveform agnostic, software defined radios capable of

running both current and envisioned future training waveforms. All of the hardware demonstrated was from the 3rd production run for the CRIIS program. JSAS is secure, mature, and available now.

What benefits does JSAS bring to your training ecosystem?

Fifth- to Fourth-Generation Interoperability: Today you can add depth to exercises by securely enabling 5th generation, legacy and coalition forces to train together, accurately reflecting real-world environments.

Scalable systems support participants from the small squadron to the large force and integrate with current training assets such as electronic warfare threat emitters and ground-based participants. Additionally, open systems architecture enables integration of third-party applications. User-controlled security rule-sets manage information sharing between participants of different 5

C over Sto ry

security levels without the need to rely on the OEM to do the work.

Unmatched Operational Realism:

LVC training blends synthetic elements with live participants to realistically simulate high-threat air combat situations. These systems include fullfidelity threat and weapon simulations for Department of Defense and NATO weapon types. The systems include real-time kill notification and removal maximizing positive training. The systems are reconfigurable in flight for effective training in less time. They are able to securely integrate with aircraft data bus/operational flight programs. These systems deliver 20X more network capacity than existing air combat training systems, in the same bandwidth. This means more live players and excess capacity for LVC traffic.

Certified Security:

LVC training is available that delivers 6

secure instrumentation for multiclassification information exchange.

These air-combat training systems come with security certification that supports the requirements of today’s 5th Generation fighters. They deliver Multiple Independent Levels of Security/ Safety (MILS) architecture that is capable of four simultaneous encryption channels up to Top Secret. MILS is available in both airborne and ground subsystems, for tethered or autonomous operations. Simulation systems also have user-configurable security policies for rapid mission reconfiguration.

Future-Ready:

These capabilities are not only real, certified and operating on ranges today, they’re also designed to advance as future training needs change. LVC training leverages newly developed security and data-link technologies with decades of air combat training expertise. It overcomes limitations in live threats and training infrastructure, and provides rapid training response to

emerging missions and threats. Open architecture simplifies obsolescence management and future upgrades with new technologies. Off-board processing on JSAS also means that additional capabilities can be injected into the aircraft without need to change the aircraft OFP every time. Looking beyond 5th generation aircraft, these types of solutions are equally applicable to bi-national training scenarios such as those envisaged under the AustraliaSingapore Military Training Initiative.

It’s Not Just About Training!:

Concerns over the extensive cost and time it takes for warfighters to get more effective technology are valid. One of the “friction points” in fielding new weapons systems is the developmental and operational test evolutions, which are subject to constraints already articulated for training; limited ranges, aircraft, qualified aircrew, etc. Thoughtfully enabling some elements of weapons testing in a live, virtual and constructive environment could be game changing,

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providing dramatic efficiencies in cost and schedule. The benefit is that allows new tactics and procedures to be developed, tested and implemented months faster than today which allows front line pilots to have an advantage sooner.

With JSAS, LVC technologies are mature and available today. The CONOPS to fully leverage a robust LVC training ecosystem are still evolving.

There are two possible courses of action. Wait, by saying that the LVC available today doesn’t do exactly what is needed to the exact degree necessary. Or, deploy leading-edge LVC with JSAS, that is available today, use it today, train for the impossible scenarios today, and upgrade as technology allows. The choice is clear.

Previous page: LVC blended test and training links live platforms with manned simulators in virtual environments that can add constructive forces.

Opposite: - JSAS provides the first certified, four-level Multiple Independent Levels of Security (MILS) training equipment for airborne and ground operation.

Below:LVC training blends synthetic elements with live participants to realistically simulate high-threat air combat situations.

Chip Gilkison, Director Business Development, Live/ Blended Test & Training As director of business development since January 2018, Chip is responsible for sales, marketing and strategy activities related primarily to the company’s Mission Systems business of Live/Blended Test & Training.

Chip joined Collins Aerospace as a marketing manager in Business and Regional Systems in 2006. He focused on communication, navigation and surveillance products and led several new avionics upgrade programs. He then transitioned to the defense side of Collins in 2009 as a marketing

manager for datalink programs as well as next generation avionics for tanker and transport aircraft before taking on the leadership role for the same sales team. In 2013, he assumed the role of sales director for airborne solutions where he was responsible for all sales for fixed and rotary wing aircraft as well as all fighter, bomber, Trainer, unmanned and C2 mission systems. From 2015-2017, Chip led the strategy development for Collins’ LVC solutions.

Chip served on active duty with the United States Navy from 1997 to 2006.

His military career included three deployments to the Mediterranean and Iraqi theatres of operation. He accumulated more than 2,500 flight hours as a pilot in the P-3C, C-12 and T-34C aircraft.

He earned a bachelor’s degree in marketing from Miami (Ohio) University and a Master of Business Administration from Texas A&M University.

7

F eat ure

Fifth-generation fighters and the keys to regional dominance As the fifth-generation revolution continues to transform Australian and allied air forces, regional air forces have been modernising and expanding their own fighter fleets to bolster the combat capability of their fighter forces, with the domestic development of comparable fifth-generation platforms key to establishing and maintaining regional air and multi-domain dominance.

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Fe a tu r e

Fifth-generation fighter aircraft, like the F-22 Raptor and F-35 Joint Strike Fighter platforms, are reshaping the role of fighter fleets and the balance of power in Australia’s region. CPL Dan Pinhorn

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F eat ure

Designed to establish and maintain air superiority or air dominance, fighter aircraft have evolved from relatively simple wood and canvas airframes during the First World War, to the highly manoeuvrable, long-range aircraft that dominated the skies of Europe and the Pacific during the Second World War; the latest two generations of fighters are the pinnacle of these earlier designs.

Fighter aircraft, like every facet of military technology, are rapidly evolving. The current global and regional transition from fourth- to fifthgeneration fighter aircraft, like the F-22 Raptor and F-35 Joint Strike Fighter platforms, is reshaping the role of fighter fleets and the balance of power in Australia's region.

Fifth-generation fighter aircraft represent the pinnacle of modern fighter technology. Incorporating allaspect stealth even when armed, low-probability-of-intercept radar, highperformance airframes, advanced avionics and highly integrated computer systems, these aircraft provide unrivalled air dominance, situational awareness, networking, interdiction and strike capabilities for commanders.

The formal introduction of the Lockheed Martin F-22 Raptor in the mid-2000s led many nations to begin to speed up the process of developing their own fifth-generation air combat capability to minimise any perceived or actual capability gaps in their traditional air and naval aviation forces.

Russia began the development of its own Su-57 in the mid-2000s with a focus on countering the growing fifthgeneration capabilities of the US Air Force, while China brought the J-20 and carrier-focused FC-31 to the global stage, designed to counter the both the F-22 and F-35. Meanwhile, the US and allies extended their fifth-generation capability gap through the development of the largest defence project in history, the Lockheed Martin F-35 Lightning II Joint Strike Fighter (JSF).

These developments have recently heightened the growing geo-political and strategic competition between the US and China, with Russia confirming the sale option for its air superiority specialised Su-57 to China, providing the rising global and regional 10

superpower with access to three highly capable, fifth-generation combat aircraft. Additionally, the sale of such a capability to China provides avenues for the nation to further develop its local aerospace industry, with opportunities for backward engineering.

The leading edge fifthgeneration force As the world's leading air power, the US has invested heavily in maintaining its qualitative and quantitative edge over potential peer and near-peer competitors like Russia and China.

Fifth-generation air combat capability is key to the US regional strategy, the US Air Force, Navy and Marines fixedwing aviation forces are currently deep into the transition phase of the fifthgeneration integration cycle.

The US Air Force has led the way for integrating fifth-generation platforms following the introduction of the air superiority focused F-22 fleet, which was finalised with the final delivery for the Raptor in 2012. While the Raptor program only saw a small portion of the planned aircraft acquired due to increasing costs, program delays and an apparent lack of potential peer adversary, the program paved the way for integrating the JSF as the backbone for the US Armed Forces air combat capability.

JSF was designed as part of the US 'high-low' fifth-generation fighter mix as well as serving as the basis for the air combat capabilities for US allies like Australia. The JSF program has, like its Raptor predecessor, faced development and cost overruns hindering the introduction of the F-35C and F-35B variants.

The mission-ready F-35C is the latest addition to US Navy’s Carrier Air Wing. With its stealth technology, state-of-the-art avionics, advanced sensors, weapons capacity and range, the aircraft carrier-based F-35C provides unprecedented air superiority, interdiction, suppression of enemy air defences and close-air-support, as well as advanced command and control functions through fused sensors.

The joint Navy and Marines use of the F-35C leverages the unique capability

of operating from a carrier deck with the unmatched fifth-generation capabilities of stealth, fused sensors and reliability, making the F-35C the Navy’s future first-day-of-the-war strike fighter. The Navy and Marines require an aircraft capable of overcoming a variety of threats — surface-to-air missiles, airto-air missiles and tactical aircraft. By leveraging this potent combination of stealth, advanced jamming and threat system destruction, the F-35C enhances survivability and increases mission success rates.

Meanwhile, the growing capability of the short take-off, vertical landing (STOVL) F-35B variant – which is beginning to see the widespread introduction into service with both the US Marine Corps and both the Royal Air Force and Royal Navy, and is expected to be introduced by the Japanese Self Defense Force's Izumo Class warships – is providing further fifth-generation capabilities in the Indo-Pacific.

The 'B' variant is the world's first supersonic, stealth STOVL aircraft and is designed to operate from both austere bases and a range of fixed-wing aircraft capable ships. These include large deck amphibious warfare ships, like the US Wasp and America Class Landing Helicopter Docks (LHDs), the UK's Queen Elizabeth Class aircraft carriers, the Italian Conte di Cavour and Giuseppe Garibaldi aircraft carriers, and future Turkish LHDs, which are based on the Juan Carlos/Canberra Class LHDs.

The underdog fifth-gen fighter powers China's Air Force has undergone a period of modernisation and expansion in line with the country's growing ambitions in Indo-Pacific Asia. China's first fifth-generation fighter aircraft, and the world's third such aircraft, incorporates radar reducing cross sections and materials, high-capacity sensor integration and advanced engines.

While little is known about the specifics of the fifth-generation air superiority fighter, designed to counter the American F-22 Raptor, it has a max speed of Mach 2.5+ and incorporates a

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The United States Air Force F-22 Raptor performs an aerial display.

CPL Glen McCarthy

variety of advanced Chinese designed precision-guided bombs, and air-toair missiles in internal weapons bays and advanced electro-optical targeting systems and active electronically scanned array (AESA) radars.

Meanwhile, the Shenyang FC-31, while smaller than the larger J-20 design has given rise to concerns about the introduction of the airframe as a carrier-based aircraft on China's growing fleet of aircraft carriers. The FC31 incorporates a range of Chinese and Russian technology, mainly Russiandesigned jet engines to ensure the J-31 can carry 8,000 kilograms of payload, with four munitions totaling 2,000 kilograms internally, and 6,000 kilograms carried on six external hardpoints; primary armaments include the PL-10 short-range missile and PL-

12 medium-range air-to-air missile.

While Russia's Air Force has inherited a variety of Soviet-era fighter aircraft designs, which has up until recently placed the Air Force at a disadvantage as regional nations introduce more advanced aircraft into their own fleets, the Su-57 as Russia's answer to the American F-22 Raptor and the Chinese J-20. The Su-57 is intended to succeed the MiG-29 and Su-27 series fighters in Russian service.

The twin-engine, multi-role air superiority fighter aircraft is the first Russian aircraft to incorporate radar reducing cross sections and materials, high-capacity sensor integration and advanced engines. Su-57 has a supersonic range of about 1,500 kilometres and subsonic range of 3,500 kilometres and max speed of Mach

2. The aircraft is armed with a single 30mm cannon and between 12 and 16 hardpoints, including internal weapons bays capable of carrying Russian made air-to-air, air-to-ground and airto-surface munitions, including 'dumb' and 'smart' bombs.

Like the US export-focused F-35, both the Chinese FC-31 and Russian Su-57 have potential for export for nations unable to access or afford advanced US weapons systems, or for nations that act within the sphere of influence of both China and Russia, further complicating strategic planning for American allies, including Australia, as their existing air combat forces come face-to-face with increasingly capable peer competitors.

Courtesy Defence Connect

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Managing the civilian transition with study and surfing Maintaining an active lifestyle postmilitary is vital to both physical and mental health and Matthew Hoare knows it well. The returned serviceman and Southern Cross Master of Clinical Exercise Physiology graduate plans to dedicate his post-military career to helping veterans improve their physical and mental wellbeing.

“Research shows how important exercise is to mental health. As an exercise physiologist, I want to work with veterans to design programs that suit their current situation and take into consideration their injuries and illnesses,” he said.

Matthew co-founded the Association of Veteran Surfers (AVS) with fellow returned serviceman Kieran Scotchford in 2016. “During our training for deployment to Afghanistan and upon return we used surfing as a means to escape from the stress of military service and to clear our heads,” he said.

Now numbering more than 90 members and their families, the AVS has

become an important support group for veterans struggling with the challenges of post-military life. “There are a couple of organisations in America which use Ocean Therapy to help veterans with mental and physical injuries, and are having great success. We are the first organisation in Australia to focus on using surfing to assist veterans.”

Study has been an important part of his own transition. “I believe university has given me a sense of purpose and drive to continue to improve my situation and help others in the process. A lot of veterans struggle with a lack of identity and purpose once they discharge,” said Matthew.

The support at Southern Cross from other students in his cohort and staff often kept him going. “We are a group of 20-30 people going through similar experiences, the highs and lows of studying at university, but also have very different pasts and stories to tell. It has been great to share this experience with my cohort and I have made a number

of lifelong friends along the way,” said Matthew.

The Bachelor of Sport and Exercise Science and the Master of Clinical Exercise Physiology are offered at Southern Cross University Lismore and Gold Coast campuses. The Bachelor of Sport and Exercise Science is also offered at the Coffs Harbour campus.

Visit scu.edu.au for more information.

Photos courtesy of RSL Queensland

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F eat ure

Cold War Tornado I had my operational CF-18 Hornet tour with RCAF 421 Tactical Fighter Squadron, in West Germany from 1988-1991. It was the highlight of my flying career, great flying, friendships, and an intense period of daily combat readiness during the Cold War. The Cold War was for real and we practiced daily for Air to Ground weapons delivery and Air to Air combat. My tour coincided with the “fall of the wall” in Berlin, and the collapse of the Soviet Republic and their Communist regime.

I was stationed at CFB BadenSoellingen, adjacent to the Rhine River, 14

which formed the border with France. We were a mere 20 minutes flying time to the enemy borders of Czechoslovakia and East Germany. Oddly enough, Europe enjoyed a better level of stability then as compared with today, due to the threat of MAD, or mutually assured destruction.

Amongst some of my most memorable flying experiences, 15 August 1991, is a day I won’t ever forget. Most fighter pilots secretly dream of using their highly honed skills in victorious aerial combat. After 18 years of my Military aviation career, trained as a fighter pilot, I never fired a shot in

anger. On this fateful day, I claimed a peacetime Panavia Tornado IDS “kill”.

The German Tornado was from Jabo 33 (Fighter Bomber Sqn 33, 44+74) at Buchel AFB. This German base was only about 45km west of the event, or about four minutes flying time.

I was two ship lead tasked as ‘Red Air’ or Adversary, for another Squadron members’ tactical combat ready checkout as ‘Blue Air’ or Friendlies.

We launched early as a 2-ship to be on station prior to ‘fights on’. Full Afterburner take-off, gear up, A/B out, deploy my wingman to tactical spread,

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contact, vice multiples in a formation.

I set my geometry to take the ‘Bogey’ (unidentified target) down my right side.

My wingman has deployed high and left, so when I turn right across the target, he’ll turn right directly into the path of my wingman.

About 15nm I see a lot of dirty black smoke and call the contact an F-4 Phantom. They had notoriously smokey engines that gave away their position easily. Regardless, we press home the attack for practice. However, at about 5nm I ID the target as a Tornado. My terminology was to call it a ‘Tomato, hostile cleared kill’ as they were easy picking like the fruit. On top of the geometry we have accelerated to about 500kts because at about 4nm I call ‘power’. We pull back on the throttles to help cool the engines to the merge and practice IRCM (Infrared Countermeasures). This helps negate the chance of the enemy having a successful launch of a frontal aspect heat seeking missile.

Kill

by Darren ‘Buster’ Crabb

Radar search our assigned areas of responsibility as we cruise north towards the Bingen gap. This is a saddle feature on the Rhine River to the west of Frankfurt.

The German scenery is a fantastic lush patchwork of tiny tended fields, and it is sometimes surreal as you realise that this area has been fought over for centuries, as testament to the myriad of medieval castles that line the hills along the Rhine. We cruise along at 500’ AGL (above ground level), 700km/ hr, waving at the tourists soaking in the Castle’s history.

We set our CAP (Combat Air Patrol) at 360kts to conserve fuel, on a 15nm East/ West orientation. Flowing East I get a low level radar contact about 25nm on the nose. I call for the commit, accelerate to 420kts, and based on the ROE (Rules of Engagement) we were using on the day, I call for a VID, or visual identification. I call ‘eyeball’ and my wingman calls ‘shooter’. We stringently practiced and adhered to the ROE as no one wanted to be ‘that person’ that started WW3.

We sort the contact on our radars and determine there is only one

Now my fangs come out! I lead turn the Tornado, bank 90 degrees right, snatch about 7g and as I feel the rear end of my jet bite, I slam in full Afterburner. I pass directly overhead the Tornado with 90 degrees of angles already gained at the merge, looking down into the Tornado cockpit I see two sets of eyes looking up at me.

They make the poor decision to turn with me vice going into afterburner and try to out run me before I can bring weapons to bear. My jet is rate turning at 14 degrees per second, so the Tornado is less than 10 seconds from my weapons solution and having to defend a missile.

Per my plan, the Tornado commences a right hand turn in front of my wingman.

As their speed decreases, I see his wings extend fully open to maintain aerodynamic lift. I see my wingman descend from on high and he calls a ‘guns kill on the Tornado’, closing to within 1000 feet for the 20mm canon.

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Fe a tu r e

The canon fires 6,000 rounds per minute or 100 rounds per second. I immediately call ‘bug West’ where we both enter a hard left turn to flow away from the engagement and regain mutual support.

Suddenly, I see a large 3-4 metre flame blow out of the Tornado’s right engine and the plane enters a right hand flat spin with wings full extended. I call ‘reverse right, he’s had a compressor stall and is in a flat spin’. I reverse to bring the Tornado within my HUD (Heads Up Display) field of view for the camera, while slowing down so I don’t follow the Tornado down too rapidly. My wingman has adopted a high lookout position, so I know we are free of collision.

I’d heard of the phenomenon, but I really felt that time slowed down for me. We’ve just transitioned from a high energy fight to a state of disbelief of what I’m witnessing. I find myself wishing them to get out, but unable to communicate with them. I had turned off my Guard frequency as the USAF frequently used it as a chat frequency, so it was distracting. After what seems like an eternity of wishing them to eject, and a difficult time determining how high they are above ground due to my position well over top, I finally see the canopy go and then ‘Flash’, ‘Flash’ as both seats were ejected from the stricken airframe. Thank goodness for that!

I now watch the plane continue its spin to impact in the middle of three farm home complexes, with a couple hundred metres to spare from each house. Just like in the movies, the explosion and fireball were immense, rising about 500 feet into the air with billowing vibrant orange and yellow flames followed by thick black smoke. It is a miracle that the jet missed the three houses. I have to pull off high now to avoid following this spectacle into the ground myself. I can now see the two good parachutes, but to my horror, one is tracking into the flames! The pilot must have been pulling on the parachute risers like a madman and successfully avoids being incinerated by the narrowest of margins.

With both chutes safely on the ground I then dive down over the crash site to mark the exact position on my INS (Inertial Navigation System). I

climb back up to altitude and start my new roll as RESCAP (Rescue CAP) commander. I call my wingman over to the sector control frequency and then tell them, ‘No duff, no duff (this is not a joke!), you have a Tornado down, at the coordinates I’d just marked, two chutes’.

Of course, the German controller initially didn’t believe me, so he asked me to repeat. He then transmits the same information on Guard or Emergency frequency. Well, within a very short time there were fighters zooming in from all directions to have a look. I thought that this was a situation rife for a collision.

What seemed like a very short time, I could see the rescue helicopter arrive on scene to commence their recovery operation. At this point I felt that our RESCAP task was complete, so I cleared off with the controller and we proceeded back to our initial CAP position and continuation with our initial mission as Red Air. A little perspective on the overall scenario to show how quickly this event evolved. The Tornado crashed just South of Nievern and the Lahn River, which was only 7km SW of the city center of Koblenz. Lady luck was smiling on this day to preclude the jet from crashing into a major population area, and ultimately missing three farm houses with no ground casualties. From the time of my initial merge at 5,000 feet AGL to the crash impact was only 45 seconds.

From the moment I saw the compressor stall flame to crash impact was 25 seconds and we determined from my HUD tape, for the Accident Board, that the crew rode the jet for half that time or about 13 seconds before ejecting. The jet was descending at 10,000 feet per minute in the flat spin, so this would have been very disorienting for the crew and the side forces on the ejection would have been detrimental to success. They eventually successfully ejected at about 2,000 feet AGL and I believe this late ejection was due to a combined result of disorientation, actual disbelief of what was happening to them and a few attempts to try and get the jet out of its’ spin. Thankfully, one of the crew had the clarity of mind to realise the hopeless situation and commanded the ejection.

Sadly, I would learn that one of the crew would later be killed in another flying accident on 9 July 1992, less than a year after this event.

While this was a singular significant Cold War event of less than one minute, I think the following statistics in a 2015 Remembrance Day message from General Paul Manson (Chief of the Canadian Defence Forces), sums it up efficiently.

“Canada’s most important military activity from 1950 to 1990 was our contribution to the North Atlantic Treaty Organization (NATO) and the North American Aerospace Defence Command (NORAD) in the Cold War. Canada and Canadians paid a heavy price for all this. To put it concisely, our Cold War operations resulted in more fatalities due to military service than in the Korean War, the Balkan conflicts, the Gulf Wars, Afghanistan, and Peacekeeping – combined. For aircrew deaths alone, the number was 926”.

I surmised that most NATO partner countries suffered similar aircrew casualties during this same period in history. Our job was deterrence, and deterrence worked. We fought like we trained, smartly and aggressively, so that we wouldn’t have to fight a war.

The freedom we enjoy today carries a collectively huge price tag. Brothers in Arms.

Lest We Forget Captain Darren ‘Buster” Crabb

Photos: “Modern and Medieval”, CF-18

by Hohenzollern Castle, West Germany; Captain Darren “Buster” Crabb, 421 Tactical Fighter Squadron, West Germany 1991; Buster’s logbook, 15 August 1991

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TRANSITION:

a journey, not a destination.

“Defence Bank has always been part of my life. It was one area I did not have to change when I left the ADF.” Defence Bank has ‘served those who protect us’ since 1975. As the bank for ADF members, their family and friends, they know more than any other bank about what members go through when they decide to leave the ADF. Their strongest advice is to see transition as a journey, not a destination.

Here, Defence Bank members share their knowledge and experience about the entire transition journey.

“The hardest decision was actually making the decision to depart the ADF. Then reality sets in as you leave the base and hand in your pass.”

Other comments from ADF members interviewed were around the difficulty of trying to accept the lack of routine in civilian life. “The army provides support for all your personal admin, whereas civilian life responsibility lies with you.”

“I left the service after 38 years and at times was a little unsure of what was next.” “Doing all the discharge paperwork as well as all the medicals and interviews… it was difficult trying to prepare for my new career while navigating the process of leaving full time military.”

“Plan, plan, plan” was the key advice to be heeded by members interviewed.

“Your rank in the ADF no longer provides you with status and privilege. Civilian life is nowhere as regimented as the military.” “Set yourself up financially and ensure you have a plan – a job you are going to or retirement funding, and the

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support of those around you to make it happen.” “As with any major change in one’s life, transition will not affect just the serviceman or woman. Therefore, be sure to include those around you in the process through effective two-way communication to assist all involved with the changes in routine.”

“Defence Bank has always been part of my life, and it was one area I didn’t have to change when l left the ADF. I was able to allot my super payments and wages as normal and continue using all the Bank’s facilities.” “A lot of ADF seem to think they have to leave Defence Bank when you leave the service, when in fact you don’t at all. Transition is one of those times you need them the most.” “It’s funny because I only joined Defence Bank after I left fulltime army. All these years I could have been with Defence Bank.”

“There was no change to my

Defence Bank banking routine, from the moment I joined as a cadet to even after 13 years of retirement. I did finally move to a different state but, fortunately, with electronic banking coming into its own… together with email, their Contact Centre, website, app, great Bank staff, fee-free ATMs… my family, like me, continue to be proud Defence Bank members.”

“For me, Defence Bank made it not as difficult as I thought it could have been when I finally left the Australian Defence force.” A Defence Bank staff member said, “We talk the same language, we understand defence life, and we understand transition. “Our appropriately named ‘Wealth Investment Officers’ know things like the Military Superannuation and Benefits Scheme and the Defence Force Retirement and Death Benefits Scheme… we’re told if you mention those schemes to most other banks all you get back from them are blank stares.”

As one Defence Bank member said, “In terms of banking, transition was easy. When we decided to review our home loan rate and other investments.

We filled in some paperwork and they sorted out the rest. Hassle free and stress free.” “I’ve always loved their warm smile and exceptional service. I use electronic banking but much rather prefer the human touch and enjoy that staff are happy to have a chat if not busy, and always treat you as a person, not a number on a uniform . Yes, transition is a journey and I’m taking Defence Bank on that journey with me.”

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F eat ure

Creating the next step-change in air power ‘The pace of progress in artificial intelligence is incredibly fast. Unless you have direct exposure to groups like Deepmind, you have no idea how fast—it is growing at a pace close to exponential.’

Elon Musk, comment in Edge.org In the past few decades the effectiveness of the application of military power has become dependent on the ability of the force to be joint, moving towards integrated, especially in the more technologically advanced military forces of the world. A detailed analysis of this trend would find that even within the joint application of military forces, air power tends to be at the vanguard in the majority of the cases. This trend is unlikely to change because of a number of factors, the most important being the necessity to limit one’s own casualties in all operations. Air power with its promise of relatively low casualties, at least to it’s own forces, therefore becomes the weapon of first choice in all conflicts other than wars of necessity.

The pursuit of control of the airbecause the air environment envelopes all other physical domains— has normally dominated the development, employment and efficacy of air power and it will continue to define future developments. In this context the air environment can be characterised as permissive or benign, contested, or denied. In the past fifty or so years, Western nations with adequate air power have not had to operate in any other but a permissive air environment, never having to really fight to obtain control of the air. While this situation has ushered in a sense of complacency, the future may not be the same. A benign air environment could become contested very rapidly and emerging threats could lead to a denied air environment. Under these circumstances, successful air operations could become difficult at best.

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The possibility of a change from a benign to a contested environment has influenced the development of air power capabilities and created a ‘system of systems’ concept. In this concept, air power capabilities that may have been resident in individual platforms are combined into one ‘system’ that may not be a single platform but a group that functions as a single system. Uninhabited Aerial Vehicles (UAVs) on ISR missions, operating in conjunction with 4.5-generation strike aircraft provide an early example of this development. It is envisaged that the system of systems approach will culminate in making air power a seamless web capable of masking its vulnerabilities, and dominating contested, or even denied air spaces successfully.

However, only a stepchange function in air power capabilities will bring about changes to the manner in which air power is generated, sustained and employed. Two such functions can be identified—the uninhabited combat aerial vehicle (UCAV) and artificial intelligence (AI). Both UCAVs and AI, when fully incorporated into the concept of air power—meaning incorporated into the development, application and sustainment activities—will change the realities regarding the application of air power as perceived today.

The UCAV, a system that combines ISR and strike capabilities, has matured to a level that it is now routinely used to strike time-sensitive targets, especially in the context of irregular wars. This system combines longterm surveillance

and near real-time kinetic response, which could be considered a stepchange function that has altered the application of air power.

While the UCAV systems have clearly indicated future possibilities, they continue to function with a ‘humaninthe-loop’ in its decision-making cycle. The application of lethal force continues to be authorised by human beings for a variety of reasons such as ethics, morality and international law. Therefore, the UCAV system sits at a half-way point between traditional strikes from inhabited platforms and the concept of complete autonomy with regard to the weapon release function.

A number of unresolved issues and challenges continue to inhibit their unrestricted use, even as UCAVs are being employed almost in a routine fashion in the on-going conflicts in the Middle-East and South Asia. The legal status of the UCAV operators vis-à-vis the Law of Armed Conflict, the costbenefit analysis of their use, the per unit cost escalation, and survivability in contested air spaces are some of the issues to be resolved. Further, the efficacy of UCAVs will have to be reevaluated if they are to operate in a contested air environment. However, if these challenges are overcome and a visionary approach to the concept of their employment is adopted, UCAVs will provide a stepchange function to the employment of air power.

The concept of autonomy in weapon release, from an air power perspective, is closely related to the employment of AI in warfighting functions. Even

Fe a tu r e

as the employment of UCAVs have created a number of challenges to military forces, mainly in terms of legal, moral and ethical considerations, the advent of AI adds a new challenge and complicates older ones. Viewed in an unbiased manner, future concepts of operation and emerging employment opportunities that combine UCAVs and AI into a single system point towards a step change function in the application of air power.

the fear of a ‘wrong’ decision being made with disastrous consequences; the inherent human tendency to resist change; and the apprehension of not being in control, compounded by the inherent human need to maintain superiority over machines, individually and in combination. All of these issues inhibit the unrestricted use of AI. Stemming from the purely cognitive human element of trust, there is also a clearly visible reluctance at the

Defining AI in a generic sense is not possible since it is an absolutely nuanced entity and means different things in different circumstances. In a military context, AI could be explained as the ‘intelligence’ introduced into a ‘robot’—the term robot denoting any machine capable of perambulation and conducting its own activities regardless of the domain—to ensure that it functions in an autonomous manner with no human input for the full span of an independent mission. From a purely scientific feasibility point of view, autonomous operation is already a reality.

The operational employment of a UCAV-AI combination for the application of lethal force brings out discernible conceptual and mental challenges.

Irrespective of the challenges to the employment of AI, its introduction into the decision-making cycle is considered possible in the not too distant future.

However, there is still a general lack of trust in AI, due to such factors as:

strategic decision-making level to give complete freedom of operation to fully automated combat vehicles. For some inexplicable reason, this reluctance is reinforced when the combination is part of air power, perhaps stemming from the fear of collateral damage from a UCAVAI combination. Considering the challenges, mostly originating in human reluctance to trust AI, it would seem that the fully autonomous application of lethal air power is still a faraway dream.

However, the technical capability exists to achieve this step-change function.

It is difficult to predict the timeframe within which the UCAV-AI combination will find its niche in air power. With its maturation, air power will transcend another invisible step in being the power projection capability of choice. There is no doubt that an AI capable of making weapon release decisions without a human-in-the-loop will be fielded at the operational and tactical levels of war sooner rather than later. Even though the acceptance of such a situation will

be incremental, it is bound to start in the not too distant future.

Pathfinder Photo: An MQ-9 Reaper, armed with GBU12 Paveway II laser guided munitions and AGM-114 Hellfire missiles, piloted by Col. Lex Turner flies a combat mission over southern Afghanistan. U.S. Air Force Lt. Col. Leslie Pratt

Key Points • The pursuit of control of the air has dominated the development, employment and efficiency of air power • Technology-enabled step-change functions will change the realities regarding the application of air power as perceived today • The UCAV-AI combination capable of autonomous operations will find its niche in air power, sooner rather than later 21

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Fe a tu r e

Autonomous, air-dropped vehicles eyed for rescue The U.S. Air Force has described a possible new approach to rescuing downed pilots and wounded soldiers: Air-drop an autonomous aircraft to pick them up and fly them to safety.

The idea is disclosed in a solicitation released on May 2 for a “Personnel Recovery/Transport Vehicle” by the Air Force Research Laboratory’s (AFRL) Aerospace Systems Directorate.

The solicitation, which closes July 1, calls for proposals of a “low-cost aerial platform” with only a few design rules: No onboard traditional pilot, a combat radius of at least 100 nm, a speed in horizontal flight of more than 100 kt., space to carry one medical litter and up to four military personnel, and the ability to operate in density altitude conditions of 95F at 4,000 ft.

Companies can submit bids for a Phase 1 contract worth up to $167,000 under the Small Business Innovation

Research (SBIR) program. Federal agencies that spend more than $100 million on research and development are required to set aside 3.2% of their overall budget to the program.

Alternatively, companies can submit a proposal to go directly to a Phase II demonstration of a manned or unmanned vehicle that meets the performance requirement.

The AFRL launched the Personnel Recovery/Transport Vehicle solicitation partly as a response to the U.S. military’s new strategy. As the U.S. military moves to a distributed basing model, pressure is growing on the Air Force to devise affordable ways to perform the Personnel Recovery mission, which includes combat search and rescue, the solicitation says.

“By providing lower-cost options compared to traditional manned assets and ease of operations through

autonomy, the vision is to increase the number of recovery/transport vehicles available across the battlefield and to decrease the response time needed for insertion and extraction of personnel at risk,” AFRL says.

AFRL also hopes to tap into an emerging class of aircraft tailored to the personal air vehicle (PAV) and urban air mobility market, but with an important caveat. The military’s requirements for lift, range and speed are not aligned with the commercial need, the AFRL says.

“Unlike the civil PAV concepts’ [need] to be quiet throughout flight and requiring all electric designs, a hybrid propulsion system with increased acoustic signatures while en route is acceptable to gain speed and range desired for the military mission,” the AFRL says.

Courtesy Aviation Week

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C y b e r Se cu r i ty

What does collaboration look like for cyber security?

Everyone agrees that government and industry collaboration is key for effective cybersecurity, but deciding exactly what this looks like, how it is to be achieved and when it will happen has taken a while to take shape.

In 2016 the Commonwealth issued a new cyber security strategy paper, which committed the government to enabling innovation, growth and prosperity for all Australians through strong cyber security.

One of the five key themes established as a result was “a national cyber partnership of governments, businesses and the research community.” Whilst arguably long overdue, the strategy was broadly welcomed by industry, especially as the words were backed up by significant funding of $230 million over five years, in addition to cyber defence funding of $400 million already included in the earlier Defence White Paper that same year.

To make best use of these resources, industry and government will work together in complementary ways and minimise overlap, but initially there was slow progress in defining how this would work. In the early days after the strategy was published many of the initial spending announcements seemed to focus on increasing headcount in the public service. Given the wellunderstood skills shortages in the cyber security industry, it was clear that approach would not be sustainable.

The last year or so has seen a welcome change in the right direction.

This has been helped by organisational change – following the 2017 Independent Intelligence Review the

role of the Australian Signals Directorate (ASD) has been elevated to a separate statutory agency, the Australian Cyber Security Centre (ASCS) is now part of ASD, and both ASD and ACSC have strong leadership teams in place.

ACSC has made approaches to market for capabilities such as threat intelligence sharing platforms and secure DNS implementation. These are good examples of areas where there are mature commercial capabilities, and it is refreshing to see government looking to find the best solution available from industry rather than trying to build a bespoke capability of its own.

To build a truly effective engagement model, the next step is to set out a technical capability strategy to define the different engagement models depending on complexity and sensitivity of the capability. For example, there will always be some capabilities that are the “crown jewels” of an agency such as ASD, which they will want to ensure are developed and controlled

in house. At the other extreme, there are capabilities with a broad range of commercial off-the-shelf solutions for which government just needs to be an intelligent purchaser.

But what about the various grey areas in between? These need to be categorised and different industry government engagement models defined accordingly. In parallel with the above developments in cyber security policy, the government has also been progressing its Defence Industry policy, including last year identifying sovereign industrial capability priorities (including cyber). Plans are now being developed for these priority areas and may provide a route to set out this type of framework.

Rajiv Shah Courtesy Australian Defence

The Australian Cyber Security Centre (ASCS) is now part of ASD, and both ASD and ACSC have strong leadership teams in place. CPL David Cotton.

25

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First Air Force Pilots complete training on the PC-21 aircraft Ten proud student pilots successfully completed the first phase of Air Force ab initio flying training at RAAF Base East Sale on 12 July.

Each student has undergone five months of pilot training, including approximately 250 hours of theory instruction, 30 hours simulator instruction and 40 hours of flying in the PC-21 aircraft.

They are also the first students to march out from the newly recommissioned No. 1 Flying Training School (1FTS), and the first

RAAF pilots to conduct ab initio training in the PC-21 – the world’s most advanced pilot training aircraft.

Wing Commander Chris Pouncey, Commanding Officer of 1FTS congratulated the students for completing one of the most challenging courses in Air Force.

“Well done! Your hard work over the past six months has paid off for this important milestone in your careers as military pilots,” Wing Commander Pouncey said.

“You are another step closer to

becoming qualified pilots – men and women who play key roles in generating Australia’s air power for defence of our national interests.”

The students will proceed to the next phase of their pilot training at No.2 Flying Training School at RAAF Base Pearce in Western Australia.

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S pa ce

NASA and space tourists might b to decide who can launch from Au In a sign the Australian Space Agency is already opening up new doors for Australian industry, NASA says it will be launching rockets from Arnhem Space Centre, in Nhulunbuy in the Northern Territory, in 2020.

Minister for Industry, Science and Technology Karen Andrews has also indicated she will encourage space tourism from Australia. She wants passengers to experience zero-gravity from the convenience of a domestic airport.

But who gets to decide what can be launched into space? That depends on where the launch takes place, and in the case of Australia those rules are currently under review.

International treaty The authority for who approves, supervises and grants permission for launch of space objects is based on UN treaties that provide a framework for international space law. The most important is the Outer Space Treaty (OST), which entered into force in 1967.

Article VI of the OST provides that nation states (that is, countries) bear “international responsibility” for “national activities” undertaken in outer space by government and commercial users alike.

States remain responsible for activities undertaken by commercial entities – for example, companies such as SpaceX – and are obliged to undertake ongoing supervision of such activities.

How individual countries choose to conduct such supervision is left entirely up to them, but in most cases it is done by way of domestic space law.

Another international treaty, the Liability Convention provides that the liability of the state extends to all launches that are made from that state’s territory. For example, the US is legally responsible for all launches that take 28

place from that country as well as for launches elsewhere that it procures.

This imposes a significant burden on the state to ensure that international requirements are complied with.

Domestic space law regulates matters such as the granting of launch permits, and insurance and indemnity requirements. In Australia, this is achieved through the Space Activities (Launches and Returns) Act 2018.

In New Zealand, the Outer Space and High-altitude Activities Act 2017, applies.

The Starlink network In the US, it’s the Federal Communications Commission (FCC) that gave Elon Musk’s SpaceX permission to launch thousands of Starlink satellites as part of a plan to create a low-orbit internet network.

The licence is for one constellation of 4,409 satellites and a second constellation of 7,518 satellites. The FCC requires launch of half of the total number planned within six years.

The first 60 satellites were launched into orbit last month, and have already given rise to a number of concerns.

Scientists and astronomers are worried such a large constellation of satellites will be visible to the naked eye in the night sky. In response, Musk has already agreed to make the next batch less shiny.

Penalties apply As well as granting launch licences, the FCC can also issue fines for any unlicensed launch by US operators.

Swarm Technologies launched four SpaceBee satellites from India in January 2018, after having been denied a licence from the FCC. The FCC was concerned the satellites were too small to be effectively tracked by the US Space Surveillance Network.

FCC subsequently fined Swarm US$900,000, partly as a way to spread the word that licensing of launching is a serious business but because the company had also performed other activities that required FCC authorisation.

In addition to presenting issues for tracking, new satellites also presented a hazard in terms of their potential to create large debris fields.

Notably, there are no binding international laws with respect to the creation of space debris. There are non-binding Space Debris Mitigation Guidelines issued by the UN InterAgency Space Debris Coordination Committee. But these are only guidelines and are frequently overlooked in the interests of commercial expediency.

The 2018 Australian Act does require the applicant for various Australian licences (such as a launch permit) to include “a strategy for debris mitigation”.

This may include, for example, a plan to de-orbit the satellite after a certain number of years.

Launches from Australia Australia’s first claim to fame as a space-faring nation was the launch of WRESAT (the Weapons Research Establishment Satellite) from Woomera, South Australia, in 1967.

But the la1unch platforms on nearby Lake Hart were dismantled following the departure to French Guiana in 1971 of the European Launcher Development Organisation (ELDO)

Sp a ce

be in our future but first we need ustralia – whose name ELDO still graces the sole hotel in Woomera, in outback South Australia.

From this time until the late 1990s there was little interest in space launches from Australia.

The Space Activities Act 1998 was enacted in response to a brief interest in US company Kistler Aerospace developing a spaceport at Woomera, SA. But no spaceport was constructed nor any launches conducted. A review of the Space Activities Act and of the Australian space industry in 20162017 led to the new Space Activities (Launches and Returns) Act in 2018.

This Act envisions a broader role for domestic space industries, including but not limited to, launch.

The rules which flesh out the details of the application

of that licensing regime are currently open for public review and comment.

The deadline for making a submission closes at the end of this week. Visit https://consult.industry.gov.au/space/ space-launches-and-returnsact-2018-draft-rules/ The Conversation

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Fe a tu r e

Cross-servicing agreement to support US and Aussie C-17A Globemasters The US and Australia have agreed on a cross-servicing arrangement for the repair and maintenance of C-17A Globemaster transport aircraft.

The arrangement permits C-17A technicians from the US Air Force and Royal Australian Air Force to conduct maintenance activities on each other’s aircraft.

Air Vice-Marshal Steve Roberton, Air Commander Australia, said the Aircraft Repair and Maintenance Service Implementing Arrangement (ARMS-IA) will provide greater flexibility to C-17A operations.

“Our C-17A workforce regularly shares a tarmac with American C-17As, whether we are on exercise at home, or deployed across the globe,” AVM Roberton said.

The signing of the ARMS-IA follows C-17A maintenance integration activities conducted in 2017 under the Enhanced Air Cooperation (EAC) program. This activity involved C-17A technicians from both countries gaining a better understanding of the maintenance practices of their counterparts.

"Whilst a USAF C-17A is no different from a RAAF C-17A, our air forces have different maintenance workforce structures, which is what makes an arrangement like this essential. By making it easier to help one another, this arrangement provides flexibility and mission assuredness for USAF and RAAF C-17A missions," AVM Roberton added.

"In the Asia-Pacific, it makes sense for us to capitalise on our existing close relationship, pool resources where possible, and increase our C-17A capability even further."

The C-17A Globemaster III provides the Air Force with an unprecedented capacity for strategic airlift. It allows Australia to rapidly deploy troops, supplies, combat vehicles, heavy

Maintainers from the 15th Maintenance Group and members from the 36th Squadron, RAAF Base Amberley, perform maintenance on a C-17 Globemaster III at Joint Base Pearl Harbor-Hickam, Hawaii. Photo Tech Sgt. Heather Redman.

equipment and helicopters anywhere in the world.

Based at RAAF Base Amberley, all eight C-17As are operated by No. 36 Squadron and provide a logistics backbone for Australian Defence Force operations overseas. This has included operations in the Middle East and Afghanistan, as well as East Timor.

Australia introduced an initial fleet of four C-17As between 2006 and 2008. Additional aircraft were acquired in 2011, 2012 and 2015. C-17As have supported personnel on deployments, and been an integral part of disaster relief and humanitarian missions.

The C-17A Globemaster is a highwing four-engine heavy transport aircraft. It is fitted with a cargo bay ramp that allows it to airdrop cargo in-

flight, and can operate from unsurfaced runways as short as 3,500 feet.

Able to carry up to 77 tonnes of cargo, the C-17A's cargo bay can accommodate loads ranging from: • an Abrams Tank; • four Bushmaster vehicles; or • three Black Hawk helicopters.

AVM Roberton added, "I look forward to similar EAC and ARMS arrangements being conducted for other aircraft common to Australia and the United States."

A similar implementing arrangement between the US and Australia for the C-130J Hercules is underway, with planned integration activities to cover the P-8A Poseidon and F-35A Joint Strike Fighter.

Defence Connect

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34

Fe a tu r e

AIR 7003 decision to support Aussie engine maintenance and sustainment opportunities Stephen Kuper AE Aerospace will leverage experience developed as part of the F-35 sustainment chain to position itself as a key support provider for Australia’s future fleet of armed unmanned aerial systems as part of AIR 7003.

TAE's service offering as the lead engine maintenance, repair and operations (MRO) provider for the Reaper variant's Honeywell TPE331 engine builds on the company's experience as part of the F-35 and, critically, the company's commercial experience servicing the engine system for Australian and Asia-Pacific region airlines from a specialised Adelaide facility to support Team Reaper Australia's (TRA) capability offering.

TAE Aerospace chief executive and managing director Andrew Sanderson told Defence Connect, "The RAAF's yetto-be-confirmed selection of a Reaperbased RPAS variant will support TAE's long-term growth through increased engine servicing requirements and it supports business diversity by enabling us to balance the civilian and military requirements."

Following the purchase of Tenix Aviation in 2009, TAE's Adelaide facility achieved 'Authorised Service Centre' status from Honeywell as the original equipment manufacturer (OEM) responsible for servicing a number of engines aside from the Honeywell TPE331, and includes the Pratt & Whitney PT6A and the General Electric H80/M601.

"What sets TAE’s offering apart is that the company has perfected the MRO capability through longterm contracts supporting commercial airlines throughout the region and we look forward to providing the same services to the RAAF’s Reaper fleet," Sanderson added.

Additionally, the Adelaide facility supports a range of services, including: • Engine repair and overhaul for TPE331 worldwide;

• • • • • • • •

PT6A and H80/M601 MRO; CAM inspections (TPE331 only); Hot section and gearbox inspections; AGB repairs; Power section repairs; Boroscope inspections; Exhaust duct replacement; Engine performance runs in dynamometer test cell; • Field service repairs; • 24-hour customer help line; • Engine troubleshooting; • Exchange line replaceable units including fuel nozzles; and • Part sales for both the PT6A and TPE331 engines.

This company diversity, experience and reputation established across both commercial and military aerospace programs provides both TRA and the Royal Australian Air Force with an established, unique and worldleading sovereign Australian industry capability that is sustainable through a combination of both commercial and military contracts.

"We have a specialised, state-of-theart facility which we opened in 2012, which allows for the complete overhaul, maintenance and testing of engines that will power Australia's RPAS fleet," Sanderson said.

TAE Aerospace has used the experience and capability development as a result of its participation in the global F-35 program to position itself as one of the key members of TRA supporting the RAAF acquisition of a General Atomics Reaper-based armed unmanned aerial systems (UAS) as part of the AIR 7003.

The TRA team currently consists of 10 Australian companies providing a range of innovative sensor, communication, manufacturing and life cycle support capabilities that includes Cobham, CAE, Raytheon, Flight Data Systems, TAE Aerospace, Quickstep, AirSpeed, Rockwell Collins Australia, Ultra and SentientVision.

Project AIR 7003 will provide the ADF with an armed medium-altitude, long-endurance (MALE) RPA system that will include aircraft and ground control stations (GCS) that will be fully inter-operable with Australia’s allies.

General Atomics Aeronautical Systems, an affiliate of privatelyheld General Atomics, is a leading manufacturer of remotely piloted aircraft systems, radars and electro-optic and related mission systems solutions.

Courtesy Defence Connect

A scale model of the General Atomics MQ-9 Reaper on display at the announcement of its selection at RAAF Base Edinburgh. Photo CPL Craig Barrett.

35

Hist ory

1919 epic flight inspires a new generation One of the world’s greatest aviation feats – the 1919 flight from England to Australia by SA brothers Sir Ross and Sir Keith Smith – is being celebrated this year to inspire a new generation.

The Smith brothers, with their mechanics Wally Shiers (SA) and James Bennett (Vic), made the pioneering 28day journey in a Vickers Vimy biplane of spruce wood lined with lacquered fabric, with open cockpits and little more than a compass and maps for navigation.

Under the auspice of the History Trust of South Australia, a program has been developed by state and local government, key cultural institutions, veterans’ organisations, RAAF and Adelaide Airport to present centenary events and create a comprehensive education program for schools.

A key goal of the centenary was achieved in early May when the state and federal governments and Adelaide Airport Ltd each committed $2m to relocating the Vickers Vimy to a prominent new position within the airport terminal. The plane is expected to be moved in 2021.

Eminent Australians Sir Angus Houston and former NASA astronaut Andy Thomas are patrons of South Australia’s epic flight centenary celebrations, with both men keen to raise the profile of Sir Ross and Sir Keith as two of the greatest heroes in

the history of world aviation.

“Sir Ross and Sir Keith were Australians of outstanding ability and courage,” Sir Angus says. “Their epic flight from England to Australia was extraordinary given the scarcity of airfields in 1919, and paved the way for the modern air travel we all enjoy today.”

Dr Thomas, who was inspired by the Vimy as a boy and carried Sir Ross and Sir Keith’s pilot ‘wings’ into space, is also presenting a one-hour TV documentary, The Greatest Air Race And The Heroes The World Forgot, which is being produced in SA ahead of the November 2019 centenary.

“The pioneering flight of Sir Ross and Sir Keith Smith and their two mechanics was as significant in its day as the moon landing just 50 years later,” Dr Thomas says.

“What a staggering development, to go from a fabric-covered biplane to the moon landing in less than a human lifespan – and yet few realize that such an iconic piece of humanity’s early efforts in aviation can be found right here at Adelaide Airport.”

Highlights of South Australia’s epic flight centenary celebrations for the remainder of 2019 include: • A self-drive trail identifying key Adelaide sites: www.sahistoryhub. com.au

• A public call for memorabilia and photos held by SA families for • The Adelaide Airport Vickers Vimy Open Day: October 20 • The 2019 Edinburgh Airshow, themed ‘From Vimy to 5th Generation’: November 9-10 • A huge Vickers Vimy mural now coming to life across the South Australian Aviation Museum • State Library of South Australia epic flight exhibition: Nov 2019 - Mar 2020 • Sir Ross and Sir Keith completed their epic flight during the 1919 Air Race from England to Australia, which saw six Australian crews race across the world – two crews were killed and two others crashed out.

Only the Vickers Vimy made it to Australia in the required 30 days.

A new website www. epicflightcentenary.com.au celebrates South Australia’s unique connections to the pioneering feat. Curriculumaligned education resources are being developed across all year levels in key subject areas from History and English to STEM. A schools competition will further engage and inspire South Australian students in Term 3, 2019.

History Trust of South Australia CEO and Epic Flight Centenary Committee chair Greg Mackie OAM says the legacies of Sir Ross and Sir Keith Smith’s

Aerial view taken from the Vickers Vimy, showing Ross Smith flying the aircraft over Adelaide. State Library of SA

36

H i sto r y

feat should not be underestimated.

“The Smith brothers’ flight highlighted that a ‘Kangaroo Route’ between England and Australia would one day be possible, it led directly to the creation of Qantas in 1920 and also illustrated the need for a Royal Australian Air Force, which was established only 15 months later,” Mr Mackie says.

“In South Australia, the Smith brothers’ triumph helped to forge an entrepreneurial, can-do mindset in aviation and defence – think the development of the Woomera Test Range in the 1960s and Adelaide’s new status as home to the first Australian Space Agency.” www.epicflightcentenary.com.au

The flight

In 1919, Australian Prime Minister Billy Hughes was flying between England and France for the Paris peace talks, and realised the potential of aviation to link his young nation to the world.

Knowing it would also build pride after a devastating war that claimed 60,000 Australian lives, he announced a £10,000 prize for the first Australians to fly from London to Darwin in a Britishmade plane.

The planes were rudimentary, with open cockpits and only basic navigation (it was still just 16 years after the Wright brothers made the first powered flight!)

Aerodromes along parts of the route were non-existent. Yet six Australians crews took up the challenge: two were killed; two crashed out. A French pilot made it all the way to Asia before he crashed out, too. Only one crew made it home inside the required 30 days.

South Australian brothers Ross and Keith Smith, with their mechanics Wally Shiers and Jim Bennett, left England on 12 November 1919 and flew into Darwin on 10 December. Brian Riddle, Chief Librarian at the National Aerospace Library in England, believes the Smith crew’s achievement “was in its time as remarkable a journey as that of the 1969 Apollo 11 moon landing just 50 years later”.

The men

Brothers Ross and Keith Smith, both

The crew of the Vickers Vimy, Keith Smith, Ross, Smith, James Bennett, and Walter Shiers, wearing military uniforms and standing in front of the Vickers Vimy. State Library of SA

born in Semaphore, were knighted by King George V soon after landing in Darwin. Both had flown during WWI – Sir Ross becoming one of Australia’s most decorated airmen. He was a pilot to Colonel T.E. Lawrence (aka Lawrence of Arabia) and was also given command of the only twin-engine bomber to fly over Egypt and Palestine.

Sergeants Wally Shiers (SA) and Jim Bennett (Victoria) were mechanics with the Australian Flying Corps’ No.1 Squadron, trusted by Ross Smith to keep his planes in the air. They were ingenious at fixing engines and often sent out into the desert to reclaim crashed or damaged machines.

The four men were pioneers in their field. Newspapers of the day likened them to Christopher Columbus and Captain Cook. Tragically, Sir Ross and Jim Bennett were killed in a plane crash in England just two years later, while preparing for a flight around the world.

The plane

The Vickers Vimy biplane was designed as a bomber, but didn’t see active service during WWI. Made chiefly of wood and fabric, the 21m Vimy had open cockpits and only a compass for

navigation. It was one of the first planes to fly through international airspace after the war and was given the registration letters G-EAOU. Ross Smith said it stood for “God ’Elp All Of Us”. The Vimy can still be seen today in its 1950s hangar at Adelaide Airport.

Dr Alex Spencer from the Smithsonian’s National Air and Space Museum in Washington believes the Vickers Vimy is now one of the world’s most important aviation artefacts: “Your Vimy should be as iconic to Australia as the Spirit of Saint Louis is to America.”

The centenary

As the first flight across the planet, the 1919 Epic Flight was one of the world’s greatest pioneering achievements. In South Australia, we’re coordinatng a series of exhibitions, air shows and events to celebrate the race centenary throughout 2019, and inspire a new generation to reach for the skies.

Epic Flight Centenary 2019 (EFC2019) Committee, formed under the auspice of the History Trust of South Australia, includes key representatives from defence, government, industry, cultural institutions and aviation museums.

37

F eat ure

Embraer’s KC-390 Medium Tactical Airlifter Equipped with International Aero Engines V2500 turbofan engines, the latest Rockwell Collins Proline Fusion avionics, a rear ramp, and an advanced cargo handling system, the KC-390 is capable of carrying up to 26 metric tons of cargo at a maximum speed of 470 knots (870 km/h), with ability to conduct tactical operations into austere environments, including unpaved or damaged runways. The aircraft can carry pallets, helicopters, armored wheeled vehicles, and troops. The performance of the KC-390 is benefited by a modern fly-by-wire control system with integrated technology that lowers the workload of the crew and increases safety margins inflight. Furthermore, the KC-390 can refuel other aircraft in flight, with the installation of two removable internal fuel tanks. The aircraft can also be refueled in flight, thus providing greater flexibility for longer missions.

An advanced self-defense system increases the aircraft survival capability in hostile environments.

The first production KC-390 for the Brazilian Air Force has recently been finished and is in the final stages of delivery, with the next three aircraft marching through the production line being readied for operational service.

38

In 2018, the KC-390 was certified to the equivalent standard of United States Federal Aviation Regulations (FAR) Part 25 Air Transport Category. This certification confirms that the airframe complies with the highest civilian airworthiness standards. A second tier of certification for the KC-390 is coming from the Brazilian Air Force (FAB) and the Brazilian Department of Science and Aerospace Technology

(DCTA) which is the national military research centre for aviation and space flight. Collectively, they are responsible for certifying the full complement of military mission capabilities and systems that the KC-390 will deliver.

This certification process will result in Full Operational Capability (FOC) of the KC-390 including air-drop, air-land, parachuting, aerial refuelling, search & rescue, firefighting, aeromedical evacuation, self-protection, Antarctica operations and damaged and semiprepared runway operations plus more.

Current certification plans are on track to have the full complement of the KC390s military capabilities proven and cleared for operational employment with the FAB early in 2020.

In times of conflict, the KC-390 will be relied upon to deploy and support military forces This often means flying long distances to and from areas of operations. These long distances better suit “strategic” aircraft when it comes to getting personnel and equipment to their destination in a timely, less fatigued and safe manner. Also, when they get there, often there is a need to operate over short distances into unprepared airfields in support of our personnel near the front line. This requirement is best suited to “tactical” aircraft with rugged and robust capabilities. For

both of these reasons, the KC-390 was designed with the ability to cross between the strategic and tactical spectrum and deliver the best of both capabilities in its class. The KC-390s combination of increased speed and more payload is a force multiplier for a modern Defence Force. Boeing’s C17 Globemaster offers similar capabilities in the “heavy” class of modern airlift aircraft. The KC-390 now does it most effectively in the “medium” class.

What makes the KC-390 better than its competitors?

Quite simply, the KC-390 is easier to both operate and maintain. Reliability, maintainability and availability were major design requirements for this aircraft. Reliability through proven systems, redundant architectures and robust design all contribute to outstanding availability levels which

are projected to be best in class.

Secondly, it has outstanding cargo capacity. Combine this with its faster speed than turboprop aircraft and the result is incomparable productivity for military missions. Lastly, Embraer has made sure the design of the KC-390 leverages reduced and best of class life cycle costs. Embraer has listened to its customers such that life cycle costs make up an important part of the decision-making process nowadays.

So, we have designed low life cycle

the Brazilian Air Force. This will herald in a new era of capability and competition in the “medium” airlift class of military aircraft. With the extensive interest in the KC-390 at the recent Paris International Air Show, the future looks very bright for it on the international stage.

costs into the DNA of the KC-390. This is another of our main competitive advantages over the others. Essentially, we are more affordable to operate with greater availability.

There is no doubt that the KC-390 will be closely watched as it enters service for the first time this year with

Guiding Future Leaders Personnel from No. 3 Security Forces Squadron are part of a growing number of ADF members volunteering to assist the Australian Air Force Cadets (AAFC).

LACs Chaddyn Bray, Jonathon Nicholas and Jake Rea, and LACW Skye McMartin, of 3SECFOR, found volunteering a worthwhile experience.

“It’s a rewarding task working with the AAFC, especially knowing that

you have helped these kids learn valuable new skills and overcome new challenges,” LAC Bray said.

“These are skills they will use later in life and can assist them in becoming valuable members of the ADF or their local communities.” Cadets from 5WG (Tasmania) and 6WG (South Australia) participated in promotion courses at RAAF Base Edinburgh earlier this year.

LACs Bray and Nicholas, and LACW McMartin assisted the AAFC by fulfilling instructional positions for the threeweek course period.

“The reward for working with the AAFC is that you’re making a difference in these cadets’ lives; teaching them to be effective leaders and highly motivated members of society,” LACW McMartin said.

Temporary Officer Commanding 6WG WGCDR (AAFC) Patrick Pulis said the AAFC benefited from ADF support.

“As a youth development organisation, [AAFC] models itself on the traditions and high standards of RAAF. The AAFC welcomes ADF members to assist in its training delivery, operations and service excellence,” WGCDR Pulis said.

“I thank all members who assisted the AAFC; your skill-sets and experiences are invaluable and your contribution significantly guides our youth development.”

Air Force members interested in joining or volunteering with the AAFC can access the AAFC website portal for more information

39

C yber Se cu rity

What is ‘hybrid warfare’ and what is meant by the ‘grey zone’?

At a conference in late June, Australia’s defence minister Linda Reynolds and Defence Force chief Angus Campbell referred to national security risks using two terms that may not be familiar to many. In her speech, Senator Reynolds said: What is clear now, is that the character of warfare is changing, with more options for pursuing strategic ends just below the threshold of traditional armed conflict – what some experts like to call grey-zone tactics or hybrid warfare.

The concepts of “hybrid warfare” and the “grey zone” arguably build on longstanding military strategies. What is relatively new is adversaries exploiting information technology vulnerabilities to achieve an outcome.

40

As Senator Reynolds and General Campbell highlight, activities in the information domain are a serious threat to our national interests. They demand the development of strategies to counter them.

What is hybrid warfare?

Hybrid warfare is an emerging, but ill-defined notion in conflict studies.

It refers to the use of unconventional methods as part of a multi-domain warfighting approach. These methods aim to disrupt and disable an opponent’s actions without engaging in open hostilities.

While the concept is fairly new, its effects and outcomes are often in the headlines today. Russia’s approach to

Ukraine is an example of this form of warfare. It has involved a combination of activities, including disinformation, economic manipulation, use of proxies and insurgencies, diplomatic pressure and military actions.

The term hybrid warfare originally referred to irregular non-state actors with advanced military capabilities. For example, in the 2006 Israel-Lebanon War, Hezbollah employed a host of different tactics against Israel. They included guerilla warfare, innovative use of technology and effective information campaigning.

Following that war, in 2007, American defence researcher Frank Hoffman expanded on the terms “hybrid threat” and “hybrid warfare” to describe employing multiple, diverse tactics simultaneously against an opponent.

C y b e r Se cu r i ty

What is meant by the ‘grey zone’?

Related to hybrid warfare, the term political warfare commonly refers to power being employed to achieve national objectives in a way that falls short of physical conflict.

Such warfare is conducted in the “grey zone” of conflict, meaning operations may not clearly cross the threshold of war. That might be due to the ambiguity of international law, ambiguity of actions and attribution, or because the impact of the activities does not justify a response.

Recent discussions, including last week’s speeches, focus on the newer aspects of these concepts – specifically activities in the information domain.

Our increasing connectivity and reliance on information technology is a vulnerability that is being targeted by two key threats: cyber attacks, and the subversion of our democratic institutions and social cohesion. Both are recognised challenges to our national security.

These are “hybrid threats” as they may be employed as part of a broader campaign – including political, criminal and economic activities. And because they feature the ambiguity associated with the grey zone, they are well suited to achieve political outcomes without resorting to traditional conflict.

While cyber attacks are carried out by a variety of actors, there is an

ongoing low intensity cyber conflict between nation states. This includes attacks and counter-attacks on critical infrastructure, such as power grids, reported between the US and Russia.

How do you defend against cyber attacks?

Cyber attacks are of particular concern to the Australian government.

What makes them quite different from traditional warfare is that the targets of cyber attacks are not just the military (although the Australian Defence Force (ADF) has recognised the significant risks it faces in operating highly information-dependent systems).

A hybrid warfare approach would likely target all elements of national power including critical infrastructure, business systems and individuals.

Australia has taken great steps to protect against cyber attacks. Led by the Australian Signals Directorate (ASD), public and private sector organisations are being encouraged to improve their cyber security through the “essential 8” mitigations. These mitigations are focused on improving the security of systems via controls, such as patching vulnerabilities and multi-factor authentication, but they should be complemented with programs to increase user awareness of cyber threats.

ASD also has an acknowledged ability to undertake active defence to respond to attacks. This effectively makes ASD the only authorised entity in Australia who can hack back.

Despite efforts to characterise the cyber grey zone, it is surrounded by gaps in international law. The government’s international cyber engagement strategy is helping to address these gaps. The strategy establishes priorities to work with other nations on security, standards of behaviour and cooperative mechanisms to fight cyber crime.

How do you defend against political warfare?

Disinformation and deception are not new concepts in warfare, but we have seen a significant change in how information is being manipulated by nation states, especially through social media.

Authoritarian governments have demonstrated the ability and intent to control information domestically.

For example, information in China is controlled by the state through a censorship system commonly known as the Great Firewall of China.

There also is growing evidence such authoritarian governments may seek to interfere with other nations’ affairs through manipulation of information.

The 2016 US election and UK Brexit vote are suspected to have been influenced through such interference

by Russia.

Democratic nations have a level of transparency and adherence to international law that precludes their involvement in disinformation campaigns. For similar reasons, they also typically aren’t prepared to defend against such campaigns.

But, as suggested by General Campbell, this needs to change. More needs to be done to develop our national ability to coordinate efforts to counter a hybrid campaign.

The hybrid warfare term may be in vogue, and its continuing use is uncertain. But hybrid warfare, with its various forms, is here to stay due to its obvious benefits to the actor employing it: deniability and exploiting the legal grey zone.

While the term might be interpreted by some as a matter for the military, there are many aspects that require a coordinated national effort if we are to preserve our freedoms and interests. In that regard, Senator Reynolds made a very important point in her speech last week: It is vital that we bring all of our sources of national power to bear on this problem, not just those of Defence.

Andrew Dowse Sascha-Dominik Dov Bachmann

41

D efence

The initial through life support (TLS) arrangement with Boeing and Airbus was signed in 2015 and is due to expire in October 2020, so this MoU positions the two companies for a possible extension to that arrangement beyond that timeframe once the capability has bedded down.

Courtesy ADBR

Indo Pacific Endeavour a success

Air Marshal Leo Davies (right), hands over command of the RAAF to Air Marshal Mel Hupfeld at a ceremony in Canberra. CPL Shannon McCarthy.

New Chief in the Pilot’s Seat Outgoing Chief of Air Force, Air Marshal Leo Davies handed command of the Royal Australian Air Force to Air Marshal Mel Hupfeld during a ceremonial parade in Canberra on 3 July 2019.

The parade included Australia’s Federation Guard, the Air Force Band, a didgeridoo performance, and a flypast featuring aircraft introduced during Air Marshal Davies’ tenure as Chief of Air Force. Air Marshal Davies retired after a distinguished 40-year Air Force career.

Boeing & Airbus sign P-8A sustainment extension Boeing Defence Australia and Airbus Australia Pacific have signed a memorandum of understanding to extend the two companies’ arrangement on the sustainment of the RAAF’s fleet of 12 P-8A Poseidons beyond the initial transition into service.

Sustainment of the RAAF’s P-8A Poseidon fleet was agreed to

by Boeing Defence Australia and Airbus Australia Pacific. CPL Brenton Kwaterski.

42

A Joint Task Force consisting of up to four ships, maritime patrol aircraft and more than 1,200 personnel from the Australian Defence Force deployed on Indo-Pacific Endeavour 2019, a series of key engagement activities with Australia’s regional neighbours.

Running from March to May, Indo-Pacific Endeavour 2019 was geared towards enhancing interoperability with Australia’s key regional partners, including Sri Lanka, India, Malaysia, Thailand, Vietnam, Singapore and Indonesia.

In the third iteration of the activity, Indo-Pacific Endeavour 2019 was a key part of Australia’s ongoing efforts to reaffirm positive relationships with other militaries through joint practical activities.

HMAS Canberra, a Canberra-Class Landing Helicopter Dock, was the flagship of the joint taskforce, able to project embarked personnel, vehicles and aircraft ashore, while providing an effective hub for control of a variety of military tasks.

Canberra was joined in the Joint Task Force by HMA Ships Success, Newcastle and Parramatta, and embarked MH-60R maritime combat helicopters and MRH-90 maritime support helicopters. A Royal Australian Air Force P8-A Poseidon maritime patrol aircraft joined the Joint Task Force during several key regional visits.

Indo-Pacific Endeavour 2019 also involved personnel from the Australian Army’s 2RAR and 3RAR, the Australian Army Band, the Royal Australian Air Force and Defence Civilians.

A Tiger ARH Armed Reconnaissance Helicopter prepares for take-off on board HMAS Canberra during Indo-Pacific Endeavour 2019. CPL Kylie Gibson.

D e fe n ce

King’s Cup Centenary Australian and other military crews completed a qualifying time trial at Henley Royal Regatta at Henley -on-Thames, England. The ADF participated in a re-race of the King's Cup at the Henley Royal Regatta, England. This year marks the centenary of the 1919 Royal Henley Peace Regatta, conducted as part of repatriation activities undertaken at the end of the First World War. Australia won the 1919 King’s Cup with nine personnel that formed the Australian Imperial Force (AIF) Number 1 Crew.

The 2019 King’s Cup included six crews from the Defence Forces of the original nations who The Air Force Balloon over Lake p a r t i c i p a t e d i n c l u d i n g Australia, Canada, France, Burley Griffin as the 2019 ADF New Zealand, the United King’s Cup Team rows past during a training session. FSGT Kingdom and the United Kevin Berriman.

States of America, along with crews from Germany and the Netherlands. Participation in the 2019 centenary is an important part of Australia’s military and rowing history.

maintenance facilities. Given the docking is not fixed, it could be used to maintain most types of Defence aircraft.

Boeing subsidiary accredited to repair Chook rotor blades Boeing Australia Component Repairs (BACR) now has the ability to overhaul CH-47 Chinook rotor blades, which brings new capability to Australia and delivers time and efficiency savings to local operators of the platform. BACR’s engineering expertise, repair facilities, equipment and experience provide valued and flexible repair solutions to both local and international commercial and defence customers.

Boeing Defence Australia (BDA) director sustainment operations, Darryn Fletcher, said, "Until now, rotor blades have been shipped to the US for overhaul work.

The Boeing CH-47 Chinook is a versatile, twin-engine, tandem rotor heavy-lift helicopter. Its top speed of 170 knots (315 kilometres per hour) is faster than many contemporary utility and attack helicopters. Its primary roles include troop movement, artillery emplacement and battlefield resupply.

New maintenance hangar for 36 Squadron A new No. 36 Squadron hangar facility for C-17A Globemaster maintenance at RAAF Base Amberley, Queensland, will accommodate one C-17A aircraft parked nose in. Docking access systems are required to carry out maintenance on the aircraft.

The docking systems comprises of roof mounted elevated telescopic working platforms (teleplatforms). The teleplatforms system has not previously been installed in Australia for use at either Defence or commercial airframe

BACR now has the ability to overhaul CH-47 Chinook rotor blades. Defence Image.

Lightning inbound! The US Marines ‘Lightning Carrier’ concept

A telescopic working platform moves alongside a C-17A Globemaster aircraft in the new No. 36 Squadron maintenance hangar at RAAF Base Amberley. SGT Peter Borys.

As the capabilities of the F-35 Joint Strike Fighter variants continue to evolve, new CONOPs will evolve around the fifthgeneration platform – the US Navy and Marine Corps team has developed the “Lightning Carrier” concept to provide the branches with a lower-tier naval aviation capability to support amphibious power projection operations.

Serving as the latest iteration of the Sea Control Ship (SCS) concept developed and conceptualised by the former US Navy Chief of Naval Operations and famed Second World War Admiral, Elmo Zumwalt, the Lightning Carrier and the corresponding sea control doctrines emerging around the platform combination are emerging as immense power projection potential.

While the aircraft carrier emerged as the apex of naval 43

D e fe n ce

The US Navy and Marine Corps team has developed the “Lightning Carrier” concept as an emerging power projection potential.

TS19 ran from June to August 2019. HMAS Melbourne was one of many ADF and US assets that participated in this bilateral training exercise.

prestige and power projection at the end of the Second World War, the platform has evolved as technology has – with large fleet and supercarriers like the US Nimitz and Ford class, the UK Queen Elizabeth and Chinese Type 001 and follow on class vessels, the platforms have traditionally been the domain of major powers.

However, in recent years, nations throughout the Indo-Pacific have begun a series of naval expansion and modernisation programs, with traditional aircraft carriers and large-deck amphibious warfare ships serving as the core of their respective shift towards greater maritime power projection.

These developments have prompted the rapid development of the Lightning Carrier concept, combining the mobility and comparatively low cost of large-deck amphibious warfare ships and the increasing affordability of platforms like the F-35B short take-off, vertical landing (STOVL) serving as powerful alternatives for regional powers seeking to expand their long-range strike and maritime power projection capabilities.

Area and the ADF Evans Head Air Weapons Range.

TS19 was the eighth iteration of the exercise and consisted of a Field Training Exercise incorporating force preparation (logistic) activities, amphibious landings, land force manoeuvre, urban operations, air operations, maritime operations and Special Forces activities. Navy assets participating in TS19 were HMAS Adelaide, HMAS Canberra, HMAS Farncomb, HMAS Melbourne, HMAS Parramatta.

Courtesy Defence Connect

Exercise TALISMAN SABRE 2019 Talisman Sabre (TS19) is the principle Australian and US military bilateral training exercise focused on the planning and conduct of mid-intensity “high end” warfighting.

TS19 was designed to practise military services and associated agencies in planning and conducting Combined and Joint Task Force operations, and improve the combat readiness and interoperability between Australian and US forces.

The majority of TS19 exercise activities took place in the Shoalwater Bay Training Area and surrounding State Forests, near Rockhampton in Central Queensland. Other activities occurred around Stanage Bay and the Capricorn Coast, Whitsunday Region (Bowen, Proserpine and surrounding areas), Mackay region (including south of Sarina), Bundaberg and surrounding region, the ADF Townsville Field Training

Exercise Sea Raider a success The Australian Amphibious Task Group (AATG) conducted a joint exercise between 14 June to 3 July under the title Exercise Sea Explorer and Sea Raider 19.

The Exercises are a component of the certification process for the AATG and utilised force projection of elements in support of multi domain operations. This year the AATG operated from two Canberra-class ships, being HMAS Canberra and HMAS Adelaide. The conduct of this training included, but was not limited to, Humanitarian Assistance, Stability Operations, Non-Combatant Evacuation Operations, Disaster Relief, Partner Force integration and Joint and Coalition High-End Warfighting in a congested and contested environment.

An Australian Army M777 Howitzer artillery capability is lowered onto HMAS Canberra's flight deck for the first time by a CH-47 helicopter.

45

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Sp a ce

State space race gathers pace The Queensland government has ramped up efforts to snag a bigger slice of Australia’s nascent space sector, committing to the development of a Queensland Space Strategy to address space infrastructure, careers paths, and targeted STEM education.

The government agreed fully or in principle to all 15 recommendations of a State Development, Natural Resources and Agricultural Industry Development Committee report on job creation opportunities that would arise from the creation of an Australian Space Agency.

The report was commissioned on the heels of the Federal Government’s creation of a national space agency, to investigate and research opportunities to activate Queensland as a potential industry hub.

While the Australian Space Agency itself will be based in South Australia, there are still wide ranging opportunities for other states to work towards building the fledgling industry.

Queensland’s State Development, Manufacturing, Infrastructure and Planning Minister Cameron Dick affirmed the government’s interests in expanding the sector’s capabilities.

“Following last year’s launch of the Queensland Aerospace 10-Year Roadmap and Action Plan and this year’s Deloitte Access Economics r e p o r t o n Q u e e n s l a n d ’s s p a c e industry capabilities and potential economic growth, the Committee’s recommendations show that what’s needed now is to build on our strengths and accelerate industry growth,” Mr Dick said.

“The Australian Government has committed to establishing a national space industry. My vision is a future where Queensland is getting our share of the jobs and growth that will create.”

Queensland has already established a vision for the industry, with the formation of the Queensland Space Industry Reference Group (QSIRG) in June last year, and the release of the Aerospace 10-Year Roadmap the same month.

The roadmap highlighted the state’s

advantages as a manufacturing hub for civil and defence aviation projects, and the presence of the $101 million autonomous defence cooperative research centre as building blocks for the space and aeronautical sector.

QSIRG chair air vice-marshal Neil Hart positioned the report and the government’s response as contributing to a strong future for Queensland’s space and aeronautical industries.

“Key enablers for the space industry include advanced manufacturing capabilities, a healthy R&D and innovation start-up ecosystem and solid base of people with STEM skills,” vice-marshal Hart said.

“Initiatives like the Advanced Manufacturing, Aerospace, Defence Industries and Mining Equipment Technology and Services 10-Year Roadmaps and Action Plans, Schools of the Future STEM Strategy and the Advance Queensland suite of programs give this state a strong launch pad for space industries,” he said.

Australia’s space industry has become a central focus of the innovation agenda across the country.

In South Australia, the state government has been pushing its space agenda hard. The Australian Space Agency is to be headquartered at the Adelaide innovation hub, Lot Fourteen. The Marshall government recently announced a $600,000 boost for the Lot Fourteen Hub, earmarked to attract overseas companies and space tech to the hub.

Meanwhile, the NSW government in late June unveiled the Australian Research Council’s Training Centre for CubeSats, Uncrewed Aerial Vehicles and their Applications (CUAVA) led by the University of Sydney. CUAVA will work to develop training to support Australia’s space industry, with the Morrison Government backing the centre with $4.6m in support.

NSW senator Arthur Sinodinos highlighted the important role of both the

Centre itself and the space sector in Australia.

“The international collaboration between leading universities, government and industry will fundamentally change the capabilities and applications of CubeSats, making the international satellite market more accessible and economical than ever before.”

Joan Westenberg www.innovationaus.com

A rendering of the Space Launch System. NASA

47

Hist ory

An adventurous flying career From Mustangs to Wheelchairs

by Charles Page

William Henry Brown was exactly four years and 49 days old when Charles Kingsford Smith flew his Southern Cross over the family home in Bibra Lake, WA in 1928. From that point on, Harry wanted to be a flyer. When he turned 17, Harry joined the Air Training Corps, "I was the first through the door when 76 Squadron Fremantle was formed. We had to supply our own outfit of khaki shorts, shirt and black tie. We bought a forage cap and were given a cap badge. We had drill of course, though we had no rifles". Harry achieved the squadron's number two Proficiency Certificate with distinction, and was promoted to Flight Sergeant.

Harry also recalls Wing Parades at Langley Park, with WWI veteran Wing Commander Charles Snook.

On his 18th birthday, Harry joined the RAAF and was called up on 13 September 1942. He scored extremely highly in his IQ and aptitude tests, and was selected for pilot training. After three months at No 5 Initial Training School, Clontarf, he was posted to No 9 Elementary Flying Training School, Cunderdin. Here he learned to fly on Tiger Moths, going solo in under seven hours, "Every Tiger Moth had its own characteristics, but mostly I flew A17-122. The Tiger was quite slow, and on one windy day at Cunderdin, I ended up flying backwards". Harry was next posted to No 4 Service Flying Training School, Geraldton, where he completed his advanced training on twin engine Ansons, "On a night flight trip I was so tired, I took off with full 48

flaps, and only just staggered into the air". Nevertheless, Harry passed out as Sergeant, and was awarded his "Wings"

by Norman Brearley.

In September 1943, he sailed from Adelaide via New Zealand on the SS Denbighshire. The ship continued across the South Pacific via Pitcairn Island, after which it encountered a cyclone, and then a mutiny by the Chinese crew. The ship spent three days in Panama City, and Harry and others took the chance to swim in the canal. Suddenly, someone on the ship screamed, "Alligators", and the panicky swimmers thrashed furiously for the ship's rope ladder. "There were about 70 men all hanging off the rope ladder like a bunch of grapes", Harry recalled, "but it was just a practical joker having some fun". There were more shenanigans when the men received their beer ration: "We all had two beers a day here, and threw the empties overboard but the

Americans were most annoyed, as their Curtiss SOC-1 seaplane was about to take off, and they had to send a boat to scoop up all the empties".

The ship then made its way through the locks of the Panama Canal, sailed into the Caribbean, and across the Atlantic with no escort. A sharp lookout was kept for submarine periscopes.

Thankfully, there was no trouble and in December 1943, the Denbighshire docked at Newport, Wales. From there, Harry travelled by train to Brighton, where he stayed at the Grand Hotel, pending a posting, "We were pretty excited when a formation of Typhoons flew over".

Harry's first posting was to Tern Hill and the Advanced Flying Unit, where he flew the Harvard, Miles Master trainer, and then converted to the Hurricane, "We enjoyed tail chasing through the cumulus and along the Severn River.

We also tested our nerves, spinning from 3,000 feet down to 350 feet". After 60 hours on Hurricanes, Harry was posted to a Spitfire OTU at Hibaldstow, twenty miles north of Lincoln. Harry's task was to fly a single engine Miles Martinet on target towing over the gunnery range at Skegness.

H i sto r y

However, before Harry could be posted to a squadron, the war came to an end, by which time he was promoted to Flying Officer. He was still required for flying duties, and was posted to Milfield, in the Cheviot Hills, fifty miles south-east of Edinburgh. Here he flew the Hawker Tempest fighter, which was so fast it could catch a V1.

In January 1946, Harry left the shores of England, sailing on the Stirling Castle via Taranto and Suez to Fremantle.

There to meet him at the wharf, was his pre-war sweetheart, Connie Brickhill, who had waited throughout the war for him. He was discharged in April 1946, and went back to his old job selling steel pipes at Stewart and Lloyds. He and Connie were married on 8 June 1946.

In 1952, still feeling the flying bug, Harry joined No 25 Squadron Citizens Air Force, based at RAAF Pearce. Here, he flew Tiger Moths and Wirraways: "That Wirraway was the hardest aircraft to fly of all the types I flew". Harry's favourite was the Mustang: "A gentleman's

aircraft, light and responsive, with no vices". Harry also had the privilege of flying with renowned WWII and Korean War fighter pilot Wing Commander Dick Creswell DFC. Before leaving the CAF in 1954 Harry joined the jet age, flying the de Havilland Vampire.

Harry's job with Stewart's now took him to Alice Springs and Townsville. After 28 years with Stewart's, he returned to Perth in 1974 and established his own steel fabrication business. Harry finally retired at the age of 76.

Harry and Connie had a daughter Trina; and sons, Raymond and Bronley.

There were nine grandchildren, and thirteen great grandchildren. Sadly, Connie died in 1989, at the age of 62.

The eldest son Raymond, joined the RAAF, and became an air traffic control officer at Townsville. Trina, meanwhile, was made "Queen of Magnetic Island" at the annual festival, and forged a career in TV, working in Perth for Channel 7

in the late 60s. She hosted children's programs, and became famous as the "weather girl" who always ended her presentation with a wink. Trina Brown won two Logie Awards.

Harry Brown avows the Air Training Corps was a major factor in his selection for pilot training with the RAAF. Now in his nineties, he has had an adventurous flying career and now "flys" his electric wheelchair around with great flair, as if it were a Mustang.

Opposite: F/O William Henry (Harry) Brown. Courtesy W H Brown William Henry Brown, 2016. Courtesy W H Brown and AIPP Middle: DH-100 Vampire FB31 of 25 Squadron. Aviation Heritage Museum, Bullcreek This page: Avro Anson Mk I. Aviation Heritage Museum, Bullcreek DH 82 Tiger Moth. Aviation Heritage Museum, Bullcreek

49

On T h e Rad ar

Air Force 100 On 31 March 2021, the Royal Australian Air Force will mark 100 years as an independent service.

This will be an important time to reflect on and acknowledge our enduring contribution to Australia's national security.

Air Force 2021 (AF2021) will be a nationwide program of carefully selected events and initiatives that: • honour the service and sacrifices of our people over the last 100 years; • engage the Australian community and demonstrate today’s highly capable force; and • inspire young Australians to consider a career in the Air Force or aviation industry.

Planning for the centenary is already underway. The first stage was a public consultation in late 2015 and early 2016. We received more than 320 suggestions to mark the centenary.

In assessing all of the ideas against our key criteria of safety, value for money and maximum effect, we are now examining some of the submissions in more detail.

What’s next?

The next steps in planning for 2021 are: • continuing to raise awareness of the centenary; • e x p l o r i n g o p t i o n s f o r Yo u t h Development activities; • continuing discussions with Defence industry for potential partnering with some initiatives; and • m e e t i n g S t a t e a n d Te r r i t o r y Government tourism and major events agencies to discuss options for Air Force involvement in significant public events during 2021.

The Air Force centenary will be a time to reflect on all that has been achieved in our first 100 years and foreshadow our continued evolution into the future.

Imagine what the next century will bring!

50

Australian Navy Aviation, the Symposium will cover a range of presentations on current and future navy aviation developments. CPL Kylie Gibson.

World Aviation Festival 2019

Venue: Business Design Centre Location: Islington, London Date: 4-6 September https://www.terrapinn.com/conference/ aviation-festival/index.stm The World Aviation Festival is the #1 global event on the digitalisation of the airline and airport business model.

Over 4500 attendees join us each year to discuss AI, digital transformation, distribution, evolving business models, retailing, marketing, loyalty and so much more.

ICAO Global Aviation Security Symposium 2019 (AVSEC2019)

Venue: ICAO HQ,999 Robert-Bourassa Boulevard Location: Montréal , CANADA Date: 18-20 September https://www.icao.int/meetings/AVSEC2019/ Pages/default.aspx

The International Civil Aviation Organization (ICAO) will convene its third annual Global Aviation Security Symposium (AVSEC2019) at ICAO Headquarters in Montréal, Canada, from 18 to 19 September 2019. Following AVSEC2019, kindly note there will be

an Industry Engagement Day held on 20 September 2019, which will include workshops that draw from the preceding panel discussions on aviation security best practices. Industry Engagement Day will be hosted by ICAO and will bring together a select group of key policy and decision makers from States, stakeholders and industry partners to participate in roundtable discussions and interactive dialogues.

AirVenture Australia

Venue: Parkes Regional Airport Location: Parkes, NSW Date: 20-22 September https://visitparkes.com.au/events/ airventure-australia/

All things aviation, exhibitors, training, peers, airshow, STEM and youth engagement, food, and entertainment.

Australian Navy Aviation Symposium Venue: International Convention Centre Sydney Location: Sydney, Australia Date: 8-10 October https://vtol.org/events/3rd-australian-navyaviation-symposium

Australian Navy Aviation Symposium providing delegates an opportunity to participate in briefings on current and

O n Th e R a d a r

facilitate successful global trade.

The biennial event takes place at Dubai World Central, Dubai’s airport of the future. Head to the Dubai Air Show and check out the latest trends and technologies in the aviation industry.

Exciting Future for Temora Aviation Museum

RAAF Base Edinburgh will host a major military Air Show in November.

future navy aviation developments. The symposium will cover presentations on tactical aviation platform systems manned and unmanned, through updates from the domains of capability & technology developments, program projects, research & innovations, and industry.

10 November 2019, RAAF Base Edinburgh in the northern suburbs of Adelaide will host a major military Air Show including approximately 5 hours of flying displays each day and numerous ground displays.

AUSFLY

Venue: Dubai World Central Location: Dubai Airshow Site Jebel Ali Date: 17-21 November http://www.dubaiairshow.aero/

Venue: Narromine Aero/Gliding Club Location: Narromine, NSW Date: 17-20 October https://aopa.com.au/events/member-flyaways/ausfly/

Aircraft Owners and Pilots Association of Australia (AOPA) members, family and friends are invited to the annual AUSFLY Event for 2019 – to be held at Narromine from Thursday 17 to Sunday October 20. For those that cannot make the complete event, choose one or two days to fly-in and attend one or more of the many interesting activities available.

Dubai Air Show 2019

The Dubai Air Show is one of the largest and most successful in the world, connecting aerospace professionals across all areas of the industry to

Defence has entered into an agreement with the Temora Aviation Museum to transfer ownership of 11 historically significant aircraft to the Royal Australian Air Force.

As the RAAF approach’s their Centenary in 2021, this agreement will ensure that these historic aircraft can continue to be preserved, remembered and displayed.

The aircraft - a Canberra, Vampire, Meteor, two Spitfires, Hudson, Wirraway, Boomerang, Cessna A-37B Dragonfly, DH-82A Tiger Moth and a Ryan STMS2 - were flown and supported during several conflicts in defence of our country and our national interests.

They'll continue to be located and maintained by expert staff at the Temora Aviation Museum. https://aviationmuseum.com.au/ Air Commodore Glen Braz, Commander Air Force Training Group, during the handover of ownership of historic military aircraft at Temora Aviation Museum, NSW. LSIS Craig Walton.

RAAF Edinburgh Air Show 2019

Venue: RAAF Base Edinburgh Location: RAAF Base Edinburgh, South Australia Date: 9-10 November http://www.airforce.gov.au/news-andevents/events/exercises/raaf-baseedinburgh-airshow

On Saturday, 9 November and Sunday, 51

Good Shepherd Catholic Primary School Good Shepherd Catholic Primary School Community, Springfield Lakes is a Brisbane Catholic Archdiocesan School which commenced in 2013 as a Twenty-first Century Contemporary Catholic School.

Our contemporary learning approach at Good Shepherd, is personalised, responding to the learning needs, interests and experiences of each student. Contemporary learning is different from the way many parents of today's students were taught. It offers teachers and learners many more options than the old textbook driven approach to teaching. Contemporary learning aims to empower learners with the knowledge, skills and capacities to respond creatively to the challenges of their world.

Learners thrive in our safe, supportive and secure learning environments. Our flexible and intentionally developed learning environments encourages a sense of belonging and purpose that strengthens the learning culture. Good Shepherd learning environments are stimulating and appropriately resourced.

They promote high expectations

and respect diversity and difference, facilitating learning for all learners.

Adaptive learning environments have no conventional boundaries due to being digital, connected to the world beyond the classroom. Our learning environments are named after Saints (St Francis of Assisi, St Mary of the Cross MacKillop, St Ignatius Loyola and Blessed Nano Nagle). Learners are recognised as belonging to these named environments of learning and not to the traditional Year Level.

Good Shepherd supports learners and their families in connecting with Catholic traditions and accessing the richness of our shared faith and spiritual heritage. Through quality Religious Education, rich experiences

of prayer and celebration, engagement in social action and justice, learners are supported in developing their relationship with God and responding to the experience and action of God in their own lives.

Good Shepherd's staff share common hopes and expectations with families who want their children to become independent, confident and well-balanced young persons who are eager, competent learners. They work together to prepare children for living a productive and meaningful life.

Above all, Good Shepherd staff strive to develop our learner's faith, spirituality, life-giving values, and a clear sense of giving a greater meaning and purpose to all that they do.

Chris Jones in her position as Education Liaison Officer Born and raised in Brisbane, Chris is happy to be back home in Queensland.

Husband Scott’s defence career has seen the family move across the country and back, so she understands the issues families face in navigating education systems.

Passionate about supporting Defence families, Chris remembers clearly what it was like to be the partner of a member servicing full time; both the highs and lows.

“There have been many positives that have come from our time as a military family. We have experienced living in many different locations and made lifelong friends along the way,” said Chris.

She’s navigated numerous deployments, postings, all while raising children and trying to balance work and family life.

52

For the past 11 years, Chris has worked at a number of different primary and secondary Queensland state schools as a Defence school mentor.

“I have connected with hundreds of Defence families during this time and got great exposure to schooling in Queensland,” said Chris.

“I’ve had the privilege of assisting Defence children and families as they manage the inherent challenges with accompany the Defence lifestyle, like mobility and adjusting to new schools and navigating the schooling systems.”

“It’s been very helpful in my new role, where I provide educational support information to ADF families with children from first year of school to Year 12,” she said.

As part of her role, Chris supports the 35 Defence school mentors in South East Queensland schools and

talks to school administration and teaching staff to help them understand the impact a Defence lifestyle can have on families.

“I’m looking forward to welcoming new families posting into South East Queensland and letting them know there’s a range of support available from Defence Community Organisation’s Brisbane Amberley and Darling Downs teams,” she said.

“Most of all, I love that now I can help families get the information they need so they can make the best educational decisions for their children, the way I received help when we posted back to Queensland.

• A contemporary learning approach which, is personalised and responds to the learning needs, interests and experiences of each student.

• A clean, green environment with spacious grounds.

• Learners thrive in our safe, supportive and secure learning environments.

• Stimulating and appropriately resourced learning environments.

• We promote high expectations and respect diversity and difference, facilitating learning for all learners.

Good Shepherd Catholic Primary School - Springfield Lakes 58 Opperman Drive, Springfield Lakes QLD AUSTRALIA Telephone: 07 3437 5000 | Fax: 07 3437 5199 www.goodshepherd.qld.edu.au | pspringfieldlakes@bne.catholic.edu.au

B ooks

Otago. He joined the Air Training Corps of the Royal New Zealand Air Force when he was in secondary school, and on graduation was recommended for a cadetship with the Royal Air Force College at Cranwell, England. His first 20 years flying was in a variety of military aircraft, mainly in New Zealand and the Pacific theatre. He then spent the next 25 years as an airline pilot.

Audience: General Format: Paperback Number of pages: 320 Publisher: HarperCollins Publishers (New Zealand) RRP: $28.80 https: www.booktopia.com.au

Many a Close Run Thing Tom Enright A New Zealand squadron leader, flyingboat captain and airliner pilot on a life of aerial adventure.

Planes were rarely seen above the small Central Otago sheep-farming town of Ranfurly in the 1940s. Yet as a young boy, Tom Enright had a fascination with the skies that quickly developed into a longing to become a pilot. He joined the RNZAF as an engineer in 1951, and was sent to England at just 16 to attend the revered Royal Air Force college in Cranwell.

Returning to New Zealand to join the Vampire fighter squadron in Ohakea, Tom became a famed member of the RNZAF aerobatic team. Later he became a flying commander at Wigram air base, before captaining a Sunderland flying boat to isolated communities in the vast South Pacific, often to the upper limits of the plane's endurance.

From the near-catastrophic opening of Wellington airport to flying Boeing 747s into the world's biggest airports, this is Tom Enright's story of the mishaps, misadventures and high-altitude drama of a 45-year flying career.

About the Author: Tom Enright is a veteran New Zealand pilot from Central 54

Mh370 Mystery Solved Larry Vance On March 8th, 2014, Malaysia Airlines Flight 370, with 239 people on board, disappeared into the dark of the night, never to be heard from again. The disappearance of MH370 has been described as the "greatest mystery in the history of aviation." Despite the efforts of an international investigation team, and millions of dollars spent searching the ocean bottom for the

wreckage site, no one has been able to determine what really happened.

Until now...

For this book, three professional accident investigators, each with decades of real-world experience in crash dynamics, examined the available evidence. The results of their work reveal the actual sequence of events, and what really happened to MH370.

This book uses plain language, easy to understand schematics, and clear photos of the actual wreckage to bring the evidence to life. Even those with little or no aviation connection will be able to understand and appreciate the validity of this eye-opening analysis.

You will see that the official investigation was deficient. They missed, or misinterpreted crucial evidence that was available on the recovered wreckage pieces. Therefore, they used incorrect assumptions about what was happening onboard MH370 when they calculated the boundaries for their search zones. This book will reveal why the multi-million dollar ocean bottom search efforts had almost no chance of success.

You will be guided through a basic investigation and analysis process to show what caused MH370 to disappear from radar, and to fly on an unexplained and mysterious track that led to the southern Indian Ocean.

Many people have presented theories to try to explain the MH370 disappearance. This book shows you a basic investigation framework where theories that are based on speculation and guesswork can be invalidated. You are left with only one scenario that is totally based on confirmed facts. The known and indisputable evidence fits with only one chain of events, and that is the chain of events presented by the author.

With this book, the mystery of MH370 has been solved.

Audience: General Format: Paperback Number of pages: 146 Publisher: Group of Three Publishing RRP: $29.50 https: www.booktopia.com.au

Bo o ks

Competition ONE COPY OF EACH BOOK TO BE WON To win head to australianairpowertoday.com.au Subscribe to our quarterly eNewsletter by simply clicking on the book you would most like to win.

Competition ends 13th November, winners announced via email and on website Friday 15th November 2019

The Aircraft Book Philip Whiteman An action-packed ride through the history of aircraft.

The Aircraft Book is all about the men, machines, and landmark technology behind the most iconic aircraft from the Supermarine Spitfire to the Concorde. Featuring over 1,000 of the greatest military and commercial aircraft in the world, this is an amazing visual guide tracing their evolution over the past 10 decades.

A captivating, international view of aircraft through time from Germany's Zeppelins to the USA's 'Blackbird' with histories of how famous marques like Boeing and Lockheed came to be household names. Plus, go on a virtual tour inside the engines of some of the legendary planes to see just what powers their performance.

The Aircraft Book is essential for aviation buffs, covering the enduring impact that aircraft has on society as an object of curiosity, a symbol of luxury, and an essential weapon of war.

Audience: General Format: Hardcover Number of pages: 320 Publisher: Dorling Kindersley Ltd RRP: $37.75 https: www.booktopia.com.au

Celebrating the 77th Anniversary of No. 77 Squadron at RAAF Williamtown The RAAF’s No.77 Squadron conducted a flypast over RAAF Base Williamtown on July 5, 2019 in a ‘double seven’ formation to mark the unit’s 77 years of operations.

The flypast took the 16 F/A-18A Hornets over RAAF Williamtown and well as the Lower Hunter and Port Stephens Council regions.

The activities played an important role in acknowledging the unit’s proud history.

Commanding Officer 77 Squadron Wing Commander Jason Easthope said the “77SQN is a front-line operational fighter squadron that has supported campaigns in the South Pacific, Korea, Malaysia and most recently in Iraq,” The ‘double seven’ formation was also flown in 1955 using the Gloster Meteor aircraft when the Squadron conducted a return-to-Australia tour at the end of the Korean War.

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Dominating the skies with the U.S. “From Amberley, we are commanding a wing of RAAF and USAF air combat, electronic attack and strike platforms.”

“This is the first time the F-22 Raptor has been based out of Amberley for an exercise,” Colonel Baldwin said.

It was a beautiful day for aviation as flying operations for Exercise Talisman Sabre began at RAAF Base Amberley, Queensland.

Group Captain Stephen Chappell, Amberley’s task unit commander, said it was always a pleasure to “fight” alongside the United States Air Force (USAF).

“Our American friends arrived late July, and we have been practising oneon-one dog fighting with F-18 Super Hornets, Growlers and F-22 Raptors to familiarise with the airspace,” Group Captain Chappell said.

“From Amberley, we are commanding a wing of RAAF and USAF air combat, electronic attack and strike platforms.

“Over the next few weeks we are training to effectively fight for and gain control of the air and electromagnetic spectrum, with the goal of simulating

strike weapons on both land and maritime enemy assets as part of the exercise scenario.”

Talisman Sabre is Australia’s major biennial exercise with the US and more than 34,000 personnel were involved this year. There were also participants from the United Kingdom, Canada, New Zealand and Japan.

Group Captain Chappell said it was a continuation of a long journey for RAAF fighter squadrons and the USAF to pursue excellence in air combat integration. “ E x e r c i s e Ta l i s m a n S a b r e i s an extension of our ‘Enhanced Air Cooperation program’,” Group Captain Chappell said.

“To use a sporting analogy: we are two football teams. Not only can RAAF and USAF play the same game, using the same tactics, against the same

opponent – we can both win and do well, and also swap in and out. Australians and Americans are training to be in the forward pack, so we can win every day.”

Colonel Brian ‘Barley’ Baldwin, Amberley’s USAF group commander, 13th Expeditionary Air Force, said his team was thrilled to be Down Under.

“This is the first time the F-22 Raptor has been based out of Amberley for an exercise,” Colonel Baldwin said.

“We have a long history; the 90th Fighter Squadron arrived in Australia in 1942 during WWII and since then we have upheld a tradition of keeping an Aussie exchange pilot with us.

“Another great opportunity to work with our best mates.”

Defence

A United States Air Force F-22 Raptor arrives at RAAF Base Amberley for Exercise Talisman Sabre 2019.

AFC

C-130J Visits Bathurst Cadets take tour of duty in Vietnam war chopper Airport In February, Bathurst Regional Council announced ‘Hercules Close’, a street near Bathurst Airport whose name recognises the close relationship between the Royal Australian Air Force C-130J Hercules fleet and the wider Bathurst community.

On 30 March 2019, a No. 37 Squadron C-130J Hercules and crew from RAAF Base Richmond visited Bathurst Airport to thank the local Council and community for its support, as well as engage local Australian Air Force Cadets and representatives of the Indigenous community. The wider Central New South Wales area around Bathurst is frequently utilised by RAAF aircraft for training and currency flying, including C-130J Hercules crews conducting low-level and night-time flying to semi-prepared runways.

Aspiring aviation stars have been given a rare opportunity, flying around Airlie Beach in a Vietnam war helicopter.

The Australian Air Force Cadets 110 Squadron took flight in a 1966 Huey UH-IH helicopter Eagle One after Helibiz Airlie Beach invited the cadets for a ride.

The helicopter took part in the Vietnam War in 1969 and arrived in Australia in 2008 before Helibiz managing director Des Davey pride it from private ownership and brought it to Airlie Beach last year.

The war helicopter is fitted out with under seat armour and weighing in at upwards of 1500kg with a 1300 horse power engine is considered one tough helicopter.

When in war, although the large blades made it able to be heard from quite a distance, its ability to fly at low levels made it a hard one to spot.

The Australian Air Force Cadets 110 Squadron commanding officer Michelle Brayford said the helicopter flight was a great learning opportunity and a chance to get more involved with aviation.

"For the cadets to be able to go in an aircraft such as that, it's not your run off the mill - the defence force doesn't use them, you can't buy them, this is a real rear opportunity," she said.

"It's great for Des to offer this to us and the cadets were able to find out a lot about the helicopter and it reignited a lot of interest into the specifics of aviation."

Bathurst Mayor, Mr Graeme Hanger shakes hands with No. 37 Squadron C-130J Hercules pilot, Squadron Leader Adrian Willey in front of the street sign for 'Hercules Close', Bathurst.

AAFC 110 Squadron Jake Homewood, Nirvana Gillies, (front) Helena Stuwart and (left) Ryan Muller with (centre, front) Helibiz pilot Des Davey and Cadets 110 Squadron commanding officer Michelle Brayford.

A C-130J Hercules and crew from RAAF Richmond visited Bathurst Airport. Photos CPL David Said.

Right: Helibiz Airlie Beach took the Australian Air force Cadets 110 Squadron on a flight in the Eagle One Helicopter.Shannen McDonald. Photos Shannen McDonald

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Transition

SERVING AND LEAVING TOGETHER

When the TIME EVENTUALLY COMES for Erin Johnstone and her husband to LEAVE THE MILITARY, she knows they will be WELL SUPPORTED

She says they will hang onto the close community ties and “forever friends” they have made when her husband, Heath, leaves full-time service in the ADF. It’s a message Erin, Defence’s ADF Regional Transition Lead for New South Wales, tells other partners and families when she helps coach them through their transition from military to civilian life.

For Erin, the experience is personal.

Heath joined the Australian Army two decades ago and the pair have been together for virtually all that time.

While they might have not moved around as much as other families, the mother-of-two has relied on a close support network of other military partners during the challenges they have faced.

These include 18 months apart, when her husband served in regional Victoria while Erin stayed in Sydney after the birth of their second child.

“My friends have a real understanding of what it’s like,” she said. “We help each other out”.

Erin became a Transition Officer in 2005 and took on the role of Regional ADF Transition Lead in 2012 on her return from maternity leave.

Her family’s experiences play a major part in how she views her role in helping transitioning Defence members, and why she is passionate about the support programs on offer that really 58

make a difference to both them and their families.

“We have come a long way from the administrative process of years gone by,” she said, delighted to see so many members getting jobs and preparing for their future careers through initiatives like Job Search Preparation workshops.

“The new one-day ADF Member and Family Transition Seminars are really flexible and are making a real difference,” she added.

While community networks and

support groups are fantastic for serving military families, Erin believes they also play a vital role post-transition.

“It is important for you and your partner to keep linked in with your friendship groups and other networks,” she said.

She also often sees partners comment in social media forums that they will have to leave the support group when their time with the military is up, but that isn’t the case.

“Defence has been a part of my life

R e l o ca ti o n

for nearly 20 years and we are panning on keeping ties with our community when the time comes for us,” she said.

While transitioning to civilian life can be daunting for some, the majority of members and families transition successfully and know there is a lot of support on hand to ensure that happens.

Erin has some tips for partners and families considering life after the ADF: • take an active role in the transition process • go to an ADF Member and Family Transition Seminar • ask questions about anything you want to know • make the most of the support that is out there Erin encourages the families of any members who are thinking of making the move to civilian life to attend a Seminar and coaching session too.

“Two heads are better than one and four ears are better than two.” www.defence.gov.au/DCO/transition

ADF Member and Family Transition Seminars ADF Member and Family Transition Seminars are designed to help members and families prepare for transition or simply find out more about their future. Seminars cover transition support and administration, our career, career transition benefits, money and military superannuation, Reserves service options, and the support available from the Department of Veterans’ Affairs and ex-service organisations.

Seminars are held nationally throughout the year and members can register to attend a Seminar t any stage during the career.

Job Search Preparation workshops A two-day Job Search Preparation workshop is available to members at any stage in their career. Delivered nationally, the workshop provides training on a range of job search, time management and goal setting techniques, writing cover letters tailored to job advertisements, as well as CV and interview skills. Members can also access up to two hours of individual coaching to prepare for job interviews and reinforce the skills learnt in the two-day workshop.

Partner Employment Assistance The Partner Employment Assistance Program (PEAP) provides funding towards initiatives aimed at assisting with the employability of partners on relocation due to posting or the medical transition of a member. Prior to transition, and up to 12 months post-transition, eligible partners can apply for up to $1,500 for employment-related initiatives such as resume preparation, job search and job interview techniques, as well as job placement advice. PEAP funding can also assist with professional re-registration costs when relocating from the transition location.

Coping with student transfers interstate Support from in-school aides and mentors Defence’s in-school Aides and Mentors are positioned in schools across Australia to provide support to the children of mobile Defence families.

Aides are positioned in primary schools and Mentors in secondary schools. Aides and Mentors are funded

by Defence but are employed by the local state or territory department of education.

Support for Defence Students The Aides and Mentors’ activities include: • Assisting children and families to integrate into the new school and local community.

• Coordinating welcome and farewell community activities for relocating families.

• Smoothing the transition between schools and different education systems (including minimising the impact of relocation on children’s learning outcomes).

• Monitoring the social, emotional and academic well-being of Defence students.

• Helping students develop selfconfidence, self-reliance and resilience • Directing students to programs, services or opportunities that suit their needs.

• E n h a n c i n g a w a r e n e s s a n d appreciation of the unique Defence lifestyle in schools and communities • Providing support to children during times of parental absence.

The Aides and Mentors can provide extensive support to Defence children but are not teachers and do not work with one child on a long-term basis.

To find out which schools have inschool Aides or Mentors in place, visit the DCO website at www.defenc4e.gov. au/dco or contact the all-hours Defence Family Helpline on 1800 624 608 Education assistance

Defence Community Organisation offers a wide range of other education support services for Defence children including specialised staff to advise families on education issues, financial assistance for education costs incurred by relocation, resources for relocating students and information about the different state and territory schooling systems.

For more information on this factsheet and other Defence Community Organisation support services visit www.defence.gov.au/dco or call the all hours Defence Family Helpline on 1800 624 608 The DCO offers a wide range of support services for the families of ADF members. The best way to access these services is to call 1800 624 608.

The all-hours Defence Family Helpline is staffed by qualified human services professionals including social workers and psychologists.

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Tr a n si ti o n

Guide to planning a defence to civilian transition Leaving the Australian Defence Force can be a daunting prospect. But returning to civilian life is inevitable at some point, whether due to the end of a period of service, redundancy or medical discharge. Planning a Defence to civilian transition well in advance of your ADF discharge will make the change less stressful and ensure you are as well prepared as possible.

Your career after the ADF Whether you are Army, Navy or Air Force and whatever rank you hold, it is never too soon to prepare for this major change in your life. The military is not a normal career. Moving on from the ADF and commencing civilian employment is not the same as changing jobs as a civilian.

Defence to civilian transition involves leaving behind a structured workforce you’ve worked in for many years. It also involves other potential areas for consideration, such as housing and money management.

When you leave the ADF it can, in a way, be like starting again from scratch and creating a new life can be complicated. Try not to leave your preparation until the very last stage of your military career! Timely career transition planning will enable you to

make effective provision for civilian employment and settle more quickly into your new life.

There is a variety of factors you will need to consider as part of your successful return to civilian society.

Identify what challenges you will face and how you can navigate them.

There will also be opportunities you can develop while still in the Defence, such as training and further education, and things you can do to plan for your future to take account of your changing circumstances.

When it is time to start your defence to civilian transition campaign, there are many companies that offer a range of support and advice to prepare for this career change, such as approaching the job market, education and training and civilian resume writing services.

Clarity on your future career path Without a clear direction for your next career, it will be difficult to engage in an effective transition campaign. If you aren’t clear on which job is right for you, your resources will be spread very thinly. An effective job search campaign requires clear direction. Not only that, but you probably want to have a second career that you will love rather than just any job!

Whatever stage of your transition process, if you can relate to any of the following statements career transition management coaching can help you: • I have no idea what I want to do.

• I have lots of ideas but don’t know which one is right for me.

• I have a firm career plan and want to ensure its success.

• I feel pigeon holed into a career that doesn’t excite me.

• I don’t have the skills to pursue the career I want.

• I lack confidence compared to civilians.

• I want to start my own business and want to ensure its success.

Civilian career not right for you?

Career coaching can still help if you have started a new career, but realise it is not for you and don’t know what to do next. Maybe you are struggling to cope with the demands of your new role or civilian life in general?

If you are well prepared, your Defence to civilian transition will be much smoother. Advice and support is available, so make the best use of it to help in your journey towards a career after the ADF.

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B ack P a ge

Retired Flight Lieutenant Richard Tanner spent almost 20 years with the Australian Air Force, and in his two decades of service, one aircraft stood out among all the rest. " T h e R F - 111 C w a s t h e b e s t reconnaissance aircraft in the world, you couldn't surpass it for what it had in those days," Flight Lieutenant Tanner said.

"You just couldn't compare it. It's so unique."

While the aircraft were retired from service in 2011, one of the jets will

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Australian War Memorial adds RF-111C to its collection

now form part of the Australian War Memorial's collection.

The memorial will house the jet in its new Mitchell storage facility, which will open to the public in October 2020.

The RF-111C was the only remaining aircraft that participated in missions over East Timor in 1999.

Flight Lieutenant Tanner worked with the aircraft as an interpreter during reconnaissance missions, helping to interpret photos and data from the jet.

"I worked with it all over Australia on the missions. We traced oil slicks off the coast of Australia and we also planned missions across Cape York tracing the path of explorer Ludwig Leichhardt," he said.

"We did lots of work with the army for things such as camouflage protection and we were able to take photos with the aircraft from 15,000 or 20,000 feet above the target."

The aircraft flew with the United States Air Force during the Vietnam War and conducted air strikes against Libya in the 1980s and in the Gulf War. Australian War Memorial director

Brendan Nelson said the aircraft had been in service for more than 40 years.

"This aircraft and its type evoke great emotion for the two generations of Royal Australian Air Force men and women who flew and maintained it, and for the families who loved and supported them," Dr Nelson said.

"Over 37 years of extraordinary service, the men and women of the air force have enabled this aircraft to serve our nation so magnificently."

While the aircraft will be housed in the memorial storage facility in Mitchell, Dr Nelson said it would take pride of place as part of the memorial's $500 million expansion.

"There'll be a new atrium connecting the new Anzac Hall to the existing memorial and this aircraft will be there under that atrium," he said.

Andrew Brown Above: FLTLT (Rtd) Richard Tanner), who worked with the RF-111C during his career in the Air Force from 1969 to 1988. He worked during the plane’s many reconnaissance missions. Left: Chief of Air Force, Air Marshal Leo Davies, AO, CSC at the official hand over.

CPL Shannon McCarthy.

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