Australian Air Power Today November 2019

Summer 2019 Vol 1 No 4

Air Force | Air Power | National Defence

Protecting the Modern Day Aviator Inflate | Protect | Deflate | Store

SECU R E , LVC-ENAB LED T R A I N I N G I S HER E

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UTC Aerospace Systems and Rockwell Collins are now Collins Aerospace.

index

Volume 1 No 4 Summer 2019

6 Cover story Protecting the Modern Day Aviator Air Armor Tech has taken a revolutionary concept, inflatable protection, and made it possible to protect a $500,00 flight helmet while still being able to deflate and then store in the small confines of a cockpit, shop or shipping container.

FEATURES

14 26 38 The Air Power Journey: An Overview

Dropping in the Right Direction

Eagle Shooters Hornets 4 : Eagles 0

FEATURE

CYBER SECURITY

FIXED WING

20 Control of the Air: A futuristic view SPACE

30 Women in Space 34 Australia and NASA’s Artemis mission

AUSTRALIAN AIR POWER TODAY

46 Aerial threat: why drone hacking could be bad news for the military HISTORY

42 Bomber Command still flying high in Lincoln

CONTRIBUTING WRITERS Darren ‘Buster’ Crabb, Blaine “Rock” Tompkins, Phil Hawkes, Pathfinder, RAAF News, Defence Connect, Eamon Hamilton, Andrew Spence

EDITOR-IN-CHIEF

Mark Eaton airpowereditor1@hotmail.com ADVERTISING

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

Kylie McQueen airpower@flightpublishing.com.au FLIGHT PUBLISHING PTY LTD PO Box 1269, Bondi Junction NSW 1355 61 2 9386 4213

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49 Defence 55 Air Force Cadets 56 On The Radar 60 Books 65 Relocation 74 Back Page

Australian Air Power Today live at the Edinburgh Air Show page 59

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Digital version: www.australianairpowertoday.com.au Hard copy: To receive a complimentary copy of AAPT call 02 9386 4213 or email airpower@flightpublishing.com.au Cover and above: How can you protect a $500,000 flight helmet – believe it or not, with AIR!!” Air Armor Tech F-35 Lockheed Martin 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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space objects and their complex environment through to the development of optical and RF sensors, technologies to

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foundation by establishing a rolling series of missions supported by continued growth in our educational offerings to provide a skills and training pipeline for the future space cadre of the Australian Defence Force and broader

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C over Sto ry

INFLATE | PROTECT DEFLATE | STORE The aviator flight helmet, like the aircraft he or she flies, has come a long way since the first powered flight over 100 years ago. Advances in helmet use and function have been driven by changing safety requirements, aircraft capability, technology and, at its base level, necessity.

The newest fighter, the F-35, has significant improvements like a new helmet which replaces old technology such as the Heads Up Display (HUD), but adds expense and sensitivity. It seems the helmet which used to only protect the pilot, must now be protected by the pilot! Air Armor Tech helps do just that in a light-weight, collapsible form.

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Background Many of us use devices that are fragile and susceptible to damage or breakage. Care must be taken to prevent damage to such a device – especially when the user relies on the device for his or her occupation, adventure and, at times, even to protect the user’s life. This potential exists, for instance, when a device is carried or otherwise transported in the austere environments where we work or play.

An exemplary device that includes fragile elements that are susceptible to breakage is a modern, aviator flight helmet.

The aviator flight helmet, like the aircraft he or she flies, has come a long way since the first powered flight over 100 years ago. Advances in helmet use and function have been driven by changing safety requirements, aircraft capability, technology and, at its base level, necessity.

In the early 1900s through the end of WWII, the aviator’s helmet was made of soft leather and intended mainly to protect from wind and cold. As advances in wireless radio communication developed, the leather helmet began to feature earphones for radio receivers. Later, as turbocharging technology permitted higher aircraft operating altitudes, the oxygen mask attachment became standard as well.

Early eye protection in the form of rubber-framed glass goggles were adopted from the fledgling days of manned flight as the most reasonable way to protect the eyes--especially in open-cockpit machines. As operating speeds became substantially increased with the advent of jet aircraft, rigid visors were developed as part of the helmet to protect aircrew from the deadly windblast effects of emergency ejection.

Over the years, the flight helmet has served first and foremost to protect the pilot’s head in various situations: from bumps and scrapes on the flight line or in the cockpit, to the dangerous environment of an aircraft carrier deck, and more critical still in the case of high-speed ejection. Like any piece of equipment however, man has found a way to make this device even more

....this has changed for the 4th and 5th generation of aircraft and resulted in a growth in the importance of the flight helmet as a source of combat advantage outside its basic protection role. useful, combining functionality and advantage with the basic requirement of safety. But if we simply look at the period up until just a few years ago of the flight helmet’s life, it seems to have stagnated technologically and thus, strayed little from its primary goal of protecting the pilot’s head.

Over this period most modern helmets have offered the following similar capabilities: protective outer shell, comfortable interior, attached visor, radio communication, source of oxygen, and add-ons like an attachment for a separate Night Vision Device (NVD).

Although convenient and useful, few, if any, of these capabilities are absolutely critical to fly and employ the aircraft.

This has changed for the 4th and 5th generation of aircraft and resulted in a growth in the importance of the flight helmet as a source of combat advantage outside its basic protection role. In the latter stages of 4th generation aircraft maturity, on platforms such as the F-15, F-16, F/A-18, F-22 and various foreign competitors, the development of a helmet mounted cueing system has changed the direction of flight helmet requirements and has begun a shift in the definition of its primary function.

In a sense, tactical employment of the helmet’s cuing system and the advantage gained by its use, have changed the focus of both construction and the role the helmet plays. Add to this the ability to see the video of an aircraft sensor (like IR Imagery) displayed on the visor, and the utility of the helmet increases dramatically. Both of these capabilities are available now on helmets such as the Joint Helmet Mounted Cueing System (JHMCS).

The helmet used on the F-35 Joint Strike Fighter has all of these capabilities and more. In fact, the F-35 no longer uses the Heads-Up Display (HUD) that has become the standard in modern tactical jets. The critical information previously displayed on the HUD will now be contained in the

helmet. The pilot is able to access the information required to fly the aircraft almost regardless of where he is looking. This critical flight information will only be available in the helmet he wears, making it indispensable flight equipment. In addition, he will be able to use NVDs and various infrared cameras and display options, DAS (Distributed Aperture System), etc. without taking any additional gear to the aircraft, like is the norm at present.

All of these options are contained within the flight helmet he carries to the jet. The trade-off is that this new helmet has become a very sensitive and fragile piece of gear – more so than any other piece of gear he uses.

Where the helmet once served merely to protect the pilot’s head, the pilot will now, in some capacity, serve to protect this helmet!

Gone are the days of careless handling and use of a fighter aircraft helmet. The pilot who now relies on this helmet to successfully fly and employ his aircraft will be acutely aware and concerned about the safety of this helmet while in transit to and from the aircraft as well as any other time he is not using it for flight.

It serves to reason that, like all technology, these improvements come at a price. What the pilot might have considered expensive for the previous helmet he wore will pale in comparison to the price tag on this new helmet – to an order of great magnitude ($500K USD for F-35 HMD). So, another factor contributing to the critical nature of helmet protection is its extremely high price relative to past years and former helmet bag solutions – a fact that will be realized by both the end user and the numerous individuals and services responsible for acquisition and maintenance of these helmets. What is required is something to aid the pilot and technician in a mounting challenge to protect this helmet.

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The F-35 is the only aircraft that has ever had the helmet made in conjunction with the aircraft.

Designed to give F-35 pilots unprecedented situational awareness by displaying airspeed, altitude, targeting information, and threat warnings on the helmet’s visor.

The helmet component connects to the Distributed Aperture System (DAS) system which gives pilots a God’s-eye view of the battlespace.

F-35 HMD is a sophisticated and sensitive helmet system offering the pilot a wealth of information for both navigation and tactical execution, all transmitted to the visor and accessible regardless of where the pilot is looking.

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Providing a Solution Air Armor Tech provides the solution.

Until now, the pilot or aircrew technician had to make a tough decision concerning the tradeoff between protection and collapsibility. In the modern fighter aircraft, space in the cockpit is extremely limited. The choice: • A hard, plastic case that is fairly protective, but will not fit in the aircraft • A standard, quilt and nylon bag that is collapsible but not protective from anything more than scratch – i.e. it does not protect from shock damage But Air Armor Tech has a solution that does both jobs better – with AIR! Blaine “Rock” Tompkins served 11 years in the USN flying F/A-18 Hornets and Super Hornets and another 10 years in the USAF flying F-16s. His JHMCS in the Super Hornet cost $200K USD and in the Scorpion in the Viper cost $150K USD. While working on the F-35 program as a Pilot SME, he found the astronomical $500K USD cost of the HMD to be very concerning and knew how the average pilot treated equipment – usually without great care. So how do you protect a $500K helmet? With the above limitations in mind he knew there had to be a better way. Then he remembered he already wore an inflatable G-suit and an LPU (Life Preserving Unit) – both of which inflate to

The AAT helmet bag provides extraordinary 360 degree protection in a light-weight, collapsible method never before available on the flight line, ship or shop setting.”

protect the user and then deflate to store at a more compact size. Why not just create a bag with an inflatable bladder that accomplished the same goal. Air Armor Tech was born on this revolutionary concept and has been issued US Patent #9,999,272.

The Air Armor Tech (AAT) Helmet Bag The AAT Helmet bag provides an aviator helmet, especially 4th and 5th Gen with 360 degrees of extremely durable, airfilled protection as it conforms to the helmet. Drops from even considerable heights are no longer a threat, much less minor bumps and scrapes that occur regularly. It is light weight and

can be deflated for compact storage when not in use (i.e. cockpit, shop, shipborne storage, shipping, etc.). All of this affords pilots and maintainers the peace of mind that their expensive, sensitive and critical equipment will be protected against all unfortunate but inevitable scenarios, reducing repair/replacement costs and, possibly more important at times, safeguarding readiness and sortie execution.

Though originally designed for the F35 HMD the AHB will accommodate a myriad of other Helmet systems to include: Scorpion, JHMCS, ANVIS/HUD, IHADSS, Jedeye, etc. Weighing in at only 4 pounds, it can be inflated in ~4 breaths and, when deflated, it will roll up into a 10inch x 4-inch diameter roll or folded to fit in

Inflated bladder encased in an exterior 1000D “ballistic” nylon and an interior, cushioned neoprene lining.

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the cockpit or save space in a ship or shop space. Some of the premium features that can be found on the case are: • Rugged 1000 Denier Ballistic Nylon outer shell • Water, Dust and Impact Resistant • Puncture resistant, mil-spec, RF welded and urethane-coated bladder • Integrated padded carrying handle and shoulder strap with reinforced stitching • Can be used as a protective shipping device • Inflation method: • Oral – Halkey Roberts Oral inflation Valve (same as found on LPU) • Mechanical • Shop Compressor with rubber conical tip • Needle – any pump that can accommodate the same needle used on inflatable sports balls • Over-inflation valve – up to 5.35 psi, +/- 10% • To guard against over-inflation due to temperature, altitude or incorrect mechanical inflation.

AAT HB unzips for storage, maintenance, inspection

Blaine “Rock” Tompkins is a fighter pilot with 3,000 flight hours, 20 years of service and multiple combat deployments with both the US Navy and US Air Force in the F/A-18 Hornet and F-16 Viper. Asked in 2009 to work on the newest fighter aircraft, the F-35 Lightning II, which incorporates advanced avionics,

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Each F-35 HMD form fitted to each pilot and difficult to quickly exchange or fix when damage occurs.

In essence, the revolutionary technology that AAT offers will provide extreme protection in a light-weight, collapsible form never thought possible on the flight line, shop or ship-borne ops.

It will protect a highly valuable, critical piece of flight gear, increasing readiness,

decreasing space requirements and ultimately saving the taxpayer a great deal of money.

Other Military and Civilian Products by AAT Air Armor Tech currently sells Aviation

Deflated AAT helmet bag next to the new F-35 HMD

sensors and weapon systems into a pilot helmet, he immediately recognized a looming problem that would need to be solved…

While the $500,000 helmet performed well, the increased sensitivity, value and requirement to fly the jet could not be adequately protected by the standard issue quilt lined bag that did little more than provide a means

of carrying the helmet. Hard case options are simply too heavy, bulky and do not fit into the cockpit.

Perhaps being both protective and collapsible was seen as an impossible option, but it got “Rock” to thinking – Why couldn’t one devise a case that offered the needed protection but took up less space? So, he did… with AIR!

C o ve r Sto r y

Air Armor Tech’s inflatable gun case being run over by a HumVee – now that’s tough

protection!

Helmet Bags, Rifle Scope Covers and Gun Cases. However, there are dozens of Inflatable Protective products on the books that include: Gun Sleeves, Archery, Camera, Camera Lens, Drone, Critical Radio and Digital Equipment, Shipping Containers, FLIR/NVG Cases, etc. – essentially, any piece of critical equipment, especially when used in

austere environments, that needs to be protective, light-weight and eventually collapsible for storage.

Blaine “Rock” Tompkins Air Armor Tech www.airarmortech.com + 1 817.487.3837 Australian Dealer: https://www.aeropartsaustralia.com.au Photo credits Lockheed Martin

Blaine “Rock” Tompkins

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F eat ure

‘Victory smiles upon those who anticipate the changes in the character of war, not upon those who wait to adapt themselves after the changes occur.’ Giulio Douhet, The Command of the Air

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www.AViat.com.au Ian Harman (Group Business Development Manager) + 64 21 246 4871 • ian@aviat.com.au Glen Brabant (General Manager) +61 419 479 209 • glen@aviat.com.au

Locally owned, AViat Global have recently opened the doors to an Aircraft paint and maintenance facility, located at Avalon Airport, in Victoria.

Being the only wide-bodied capable facility in Australasia, it can accommodate all aircraft types including B747-400, in addition to military rotary and fixed wing platforms.

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The organisation holds A1 ratings on numerous aircraft types under our CASA pt 145 certificate and can offer the following additional services:

The extremely large 9200 sqm paint facility includes a separate 51 m long spray bake paint booth suitable for large helicopters, flight controls and components.

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The Organisation is also able to offer full maintenance services and limited painting at its other main location at Tullamarine.

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How I found my career direction with a Charles Sturt teaching degree Charles Sturt University student and former Royal Australian Navy (RAN) Combat Systems Operator David Hunt has discovered his career direction through the gift of education. And when it comes to study, his experience matters.

How did you find out about Charles Sturt University?

My wife completed a Bachelor of Nursing with the uni and suggested it, as did a couple of good friends I went to school with who attended years prior.

Incidentally, I helped build the student accommodation in Dubbo as a tiler’s labourer prior to joining the RAN, so I’ve known about Charles Sturt from the very beginning of my adult life. I guess it was just a natural transition, as the uni has always had a good reputation and a strong presence in rural New South Wales.

desire to see others progress and succeed in life.

What was your role in the RAN and what are some of the highlights of your career?

I served in the RAN as a combat systems operator (mine warfare) sailor. I spent the entirety of my career posted to various Minehunter, Coastal (MHC) ships and land-based units from HMAS Waterhen, Sydney. Some of my highlights include undergoing exercises in South-East Asia as well as various ports around the Pacific Islands and Australia. These gave me the opportunity to visit other countries and work with various navies. I was also a recipient of two Commanding Officer’s Commendations in 2007 and 2010, and the Warfare Community Medallion after my promotion course in 2008.

Why did you choose to study the Bachelor of Education (K–12)?

I have always understood that the university’s training of educators was of a high quality, and I wanted to give myself the best chance for employment upon completion. My decision to pursue K–12 was to broaden my chances of employment with a major (mathematics) and range of teaching (primary and secondary). Plus, I have a personal

What were your career ambitions when you first joined the RAN? How do these compare with your goals today?

My first and ultimate goal was to go on operation, with the secondary goal of instructing recruits or trainee sailors.

As well as these goals, I also had an ambition of possibly being a member of Sea Training Group, which assesses and tests unit readiness throughout the RAN. There are similarities in the goals 18

I set myself in the RAN compared to me studying to be a teacher. For instance, a large majority of my goals involve training/educating people.

What’s your advice for other ADF veterans considering studying with Charles Sturt?

My best advice would be that if you are considering undergoing studies, you should not ignore this urge – grasp it with both hands. One of the greatest misconceptions that many veterans seem to fall into is that their lives peaked when they were in the ADF. This is not true by any means. In fact, their service should be seen as a cornerstone for the rest of their lives.

Ex-service personnel have a unique advantage of being able to operate under pressure, as well as having a commitment to timings, punctuality, discipline and determination. These are qualities that many are searching for within themselves while studying.

However, these are already deeply entrenched within all those whom have served.

The sense of accomplishment and assuredness that I’m working to a better future for myself and my family is one of the best feelings I’ve had in a long time.

Once again, I encourage any veteran out there thinking of studying to take that step.

Read more online at study.csu.edu.au

Experience Matters Entry Program Your defence experience matters at Charles Sturt University.

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We’ll use your rank to work out your equivalent ATAR. So if you’ve completed your recruit training, initial employment training (or equivalent per branch of service) and have at least two years’ experience, you’ll be eligible for most of our undergraduate courses.

At Charles Sturt, we’re a veteran-friendly uni. And we’re here to help you get qualified for the next chapter of your life.

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CRICOS Provider Number for Charles Sturt University is 00005F. © Charles Sturt University, 2019. C1561.

F eat ure

CONTROL OF THE AIR A FUTURISTIC VIEW

‘Control of the Air: The ability to conduct operations in the air, land and maritime domains without effective interference from the adversary air power and air defence capabilities.’

The RAAF Air Power Manual, Sixth edition, 2013, p. 50.

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An Australian F-35 over the Hopi Reservation, Arizona, USA. CPL Dan Pinhorn

Ever since the US-led Western coalition launched Operation Enduring Freedom in Afghanistan, as a response to the attack and destruction of the twin towers of the World Trade Centre on 11 September 2011, these forces have fought wars against adversaries who have been overwhelmed by the sheer military power of the West. Of particular note is the fact that the Western coalitions have been able to dominate the skies with near-impunity, without even having to initiate a campaign to obtain and maintain control of the air. The adversaries of the past few decades have been irregular forces without even minimum air defence capabilities. Therefore, control of the air automatically came the way of the regular military forces who in turn took such control for granted.

The result of this one-sided air power equation has been that the air forces of the Western nations have focused on developing solutions to the challenges that they face in the immediate future, rather than focusing on evolving concepts and planning acquisitions for future conflicts. However, such a status quo was too good to last and the scenario has changed in the past few years.In the evolving geo-strategic environment, it has become apparent that any future military campaign would have a near-peer competitor in the adversary corner. This poses a challenge to air power and air forces—it has become difficult to determine the evolutionary track that must be adopted to ensure that adequate control of the air can be guaranteed in the 2030s and beyond. The skies are gradually becoming contested and heavily guarded, making the development of the wherewithal and concepts for its dominance a vexed issue.

Most modern air forces have initiated at least preliminary experiments into technologies and are investigating force structures that would cater for the uncertainty that seems to be looming ahead from an air campaign perspective. The quest is on now for the next technological innovation that will create a step-change function in the application of air power.

The current confrontations are still being dominated by irregular 21

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Cerebral palsy is the most common physical disability in Australia and the most expensive to manage. CPEC provides physical, occupational and speechyou therapy to children, training to Can name parents as well as enabling children aand not-for-profit families to access the essential equipment they need in their daily lives. personal & financial The APS Benevolent Fund has granted a wish of major thatproportions service provider to CPEC. Equipment and resources are critical thethis? provision of support offers allinof for the kids and families at CPEC. Physiotherapy costs to the value of $56,220.00, occupational therapy costs to the value of $8,423.50, speech pathology costs to the value of $25,524.00 and parent training to the value of $47,461.70 brings our gift for the kids at CPEC to $137,629.20.

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Fe a tu r e

adversaries reliant on the concept of asymmetry to equalise the balance of power, and therefore, the conventional military forces are not currently oriented to fighting and winning against potential peer-level adversaries. Modern air forces must expect advanced fighter aircraft, sensors and weapons to proliferate in any future conflict zone.

These systems would make the campaign to achieve control of the air complex and hard fought.

For the past few decades control of the air has been built on lethality of air power application and the survivability of the systems that in turn are fundamentally dependent on the two characteristics of speed and manoeuvrability. With the technological developments that have brought about conceptual innovation, domination of the airspace will need to take into account the availability and exploitation of information. Assured access to information and its exploitation for one’s own use, while being able to deny it to the adversary, would be critical in the future for achieving control of the air.

Information exploitation as a prerequisite to obtaining and maintaining control of the air would require the development of systems that have the appropriate sensors—on the ground and in the air and space. Further, these sensors must be networked to create a holistic picture that is accessible to all operators in as near realtime as possible. It will also be necessary to ensure the robustness of the network and its redundancy, while also ensuring that bandwidth requirements are met. The move towards information exploitation does not mean that speed and manoeuvrability are not necessary attributes; they continue to be crucial to

achieving control of the air. By sensing, processing, distilling and distributing information at a pace faster than the adversary, one’s own air power assets will operate inside the decision-cycle of the adversary and therefore, will be in the best position to overwhelm the opposition.

Both conceptual and technological developments point to the possibility that a number of emerging technologies, which have yet to mature, will become critical to achieving control of the air over the next few decades. Traditionally the gestation period required to operationalise a platform with cutting edge capability from concept to reality has been long. One development that is being pursued is the concept of rapid prototyping involving the simultaneous development of the main platform and the necessary subsystems, which would then be aggregated. This time-saving development is meant to avoid the long waiting time necessary today to acquire and field major systems such as fighter aircraft.

There is also tacit acceptance at the experimental and developmental stages that current systems that ensure adequate control of the air are far too expensive to risk being lost to enemy action. Both scientists and operators are analysing concepts that would ensure a large number of nodes so that the destruction of some of them through enemy action would not cripple the entire system. This concept is being called ‘distributed space’ as a working title. Similarly the concept of defending a vital asset by optimally employing stealth, electronic warfare and speed using platforms that are not too ‘expensive’, and therefore can be placed in harm’s way, is also

under consideration. Such innovative concepts will revolutionise the manner in which control of the air is achieved and maintained.

Emerging technologies include increased computation speeds, advanced communications, radiofrequency exploitation and a drive to increase automation within combat systems. The concept of a manned aircraft controlling several uninhabited aerial vehicles representing a system of systems to gain control of the air could lead to air dominance. The combination of manned and unmanned platforms performing sub-sets of the same task has long been conceptualised and is now nearing the experimentation phase.

The manned/unmanned pairing would have to develop trust between a humancontrolled and automated platform that in turn will have the capacity to enhance the envelope of system performance.

The future contest for control of the air will be based on having many platforms—a judicious mix of manned and unmanned systems—functioning as a complex system of systems, as opposed to the current practice of fielding a few but highly capable and sophisticated platforms.

Conceptual discussions have progressed to the extent of envisaging a few manned ‘mother ships’ being supported by, not hundreds, but thousands of uninhabited platforms that are specialised to perform subsets of complex and multi-faceted missions such as control of the air. An overarching factor on the clear need to dominate the airspace as a prerequisite for the success of all military operations is the need to achieve it at the best costbenefit equation.

Pathfinder. Air Power Development Centre

A Royal Australian Air Force F-35A Joint Strike Fighter arrives at RAAF Base Williamtown. SGT Greg O’Neill

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In conversation with Steve Lang – Hawker Pacific and airborne ISR capabilities supporting Regional Defence/Security Organisations Hawker Pacific is a market leader in integrated civil and military aerospace Sales and Product Support throughout Australia, South East Asia, the Pacific and the Middle East representing a number of the world’s leading aircraft and equipment OEMs including Bell, Diamond Aircraft and FLIR Systems.

Now forming part of Jet Aviation, a General Dynamics Company, their world-class team continues to draw on 40 years of experience in the region to offer a complete range of professional aviation services inclusive of design and integration of Airborne Surveillance and Special Mission Systems.

To learn a little more about ISR we recently sat down with Steve Lang, Government Programs Development Manager at Hawker Pacific to discuss current programs and what lies ahead for this growing segment.

1. Steve, tell us a little about yourself, your experience in aviation and in particular the area of airborne ISR? So, I have just under 30 years in aviation with a mix of Defence/Civil, flying, joint ops, engineering, consulting, and management jobs. I currently cover multiple roles including Program Manager, Project Manager, resident test pilot/Chief Pilot, in-house operational advisor on all things flight operations, special mission/ISR, and general trouble-shooter across multiple projects.

In terms of my ISR experience, I was an ISR product user in RAAF, but gained in-depth understanding of ISR by working as the DEAP Program Manager and primary pilot for DST’s ISR R&D platform. I’ve also been the lead Project Manager for the RAAF B300 ISTAREW Project; delivered the operational training and CONOPS development for the Royal Malaysian Police B300 special mission fleet capability; and I’m currently involved in the flight test and operational transition for the NZDF ACTC Project delivering AWO training and special mission configurations.

2. Can you expand on your more recent ISR experience within Hawker Pacific?

Through my time in the DEAP Program, I’ve seen significant development in various ISR radar, electro-optic, and other ISR capabilities, as well as the associated PED elements.

Our team of design and integration engineers, and pilots work closely alongside the DST team to provide the design engineering, certification, incorporation, and operational employment of these ISR sensors and 24

PED capabilities. Concurrently, the other ISR projects such as the ADF’s B300 ISTAREW capability have been focussed on the end user utilisation in real-world applications providing me a unique position to understand ‘ISR’ in terms of the technical drivers around capability requirements versus sensor/PED limitations versus operating environments for real-world outcomes.

3. How does Hawker Pacific value add to airborne ISR systems for Defence/Security end users?

For any given project, the actual ISR system configuration in terms of size, weight, power, etc is relatively straight forward against end user requirements.

The most difficult part is generally around the integration piece, and (not unexpectedly) with juggling budget and schedule pressures. Having concurrent and well informed, competent input from all departments enables us to quickly and effectively provide holistic solutions and resolve challenges – cutting quickly to the critical issues and providing options on how to best juggle the cost, schedule, specification factors versus capability outcome.

4. What are the main challenges you face when engaging customers and end users to define their requirements and ensure they get the capability outcomes they really want?

The main challenges for ISR projects aren’t any different to those found on other complex, technical projects.

Articulating an accurate specification, with an appropriate budget, and effective schedule management process are Project Management

101 concepts, but it’s exactly these issues that tend to be the perpetual bugbears in all ISR projects. The most important aspect is making sure there’s a clear understanding of the capability outcomes by all stakeholders that form the ‘customer/end user’ group.

Achieving this, coupled with establishing a workable process whereby project challenges can be efficiently and effectively resolved to best balance the available budget and schedule against capability outcomes is vital.

5. What new and emerging technologies do you see as exciting for the ISR market?

I see two parts to this question – the aspect of ‘ISR-denial’ technologies that are becoming increasingly available will impact significantly on the ISR domain; and the following three technologies are likely game changes in how ISR is conducted – Artificial Intelligence (AI); quantum computing; and nanotechnology. AI capability will be able to greatly improve the diagnostic analysis and decrease the resources needed to conduct data processing; and allow for more advanced, intuitive responses in detection/counter-measures against spoofing and ISR-denial techniques.

Next is quantum computing – and although real quantum computing is not yet a viable option, there are several advanced development projects out there for the next-generation processors such as probabilistic computer devices.

And finally, nano-tech in terms of the lessons coming from the developing nano-tech field and eventually nanotech used directly in the ISR solutions of the future.

Engineered Intelligence Where your ISR mission begins.

hawkerpacific.com

F eat ure

Dropping in the right direction

By Eamon Hamilton Precision-guided airdrop will soon deliver a quicker and more accurate means of sustaining troops over long distances.

Combining steerable parachutes with GPS guidance, the next generation of joint precision air drop systems (JPADS) have been demonstrated in a joint trial between Air Force and Army.

Group Captain Nicholas Hogan, the Officer Commanding No. 84 Wing, said JPADS could land on a dropzone (DZ) the size of a cricket oval, or a road, depending on the delivery mode.

“Historically, DZs have been a cleared area the size of a small airfield, several hundreds of metres long, and at a fixed location,” Group Captain Hogan said.

“Using JPADS significantly increases the areas that ground forces can be resupplied from, which increases their manoeuvre if they’re beyond the range of other resupply methods.

“Ground commanders can also easily control JPADS whilst it’s in flight, effectively allowing them to move the DZ with them on the battlefield instead of being tethered to a fixed point.”

The trials were conducted from August 19-30 at RAAF Base Richmond, New South Wales, and a demonstration at RAAF

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Base Curtin near Derby in the north of Western Australia.

Led by the Air Force’s Air Mobility Training and Development Unit (AMTDU), the trials also involved members of No. 37 Squadron, the Army’s 176 Air Dispatch Squadron and the Army Logistics Training Centre.

Wing Commander Stephen Monypenny, the Commanding Officer of AMTDU, said a C-130J Hercules from Air Force’s No. 37 Squadron was used for the airdrop.

“We conducted three passes over two separate flights,” Wing Commander Monypenny said.

“The first pass delivered a 500-pound (226 kilogram) load, and the second pass delivered a combination of a 4000-pound (1814 kilogram) and two 2000-pound (907 kilogram) systems.

“We then repacked one of the 2000-pound systems and demonstrated its reusability by delivering it again on a second flight.”

The trial allowed parachute riggers and air dispatch personnel to pack, fit and support the loads, as well as provide an opportunity for aircrew to train in how to conduct mission planning for the new systems.

The systems trialled by Air Force and Army rely on existing parachute rigger and air dispatch expertise, with little additional training required to construct loads for their use.

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Applied to a C-17A Globemaster, JPADS could allow for the delivery of time-critical cargo over intercontinental distances.

That includes urgently needed medical supplies or spare parts for plant equipment from Australia.

Alternatively, a C-27J Spartan or C-130J Hercules could fly intra-theatre missions from a forward air base in theatre, overfly terrain and surface-to-air threats, and sustain deployed units.

Air Force is looking to roll out JPADS capability in conjunction with 176 Air Dispatch Squadron, providing more options for supporting forces on the ground.

“All three systems were demonstrated in-field with same day repacking and airdrop capability without the need for external support,” Wing Commander Monypenny said.

“A new tablet allowed a ground commander to track and monitor a JPADS loads in flight.”

“This is able to accurately deliver bulk loads and equipment, whether it’s small packets or containers of consumables, rations, or ammunition,”

The equipment manufacturers, Wamore and Complete Parachute Systems, were present at the trials.

A key element of the newer JPADS systems is their use of an Ambassador Modular Autonomous Guidance Unit (MAGU).

Designed to be interchangeable and sustained by a fielded unit, the MAGU enables a JPADS load to use a parachute to ‘steer’ to a bullseye on the dropzone.

Warrant Officer Class 2 Mathew Hawkins, a project officer with AMTDU, said a JPADS system equipped with MAGU could use a circular DZ, with an accuracy better than 150 metres with 80 per cent confidence.

“A key point of difference is that the JPADS can be dropped from an aircraft significantly higher and further away from the DZ, than if it simply airdropped the load from 1000 feet,” Warrant Officer Hawkins said.

“There is also flexibility to utilise a ‘roadway’ mode that is highly accurate to a given axis laterally, while less accurate in a longitudinal sense than ‘accuracy’ mode.

“Its usage potential is vast, with the flexibility of containerising small load items in existing container systems, and a payload range on the family of parachutes between 500 to 4000 pounds.”

“The loads have the same construction requirements as conventional airdrop, with the parachute configuration taking approximately the same time as conventional systems.”

It can also carry heavier cargo like fresh water, fuel, or specialised equipment.

“As we conduct more clearances with this system, we can expand the envelope for its employment to include heavier loads,” Wing Commander Monypenny said.

“The 2000-pound system is ready for small-scale use, and the remaining systems Defence images: The Joint Precision Aerial are still being used for training but could be Delivery System (JPADS) is demonstrated at fielded wider in the next 12 months.”

RAAF Base Curtin. CPL Christoper Wager

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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

The Defence Bank Foundation is an independent charity to support wounded, injured and ill current and ex-serving ADF members and their families. To make a donation, go to defencebankfoundation.com.au or visit a branch.

Donations over $2.00 are tax deductable.

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.”

We’re winning where it counts.

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Defence Bank recommends you read the Defence Bank Products and Services - Conditions of Use for any product you choose to take.

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Women in space inspire career choices The roles of women in the space industry are often overshadowed by their male counterparts.

That was the motivation behind a series of Women in Space events during Space Week in South Australia.

“We know from movies like Hidden Figures that there have always been women working in the space industry but their voices are not sufficiently heard,” said Women in Space organiser and Adelaide Law School Dean Professor Melissa de Zwart.

“There are a lot of women working in diverse areas of the space industry but there’s often a lot of focus on what the males do – if you go to a conference for example they’ll have a whole panel of men so we really want to redress that balance.”

The first of three Women in Space events took place at Hamilton Secondary College in suburban Adelaide on 26th September when a panel of six leading space industry women ran a workshop for about 80 high school students from across Adelaide.

The group, which includes American participants Elsbeth Magilton from the University of Nebraska College of Law and Dr Laura Grego from the Union of Concerned Scientists, also hosted a public lecture and networking event at the University of Adelaide and a full day academic forum at Adelaide Law School.

Professor de Zwart, who is also a Space Industry Association of Australia board member, said the growth of the space industry in South Australia and the recent establishment of the national space agency in Adelaide had generated a lot of interest in space as a driver of economic growth.

“There are opportunities now for people who may not have traditionally considered a career in space because there are now more pathways to get there – everyone’s interested in space now,” she said.

The recent visit also allowed South Australian to promote itself, “whilst South Australia might be a remote place, we have these great relationships with people who are doing cutting edge work overseas so you don’t even have to leave South Australia to benefit from those international partnerships.”

“So the purpose of doing this was to highlight the voice of women but particularly the activities is about reaching out to high school students to say that there’s a diversity of experiences and jobs and opportunities in what we call the space industry.”

The space industry in South Australia received a further boost in April when it was announced the national SmartSat CRC would be headquartered at the University of South Australia. The CRC brings together an A$190 million cash and in-kind investment from 99 industry and research partners with a $55 million pledge from the Australian federal government over seven years.

SmartSat CRC CEO and Managing Director Andy Koronios said that as Australia’s newest large-scale space organisation they had taken the opportunity to ensure that not only their science was cutting-edge but their governance was also best practice and had a balance between geography, generations and genders.

“We are looking to help the new generation of space scientists and engineers, which is primarily not as gender balanced as it should be,” Koronios said.

“At the moment with engineers and IT people, if you get 12 per cent (in your business) you are doing well. We want to change that a say ‘No, you still have a long way to go and you are doing well when you have 30, 40, 50 per cent, not 12’.

“If you have a balanced workforce it’s more profitable because you have many more of the best brains.”

Professor de Zwart asked students

at the workshop what a day without satellites would be like to get the young people thinking about space.

“There’d be no communications – no Uber Eats, no Google Maps, no EFTPOS banking, no Snapchat. You guys couldn’t talk to each other,” she said.

“So it’s a pretty important global issue to make sure that space is a pretty safe and secure operating environment so that everybody in the world can access those services.”

Flinders University space archaeologist Dr Alice Gorman told the students that as a child she could not decide whether she wanted to be an archaeologist or an astrophysicist and had no idea she would end up doing both.

“Things are changing pretty rapidly at the moment and Australia’s looking to really ramp up its involvement in the space industry and space science,” she told the workshop.

“As an archaeologist currently working in space I think that shows that you don’t all have to be engineers or physicists to become involved in space.

“I see a role for creativity and social sciences very much in the future and in this room I hope there are going to be many people who find different ways to intersect with this exciting human endeavour.”

Australia aims to grow the space market segment from AU$3.9 billion to AU$12 billion by 2030 and double space industry employment to 30,000.

South Australia has been instrumental in helping establish the nation’s space industry to reach this goal. It is home to major Tier 1 defence companies and several emerging startups, including Myriota and Southern Launch, which is establishing a launch facility in the state’s west that was given major project status this month.

Andrew Spence Artwork by Ed Blunt

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Securing space with Australian developed, world leading space situational awareness With its large land mass and widely distributed population, Australia benefits from services delivered from space more so than most other countries.

While Australia’s space operations are nascent and the country as a whole has relatively few space assets, as it grows its presence it will undertake operations in an increasingly congested and contested domain. The deployment of mega constellations such as SpaceX, Google and OneWeb are likely to more than double the number of active satellites in Low Earth Orbit (LEO) in a period of just a few years, generating significant traffic management issues.

The ability to proactively monitor objects in space and provide a plausible deterrent to unwelcome activity in orbit is the core of what EOS Space Systems (EOS) offers.

The Canberra based, Australian company, has been pioneering the use of laser technology in space for over 35 years, leading the world in design, manufacture, delivery and operation of sensors and systems for space situational awareness (SSA) and space control.

EOS is developing a network of active and passive optical sensors that

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will be capable of tracking objects in space from LEO to geostationary orbits and beyond. Currently EOS operates two tracking stations located at Mt Stromlo (ACT), and Learmonth (WA).

The two sites house six sensors that acquire 10,000 tracks per week. An extension of this network is planned and when completed it will provide around 150,000 tracks per week with 24/7 operations.

The company’s advanced SSA capability allows users to see, measure and understand activities in space that are conducted by commercial operations, partner countries, and potential adversaries. Obtaining precise information from space – much of it unique to Australia’s geographical locations – EOS analyses the data to create actionable information for system operators, in both commercial and government environments.

Using lasers, EOS tracks and predicts the physical location and orbit of human-made objects circling the Earth. This not only tracks operational satellites, but also space debris – a growing problem for access to, and operation in, space. EOS’ use of laser beams to identify and track space debris

is a capability that is unsurpassed around the world.

In addition to precise orbit determination, EOS combines astrodynamics and astro-navigation expertise with their Mission Systems Command and Control Software to provide information about a space object’s history, function and intent.

Currently in use for the control and operation of EOS’ own sensor network, the capability has clear commercial benefits.

EOS’ ability to establish and maintain space intelligence superiority is highly valued by users in Australia, Japan, the US and Europe, as well as international space agencies, satellite owners and overseas defence agencies.

Knowing where objects are and being able to predict when a collision in space will occur is one thing, however, doing something about it is another. To have an effect on objects in space, EOS is building even more powerful lasers that can move objects in their orbit, from the ground – a revolutionary next step in space control and the prevention of collisions in space.

SECURING SPACE WORLD LEADING SPACE ENVIRONMENTAL MANAGEMENT SPACE SITUATIONAL AWARENESS | SPACE CONTROL

EOS-AUS.COM/SPACE

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Australia and NASA’s Artemis mission Late October was an important one for the global space community. The annual International Astronautical Congress (IAC) was held in Washington DC from 21 to 25 October. And this year’s not only the 70th for the IAC, but also the 50th anniversary of the Apollo 11 mission’s landing on the moon. The theme of the 2019 IAC was ‘Space: The power of the past, the promise of the future’.

The future focus at the conference centred on a return to human space exploration beyond low-earth orbit (LEO). The key message was that the US is now heading back to the moon under NASA’s Artemis program. The plan is for Artemis 3 to land in the Aikten Basin in the moon’s south polar region by the second half of 2024. That mission will bring US astronauts back to the lunar surface for the first time since December 1972, put the first woman on the moon, and begin the establishment of a longterm permanent human presence there throughout the 2020s as a step towards crewed missions to Mars by 2035. As part of Artemis, NASA plans to establish the Gateway space platform in lunar orbit to support multiple missions across the surface over a 15-year period.

Australia has a key role to play in the next era of human space travel and exploration—to the moon, to Mars and beyond. The Australian Space Agency and our growing commercial space sector were well represented at the IAC.

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We’re a new space power that’s rapidly making up for lost time since the decline of early Australian space activities in the 1960s, so our progress is of interest to the international space community.

Just before the conference, the Australian Space Agency signed an agreement with NASA to provide direct support for Artemis. As part of that initiative, the Australian government will provide funding of $150 million for our space industry sector. This will enable Australian companies to play a role in supporting lunar missions on Gateway and on the surface.

Australia has traditionally had a groundbased space program, providing a ‘suitable piece of real estate’ (to borrow from the late Desmond Ball) for space tracking and space situational awareness facilities in support of other nations’ activities in orbit. While the ground segment is important, our fixation on limiting our activities to the earth’s surface is changing, and now there’s intense interest in—and government support for—Australian commercial space companies delivering a space segment, including locally produced satellites and commercial space launches.

NASA’s return to the moon, with international partners like Australia supporting that endeavour, will open

up new opportunities for Australian companies to develop new services to directly support operations on the lunar surface and in cislunar space (around the moon).

There’s huge potential for Australian companies to undertake commercial resupply of NASA lunar bases as well as Gateway, in much the same way that commercial s p a c e companies are now directly supporting the International Space Station in LEO. For example, an Australian space launch provider c o u l d s e n d

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competitive for launch contracts. From LEO, with additional rocket stages, payloads can easily be sent on to lunar orbit and to the lunar surface.

The vision of Australia as a space power launching our own spacecraft on our own launch vehicles from our own launch sites and landing on the moon is a far cry from the inaction that characterised our approach to space for much of the past decades. The transformation of our approach to space is timely, deep and inspiring.

The second big take-away from the IAC is the rapid growth of the commercial space sector as a cutting-edge innovator. The key commercial space actors all presented at plenary meetings. Jeff Bezos from Blue Origin highlighted his vision for humanity as a spacefaring

payloads into orbit from either Nhulunbuy in the Northern Territory or Whalers Way in South Australia.

And, under the agreement with the New Zealand government signed at the IAC, Australia can also potentially contract out to Rocket Labs to launch from the North Island. That agreement is likely to spur Australian space launch companies to work hard to ensure that they’re

species, as did SpaceX. Bezos emphasised ‘millions of people living in space’ on space colonies, while SpaceX talked about lunar and Mars colonies, and its Starship vehicle as the means to build them.

These two big ‘new space’ giants will lead, but their approach is now being emulated by many smaller companies.

A common theme is the importance of reusable rocket technology to reduce cost to orbit and improve responsive

launch. Reusability is being embraced

by New Zealand’s Rocket Lab, Firefly Aerospace, and even Chinese commercial space start-ups.

This contrasts with NASA’s approach of sticking with big expendable rockets such as the Space Launch System that’s the basis for getting Artemis to the moon. The risk is that delays and cost overruns in delivering the system could delay the Artemis schedule for a 2024 landing, as could the current presidential impeachment battle. The potential to extend the plan out to 2028 is there, but, as NASA administrator Jim Bridenstine noted, the longer the delay, the greater the political risk that Artemis could be cancelled.

This is why the rapidly growing commercial space sector remains important globally and for Australia: it can act as a backup if NASA can’t deliver the SLS on time for Artemis 3 in late 2024.

The Australian Space Agency’s primary role is to encourage the growth of our commercial space sector—it isn’t a miniNASA down under that builds rockets and satellites and flies missions. The Australian government now has a golden opportunity to assist our commercial space sector in expanding its ability to not only participate in humanity’s next great adventure but be competitive and prosperous in coming decades.

The return to the moon and the next steps—to Mars in the 2030s and perhaps beyond in subsequent decades—are a journey that’s just beginning. Australia is well positioned to play a vital role in this most important endeavour.

Malcolm Davis

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F eat ure

Eagle Shooters - Hornets 4: Eagles 0

by Darren “Buster” Crabb During the height of the Cold War, all of the NATO fighter pilots practiced their Air-to-Ground and Air-to-Air craft daily to ensure their skills were honed sharp.

That said, the geography and congestion of central Europe constrained a certain level of realism for us. We could not conduct supersonic operations over built up areas and we had relatively tiny sections of airspace and altitude, bounded by airline routes, within which to conduct our air combat training.

It was due to these limiting factors that we looked forward to deploying to special NATO training ranges, with the airspace volume to really practice to our full capabilities. One such range was the Decimomannu Air-to-Air range.

The airspace was located over the

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Mediterranean Ocean to the West of Sardinia, Italy. The huge volume of airspace extended from the surface to 50,000’.

The other bonus is that this was a fully telemetric Cubic ACMI (Air Combat Manoeuvre Instrumentation) range.

Each aircraft was fitted with a missile pod that resembled an Aim-9 missile.

This pod sent all flight parameters, of every aircraft in the airspace, to the control hut, which resembled a small theatre. This allowed the console operator to have a “God’s eye view” of the entire battle, plus out of cockpit views of each aircraft to any other aircraft in the fight. It was like watching one massive computer game. When a missile shot was taken it displayed a

representation of the flight trajectory from the attacker to the victim, and if all valid missile parameters were met, a ‘kill coffin’ was displayed around the target aircraft, who was then instructed to remove itself from the fight. Super technology, that didn’t lie, was an invaluable training and learning tool.

On 26 February 1990, 421 Tactical Fighter Squadron deployed from Canadian Forces Base BadenSoellingen, West Germany to “Decci” to play with “The Big 22”. This was the 22nd Tactical Fighter Squadron USAFE from Bitburg Air Force Base, West Germany, flying the F-15 Eagle.

They were considered to be the best air superiority squadron at the time, and this was our chance to test ourselves

F15, CF18 with ACMI pod lower wingtip. Derek Rogers

Fe a tu r e

against the best.

The briefed scenario for the day was a 4v4 (4 x CF-18s versus 4 x F-15s) with a weapons load out of 4, 4, + (4 x Aim-7 Radar missiles, 4 x Aim-9 Heat seeking missiles, and a full load of 20mm Canon shells). We commenced with a combined face to face briefing of eight pilots, so everyone understood the set-up, rules of engagement, Hard Deck (a pre-selected safety altitude of 5,000’ above ground) that equated to hitting the ground and dying. This artificial buffer gave you a time to recover your aircraft in case you were actually out of control, or eject. We also stressed the no combat and break away minimums (to preserve 1000’ peacetime separation 360 degrees around each aircraft) and KIO (knock it off criterion). Each formation was assigned a formation frequency, plus all eight aircraft shared a kill common/ safety of flight frequency.

We then split into separate rooms so each four ship formation could brief on how they would conduct their ‘game plan’ to maximize your formation potency, preserve mutual support, drive tactics and geometry to deny the enemy a weapon solution, and defensive manoeuvres in case you were targeted.

With training slot times and cost

at a premium, it was incumbent on all players to allow enough time, working backwards, to be fully briefed, prepare your jet, start, taxi, take-off and transit to designated marshalling points and be ready for ‘fights on’ time. It was truly down to minutes to spare, you didn’t want to get airborne too early as this would use gas that you may need in the fight. The logistics also included the support ground crews to ensure the jets were fueled, daily inspected and ready for the designated step time of the aircrew. A lot of behind the scenes work, for what would equate to about 30 minutes of the most intense concentration and activity that anyone can go through.

Our formation domestics went without a hitch, and as a little gamesmanship, we count 4 Eagles take off, so no ground aborts and we know how many we are looking for in the fight. We are set in the South about 35,000’ and flying a Battle formation. This has #1 and #3 (Myself) flying abreast about 4nm with their respective wingmen flying 45 degrees off the outer wing at about 500’ spacing. It is a very flexible formation to manoeuvre, and we were hoping to cause the F-15s a slight sorting problem to find two aircraft tucked in tight.

“Fights on, tapes on!”, and we

CF18 False Canopy, ACMI pod on upper wingtip. RCAF photo

commit North. We have a cassette tape that records all parameters through our HUD (Heads-Up Display), which is instrumental for debriefing, energy assessment and weapon shot verification. After a few radar sweeps, we find the Eagles in a wall, 45,000’, 60nm and accelerating to supersonic.

The wall has 4 aircraft at about 3nm abreast spacing, covering about 10nm across. This was a favoured tactic of the Eagle community at the time. In essence what it said was, here we come, we are going to run you down until you have no way out, and rain havoc down upon you.

Now, for a time appreciation of how fast this fight is developing. Our formations are closing at about 1200nm per hour over our 60nm start separation.

Eight aircraft are closing 10nm every 30 seconds, 20nm every minute and we will be merged within 3 minutes!

At a range of 40nm (2 minutes to merge) we roll all four radars into the Eagle formation to sort. The pre-briefed sort contract ensured that only one Hornet targeted one Eagle, thereby not leaving any untargeted. In turn, our formation members called ‘sorted’ giving collective knowledge that we all had the same situational awareness while targeting the correct opponent.

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F eat ure

We also had the luxury of “tally cons, nose 40”. The Eagles were at an altitude that caused them to emit contrails, making it easy to visually pick up their formation.

Now here is where is gets dynamic.

The Eagle has a much better radar than the Hornet, and compounding the missile speed with the addition of their aircraft speed, meant that they would have missiles fired on us before we achieved a weapons envelope. So at 26nm (1:20 to merge), the range we anticipated their shots, we called ‘Action”. Number 1 and 3 Hornets with wingmen in tow, turn outwards, placing our sorted contacts on the very edge of our radar scopes. The aim was to almost beam the Eagles to minimize radar Doppler affect, maybe causing them to lose us on their radar, and to shrink the Eagles’ WEZ (weapon engagement zone) forcing them in closer to our formation. Our formation tactic was to split to about 15nm to get outside of the Eagles in a pincer movement, and force them into 2 x twoship formations.

We are now into about 20nm (1 minute to merge). I now have an Eagle locked onto me, so I call, “Buster’s spiked 10 o’clock, beaming East”. The term ‘spiked’ meant that I had a cockpit radar warning receiver indication that I was being actively targeted by an enemy radar mode, in support of their radar guided missile. I turn to achieve 90 degrees off the Eagles nose, forcing me to lose lock on my opponent. If I can get the Eagle radar to drop me I will recommit, but this doesn’t happen.

On a mental time clock of about 15nm, I call, “Buster’s spiked, dragging South”.

I aggressively pull my jet hard right, deploy chaff and start dropping in

CF-18s. RCAF

40

altitude to accelerate to supersonic, opening up the WEZ on my aircraft.

Concurrently, our number 1 and 2 are both spiked and they elect to bug out South with two Eagles in tow chasing them down. The Eagle formation must surely be smiling thinking they have all Hornets on the run, and they will chase us until we have to turn back at the southern boundary and face up to missiles. This was a usual scenario for them with all opponents dead and all Eagles alive. Three of us are continually being spiked from 6 o’clock, but we’ve stagnated the Eagles at about 15nm, outside of a tail missile shot on us.

My wingman (#4) has only been intermittently spiked so I call, “Gramps, pencil”. With that, Gramps rolls his jet on its’ back and points 90 down vertically at the sea, effectively stopping any lateral Doppler affect he may have had. It’s now up to him to control his speed hurtling at the water, monitor the hard deck so he doesn’t kill himself, twist his jet to align his lift vector (basically through the top of his head) to where he thinks he’ll be just behind the outermost F-15 and losing about 20,000’ in the process. The same rapid thought process applies to Gramps. If he’s spiked, abort out South, if clean he can recommit.

After losing about 20,000’ we hear, “Gramps clean committing”. He starts an aggressive 7g pull from 90 degrees nose down, nose through the horizon he selects afterburner and sets his lift vector about 45 degrees nose up.

Although a new fighter pilot to squadron, Gramps has the foresight to just use raw radar hits to visually pick up the Eagle formation. He does not want to lock his radar onto any one of them to give away his position. He is behind all 4 Eagles!

Because he would have to radar lock

ACMI Screen.

a plane to support an Aim-7, thus giving away his position, Gramps’ weapon of choice is now the Aim-9 heat seeker.

We have the ability to fire the Aim-9 by putting the target aircraft in the seeker field of view in the HUD, uncage the missile, hear the high pitched tone of the seeker acquiring the target for selftracking, and fire.

Gramps literally walks up the line of Eagles, intent on chasing the remaining three of our formation, and using his weapons range rules of thumb, he ensures 4 x high PK (probability of kill) shots all recorded on tape. The excitement in his voice as he yells out the individual kills, and then finally, “Fox 2 kill 4 Eagles”!

On kill common, Hornet lead calls, “Knock it off, knock it off, all Eagles dead”.

In just a little over five action packed minutes from the start of fights on to our KIO, I can well imagine the bewildered thoughts, and expletives going through the minds of each of the F-15 pilots.

We now domestically regroup our formations, navigate Italian air traffic and return to pitch out at Decci. On shut down, Gramps is on such a high that he almost jumps directly from his cockpit to the tarmac some 7 feet below.

Our formation conducts its’ own debrief covering all aspects, both domestically and operationally. We need to ensure that we have our facts correct, so we give a profession and credible input to the 8 ship debrief in the Cubic hut, where all will be on display

Fe a tu r e

for analysis. Excitedly and importantly we view Gramps’ HUD tape to validate all of his 4 kills. We all agree that he is 100% successful!

The two formations file into the Cubic theatre, Hornet drives on one side, Eagles on the other, controller at the console. The debrief starts out cordially, getting through formation domestics quickly. No safety of flight issues arise.

Then it goes downhill from there. The scenario is played out in real time before our eyes. Everyone can now see the key moments in time from the Hornets’ timely action, three of us dragging the Eagles South, and the erosion of their formation search discipline that permitted our Wiley number 4 to get in untargeted. The Eagle formation debrief got a little ‘untidy’ with a major blame game happening before our eyes. It was a bit unprofessional as they “ate each other alive”!

To start with, we are all on the same side. Yes, they were considered the best air superiority fighters at the time, and yes they got caught out and handed a lesson. They may have been resting on their laurels in that they almost never got shot down. Maybe they relied on their radar too much and failed to get eyeballs outside of the cockpit by 10nm. Maybe they underestimated their smaller opponent that adapted strategy and geometry, combined with a little trickery, to hit their soft underbelly.

We excused ourselves after the combined debrief, off to the bar for celebratory drinks, while the Eagles stayed behind to continue their formation self-destruction. We could only hope that in the end they used this lesson to improve on their individual and collective performance to ensure they never got surprised like that again.

As NATO air crew, we collectively needed everyone at their peak to counter our mutual enemy at the time.

L: Decci Air Weapons Training patch.

R: Eagle shooter patch. Darren Crabb

421 Sqn CF-18. Chaz Caswell

ACMI Screen. RAAF

Big 22, F-15 Bitburg Germany. DoD

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Hist ory

BOMBER COMMAND STILL FLYING HIGH IN LINCOLN Phil Hawkes

“You had a better overall chance of survival as an infantryman in the trenches of WWI than you did as bomber aircrew in WWII. The average age of those who perished was just 23.”

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Wartime memories die hard. Speaking as one who lost a father in WW2, it’s great to see that, even after more than 70 years, tributes are still being paid to servicemen and women from over 62 nations and from all 5 continents who defended Great Britain and its Commonwealth in its hour of greatest need.

On a recent visit to the UK we stopped over in the city of Lincoln, with its beautiful cathedral and castle keeping watch over the town centre.

Incredibly, these buildings - dating back to the 11th century - were not destroyed during the war although much of the city and surrounds were bombed by the Luftwaffe, with significant damage.

On Canwick Hill opposite the cathedral a recent memorial to the men and women of Bomber Command is now open to visitors… it’s worth a trip from London or a detour off the highway between London and Scotland. Opened only in January 2018, it’s called the International Bomber Command Centre (IBCC), an interpretive memorial recognising the important, indeed critical, part played by those airmen who flew thousands of missions over Germany and other parts of occupied Europe.

There was a sizeable Australian aircrew contingent based at the 27 Bomber Command airfields located in Lincolnshire alone. Of the 55,573 men lost on Bomber Command’s operations, 7.35% came from Australia. They were attached to various, or formed the 8 Australian, bomber squadrons around England.

Bomber Command aircrew were all volunteers and suffered the highest losses of any Allied formation during WWII; the loss rate was 44.4%. You had a better overall chance of survival as an infantryman in the trenches of WWI than you did as bomber aircrew in WWII. The average age of those who perished was just 23.

My father’s multinational 97 Squadron was based at RAF Coningsby and operated as ‘Pathfinders’ for the Lincolnshire-based No. 5 Group.

They found and then dropped the target illuminating flares and markers before the Main Force bombing runs.

As Pathfinders they were highly

H i sto r y

vulnerable being especially targeted themselves by the German defenders; at least 3,727 members of the entire Pathfinder Force died on operations.

The award-winning IBCC designed

by Stephen Palmer of Place Architecture in Lincoln is modern and impressive, comprising the Memorial itself and the Chadwick Centre containing an interactive exhibition and other facilities. The centrepiece is a spire over 31 metres tall, the same dimension as a Lancaster bomber’s wingspan.

All this was explained by one of the helpful volunteer guides dedicated to honouring the raw courage and selfsacrifice of ‘Bomber’ Harris’s “Old Lags” - as Sir Arthur affectionately called them.

The Walls of Names at the IBCC carry the identities of almost all those men and women who lost their lives with Bomber Command, both on operations and to other causes. The “moment of truth” for a visitor is realised when you have the opportunity to place a simple tribute at a loved one’s place on the wall…a single red poppy signifying the ultimate sacrifice. It’s an emotional experience, not easily forgotten. And neither should it be. www.internationalbcc.co.uk With thanks to Andrew Radforth for his detailed research

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Looking to build? Look no further than a McCloy Community in Port Stephens!

Often buyers assume building a brand new home is beyond their budget or something for later in life. However new residential communities are providing buyers with the opportunity to build their dream home much earlier and more affordably than first thought.

Hunter based property company the McCloy Group create national award winning masterplanned communities.

They have a true passion for developing quality and sustainable environments in which people love to live and 2 are located in Port Stephens, just minutes from Williamtown RAAF base with a third on the way!

In Medowie, for instance, you can now find homesites up to 1000 square meter, still nearby both Newcastle CBD and the beaches of Port Stephens. The Bower is a new residential community in Medowie that spans across 57 hectares, the remaining 70 hectares will be preserved as state conservation area and open space, including the recently launched 1 hectare park and playground facilities. Proving to be popular, the first two stages sold out in the first 48 hours on the market.

Following suit, the community’s popularity has continued with more and more residents moving into the area after seeing The Bower’s modern setting that still offers a bushland

outlook and plenty of space build their brand new homes.

“We couldn’t be more excited to build our forever home in The Bower.

McCloy Group have given us a wonderful opportunity to raise a family on a large block of land in a beautiful, picturesque estate.” Phillip & Emma Longuet, Residents at The Bower McCloy Group’s Project Director, James Goode believes homesites have the best of both worlds in Port Stephens with untouched beaches to the north, the vineyards to the west and Lake Macquarie to the south, all within an easy hour drive to Newcastle’s CBD and other work opportunities.

“You no longer have to wait for retirement or move far away from the conveniences of city living to be able to enjoy owning your own new home.

Now you can within 20-40 minutes of Newcastle’s CBD and beaches and more affordably in some cases than purchasing an existing home” said Mr. Goode.

Potter’s Lane, Raymond Terrace is another McCloy residential community which conveys affordability with a convenient location just 15 minutes to local employment opportunities, 20 minutes from the Williamstown RAAF base and 25 minutes to Newcastle.

This community is growing rapidly

since its launch in 2016, with local residents pleased with the progression of the community.

“The McCloy Group created a warm and inviting community environment. The inclusion of the wonderful playground, beautiful trees and grassed areas at the beginning of the development was one of the main reasons we decided to make this area our home. We would have absolutely no hesitation in recommending the McCloy Group to anyone wishing to build a new home in one of their estates.” Karen Humphris, resident of Potter’s Lane added.

With housing affordability pricing many out of the market, especially in the cities, buyers are often pleasantly surprised at how affordable building a new home in Port Stephens can be. Potter’s Lane currently offers a 4 bedroom house land package from as low as $474,389 with renown builders Metricon Homes. This home comes complete with 2 bathrooms, double garage, open plan living, dining and kitchen spilling effortlessly onto an outdoor entertaining area all set on a 688m2 block. Surprising isn’t it!

Plus for first home buyers there is a variety of NSW Government Grants to make owning your home even more attainable.

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Or if you’re after something a little closer to town and the RAAF base, their newest community is expected to hit the market early 2020. Suitably named The Gardens, the newest community will be the epitome of quality, boasting manicured gardens, a statement entry feature and public art along with children’s play equipment planned. All of this within a 5 minute

walk to local schools, shops and public amenity.

When considering Port Stephens for your new home, a tour of the McCloy Communities is a must. Future residents can expect the highest quality of living environments, as McCloy Group place a strong emphasis on vibrant public art and aesthetically pleasing streetscapes. They build

children’s parks, playgrounds and cycleways, and plant mature trees.

Dedicated open space for families to enjoy is a must within McCloy communities.

For more information about McCloy Group and their residential communities visit mccloygroup.com.au/communities

C yber Se cu rity

Aerial threat: why drone hacking could be Unmanned aerial vehicles, more commonly called drones, are now a fundamental part of defence force capability, from intelligence gathering to unmanned engagement in military operations. But what happens if our own technology is turned against us?

Between 2015 and 2022, the global commercial drone market is expected to grow from A$5.95 billion to A$7.47 billion.

Drones are now being used in a host of applications, including agriculture, media, parcel delivery, and defence.

However, as with all IT technology, manufacturers and users may leave the digital doors unlocked. This potentially leaves opportunities for cyber-criminals and perhaps even cyber-warfare.

Imagine a defence operation in which a drone is sent out to spy on enemy territory. The enemy identifies the drone but instead of disabling it, compromises the sensors (vision, 46

sonar, and so on) to inject false data.

Acting upon such data could then result in inappropriate tactics and, in a worst case scenario, may even lead to avoidable casualties.

UK cybersecurity consultant James Dale warned earlier this year that “equipment is now available to hack drones so they can bypass technology controls”.

Drones are relatively cheap technologies for military use – certainly cheaper than the use of satellites for surveillance. Off-the-shelf drones can be used to gather intelligence, without any significant development effort.

Meanwhile, governments have cracked down on illegal civilian drone use, and imposed no-fly zones around secure infrastructure such as airports.

Drone manufacturers have been forced to provide “geofencing” software to avoid situations such as the recent drone strike in a Saudi oil field. However,

cyber criminals are smart enough to bypass such controls and openly provide services to help consumers get past government and military-enforced no-fly zones.

Russian software company Coptersafe sells such modifications for a few hundred dollars. Anyone can buy a drone from a retail store, purchase the modifications, and then send their drone into no-fly zones such as military bases and airports. Ironically, Russia’s military base in Syria came under attack from drones last year.

Australia on the frontline Australia is at the frontier of the military drone revolution, equipping itself with a fleet of hundreds of new drones.

Lieutenant Colonel Keirin Joyce, discussing the program in a recent defence podcast, declared Australia

C y b e r Se cu r i ty

bad news for the military will soon be “the most unmanned [air vehicle] army in the world per capita”.

It will be essential to safeguard every single component of this sophisticated unmanned aerial fleet from cyber attack.

When drones were developed, cyber security was not a priority. Let’s explore a few potential threats to drone technology: • drone navigation is based on the Global Positioning System (GPS).

It’s possible an attacker can break the encryption of this communication channel. Fake signals can be fed to the targeted drone and the drone effectively gets lost. This type of attack can be launched without being in close physical proximity • with knowledge of the flight controller systems, hackers can gain access using “brute force” attacks. Then, the captured video footage can be manipulated to mislead the operator and influence ground operations

• a drone fitted with sensors could be manipulated by injecting rogue signals. For example, the gyroscopes on a drone can be misled using an external source of audio energy.

Cyber criminals may take advantage of this design characteristic to create false sensor readings • drones’ onboard control systems are effectively small computers.

Drone control systems (onboard and ground-based controllers) are also vulnerable to malicious software or Maldrone (malware for drones).

The founder and CTO of CloudSEK, Rahul Sasi discovered a backdoor in the Parrot AR.Drone. Using malicious software, an attacker can establish remote communication and can take control of the drone.

Attackers can also inject false data to mislead the operators. This type of malware can be installed silently without any visible sign to the

operators. The consequences are significant if the drones are used for military operations.

As with traditional cyber-crime, it’s likely 2019 will see a sharp rise in drone-related incidents. However, these security breaches should not discourage the use of drones for personal, industrial or military applications. Drones are great tools in the era of smart cities, for instance.

But we should not forget the potential for cyber crime – and nowhere are the stakes higher than in military drone use.

Clearly, the use of drones needs to be carefully regulated. And the first step is for the government and the Australian Defence Force to be fully aware of the risks.

Paul Haskell-Dowland Associate Dean (Computing and Security), Edith Cowan University

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MEDOWIE MACADAMIA FARM

D e fe n ce

Australia's defence forces are taking to the skies, using drone racing as a means of attracting the gaming generation Competing against private industry to sign up the smartest young graduates, Australia's defence forces are taking to the skies.

At Phillip Oval in October, there was a buzz in the air as the best pilots from around the country compete in the drone racing nationals.

But these are not just nerdy civilians with delicate fingers on the sticks of their controllers.

Among them are Army and Air Force regulars, given the time off from their normal duties to race their own drones and in doing so, show that there's more to the modern military than training and fatigues.

For RAAF Flying Officer Jake Dell-O'Sullivan, based out of north Richmond, racing a drone, or an unmanned aerial vehicle (UAV) as the acronym-hungry military prefers, is not a world apart from his day job of aircraft engineering and avionics.

"About $350 will buy you a competitive racing-spec drone but from then on, it's really up to the person on the sticks as to how good you can be.

I practice my flying about once a week.

The more you practice, the better you get," he said.

Army team pilots like Major Jaymi Matthews, from Sydney, and Lieutenant Thomas Gash, who is finishing his second year of engineering at the Australian Defence Force Academy in Canberra, are always struggling to find sufficient time to practice but agree that a boundless credit limit won't buy a national title.

"It's like a lot of sports; you can have all the gear but still no idea," Major Matthews said.

She became involved with UAVs about 10 years ago when it genuinely was an emerging technology.

Now the Army has its own UAV regiment - the 20th Surveillance and Target Acquisition Regiment, based in Brisbane - comprising men and woman with an artillery skillset and training.

The modern military kitbag of warfare UAVs now includes the iPhonesized Black Hornet, the larger 70cm Wasp, and the 200kg Shadow which can stay in the air for nine hours and circle a potential battlefield or hot spot, providing situational awareness.

Lieutenant Thomas Gash and Major Jaymi Matthews are members of the Army team in the national drone racing championships. Elesa Kurtz

Captain of the Air Force Drone Racing Team, Flying Officer Jake Dell-O'Sullivan.

For combat platoons, a tiny drone carried in a soldier's backpack can be sent ahead to look around for where an enemy may be waiting, or look on the rooftops for potential snipers.

The army knows that "drone literacy" is now common among the gaming generation which is accustomed to the overhead drone perspective that popular games such as Call of Duty provide.

Lieutenant Colonel Keirin Joyce, the Army's head of aerial systems, said that competitions such as these championships "allow us to open up a conversation with young people about the opportunities that now exist in the modern army".

"STEM (science, technology, engineering and mathematics) skills are in demand across everything we do in the military," he said.

"The modern combat soldier carries around a weapon with electronic optics, and uses battlefield management systems. And UAVs are now becoming an essential element of that equipment, too."

Peter Brewer Canberra Times

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D efence

Boeing accelerates unmanned flight tests ahead of Loyal Wingman flight

Rendering-Boeing Airpower Teaming System flying solo.

Boeing Australia is rapidly evolving its autonomous systems technology capabilities in the lab and in the field as it prepares for the first flight of the Royal Australian Air Force’s Loyal Wingman prototype in 2020.

The Boeing team is using its world-class Systems Analysis Laboratory based in Brisbane, Australia, to simulate and model critical mission capabilities and the aircraft product life cycle.

Dr Shane Arnott, director of Boeing’s Phantom Works International, said, “Our aircraft and mission system is well advanced in our rigorous design and test program, bolstered

by Boeing’s adoption of digital engineering.”

“As a result, we have a live digital copy of the entire aircraft design that we’ve been able to ‘fly’ thousands of times under different scenarios to test aircraft performance and the mission system,” Dr Arnott added.

In fact, the Boeing team has already taken the learnings from the lab and is advancing field testing the mission system with surrogate aircraft. Boeing has fielded a team of 15 autonomous test bed aircraft to refine autonomous control algorithms, data fusion, object detection systems and collision avoidance behaviours.

The combined lab and field tests are important steps in meeting the goals of the Loyal Wingman – Advanced Development Program.

Announced by the Australian government in February, the program will result in a prototype aircraft that will test the

Rendering-Boeing Airpower Teaming System with airborne early warning and control aircraft

50

potential of this disruptive new technology. It is designed to protect and extend airpower by teaming multiple unmanned platforms with manned assets to achieve a range of missions.

“We’ve flown 10 of those autonomous test beds in formation using our mission system technology. We are continuing to increase the speed and complexity of our testing, most recently with five much larger high-performance jets with the capacity to fly up to 300 kilometres per hour, ahead of the full-speed prototype flight,” Dr Arnott explained.

Digital engineering has enabled Boeing to develop, simulate and test mission system behaviours that ultimately will increase customer capabilities – such as situational awareness and ISR. The team is working closely with the RAAF to refine the manned-unmanned teaming solution to address specific operational needs, and ensure manned pilots can trust and easily understand the unmanned systems flying with them.

Courtesy Defence Connect

Lendlease to deliver RAAF Townsville upgrades Lendlease has secured a contract with the Department of Defence to deliver the LAND 4502 Project at RAAF Base Townsville to support the Australian Army’s CH-47F Chinook fleet.

The project includes the construction of new facilities and infrastructure, and upgrading of some of the existing facilities, to support three additional Chinook Helicopters (CH-47F) for 5th Aviation Regiment at RAAF Base Townsville.

Project LAND 4502 will provide the additional facilities and infrastructure required to support the three recently acquired CH-47F Chinooks under LAND 4502 Phase 1 to the 5th Aviation Regiment precinct at RAAF Base Townsville.

Dale Connor, chief executive officer – building, Australia, said the appointment reinforced Lendlease’s local Defence capability and commitment to the Townsville region.

"Lendlease has been delivering work at RAAF Base Townsville for more than 10 years. Securing the LAND 4502

Lendlease has secured a contract to support the Australian Army’s CH-47F Chinook fleet. CPL Oliver Carter.

D e fe n ce

Project allows our north Queensland team to transition from the recently completed Replacement Chinook Facilities Project and continue our work promoting increased Indigenous and local industry participation," Connor said.

The LAND 4502 Project will be an employment generator in the region over the next 18 months, providing opportunity for approximately 85 full-time jobs onsite at peak times.

Connor added, "Our recent work on the Replacement Chinook Facilities Project at RAAF Base Townsville injected around $39 million into the local economy, with 72 per cent of subcontract packages being awarded to local businesses.

Other Defence projects delivered by Lendlease in Townsville include the recently completed LAND 121 Project at Lavarack Barracks that achieved 92 per cent local industry participation."

The 5th Aviation Regiment Precinct is positioned within the 'Operational Support Zone' and 'Operational Zone' of RAAF Base Townsville. The proposed development is situated on a brownfield site within the existing precinct at RAAF Base Townsville and provides new fit-for-purpose facilities to enhance the operational capability and supports functional requirements of the unit’s existing facilities. The proposed development is consistent with current use and the RAAF Base Townsville Zone Plan.

Work on the LAND 4502 Project has commenced and is due for completion in late 2020.

validation flying in the United States, and will join the rest of the fleet in Australia, based at RAAF Base Edinburgh in South Australia Ten of the twelve aircraft are already operating in Edinburgh, with the remaining two aircraft expected to be in Australia by January 2020. https://www.minister.defence.gov.au

Two additional P-8A Poseidon are expected to arrive in Australia

by January 2020. LSIS Craig Walton.

Courtesy Defence Connect

RAAF takes deliver y of latest P-8A Poseidon Australia’s newest maritime surveillance aircraft, the P-8A Poseidon, has been welcomed into the Royal Australian Air Force (RAAF) at a ceremony in Seattle, USA. Minister for Defence, Senator the Hon Linda Reynolds CSC said it marked another milestone in this important project to enhance Australia’s maritime security.

“The P-8A Poseidon aircraft is a cutting-edge aircraft that will conduct tasks including anti-submarine warfare, maritime and overland intelligence, surveillance and reconnaissance, and support to search and rescue missions,” Minister Reynolds said.

“The arrival of the latest aircraft provides the Government with enhanced flexibility to support multiple operations and will play an important role in maintaining border security.”

Minister for Defence Industry, the Hon Melissa Price MP, said the Morrison Government’s continued investment in the Poseidon program was creating more Australian jobs and opportunities for Australian small businesses.

“The Morrison Government is committed to creating jobs in our defence industry, and this project is directly creating 120 jobs in South Australia,” Minister Price said.

“Already, more than 4,000 Aussies have contributed to the broader infrastructure build at RAAF Base Edinburgh where the aircraft will be located. Australian small businesses will have opportunities to get involved in sustaining these aircraft.”

The aircraft is now undergoing its verification and

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51

D efence

Australian Viper team kicks off industry roadshow for LAND 4503 The joint Bell and BAE Systems Australia team offering the AH-1Z Viper to replace Australia’s ARH Tiger as part of LAND 4503 program has launched a series of industry engagement roadshows.

The Australian Army is planning to replace the current fleet of EC665 Tiger armed reconnaissance helicopters (ARH) from the mid-2020s as identified in the 2016 Defence White Paper: “The government will replace the 22 Tiger armed reconnaissance helicopters with a new armed reconnaissance capability from the mid-2020s.”

The acquisition strategy aims to reduce operational and in-service risk, and to allow the Australian Army to rapidly achieve operational milestones for the replacement armed reconnaissance capability, while achieving value for money.

LAND 4503’s program of delivery aims to support the Australian Army and is designed to contribute to the creation of the modernisation and development of a “networked and hardened” Army, the acquisition is broken down into three delivery stages beginning with projected IOC in 2026 and FOC in 2028, including: 1. Up to 24 aircraft would be based at one primary location and another five are intended at a training location.

The aircraft fleet may also be co-located in one primary location; however, this is yet to be determined.

2. IOC for LAND 4503 is based on a squadron of up to 12 aircraft. This organisation would be capable of generating a deployable troop of four aircraft, continued force generation of four aircraft, and an initial build-up training element of four aircraft. IOC will be supported by trained personnel and support systems.

3. FOC for LAND 4503 is based on a regiment of up to 24 aircraft. This organisation would be capable of generating multiple concurrent deployed forces of up to squadron size. FOC will also be supported by a mature training system of up to five aircraft, with trained personnel and support systems.

The Australian Army plans to replace the current fleet of ARH Tigers from the mid 2020s. ABIS Kieren Whitely.

52

Bell, a subsidiary of Textron, is presenting the AH-1Z Viper, currently in service with the US Marine Corps, which has been designed and built to support the expeditionary and maritimecentric focus of operations conducted by the US Marines.

BAE Systems is an established national industry participant and Bell’s dedicated partner for the AH-1Z Viper solution and sustainment proposal in Australia.

While Bell offers the AH-1Z under a Foreign Military Sales framework, BAE Systems would draw upon 65 years of experience and reputational rapport with Australian industry to introduce the aircraft into service by delivering Through Life, In-Service and Training support services.

The Bell AH-1Z Viper is the only truly marinised ARH currently in service in the world. Mature, proven and off-theshelf ready, the Bell Viper delivers the broadest mission sets across the harshest environments.

Courtesy Defence Connect

US repairs Australian transport aircraft A recently signed arrangement with the US has expedited the RAAF’s No. 36 Squadron getting one of its C-17A Globemasters back on mission. The aircraft, which had suffered a cracked engine inlet during a mission to Alaska in late August, was repaired under the Aircraft Repair and Maintenance Service – Implementing Arrangement (ARMSIA). It allows C-17A technicians from the RAAF and US Air Force (USAF) to work on each other’s aircraft.

Even though RAAF and USAF C-17As are exactly the same, the maintenance workforces from both countries differ significantly in how they are qualified in their role.

The inlet repair marked the first time that USAF technicians have supported a RAAF C-17A ARMS-IA. Last July, technicians from No. 36 Squadron supported two USAF C-17As requiring maintenance in Australia.

Warrant Officer Pete Ranson, the Warrant Officer of Engineering for No. 36 Squadron, said the crack on the engine inlet was located on the anti-ice duct – the bare metal ring on the ‘lip’ of the engine housing.

“The jet arrived at Elmendorf Air Force Base in Alaska on August 30, and the crack was detected a part of the post-flight inspection,” WOFF Ranson said.

The anti-ice area of the inlet ensures ice doesn’t form on the front of the engine housing whilst flying in moist air. Left unrepaired, a cracked inlet could have potentially catastrophic results for the engine housing and aircraft if it came apart in air. For No. 36 Squadron, the first order of business was to decide where the repair would need to be conducted.

Australia is a signatory to the Globemaster III Integrated Sustainment Program, which sources spare parts from the nearest warehouse – including in the US. Whilst Elmendorf Air Force Base is home to a USAF C-17A squadron, the nearest replacement inlet was at McChord Air Force Base near Seattle in Washington State.

“Due to the size of the part, it was decided that it was more expedient to fly the aircraft to the inlet, versus transporting the inlet to the aircraft,” WO Ranson said. “Boeing released an engineering disposition to stop-drill the crack, and authorised

D e fe n ce

a one-time ferry flight from Elmendorf to McChord.

“The amount of cracking was deemed acceptable enough to allow a short ferry flight.”

Once at McChord, maintenance personnel from the USAF’s 62nd Maintenance Squadron worked to change the engine inlet under RAAF supervision. The engine inlet measures 1.99 metres in diameter and weighs 248.5 kilograms.

While not regarded as a difficult item to remove and fit to the engine cowling, the inlet still requires a crane and a steady hand due to its size and weight.

The work was completed over three days in September and the No. 36 Squadron team was back flying on their mission.

“Without ARMS-IA, maintenance personnel would have had to be deployed from Australia to the aircraft’s location,” WO Ranson said.

“No. 36 Squadron is often experiencing a high operational tempo, and the longer an aircraft is unavailable, the greater the impact on other missions we’re tasked in support of.”

Courtesy Australian Defence Magazine/ Defence News

Australia is a signatory to the Globemaster III Integrated Sustainment Program, which sources spare parts from the nearest warehouse – including in the US. CPL Nicci Freeman.

‘ L oyal w i ng ma n’ s h o u ld s timul at e development of a sea-based UCAV Boeing’s ‘loyal wingman’ unmanned combat aerial vehicle (UCAV) is a fine example of Australian industry and defence cooperation, and its promoted ability to project power and keep manned platforms out of harm’s way is seductive.

However, there’s a curious absence of advertised thought on wingman as the impetus for assessing a requirement for Australian UCAVs as sea-based weapon and sensor platforms.

HMAS Melbourne’s decommissioning in June 1982 marked the end of Australian sea-based fixed-wing aircraft operations. Responsibility for airborne defence shifted from the Royal Australian Navy to the Royal Australian Air Force and allied partners.

But the strategic objectives outlined in the 2016 defence white paper involve more maritime-centric operations and envisage missions far from our shores. Nearly four decades of hindsight, a changing strategic context, new threats and advancing technology suggest it’s time to revisit the navy’s air combat capability.

Australian maritime capability is increasingly significant, with the commissioning of the landing helicopter docks Canberra and Adelaide and the Hobart-class destroyers, and the Hunter-class frigate project due to cut steel in 2020. The MH-60R helicopter is mostly mature in the Australian context.

The RAAF is rapidly consolidating operational capability of its P-8A Poseidon maritime patrol aircraft, and the MQ-4C Triton and MQ-9 Reaper drones are coming. But what of air support for maritime forces? There’s a clear gap which a UCAV could fill.

Generally UCAVs, as opposed to unmanned aerial vehicles (UAVs), carry weapons and are approaching the performance of manned fifth-generation fighters. The US Navy is paving the way with the development of the MQ25A Stingray unmanned aerial refuelling platform, which demonstrates a clear intent to field sea-based autonomous air combat capabilities, and through the pending release of its analysis of alternatives for replacing the F/A-18E/F Super Hornets and EA-18G Growlers, which will include unmanned options. The F-35 is likely to be the last manned fighter operated at sea by the US. A UCAV could provide combat capabilities traditionally ascribed to manned fixed-wing aircraft. It can be designed to overcome the limitations of its host vessel such as deck ratings and launch and recovery methods, or the cost barriers of other sea-based options such as the F-35B. With a UCAV, a maritime force would be capable of a greater breadth of missions such as protecting dislocated force elements, conducting offensive strike operations or providing its own comprehensive air defence—all preconditions for successful maritime power projection.

Loyal wingman sets the conceptual example for what could be achieved with a sea-based UCAV. As advertised, it’s designed to protect assets such as F-35s or E-7 Wedgetails and for power projection in a highly networked environment, with a level of autonomy not yet realised by existing platforms.

Translating the wingman capability to a fight in the maritime environment reflects a more realistic view of future operations likely to be conducted far from our coastline.

The purchase of the Hobart–class destroyers and the significant increase in tonnage of the Hunter-class frigates compared with their predecessors demonstrate an acceptance of this strategic reality, and a seeming preparedness to deploy maritime assets in higher-risk areas. These surface warships and our submarines may be pre-positioned in the battlespace and are likely to be our first active combatants.

The combination of Aegis combat system-equipped ships and UCAVs would give the ADF comprehensive power projection at the start line.

Courtesy ASPI

53

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AFC

Battle of Britain 79th Anniversary Commemorations Hobart During September, the Australian Defence Force joined together with the Royal Australian Air Force Association and the Air Force Cadets in Hobart to mark the 79th Anniversary of the Battle of Britain. A number of commemorative events were held to pay tribute to the service and sacrifice of those Australians and members of allied Forces who took part in the Battle.

Inaugural Air Force Drone Racing Tournament The RAAF demonstrated its latest Science, Technology, Engineering and Maintenance (STEM) engagement strategy at RAAF Richmond on the weekend of 9-11 Aug 19. The inaugural Air Force Drone Racing Tournament, comprised of Air Force members and cadets that competed with racing drones that exceeded speeds of 180 km/h and acceleration of +7 g.

Guests viewed the racing through the live video broadcasted from the drones, while also gaining an insight as to how STEM can be utilised to engage with students who may be the pilots and maintainers of the future. Most of the racers had built their machines from individual parts, involving skills like 3D printing, soldering, electronics, digital control theory, and software programming. An understanding of the core physical principles of flight underscores all their drone activities. The tournament concluded with the selection of the fastest members to go forward to the Australian Drone Nationals later in the year.

Chief of Air Force, Air Marshal Mel Hupfeld, AO, DSC with AAFC flag bearers for the 79th Battle of Britain Commemorations held in Hobart. CPL Jesse Kane.

International Air Cadet Exchange RAAF Base Richmond hosted 45 Cadets as part of the International Air Cadet Exchange (IACE) from 2-8 August 2019, a program which allows young people from participant nations to experience different cultures and make friendships across the world. The contingent visiting RAAF Base Richmond was hosted by the Australian Air Force Cadets and included Cadets from Belgium, Canada, Hong Kong, France, Netherlands, South Korea, United Kingdom, and United States.

Top: Flying Officer Jayden Hasemann (left) and AFC Josh Brewster and Stuart Morrow (right) race their drones. at the Air Force Drone Racing Tournament, RAAF Base Richmond.

Above: (L-R) AFC , Josh Brewster, Stuart Morrow and Tristan Hahn conduct system checks.

Left: Participants of the International Air Cadet Exchange Program are shown a C-130J Hercules during their visit to No. 37 Squadron, RAAF Base Richmond. Images CPL Casey Forster.

55

On T h e Rad ar

Kuwait Aviation Show

Kuwait International Airport, Kuwait 15-18 January New on the aviation scene, the second inaugural Kuwait Aviation Show welcomes the international aerospace business community, representing exceptional opportunities to boost company brand recognition through sponsorship and advertising packages, for both exhibitors and non-aerospace corporates.

With more than 300 exhibitors, 60 aircraft, an expectation of more than 15,000 trade visitors and 60,000 general public, the show represents Kuwait’s aspirations at becoming a world class financial and commercial sector. www.kuwaitaviationshow.com/

aircraft will be another crowd favourite; the “Roaring Forties” Harvard (Texan) aerobatic team. With their trade mark spinning propeller “snarl” and the bark of big radial engines operating at high speed.

On the ground making a welcome return to the "Classic of the Sky" airshow will be over 180 Big Rigs on display as part of the Mount Truck Show. www.classicflyersnz.com/Airshow.html

DEFEXPO 20

Lucknow, Uttar Pradesh, India 05-08 February DefExpo India 2020 is an opportunity for major foreign defence firms to collaborate with the Indian defence industry and other international players. This is the 11th biennial edition of the event and will be held for the first time in Lucknow, Utter Pradesh.

The theme of the show will be ‘India: The Emerging Defence Manufacturing Hub’ and the focus will be on ‘Digital Transformation of Defence’.

Ministerial level delegations and visitors from all over the world are expected to visit DefExpo and witness India’s emergence as a major manufacturing hub providing attractive opportunities for co-development and co-production of defence equipment and systems not only for their defence forces but also for export. https://defexpo.gov.in/

Tyabb Air Show Kuwait Aviation Show welcomes the international aerospace business community. Image Courtesy Kuwait 2018 05 4Aviation.

Classics of the Sky Tauranga City Airshow Tauranga, New Zealand 18 January

The Beech Texan T6C’s of the Royal New Zealand Airforce, imported in 2015, will return to Tauranga to be put through their paces at the ‘Classics of the Sky’ airshow.

Amongst an excellent line-up of ex-military and aerobatic

Beech Texan’s will return to Tauranga for Classics of the Sky. RNZAF Image

56

Tyabb Airport, Tyabb, Victoria 08 March A great aviation event to be held on the Mornington Peninsula, providing significant charitable donations for the local community and a showcase for aero enthusiasts. www.tyabbairshow.com/

Temora Aviation Museum Aircraft Showcase

1 Tom Moon Avenue, Temora, NSW 21 March The event will feature all serviceable aircraft from the Temora Aviation Museum’s collection, which includes the Supermarine Spitfires Mk VIII & Mk XVI, CA-13 Boomerang, Lockheed Hudson, Gloster Meteor, Cessna 0-2A, Wirraway, Tiger Moth and Ryan STM S2.

At Temora you can get closer to the action as you witness a themed selection of Australia’s ex-military flying history come alive.

The March Aircraft Showcase promises to deliver a full day of entertainment for all generations, including: • Flying displays demonstrating the aircraft’s capabilities • Informative commentary and music • Guided tour of static exhibitions • Interviews with pilots and veterans • Children’s activities and playground • Engineering workshop tour • Pilot meet and greet

O n Th e R a d a r

Our Mess Hall serves freshly cooked food and a selection of cold refreshments. Barista coffee is also available and you are also welcome to bring your own picnic to enjoy in our shaded seating or grassed areas. http://aviationmuseum.com.au

AAAA National Fly In Wangaratta, VIC 27-29 March

The Antique Aeroplane Association of Australia was established in 1974 to promote and advocate the retention, restoration and flying of "old aeroplanes".

40 years later, the Antiquers continue this mission through a growing membership of enthusiasts involved in the restoration, maintenance, operation and promotion of aircraft from the 1930's to the 1960's.

As important as the aircraft, the Antiquers family of over 600 members offers a unique opportunity to meet and mix with like-minded enthusiasts from all walks of life who share your passion.

The Antiquers pride themselves on maintaining a family feel where everyone is welcomed. Whether you fly or not, whether you own an aircraft or not, if you have a passion for vintage aircraft, you'll be welcomed and feel at home.

If you have a passion or interest in vintage aircraft, the Antiquers offer a unique opportunity to join over 600 likeminded enthusiasts at regular events held throughout the country, keep updated with what's happening with members and the association through our quarterly Rag and Tube magazine, make new friends and most importantly - help promote and protect aviation history. www.antique-aeroplane.com.au

The Showcase will feature a range of aircraft on display. CPL David Gibbs.

AAAA offers members a unique opportunity to meet like minded enthusiasts. Below: Avro 643 Mk II Cadet VH-AEJ and CT-4A Air Trainer over Tamworth NSW. Images Courtesy AAAA.

The event will feature aircraft from the Museum’s collection including a Supermarine Spitfire. CPL David Gibbs.

57

On T h e Rad ar

The National Police, Defence and Emergency Services Leadership Summit Hyatt Hotel, Canberra, ACT 27 March

The National Police, Defence and Emergency Services Leadership Summit is a major annual event for women at all levels to connect, share ideas and build their leadership skills. Created by Australia’s leading authority on women’s leadership, Women & Leadership Australia, the Summit has been developed in consultation with a broad range of stakeholders across these sectors. www.wla.edu.au

Wings Over Illawarra

Illawarra Regional Airport, Wollongong, NSW 02-03 May See jaw-dropping solo and formation aerobatics displays and relive the past with spectacular displays of classic warbirds and amazing vintage aircraft of yesteryear.

Be inspired by the ADF as they present the best our country has to offer with loud, fast fighter jets and huge heavy transport aircraft.

Some of Australia's top formation flying teams will delight and provide you with an unforgettable experience as they perform breath-taking manoeuvres above the beautiful Illawarra.

Immerse yourself in history as you wander through rare displays of vintage and classic aircraft including the fullyrestored Super Constellation and record-breaking Qantas 747 along with some beautifully restored WWII fighters.

You won’t want to miss the heart stopping aerial antics of the flying displays, the fantastic static displays, souvenirs and simulators.

Wings Over Illawarra will include a massive carnival with rides for young and old, all included in the entry ticket price.

There is no better way to spend an unforgettable day with family and friends!! www.wingsoverillawarra.com.au

There will be a variety of modern, classic and vintage aircraft on display at Wings Over Illawarra. CPL David Said.

58

A C-130J Hercules performs a touch and go landing during the Wings Over Illawarra Air Show 2019. CPL David Said.

Leading Aircraftwoman Ashleigh Calam, firefighter from No. 23 Squadron, discuss the use of equipment with Station Officer Nathan Chadwick from the Queensland Fire and Rescue Services during the unified Hazmat training between the two services. CPL Jesse Kane

Fe a tu r e

Edinburgh Air Show…SOARS! RAAF Base Edinburgh, on the outskirts of Adelaide, opened its gates to the public for an exhilarating, action packed Air Show between 9-10 November.

The two-day event showcased advances in aviation technology during the 100 years since Sir Ross and Sir Keith Smith made their epic flight from England to Australia.

The public had the rare opportunity to see some of the Australian Defence Force’s most advanced military aircraft including fast jets, transport, rotary wing and a vast range of historic and vintage aircraft.

Air Commodore Noddy Sawade, Head of Air Shows, said Defence was proud to have staged the Air Show at RAAF Base Edinburgh.

“Defence has had a presence in South Australia since World War II and RAAF Base Edinburgh is a significant military base for the Australian Defence Force.”

For the first time in Adelaide, Air Force’s latest fifthgeneration fighter aircraft, the F-35A Joint Strike Fighter, showcased its leading capabilities, putting on a stunning display which thrilled the crowds.

This supersonic stealth fighter has advanced sensors and data fusion, which enable it to gather and share information with Navy ships, Army units and other Air Force aircraft.

The Air Show also presented the new PC-21 aircraft, which form the Air Force Roulettes aerobatic team. This was their first visit to South Australia and they performed a full display overhead RAAF Edinburgh to the delight of the crowds.

Vimy to Fifth Generation in 100 years The theme of the Edinburgh Air Show was ‘Vimy to Fifth Generation in 100 years.’

The Air Show commemorated the Centenary of the epic flight in November 1919 of notable South Australians Sir Ross Smith and his brother, Sir Keith Smith, who flew from England to Australia in 1919 in a Vickers Vimy to win the Great Air Race.

More than 60 exhibitors in the commercial and trade hall focussed on aeronautical and aerospace education and opportunities in Science, Technology, Engineering and Mathematics (STEM). A day was also devoted to school students and cadets which aimed to deliver immersive and hands on learning experiences for all participants.

RAAF Base Edinburgh also played host to a group of local Indigenous dancers who carved a ‘Kaurna Shield’ from of one the local trees. This was presented to executive staff during the Air Show.

Air Force Indigenous Liaison Officer, Flight Lieutenant Steven Warrior, took the chance to get some photos with the Indigenous dancers in front of Air Force’s newest maritime patrol aircraft, the P-8A Poseidon.

Other activities at the Air Show included interactive experiences from Navy, Army and Air Force units, state and federal government and Defence industry partners, indoor drone racing, displays from military working dogs and concerts from the Air Force Band.

The F-35A JSF put on a stunning display at the Air Show. CPL Bill Solomou.

The public had the chance to see fast jets including F/A-18A Hornets from No. 75 Squadron.

SGT Rob Hack.

Above: Indigenous Liaison Officer, Flight Lieutenant Steven Warrior, with Indigenous dancers in front of a P-8A Poseidon.

CPL Brenton Kwaterski. Below Indoor drone racing was a feature at the Edinburgh Air Show. CPL David Said.

59

B ooks

travel was a glamorous affair for good reason. Airline Maps is a celebration of graphic design, cartographic skills and clever marketing, and a visual feast that reminds us to enjoy the journey as much as the destination.

Format: Paperback | Pages: 144 Publisher: Penguin Putnam | RRP: $42.50

Airline Maps A Century of Art and Design

By Mark Ovenden & Maxwell Roberts A nostalgic and celebratory look back at one hundred years of passenger flight, featuring full-colour reproductions of route maps and posters from the world's most iconic airlines, from the author of bestselling cult classic Transit Maps of the World.

In this gorgeously illustrated collection of airline route maps, Mark Ovenden and Maxwell Roberts look to the skies and transport readers to another time. Hundreds of images span a century of passenger flight, from the rudimentary trajectory of routes to the most intricately detailed birds-eye views of the land to be flown over.

Advertisements for the first scheduled commercial passenger flights featured only a few destinations, with stunning views of the countryside and graphics of biplanes. As aviation took off, speed and mileage were trumpeted on bold posters featuring busy routes. Major airlines produced highly stylized illustrations of their global presence, establishing now-classic brands. With trendy and forward-looking designs, cartographers celebrated the coming together of different cultures and made the earth look ever smaller.

Eventually, fleets got bigger and routes multiplied, and graphic designers have found creative new ways to display huge amounts of information. Airline hubs bring their own cultural mark and advertise their plentiful destination options. Innovative maps depict our busy world with webs of overlapping routes and networks of low-cost cityto-city hopping. But though flying has become more commonplace, Ovenden and Roberts remind us that early air 60

Anzac and Aviator The remarkable Story of Sir Ross Smith and the 1919 England to Australia Air Race

great pioneering aviators. He went to war in 1914, serving with the light horse at Gallipoli and in the Sinai before volunteering for the fledgling Australian Flying Corps. In a new dimension of warfare, Ross Smith survived two gruelling years of aerial combat over Palestine to emerge as one of the most skilled and highly decorated Australian pilots of the war.

In 1919 he served as a pilot on the first ever mission to survey an air route from Cairo to the East Indies before gaining international fame as the winner of the Australian government's ÂŁ10,000 prize for the first airman to fly from England to Australia. An attempt to exceed this by circumnavigating the world by air in 1922 would end in disaster and tragedy.

Drawing on the rich and extensive collection of Ross Smith's private papers, Anzac & Aviator tells, for the first time, the gripping story of a remarkable aviator, the extraordinary times in which he lived and the air race that changed the world.

Format: Paperback | Pages: 424 Publisher: Allen & Unwin | RRP: $25.90

By Michael Molkentin The story of extraordinary Australian, Ross Smith, who rode to war at Gallipoli on horseback and by the end of the war, was one of the most highly awarded fighter pilots.

In the smouldering aftermath of the First World War a young Australian pilot and his crew prepare to attempt the inconceivable: a flight, half way around the globe, from England to Australia.

The 18,000 kilometre odyssey will take 28 days and test these men and their twin-engine biplane to the limit.

It is a trans-continental feat that will change the world and bring the air age to Australia. It will also prove to be the culminating act in the extraordinary and tragically brief life of its commander, Captain Sir Ross Smith.

Raised on a remote South Australian sheep station in the dying days of Australia's colonial frontier, there was little in Ross Smith's childhood that suggested a future as one of Australia's

The Complete Guide to Drones 2nd Edition

By Adam Juniper Take to the skies and become a skilled pilot, whatever your budget.

The only thing growing faster than the drone market is the amount of misinformation about them. Almost overnight, popular drones like the instantly recognisable DJI Phantom have created a billion-dollar industry,

Bo o ks

with a foothold in everything from moviemaking to air-sea rescue.

This updated edition of the bestselling book on the subject shows you everything there is to know about drones, multicopters and UAVs in plain, jargon-free English.

Find out how to: • Choose the right drone for you • Build them • Fly them • Capture amazing photos and videos from above The text is accompanied by clear illustrations and even more photography than before.

All new in this edition is an additional step-by-step guide for those who want to build a racing drone for fun, or to compete in the fast-emerging FPV leagues. Updates also include all the latest technological, legal and political developments, and an accompanying website with video clips and community links.

This book is all you need to take to the skies!

Format: Paperback | Pages: 160 Publisher: Octopus Publishing Group RRP: $22.75 https://www.booktopia.com.au

The Flying Kangaroo Great Untold Stories of Qantas...

The Heroic, the Hilarious and the Sometimes Just Plain Strange

By Jim Eames Brings to full and rich life the extraordinary characters, events and challenges that have made Qantas an Australian icon.

From its earliest days, Qantas has attracted its fair share of unusual challenges and unique characters. These are the stories of a great airline and the

people who made it, told by a man who has Qantas blood running through his veins. They are hilarious, nostalgic, heroic and sometimes even odd.

They are about the brilliant risk takers who made Qantas the safest airline in the world, the special demands of flying VIPs, the hazards of overseas postings, and the ever present dangers of the skies. But above all, these are the stories of how a uniquely Australian style shaped the best airline in the English- speaking world.

Generous and richly told, The Flying Kangaroo is a warm-hearted reminder why Qantas remains such an important part of the Australian psyche.

'Everyone who has even flown will enjoy The Flying Kangaroo. These are stories of passion and dedication, of risk and resilience, of excellence and Australian larrikinism, of inventiveness and determination. They reflect my pride for an airline that connected the world and became a national icon.' - Captain Richard Champion de Crespigny, Pilot In Command and author of QF32.

Format: Paperback | Pages: 352 Publisher: Allen & Unwin | RRP: $18.95

61

Catholic schools passionate about supporting ADF families BRISBANE Catholic Education (BCE) offers a range of services and resources to assist children of Australian Defence Force (ADF) families to make the smooth transition to a Catholic school.

Catholic schools are passionate about supporting Defence families, with many schools proudly participating in the Defence Transition Aide Program.

Although not teachers, the Defence Transition aides/ mentors understand the issues defence families face in navigating education systems.

The aides/mentors are available to help families right from the start of the enrolment process, guiding them through and obtaining resources to ensure students arrive at school with the correct uniform, books and stationery.

They also assist ADF parents and students become familiar with their new school and its facilities, whilst also sensitively monitoring personal issues such as friendships, peer groups and classroom difficulties.

Our Lady of Dolours’ School, Mitchelton, Principal Brett Kitchener said the whole school community benefited greatly from the Defence Transition Aide (DTA) process.

He said the school’s DTA, Kerri Wilson, worked with teachers and staff to provide support to students during times of parental absence.

“Our wonderful DTA provides a plethora of support for the children and families of our defence population,” Brett said.

“This work, both regular and irregular, small and large, strengthens a smaller community within our already small and caring community,” he said.

A number of Brisbane Catholic Education schools near defence bases participate in the program. But all BCE schools welcome defence families and make sure that the needs of children from defence families are met.

Families being posted to bases in south-east Queensland are encouraged to contact local Catholic schools for enrolment information and availability of places.

The Australian Army Band Brisbane Pep ensemble conducting a masterclass for instrumental students at Our Lady of the Rosary School, Kenmore

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BCE schools near RAAF Base Amberley include: Immaculate Heart Primary School, Leichhardt Sacred Heart Primary School, Booval St Ann’s Primary School, Redbank Plains St Mary’s Primary School, Ipswich Good Shepherd Catholic Primary School, Springfield Lakes • St Francis Xavier Primary School, Goodna • St Brigid’s Primary School, Rosewood • St Joseph’s Primary School, North Ipswich • St Mary’s College, Ipswich (girls only) • St Peter Claver College, Riverview • St Augustine’s College, Augustine Heights BCE Executive Director Pam Betts said Catholic schools valued all that ADF families sacrifice for our nation.

Ms Betts said this was reflected in the importance placed on Anzac Day and Remembrance Day special assemblies every year in Catholic schools, especially those with large numbers of defence families and close to army and air force bases.

“These help our students, staff and parents recognise the sacrifice of Australia’s returned service men and women in the past, as well as understand the unwavering service of Australia’s defence personnel today.

“They also provide excellent opportunities for our defence students to be involved and be recognised as important to the school and wider BCE community,” she said.

Catholic schools are a good fit for many defence families, sharing similar values and a commitment to providing safety and security.

Students thrive in the safe, supportive and secure environment in Catholic schools which encourages a sense of belonging and purpose, strengthening the learning culture.

Catholic schools promote a contemporary learning approach that is personalised and responds to the learning needs, interests and experiences of individual students.

BCE schools feature contemporary learning environments that aim to empower learners with the knowledge, skills and capabilities to respond to the challenges of the world of the 21st century.

With a digital focus, students are not restricted by conventional boundaries as they are connected to the world beyond the classroom.

Adaptive learning environments promote high expectations and respect diversity and difference.

People of all faith backgrounds are welcomed in Catholic schools, and affordable fee levels mean that the schools reflect a wide cross-section of Australian society.

For more information about Brisbane Catholic Education schools, including enrolment processes, visit www. brisbanecatholicschools.com.au.

• • • • •

While you protect our country, we protect your children A Catholic education for your child creates a life of purpose, kindness, honesty and compassion. Many of our schools offer specially designed Defence transition programs, to help your child effortlessly move schools. Catholic schools are conveniently located in suburbs close to RAAF Base Amberley.

Find your local Catholic school at

More than

brisbanecatholicschools.com.au

Schools

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Transforming

An inclusive

Students

Affordable Education

72,000

Reloc atio n

Hope for a brighter future.

Hope Christian College is a leader in Independent Schooling in the Northern Suburbs of Adelaide, offering excellence in affordable, values-rich Christian education.

• • • • • • • • •

Reception to Year 12 on one campus Achievable, flexible, all inclusive fees Caring Christian environment New Technology Hub 2020 Innovative reading, writing and numeracy program Extra curricular sports, excursions, concerts, cultural days Learning support program with trained therapy dog Dedicated playground and grassed areas Door to door bus services Tours Available 213 Yorktown Road, Craigmore, SA 5114 (08) 8287 1111 www.hopecc.sa.edu.au

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R e l o ca ti o n

EDUCATION AND DEFENCE FAMILIES Regular interstate transfers and deployments are all part of the job for Defence personnel, but often it’s families who are affected most by transfers, particularly the change of education system.

To help alleviate some of the impact when transferring between schools, Defence provides a first class educational advisory service and assistance schemes.

The Education Assistance Scheme (EAS) provides a range of financial support to Defence children.

Tutoring: School aged children on transfer to a new location may be entitled to 14 weeks of tutoring in any subject identified by the school as indicating a gap in the child’s learning.

Boarding School Allowances: Assistance may be available under the EAS to enable ADF families to access boarding school for a dependant in the critical years of schooling.

Special Needs Assistance: The EAS can provide assistance for assessment, therapy and additional support for students who are receiving these services. Tuition fees may also be provided for a child with special needs.

Defence Scholarships: Defence sponsors four scholarships per year for dependants of personnel working in Defence Organisation, and is managed by AFS Intercultural Programs Australia and DCO. The Defence School Transition Aide Program has two parts; Defence School Transition Aides in primary schools and Defence Transition Mentors in secondary schools nationally.

The program aims to facilitate the best possible educational outcomes for dependants of ADF members and to provide support during parental absences for Service reasons.

Defence recognises that some children of ADF members may experience some disruption to both the academic and social aspects of their schooling each time they move.

Private Luke Scott, 2nd/14th Light Horse Regiment with students from Petrie Terrace State School. Defence Photos

The different structures of the education systems between Australian states and territories can result in learning gaps. DSTAs support the smooth transition of mobile ADF dependants from school to school and across curriculum jurisdictions upon ADF relocations or postings.

The DSTA is a school-based position which focuses on practical support integrated into the classroom, school and school community. Activities performed by DSTAs include: • Being a point of contact for parents of ADF school children.

• Coordinating appropriate welcome and farewell activities.

• Introducing ADF parents and children to the school.

• Supporting individual children during parental absences.

• Enabling ADF families to meet other families.

• Enhancing the relationship between the school and their Defence community.

To find out which schools have DSTAs in your region, contact the Regional Education Liaison Officer at your local Defence Community Organisation Office.

For more information go to www. defence.gov.au/dco

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R e l o ca ti o n

WHAT IS THE DEFENCE TRANSITION MENTOR PROGRAM The Defence Transition Mentor Program provides support to primary and secondary students of Australian Defence Force (ADF) members and their families, particularly during their transition into and out of a school on posting or during parental absences due to deployment, exercises or courses.

Defence families can change location sometimes up to every 2-3 years and due to differences in curriculum, subject selections and intake age requirements there can be considerable differences in their educational program from one school to the next and particularly from one state to another.

Additional to these pressures, the Defence family is also required to reestablish community connections and create new friendships and support networks every time they are relocated.

The move can also impact the spouse as they may have to change jobs/ careers each time they relocate, with possible financial pressures adding to the stresses already placed on the family.

This program was implemented by the Department of Defence, through the Defence Community Organisation, as a commitment to support its members and their families. They recognise that the education of Defence dependants may be negatively impacted by their mobile lifestyle and so have sought to provide this innovative resource to facilitate a more supportive educational environment for mobile ADF families.

What does a Defence Transition Mentor do?

A Defence Transition Mentor provides assistance to students and their families.

This may include: • Co-ordinating appropriate welcoming and fare welling strategies for young people of Australian Defence Force families.

• Supporting students to develop their

(L to R) Six year old Clancy, eleven year old Ethan and seven year old Conner check out some of the crocodile information during the Defence Community Organisation Welcome to Katherine expo, February at the Katherine YMCA.

self-confidence and resilience.

• Encouraging young people to explore options and make the most of opportunities.

• Assisting young people manage the challenges of transitions.

• Referring students where necessary to appropriate student support services.

• Identifying the issues and needs of individual students.

• Developing and implementing programs and resources that address issues and needs.

• Monitoring students' day to day social and emotional well-being.

• Supporting young people at school during times of parental absence from home for service requirements.

• Facilitating student participation in cultural, sporting, academic and personal development programs.

What is the Defence Community Organisation?

The Defence Community Organisation (DCO) offers a broad range of targeted programs and services to support ADF personnel and their families to balance the demands of military service with personal and family commitments.

Your local DCO is staffed by a Education Liaison Officer, Social Workers, Military Support Officers, Family Liaison Officers and administrative staff who are available to assist the members and family through the provision of: • Support in the time of crisis • Information on Defence matters in general • Advice on community, recreational and interest groups • Deployment support 67

St Anthony’s Catholic College: a Vibrant Learning Community

Situated in the growth corridor of the Northern Beaches area of Townsville, St Anthony’s Catholic College offers Catholic Education in the Franciscan Tradition. We are proud of our “Let Your Light Shine” credo. Our students are encouraged to “Show Franciscan Spirit”, “Help and Respect”, “Invest in Learning”, “Never Give Up” and “Ensure Safety.”

College initiatives enable students in their endeavours, and support Defence 68

Force families. Our Defence Transition Mentor (DTM) program has been operating at the College for several years and offers service to defence families who may be relocating to Townsville as well as offering ongoing support to students whose parents may be on active deployment.

Mrs Sharon Welham is the College DTM and she works across both the primary campus and secondary campus. If you would like any further information about the Defence Transition Mentor program please e-mail Sharon at swelham@sacc.catholic.edu.au or phone 07 4751 7300.

Other services offered by the College include access to a qualified psychologist and guidance counsellor, College Chaplain and the reassurance that St Anthony’s, K - 6, Padua Campus is a KidsMatter school. The services and programmes offered on the Padua

Campus demonstrate our commitment to the pastoral care of the community and concern for the wellbeing of individual students. In addition to this, recent investments in junior classrooms has established state of the art learning facilities in prep and Yr 1. Students in Yr 5 & 6 attend an annual camp to Charters Towers and the Catholic Education Environment Centre at Paluma, respectively.

From Yr 7 to 12, House Guardians monitor student academic progress and pastoral well-being. The House Guardians liaise with the teachers to ensure students are adequately supported in their studies and have access to any necessary support services. The campus learning enrichment team engage with students who require additional support.

If you are embarking on a transfer to the Townsville area consider St Anthony’s Catholic College for your family. For a tour of the College or for enrolment enquiries, contact Vicki Jago on (07) 4751 7300.

R e l o ca ti o n

Greg Grace a Defence School Transition Aid, works with 6 year old Sydney Fry in the library of Leanyer Primary School, Darwin.

• Mobility support • Professional counselling for personal, relationship and family problems • Various courses, information sessions and support groups • Specialist education advice and assistance • Special needs recognition and review • Employment assistance • Childcare assistance

What is a Regional Education District Liaison Officer (REDLO)?

Regional Education Liaison Officers (REDLOs) are professionally trained teachers who understand both the different State and Territory education systems and the Defence lifestyle. They can advise Defence families and children on education issues, particularly related to relocating. REDLOs can assist with changing schools between the various State and Territory primary, secondary and tertiary education systems.

REDLOs provide the key link for families to access the type of support that meets the needs of their particular child. REDLOs are also linked to schools and education systems, working to raise the issues that affect Defence families

and ensure that equity of educational opportunity is available to all mobile Defence children.

of your enrolled of your child/children.

However, most schools will require one terms notice.

Our recent relocation has impacted on our child's learning. Can I get education assistance?

Parent Meetings

If an ADF member moves to a new location and has school aged children, they may be entitled to 14 weeks of tutoring in any subject that has been identified by the school as representing a gap in the child's learning.

Please remember that this, as a rule, is only available within 18 months of your relocation date, so if you think your child could use some extra support please contact the school as soon as possible. Alternatively, you can contact your Regional Education District Liaison Officer. Paperwork will need to be completed and authenticated by the school prior to submission.

A lot of schools will welcome parent involvement and are happy to arrange a meeting to discuss any aspect of the student's wellbeing and educational journey.

We will be relocating to another location. When should I notify the school?

It is advisable to check with the school and the conditions of acceptance that would have been signed at the time

Flight Lieutenant Brendon Knopke of Defence Force Recruiting Darwin and family at the DCO Welcome to The Top End Expo, held at Darwin, NT

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Reloc atio n

What is it about St Peters Lutheran College Springfield that continues to make it one of the most popular education choices in Greater Springfield?

Opened in 2008, the school is committed to its students realising their full potential. With a focus on the pastoral, academic, physical and spiritual dimensions, St Peters pays special attention to the whole child.

A modern co-educational school, it offers a welcoming and vibrant environment. At the heart of the College are two expectations of all students: • to live by their Plus Ultra motto ever higher, more beyond; and • to treat everyone with Care, Dignity and Respect.

These foundational values, combined with a nimble approach to contemporary learning and innovation has created a dynamic culture in which students can excel and thrive.

St Peters proudly offers comprehensive academic, sports, music and personal development programs. The unique 5-week Year 9 outdoor education and agricultural program at Ironbark provides a truly memorable and transformative experience for St Peters students.

An intentional future-focused approach helps St Peters students achieve their best from Prep through to Year 12 and beyond.

Principal, Mr Craig Schmidt summarises this, “We want our young people to be inspired and empowered, to open their minds to possibilities and discover the fullness of their capacity to make a difference in the world. It is not only about knowledge and capabilities for ‘doing’, but also a concern for the character and qualities of the person they are ‘becoming’. We are very proud of our young people and the calibre of staff who mentor and teach them.”

The integration of evidence-based positive psychology into the school’s programs acknowledges the critical importance of wellbeing to optimal

human achievement and flourishing.

To support continuing growth an impressive Junior High precinct is currently under construction. The first stage houses an ‘iSTEAM’ laboratory, six agile classrooms, an individualised Learning Hub, internal and external breakout areas, large flexible learning area, student display gallery, food servery with dining space and more.

St Peters Springfield would encourage you to experience for yourself our special community atmosphere. Further information can be found at www. stpeters.qld.edu.au. All enquiries can be made to s.enrolments@stpeters.qld. edu.au or by calling 3470 3888.

Flying a RAAF Super Hornet - Just another day in the classroom for Mackillop College Students Thirty-six students from MacKillop College in Port Macquarie put their books aside on Monday, October 28 to take part in the Royal Australian Air Force roadshow.

Students had the opportunity to 'fly' an F/A-18F Super Hornet simulator - as close as you can get to flying without leaving the ground.

Royal Australian Air Force pilot officer Elliotte Hyder said the simulator provides "a hands on insight into the operation of Australia's front-line fighters".

"We are hoping it will pique students interest enough for them to consider a career with the RAAF," she said.

Students also had the opportunity to participate in an air traffic control airport game and fly a PC-21 plane using virtual reality goggles.

MacKillop College engineering teacher Rhys Jones said it was a "fantastic opportunity".

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"It takes them away from the text books to do something practical," Mr Jones said.

Year 11 engineering student Amelia Wilson described the experience as "amazing".

"It was such a great insight into what the RAAF do," she said.

Miss Wilson hopes to study chemical engineering at university.

The Royal Australian Air Force roadshow is a motivational program designed to give students a realistic glimpse into officer aviation roles within the Royal Australian Air Force. www.portnews.com.au

R e l o ca ti o n

Accepting Academic Scholarship Applications Years 7 and 10, 2021

Further information at stpeters.qld.edu.au

Join other defence families. Enrol now for 2020.

www.stpeters.qld.edu.au 42 Wellness Way, Springfield Q 4300 | (07) 3470 3888 | s.enrolments@stpeters.qld.edu.au

Challenging Minds, Nurturing Hearts, Building Futures.

71

B ack P a ge

pilot on the highway to the Danger Zone

Marija Jovanovich is the RAAF’s top female pilot — and she’s spent most of her life being the only woman in the room. But it won’t stop her from wanting to take her career into the stratosphere.

Marija Jovanovich at aged 36 is currently the most senior female pilot in the RAAF, holding the rank of Wing Commander, and has three tours of the Middle East under her belt. She is also one of an elite handful of military test pilots who has been in the cockpit of more than 30 types of aircraft.

She was the only woman in her test pilot class and one of very few women to captain the crew of a P-3 Orion aircraft.

Now the top pilot, is urging girls in her home town of South Australia to aspire to the skies, especially as the state prepares to host the headquarters of the new Australian Space Agency.

The first astronaut to hold Australian citizenship could be among them, she muses, although if the role was advertised tomorrow Jovanovich would be first in line.

In 2012, Jovanovich began the selection process for the United States Air Force Test Pilot School at Edwards Air Base in California. It’s highly competitive – just one spot opens up every three years.

Test pilots in training are thrown into an array of aircraft – from the F-15 Eagle, “an incredibly impressive fighter jet”, to the Antonov An-2 Colt, “the world’s biggest biplane” – in a bid to “teach you not to be afraid of the unknown”.

“The work of a test pilot is to be comfortable being uncomfortable. It can mean flying a brand new type of aircraft, 72

although we don’t often do that because we don’t build brand new aircraft in Australia. It can mean flying an aircraft when there’s been a drastic change to it, either structurally or a systems change.

It can also mean solving problems on an aircraft.”

The role is impressive enough before you realise that the next step from test pilot could well be astronaut.

“Most of the early astronauts were test pilots,” Jovanovich says.

“A higher proportion of test pilots than just about any other occupation become astronauts.” And that, Jovanovich confides, “is my greatest dream”.

Unfortunately, there is no pathway at the moment for Australians to become astronauts. Jovanovich hopes the establishment of the first Australian Space Agency, might open up more opportunities. “But things might change a little bit too late for me,” she says.

The space agency could also open more pathways into flying for girls at a time when they are still underrepresented in science, engineering and technology fields.

As part of her role now, Jovanovich visits schools and talks to girls about possible career paths.

“To end up where I am you need to

have been put into the pipeline 18 years ago,” she says. “But overwhelmingly by the age of six, kids think that men do men jobs and women do women jobs.”

In addition to ingrained gender stereotypes, accessibility is another barrier.

As a pioneering woman in a maledominated field, Jovanovich concedes she would be “delusional or lying” if she claimed she had never borne the brunt of sexism.

She says sexism and self-doubt can be harder to deal with early in a career when “you haven’t come into your own power” but she does believe the dial is shifting.

“Now that I’m the boss, I take a zero tolerance approach,” she says.

Jovanovich herself continues to rise through the ranks.

After test pilot school she spent two years as No. 10 Squadron Flight Commander and last year was promoted to Wing Commander. Right now she’s in the US, this time attending the Air War College for 12 months. But she’d like to call Adelaide home again one day, and there’s always that lure of becoming Australia’s first flag-bearing space walker.

“If we could get an Aussie astronaut, of any gender … to get somebody up there with an Aussie flag it would have a huge impact,” she beams. “It would be inspirational.”

Lauren Novak

• 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

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