29 minute read
Air Force Chief says RAAF Ramping up Preparations for 'Grey Zone' Missions
Brendan Nicholson
While the Royal Australian Air Force must be prepared to fight in a highlevel, state-on-state conflict, it must also be able to operate in an increasingly contested Indo-Pacific ‘grey zone’ where competing powers use influence and coercion.
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RAAF Chief Mel Hupfeld says in an interview with The Strategist that since strategic goals are being won and lost in ways that avoid force-on-force conflict, the Air Force cannot afford to ignore these tactics just because they fall short of all-out warfare. ‘Choosing not to engage simply accelerates an adversary’s chances of success’, Air Marshal Hupfeld says.
Australia’s 2020 defence strategic update found that the regional security environment had deteriorated far more rapidly and in ways that could not have been predicted four years ago when the last defence white paper was produced. The assumption that Australia would have a decade’s warning of a looming conflict was no longer valid, it said.
As the service chiefs put the measures outlined in the update and the accompanying force structure plan into effect, new weapons for the Air Force will include long-range anti-ship missiles.
To help guide the RAAF in its evolving role, Hupfeld has issued a strategy setting out how the Air Force must adapt to carry out operations in the grey zone as part of an integrated approach across the Australian Defence Force.
He says a simplistic model of ‘peace’ and ‘war’ no longer adequately describes the geostrategic environment and, in an environment of strategic competition, malign actors exploit the grey zone to avoid clear escalation points that legitimise a traditional military response.
While high-end warfighting remains a core function of air power, growing strategic competition means the RAAF
Chief of Air Force, Air Marshal Mel Hupfeld at Defence Headquarters, Canberra. Defence image.
must be ready to operate with the rest of the ADF to provide the maximum strategic effect across a spectrum ranging from cooperation to conflict.
Hupfeld says that historically the RAAF has focused on high-end, stateon-state warfare, but a disproportionate focus on that level of conflict may cause the force to miss critical opportunities to contribute strategically through air and space power.
‘It is therefore necessary to broaden Air Force’s strategic aperture to encompass much greater utility than merely contributing to high-end warfighting.’
Many emerging international security challenges will not be suited to force-onforce engagement, he says. Rather, they will require the RAAF to provide an enduring contribution to statecraft.
‘To do this, Air Force must provide a suite of capabilities and effects that present strategic off-ramps and opportunities for the joint force at the lower ends of the spectrum of conflict, cognisant of the subtleties of the current strategic environment.
‘In short, Air Force must be part of Australia’s ability to synchronise and mobilise all aspects of national power.’
This whole process will require creativity on the part of personnel, and the strategy identifies an underlying tension between the clear and rational guidance and measurable boundaries required by those on air and space operations and the less prescriptive guidance for those working in other areas of the grey zone.
Hupfeld says the Air Force will empower leaders at all levels to make decisions and to succeed by removing unnecessary administration and bureaucracy and providing the framework to curate and grow ideas that bring an intellectual edge over potential competitors.
‘Platforms obviously are important, but the people that operate them are the real soul of the Air Force and indeed, the joint force. Our greatest asset is our people. We will continue to develop a skilled and intelligent workforce, a generation of air and space power leaders, and people who understand air and space power and deliver that for the joint force. It’s not just about delivering it for Air Force.
‘We recognise that we are very strongly technology based, but without
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the people who know how and when to use this technology, who have strategic awareness and knowledge about the impacts of their actions at all times, this will come to nothing.’
The Air Force strategy sets the shape of Hupfeld’s intent as commander but it doesn’t tell personnel everything about how they’re going to enact it.
‘What I require them to do is to think about how we shape the Air Force to get it where we want it to be. A lot of the “how” will come from the people. I want them to be comfortable with being uncomfortable.’
A key goal, Hupfeld says, is for the RAAF to be organised in a manner that optimises effect while reducing administrative burden and unnecessary bureaucracy. ‘Air Force provides the opportunity and space for members to curate leading-edge research, honing ideas through to realisation in a safe environment that is failure tolerant’, he says.
The strategy explains Australia’s ‘shape’, ‘deter’ and ‘respond’ defence objectives as areas that support the nation’s interests by maintaining and building national cooperation and military partnerships to engage with key regional decision-makers and partners from a position of trust, deterring behaviour that is counter to Australia’s interests by contributing to wholeof-government efforts to expose and discourage grey-zone tactics and political warfare, and responding to challenges to the national interest, which includes defeating acts of aggression from malign actors and contributing to humanitarian activities.
The strategy provides two accepted methods for achieving deterrence: ‘denial’ to make it physically difficult for an adversary to achieve an objective, and the ability to impose ‘costs’ if necessary to influence an adversary’s strategic calculus.
‘Working in the grey zone is about having presence in our immediate region on a daily basis rather than sending an aircraft after a disaster and saying, “We’re here to help and this is what we can do for you.” Another key to success will be how well our people know the region and how they deepen relationships with their counterparts to better understand what the region wants us to contribute.
‘We’d prefer to be able to operate there and, as we prepare and build for our security, we’re ready to assist and learn from and work with our partners in the region. That can help build security, prosperity and sovereignty across the whole region, which is good for all of us.’
Much of this is not new, says Hupfeld. The RAAF has for many years been sending aircraft out to do humanitarian assistance and disaster relief. ‘But we want to give people a greater sense of what they can contribute when they do that task, when they’re on the ground at work.
‘And if we go out to support an exercise or an activity anywhere in our region, our people need to know that they are part of that engagement strategy.’
The strategy warns that in the competitive emerging environment the Air Force can no longer afford to plan to use force without considering to how that fits in with Defence’s broader strategic objectives. ‘This will require a far more nuanced approach to the planning and execution of all activities.’
Hupfeld says the RAAF does not just shape, deter and then respond if the first two steps don’t work. ‘We’re responding every day. Every time we send an aircraft out to do a task and support our region, that’s a response, or if we’re responding to Covid or to bushfires we’re responding. We have to be ready to do that all day, every day, basically, and with all of our assets.’
Such missions include being in Japan to help monitor UN sanctions against North Korea and flying maritime surveillance missions to support Malaysia.
‘We engage in maritime domain awareness with partners in the region to help them identify activity that impacts on their security or prosperity so that they can respond appropriately to actions counter to their national interests’, Hupfeld says.
‘But we’ve got to work with them so that it’s what they want, not what we think they want. These are normal activities and while we’re doing them we watch out for any actions within the grey zone which are pushing up to, and just below, the level of conflict.
‘Our ultimate aim is to avoid moving into a conflict environment’, says Hupfeld.
‘So, in this era of competition, maintaining the right balance of keeping our awareness in place versus “shape”, “deter” and “respond” is what we will be doing all day and every day.’
Brendan Nicholson is Executive Editor of The Strategist. Defence images. www.aspistrategist.org.au
Babcock Australasia’s emergency medical and mission-critical capability
Trusted, innovative and proudly Australian, Babcock Australasia is continuing its growth as a defence, aviation and critical services company, providing agile, reliable, and responsive end-to-end solutions for customers throughout Australia and New Zealand.
Employing more than 1,300 talented people across the region, Babcock’s domestic capability is growing in the aviation and critical services sector, whilst drawing on a global pedigree that has worked in partnership with customers for more than a century.
Babcock Australasia’s Managing Director – Aviation & Critical Services, Darren Moncrieff, said Babcock is a world leader in engineering and operational support to the emergency services sector.
“We believe in working in collaborative long-term partnerships with customers to deliver cost effective management and sustainment of complex and critical assets, designing and delivering bespoke training solutions, and providing emergency and mission critical aviation services,” Mr Moncrieff said.
“Our team has maintained operations and remained committed to service delivery throughout the COVID-19 pandemic, providing critical services in Victoria, South Australia and Queensland.
“Babcock is responsive and adaptive, rising to the challenge to meet customer needs and community expectations. We’re there when it counts.
“Our fleet of rotary wing aircraft play an integral role in delivering world-class emergency aeromedical response, patient care, and recovery from remote and challenging environments across Australia.”
Since entering service for Ambulance Victoria in 2016, the state-of-the-art Leonardo AW139 twin engine helicopter has been an essential component to Babcock’s growing emergency medical services (EMS) and search and rescue (SAR) capability.
Over the past five years, Babcock has supplied five AW139s, plus a service assurance aircraft, to support Ambulance Victoria’s Helicopter Emergency Medical Services (HEMS) operations. This fleet has now flown more than 20,000 hours.
Chief Pilot and Head of Flying Operations (Onshore), Captain Tom House, said Babcock’s services include training and qualifying pilots, aircrew and engineers to provide a 24/7, 365-days-a-year service within on-call rapid response times.
“We also provide specialist aeromedical training to Ambulance Victoria’s Mobile Intensive Care Ambulance (MICA) Flight Paramedics, which enables them to conduct HEMS operations,” Captain House said.
“This training includes down-the-wire land and water winch rescue operations in addition to their medical duties.
“Babcock pilots and aircrew officers work in a close-knit team with MICA paramedics, which is critical when conducting operations at short notice at all hours of the day and night, often in challenging weather conditions and involving traumatic circumstances.
“As a result, there is a high level of professional respect between the crew members and a close bond forged by shared experiences.”
Operating from bases in Essendon, La Trobe Valley, Bendigo and Warrnambool, Babcock’s AW139 crews fly more than 2,700 EMS and SAR missions each year across Victoria and Bass Strait.
Captain House said Babcock provides Ambulance Victoria with turnkey helicopter support services to maintain and fly the fleet of specialised medical emergency configured helicopters.
“This includes early adoption of new technologies, custom configuration of specialised on-board aeromedical equipment, as well as bespoke aircraft cabin designs and fitouts suitable for HEMS and SAR operations,” Captain House said.
“All AW139s are equipped with a rescue winch allowing MICA paramedics to be lowered into remote places to rescue patients, including bushland, boats and the ocean.
“Babcock’s expertise, commitment, and focus on safe practices in the most challenging of circumstances has helped saved many lives and 2020 saw almost 2,000 patients transported by HEMS.
“Our long-term partnership with Ambulance Victoria and experience with HEMS continues to deliver significant benefit to more than 5.8 million people living in rural, regional and metropolitan Victoria.”
Women in the RAAF
By Squadron Leader Barrie Bardoe
Linda Cole was excited.
She was about to take to the air in a Sopwith Tabloid biplane piloted by celebrity aviator Harry Hawker. She was fortunate that her father was a great believer in the emerging technology of flight, and an even greater believer in her. It was February 1914, and there was a common school of thought that women would be unsuited to aviation. It was believed by many, that the unfamiliar sensation of rising far above the ground would make women hysterical, and there was a risk that the calm male at the controls would be distracted, or even interfered with, resulting in things ending very badly. However, Cole was having none of it. She wanted to fly. “Miss Cole was perfectly calm and collected when entering the biplane and showed no signs of nervousness”, noted Melbourne publication, Punch. During the flight, which took place over St Kilda, Sandringham and the adjacent bay area, she calmly conversed with her pilot and commented on the panoramic views. She made an observation that had been at the core of the decision to form a military aviation capability, namely that when able to look down into the water it was possible to see objects clearly. She speculated that this would be very helpful for locating mines, among other things. Hawker took another woman – Mia Stutt – for a flight on that same day and just like Cole, she proved to be calm and collected.
Despite the fact that the experience of aviation clearly did not make women hysterical, pilots’ licenses would not be available to women until 1927, and it would be decades before they achieved equal pay and conditions in the nation’s military.
The history of military aviation is far longer than many people realize, beginning in France in 1794 with the establishment of the French Aerostatic Corps. The Corps played a pivotal role in French military success during the period and leveraged technology that was advanced for the age, namely portable hydrogen producing units. On 24 September 1861, a notable first was achieved in the American Civil War, when a balloon was used to direct fire on Confederate positions beyond ground level visual range. From the Australian experience, military aviation began in earnest when the 1909 Imperial Conference in London decided that the British Empire should develop a military aviation capability. The decision had been largely prompted by Louis Bleriot’s crossing of the channel that year, which put the Empire on notice that the world’s most powerful navy may no longer be the final word in protecting the mother country.
The first flight in Australian military aviation occurred on 1 March 1914. The nation’s fledgling military aviation capability had been under immense pressure to get airborne and on the morning of 1 March, this finally happened when one of the two instructors, Lieutenant Eric Harrison, took to the air in a Bristol Boxkite. As part of what now might be termed a Public Relations exercise, the Australian Flying Corps (AFC), which was at that stage an Army formation, was instructed to take local residents and VIPs flying. Local girl, Jo Cunningham, turned up at the aerodrome dressed in sturdy boots and clothing as stipulated, but was advised that flying was not available to women. She lived into her 90’s but never got over the disappointment. Harrison was however clearly having none of it, and a photo dated 11 March shows him in civilian clothes at the controls of the Boxkite, with female passenger Ruby Millen.
During World War One, the AFC was exclusively male, but by war’s end the British Royal Air Force was drawing heavily upon women in technical roles. Harrison was especially interested in the technical and engineering aspects of flight, and by the time of World War Two, women would be playing a significant role in the war effort.
By January 1919, the idea for a military aviation capability independent to the Army and Navy was already taking shape in Australian government circles. This became a reality in March 1921, when the Royal Australian Air Force was formed, only the second such force in the world behind Britain’s RAF. For a singular moment in history, Australia’s military aviation capability had more aircraft than officer pilots – there were 21 officers and 151 personnel in total with an aircraft inventory of 164. No wonder the new force was sometimes
Aircraftwoman Marie Isabel Wilson 1944. victorharborrsl.com.au
referred to as the ‘Gentlemen’s’ Flying Club’!
In the civilian world, women started making serious inroads into aviation, once licenses were granted in 1927. Female aviators, or “aviatrixes” as they were known at the time, soon became commonplace. Women set important aviation records including many long distance solo flights. The media of the day was filled with stories of their exploits and some enjoyed celebrity status. Despite the very real evidence that women could be accomplished pilots, the RAAF continued with a male only policy. The pragmatic reality of world war however, meant that Australia had to draw upon a wider pool of human resources, and in 1940, the Women's Auxiliary Australian Air Force (WAAAF) was formed. The rejection of women in frontline roles was the norm at the time with only the Soviet Union using women pilots in combat roles, but the WAAAF contributed in every other area of the war effort. Many members had been in the volunteer organization the Women’s Air Training Corps (WATC), which had been established by female aviators keen to support the war effort. By 1944, the WAAAF had over 18,000 members, making it the largest wartime female force in Australia. Women pilots flew cutting-edge aircraft to maintenance depots and the squadrons as male pilots were in high demand for combat roles. According to the book ‘Shaft of the Spear’ (Grantham and Bushell, 2003), women dominated some technical categories making up to 90% of capability in some trades by war’s end. In December 1947, as the RAAF underwent demobilization and a radical shrinking from its temporary post war status as the world’s fourth largest air force with over 7,000 mainly cutting edge aircraft, the WAAAF was unceremoniously disbanded.
By 1950, Australia faced a new perceived threat from Communist expansion and became involved in the Korean War. In July of that year, the Australian Women’s Air Force was formed, and in November, it became the Women’s Royal Australian Air Force (WRAAF). Wing Officer Doris Carter was the organisation’s inaugural commander. It was not until the late 1960’s that the ‘marriage bar’ was lifted which had precluded married women from serving and provisions were made for unpaid maternity leave. In 1972,
Women in Aviation Australian Chapter
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the WRAAF finally achieved equal pay with its male counterparts, although this took until 1979 for the wider ADF. Paid maternity leave began in the mid 70’s. In 1977, the WRAAF was disbanded, and female members absorbed into the RAAF. However, in many ways the battle for equal treatment was just beginning. For example, in 1978 Air Marshal Sir James Rowland, Chief of the Air Staff, said to a joint parliamentary committee on the likelihood of women pilots in the RAAF, ‘Do you want me to spend $1M of your money producing a Mirage pilot who is going to leave in a couple of years?’.
On 1 February 1978, the Air Force appointed its first female engineering student, Pilot Officer Margaret Maxwell. It appears that she had already completed two years of tertiary education as an engineer before enlisting, because in 1980 she was posted to an Aeronautical Engineering position. On 21 August 1979, the Air Force appointed Flying Officer Rosalea Hotchkies as the first qualified engineer. She was a direct entry Radar Engineer. The first female Royal Australian Air Force pilots were Flight Lieutenant Robyn Williams and Officer Cadet Deborah Hicks. Both graduated from the same flying course (No 144 PLTCSE) on 30 June 1988. In 1992, the Keating ALP government announced that women could serve in all ADF units except for direct combat roles and in that year, Wing Commander Julie Hammer assumed command of the Electronic Warfare Squadron at RAAF Base Edinburgh, becoming the first woman to command an operational unit of the RAAF. She was awarded the Conspicuous Service Cross in the Australia Day Honours list in 1997, and in 1999 became the first woman to achieve the rank of Air Commodore. She ultimately achieved the rank of Air Vice Marshal.
The year 2000 saw the first female officers in the RAAF to graduate to fast jets. Flying Officer Brooke Chivers and Pilot Officer Aroha Fifield became the RAAF's first women to graduate to fast jets earning their brevets as navigators in the RAAF's frontline F-111 squadrons. In 2011 Minister for Defence Stephen Smith announced the federal government had agreed to remove gender restrictions from combat roles. In April 2014, Squadron Leader Samantha Freebairn - a C-17A Globemaster II pilot - became the RAAF's first female pilot to return to operational flying after maternity leave. On December 2017, one of the last big hurdles was overcome, when Australia’s first female fighter pilots completed their operational conversion course on the F/A-18 Hornet. Defence Minister Senator Marise Payne stated: “I congratulate the six graduates of our most recent Royal Australian Air Force fast jet pilot course – including the first two female pilots to graduate from this course.” Two years later in November 2019
Warrant Officer Fiona Grasby was appointed the first female and ninth Warrant Officer – Air Force, the highest non-commissioned position in the RAAF.
It has been a long road, but a century after the formation of the RAAF, women are now able to undertake all roles.
Barrie Bardoe is a widely published writer and author. He holds a senior officer rank in the RAAF Specialist Reserve and is currently finishing a PhD. barriebardoe.com Defence images.
Timeline for Women in the RAAF
1940
Women's Auxiliary Australian Air Force (WAAAF) formed.
1947
The WAAAF was disbanded.
1950
The Australian Women's Air Force was formed in July 1950 and in November became the Women's Royal Australian Air Force (WRAAF).
1977
The WRAAF was disbanded, and female personnel were absorbed into the mainstream RAAF.
1979
Equal pay achieved for women in the services.
1988
Australia's first female Air Force pilots, Robyn Williams and Deborah Hicks graduated and with the exception of the airfield defence units, there are few jobs within the RAAF barred to women.
1992
Keating Government announces women can serve in all Army, Navy and Air Force units, except direct combat units.
2000
First female officers in the RAAF to graduate to fast jets. Flying Officer Brooke Chivers and Pilot Officer Aroha Fifield became the RAAF's first women to graduate to fast jets.
2011 September
Minister for Defence Stephen Smith announces the federal government has formally agreed to the removal of gender restrictions from ADF combat roles.
2014
Squadron Leader Samantha Freebairn is a C-17A Globemaster pilot and is the RAAF's first female pilot to return to operational flying after maternity leave.
2019
Warrant Officer Fiona Grasby is appointed as the first female and ninth Warrant Officer of the Air Froce
Israel Aerospace Industries Congratulates the Australian Air Force on 100 Years of Service:
Israel Aerospace Industries (IAI) is excited to congratulate the Australian Air Force on marking 100 years of service, this March 2021. IAI looks forward to many more years of fruitful cooperation with the Australian Air Force and IAI’s state of the art solutions.
As a world-leading provider of aerospace, defence, commercial aviation and cyberspace systems, our battle-winning multi-domain solutions continue to meet our customer's operational needs. We deliver a wide range of technologies spanning from outer space to under the sea. IAI’s customers depend on our systems and services to empower defence capabilities, safeguard the homeland and cyberspace. IAI is now working to develop AIC solutions to meet the Australian Air Force’s needs into the future.
IAI’s OPAL net-centric warfare solution is one example of the customer focused, innovative solutions provided by IAI. The combat proven system creates an airborne network allowing aircraft, ground forces and sea vessels to share data in real time. Two key values set IAI’s OPAL solution apart: first, by using OPAL different entities can create a Common Operating Picture, with enhanced real-time situational awareness as well as advanced application-based situation management. This ensures complete interoperability among different airborne platforms, specifically fifth generation to legacy as well as help to create a joint combat picture with naval and land forces. Second, OPAL is an open-architecture solution, meaning the customer can integrate their own data bearers, sensors and systems. OPAL is one of the only solutions on the market that allows customers to implement operational capabilities and software applications on top of the OPAL infrastructure. This provides OPAL customers with an unprecedented degree of independence and agility to deliver capabilities rapidly to address modern combat arena challenges.
Another one of IAI’s world leading Air defence solutions, the Barak MX is an advanced air and missile defence system that provides a single integrated solution for multiple simultaneous aerial threats from different sources and different ranges. Barak MX allows you to tailor your system configuration to face any threat, in any mission and in any battle condition. Selected and currently used by leading countries world wide.
Customers can connect and utilize any combination of the three BARAK MX components. The first component, the BARAK Battle Management Center (BMC), creates and manages a unified multi-sensor aerial picture, coordinates the force operation networks and manages the launch arrays. The Barak BMC is available in naval or land-based configuration. The land-based versions are available in mobile, transportable and stationary platforms. The second component, BARAK Interceptors, all with vertical launch capabilities supporting 360° coverage, quick reactions, short minimal ranges and
OPAL Decentralized Combat Cloud Illustration, IAI BARAK MK, IAI
an active high-end RF seeker for targets with low radar cross-sections and high maneuverability. Finally, the third component, IAI’s Fully Digital Integrated Phased Array Radars, are available in a variety of sizes and configurations.
And finally, ELTA's Signal Intelligence (SIGINT) systems comprise various COMINT and ELINT solutions that can be integrated and installed on all aircraft types: UAVs, light aircraft, business jets and other reconnaissance aircraft. These systems are designed to cope with the challenges of modern, dense communications and radar environments, complex signal formats and evasive radiation patterns in order to build a real-time Electronic Order of Battle (EOB) and gather time-critical intelligence, provide early warning, and Electronic Counter Measures (ECM) cueing. ELTA offers a family of jamming pods designed to enhance the survivability of fighters and other military aircraft by providing protection against all types of Air-to-Air (A/A) and Surface-to-Air (S/A) threats in a dense, radar-guided weapons environment.
IAI provides operational experience, and the ability to transfer knowledge and experience. IAI looks forward to further cooperation with the Australian Air Force. We hope to incorporate out products into your defence solutions. Congratulations!
Sovereign Solid Propellant and Rocket Motors now on-line and ready for launch
This is a unique point in our nation’s history.
With geopolitical tensions increasing, the accelerated transition of global power, and a pandemic that has hit the reset button on many of the fundamental elements of our society – the need for sovereign supply of strategically critical products and services has not been greater within our lifetime.
Black Sky Aerospace (BSA) is proudly stepping up to do its part in on-shoring one of these strategically critical capabilities.
Through more than two years of continuous development and investment, BSA successfully commissioned the nation’s first large scale energetics manufacturing facility for solid propellant in mid-December 2020. Only one month later - BSA launched multiple rockets on the first batches, making history once again as the first Australian company to launch a rocket that was 100% designed and manufactured in Australia, as well as powered by sovereign manufactured solid propellant.
These launches represent a significant milestone for BSA as a company, but also for the nation as it is a strong and unequivocal statement that Australia has the capability to fly its own sovereign designed, manufactured, and powered launch vehicles.
This capability immediately disrupts dependencies on foreign providers of solid fuels for missile, rocketry and space applications, and further creating the opportunity to engage with international Defence primes to collaboratively provide guided munitions. BSA’s products are also ITAR-free to maximise responsiveness and agility.
Importantly, this capability is the foundation of highspeed, long-range weapon platforms, enabling our nation to progress towards sustainable capability overmatch through the sovereign development of leading-edge Defence technologies.
As a testament to the responsive nature of BSA’s technology, two launches were successfully completed within 45 minutes of each other. Two different propellant formulas were used in these 150mm demonstrator sub-orbital sounding rockets, signifying capabilities that suit both Space and Defence requirements. Both rockets carried customer payloads and were completely recovered less than two hours after launch.
In combination with BSA’s ability to rapidly develop aerospace vehicles, obtain launch approvals, and provide access to multiple private launch sites - Black Sky Aerospace now possesses a set of end-to-end capabilities that can deliver anything from energetics, launch vehicles and components, through to turn-key launch services carrying mission critical payloads. This provides a strategically sovereign capability to the nation, so the Australian Defence Force and its allies can have the confidence that comes with being backed by an increasingly sovereign supply-chain.
BSA’s mission is to enable Australia’s Defence and Space industries through the provision of responsive, reliable, and cost-effective products and services. With the critical addition of sovereign solid propellant manufacturing capability to our expanding arsenal, BSA is now delivering on this mission and is strongly positioned to deliver on the 2020 Defence Strategic Update and 2020 Force Structure Plan. 2020 proved to be a defining year for BSA, taking out five major awards including Defence Aerospace Business of the Year and Space Operations Business of the year. The credibility that comes with these third-party endorsements is recognition of BSA’s continual innovation, pushing the boundaries of launch technology.
Looking ahead - BSA has an extensive schedule planned for 2021. Through the scaling of launch vehicles and working with the Australian Space Agency, launches from Australia above the Karman Line under the new rules will commence for the first time from sites in Queensland and the Northern Territory with Equatorial Launch Australia (ELA). BSA’s energetics facility is already undergoing upgrades and manufacturing will see increased vertical integration to intensify throughput.
BSA offers a range of off-the-shelf Solid Rocket Motor (SRM) products to suit various mission profiles and BSA can design and manufacture energetics and SRM as white-label products to suit various mission profiles or rapid prototyping. Additionally, BSA can produce energetics under license through secure transfer of IP stored on offline servers, with manufacturing conducted in secure and safe workshops.
For more information or to book a demonstration, contact BSA at info@bsaero.space
