Australian Air Power Today May 2021

Winter 2021 Vol 3 No 2

Air Force | Air Power | National Defence | Space | Cyber

A SALUTE TO TEAMWORK AND THE RAAF

Teamwork has been a core value of the Royal Australian Air Force. And for more than 60 years, Dassault Aviation is proud to have been part of the RAAF team. Congratulations and thanks for 100 years of service to Australia and the world.

WWW.DASSAULTFALCON.COM I SOUTH EAST ASIA & AUSTRALASIA: +60 12 213 2132 / +60 17 215 2474

Volume 3 No 2 Winter 2021

index

2 Cover story What it takes to sustain the F-35 Joint Strike Fighter

COVER THEME

7 Proud Wingman RUAG Australia FEATURE

10 RAAF - Faster, Smarter and Longer Reach in Next 100 Years 16 Air Combat Officer Training System 22 Looking to the Future - Plan Jericho 26 Evolutions in Training and Simulation

AUSTRALIAN AIR POWER TODAY EDITOR-IN-CHIEF

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Sharon Pace sharon.pace@bigpond.com John Flynn airpower@flightpublishing.com.au

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Q&A - RAAF Aircraft Technicians

The Engine That Changed History Charles E. Taylor, My Story

30 Why Airline Pilots are Retraining to fly Drones 38 Snapshot in Time and History 50 A Brief History of Pilot and Astronaut Wrist Watches

FIXED WING

SPACE

40 Space Law is an Important Part of the Fight Against Debris 43 Accelerating the Space Industry

CONTRIBUTING WRITERS

EDITORIAL CONTRIBUTIONS

Brendan Nicholson, Philip Swadling, Samara Kitchener, FLTLT Gary Martinic, Jacek Siminski, Cirrus Real Time Processing Systems, BAE Systems, Wayne Condon, Michelle Grattan, Charles Page, Justin Hendry

Articles and photos are invited from readers who have an interest in the general aspects of air power, cyber security, space and aviation history.

Australian Air Power Today reserves the right to edit articles submitted for content, length and format.

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Above: Leading Aircraftman Aviation Technician Josh Liebich performs maintenance on the number three engine of a C-17A Globemaster III aircraft, at RAAF Base Amberley. Defence image.

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48 Air Force Cadets 54 Defence 60 On The Radar 62 History 73 Books 74 Relocation 82 Transition 88 Back Page

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C over Th eme

What it takes to sustain the F-35 Joint Strike Fighter The F-35 Lighting II Joint Strike Fighter is one of the most advanced aircrafts in the world. A fifth-generation multi-role fighter, the F-35 signals a new era of Australian air power.

In 2015, BAE Systems Australia was assigned to sustain the Royal Australia Air Force’s (RAAF) fleet of F-35 fighter jets.

The F-35 is sustained and upgraded at the Southern Pacific Regional Airframe Depot in Williamtown, NSW. From this facility, BAE Systems Australia will support F-35 aircraft from across the region. The facility will also be home to a BAE Systems Australia managed Asia Pacific Regional Warehouse where spares will be provided to operational units across the region.

BAE Systems Australia will also maintain key F-35 components at the 2

Williamtown facility when the Asia Pacific component Depot capability activates over the coming years.

In January 2021, the first F-35 arrived at BAE Systems Australia’s Williamtown Depot. We sat down with Derren Shaw, F-35 Program Manager at BAE Systems Australia, to hear how the program has grown and what is to come as the program enters the next phase.

What is most exciting about your leadership role in the F-35 program?

This year is the RAAF’s 100th birthday and it was a great time to welcome the first F-35 to our hangar. It is a huge privilege to support the RAAF and to be on this journey with the F-35 fleet.

For me, the size, scale and complexity of the program is really exciting and

the only way that this program can be successful is through collaboration. It is exciting to see collaboration play out in reality across Government, Industry Primes, the Royal Australian Air Force and our wide chain of sovereign suppliers.

Relationships are so important across this Program. As we activated the Depot, all parties actively invested in relationship building which set the program up for success. This became even more important when COVID-19 hit, with face-to-face interaction limited and international borders closed, all parties relied heavily on the relationships built over the last few years. People pulled together across multiple organisations, spending many hours on calls at either end of the day, to make sure that our Depot got off the ground successfully.

C o ve r Th e m e

BAE image

Derren Shaw, F-35 Program Manager at BAE Systems Australia. BAE image.

Working from our Williamtown facility, I feel privileged to be able to look up and see the RAAF flying the F-35 and knowing the part we play in its success.

As a leader, it is great to see the impact of our team in supporting these pilots and crews. From a workforce perspective, as we grow our workforce, it is special to see apprentices coming through the program right now who are at the start of their careers and very excited to be working in the early stages of such a significant program.

Can you tell us about the sustainment routine for the aircraft?

BAE Systems Australia is supporting the sustainment space in two areas.

Firstly, as part of the Global Support Solution (GSS) we have been assigned regional Product Support Provider (PSP) roles for Airframe Maintenance Repair Overhaul & Upgrade (MRO&U), Component repair and Regional Warehouse.

We activated the Depot in December 2019 ready for any unscheduled Depot events when the aircraft started to arrive in country. In January 2021, we inducted our first jet, which marked the commencement of scheduled MRO&U in the Depot as well as continuing to be available for any unscheduled depotlevel repair required. Currently, we are supporting over 30 Australian aircraft that are already in country. Ultimately, we will support the entire Australian fleet, 72 aircraft, as well as the wider South Pacific regional fleet.

We also support the RAAF directly with operational sustainment activities and our people are fully embedded with RAAF squadrons at RAAF Williamtown, working side by side to deliver these activities.

What sort of operational training did your teams undergo to resource the program?

It’s been quite a long process, initially several of our technicians travelled to Fort Worth, Texas to receive training on the F-35 at the Production Plant delivered by Lockheed Martin. Our technicians then underwent ‘train the trainer’ programs to enable them to deliver training on the ground in Australia to build our in-country

capability as the depot grows. Our technicians also received on the job training at RAAF Base Williamtown under the guidance of the RAAF. It’s been an exciting process and it’s great to see Australia’s skilled workforce grow as we continue to develop this important sovereign capability.

What have been the biggest benefits of the F-35 program to the Hunter region?

The F-35 program will require ongoing support for decades to come, creating generations of jobs for the local and national economy as well as the wider sovereign supply chain.

While the program is currently in its early stages, by 2025 it will contribute

3 Squadron JSF taxis for a night sortie from RAAF Base Williamtown. Defence image.

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C o ve r Th e m e

Prime Minister Scott Morrison was among several senior government and ADF officials to welcome the arrival of the first Lockheed Martin-built Joint Strike Fighter at BAE Systems Australia’s Williamtown facility. BAE images.

750 jobs directly and indirectly, across the national economy. Our supply chain will also benefit as we expect to purchase from 76 companies across the country to support the program by 2025.

Few projects offer so much opportunity and longevity both locally and nationally.

How do you address component repair and overall supply chain for the program?

Under the Global Support Solution construct, a network of Repair Depots and Original Equipment Manufacturers (OEMs) across the globe support component repair. Depot level repair capability broadly splits into three regions: the United States, Europe and Asia Pacific, with capability being progressively stood across the regions up over time.

Over the next few years, the Asia Pacific will start to stand up its Component Depots with BAE Systems Australia activating some of these capabilities at Williamtown, NSW. We will then repair parts not only from Australian jets on our site but from other operators in the region, which will serve to further grow Williamtown as a Regional F-35 Hub. Learn more about the F-35 at www.baesystems.com

Former Jetstar technicians find new home at BAE Systems Australia Twenty-five aviation technicians, including apprentices, who lost their jobs due to the impact of COVID-19 on the commercial aviation industry, have been employed by BAE Systems Australia to work on the F-35 support program.

at which everything happened was incredible. Both BAE Systems and the RAAF have been proactive in making sure we receive all the necessary training for the F-35. This is certainly not for the short term, but to provide capability for decades to come.”

The technicians were welcomed to the BAE Systems Australia team in December 2020 and have now settled into their new roles.

The Defence industry can be an important economic catalyst as the country recovers from the impact of COVID-19. BAE Systems Australia Chief Executive, Gabby Costigan, explains the opportunity for defence primes, “The addition of 25 specialists to our workforce will ensure that we can continue to develop, grow and retain critical aerospace capabilities that will benefit both the Hunter region and the nation.”

“These are workers already extremely well-armed with great skills and experience and it’s fantastic that the defence industry sector has been able to recruit their expertise,” said Minister for Defence Industry, Melissa Price.

Phillip, a former Jetstar technician describes the move from Civil Aviation to Defence industry, “Coming to BAE offered me a sense of job security but it also enabled me to stay in my home area. It is a totally different aircraft to what I am used to…I think BAE will help me thrive and achieve my best.

Ben, who has joined BAE Systems from Jetstar, as a Quality Controller has enjoyed the transition, “The speed

The Hawk and F-35 provide a significant contribution to local and a national economies and BAE Systems Australia is anticipating significant job growth, with the Hawk program to sustain 870 jobs by 2022-23 and the F-35 program to sustain 750 jobs by 2025.

Main image: An Australian F-35 over the Hopi Reservation, Arizona, USA. Defence image.

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RAAF MUSEUM POINT COOK

The RAAF Museum, located at Point Cook, is home to an amazing range of historic military aircraft. The Museum has a vast collection of historical material on show, including several hangars with static aircraft, and offers visitors an exciting experience and insight into the history of the Air Force. Models, books, patches, clothing and mementos can be purchased at the Museum shop.

Entry to the RAAF Museum is FREE!!

Opening Hours 10:00am to 3:00pm Tuesday to Friday 10:00am to 5:00pm Weekends and Public Holidays Closed Mondays, Christmas Day & Good Friday TEL: (03) 8348 6040 FAX: (03) 8348 6692 WEB: www.airforce.gov.au/raafmuseum EMAIL: RAAF.MuseumInfo@defence.gov.au FACEBOOK: facebook.com/RAAF.Museum

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PROUD WINGMAN RUAG Australia - supporting the RAAF for over 35 years It has been a privilege for RUAG Australia to provide MRO support for legendary aircraft for the Royal Australian Air Force during its 100 years of service to Australia. RUAG Australia is a supplier and life cycle support provider of systems and components on behalf of the Royal Australian Air Force and other international air forces, as well as civil aviation, worldwide.

The company combines engineering expertise with landing gear hydraulic actuator manufacture, maintenance, repair and overhaul (MRO), and metal treatment and finishing in their role as a DASR Part 145, DASR Part 21J, EASA Part 145, CASA Part 145, NADCAP, and AS9100D approved organization. RUAG Australia ranks as a Top 20 SME (small and mediumsized enterprise) on behalf of the Australian Defence Force, features as a supplier in the Australian Defence Export Office’s Australian Military Sales Catalogue and has been inducted into the 2019 Victorian Manufacturing Hall of Fame.

RUAG Australia employs more than 35 skilled MRO technicians across 3 facilities in Australia (Bayswater VIC, Airport West VIC, Amberley QLD), all with a base qualification of Aircraft Maintenance Engineering (AME) and with further specialisations in airframe, airflow, and assembly and testing. To support MRO activities RUAG complements its disassembly and assembly capabilities with a broad and comprehensive suite of test equipment. A team of highly qualified engineers supports and guides skilled technicians to deliver on customer repair requirements. The company’s MRO capabilities are focused on – but not exclusive to – aircraft and helicopter mechanical systems and components including hydraulic components, pneumatic systems, undercarriage assemblies (e.g. wheels and brakes), mechanical components such as

gearboxes, electrical generators and engine controls and accessories.

For over 35 years, RUAG Australia has provided specialist MRO support for a range of military aircraft for the RAAF. Specialist engineers and technicians have been an integral part in supporting platforms such as the F/A-18, AP-3C Orion, Hercules C130H, E-7A Wedgetail, C27J, F-111 and most recently, the F-35s. The team’s contribution goes beyond standard aircraft maintenance and repair methods. Drawing on their full suite of resources, competence in developing tailored engineering solutions, precision manufacturing and additive technologies has enabled the team to resolve issues that would otherwise have reduced fleet availability or resulted in complete part replacement.

RUAG has a long and rich history providing MRO support for the RAAF including the acclaimed F-111. From 1986, RUAG provided MRO support for landing gear, wheels and brakes, flight and Environmental Control Systems (ECS) for the aircraft until its retirement in 2010. The team reverse engineered all of the Primary Flight Control Components on the F-111 and improved the life cycle of those components. Working on the F-111 provided opportunity to venture into hydraulic flight-control servo-valve reclamation work which enabled the team to carry out similar repair work on other aircraft. This milestone established RUAG as

a leading innovator in advanced precision hydraulics and fine precision machining.

The combat-proven F/A-18 Classic Hornet was a legendary twin-engine multi-role fighter aircraft whose maiden flight was on 18 November 1978 and served various international air forces worldwide ever since. Since 2002, RUAG Australia has maintained and repaired the flight control actuators of the regional Hornet fleet and since 2004, began providing Landing Gear and Flight Control MRO as well as engineering services. More recently, services provided have increased to include Environmental Control Systems (ECS), Pressurisation Systems and Secondary Power Systems as well as on-base technical and engineering support. The RUAG team is extremely proud to have utilised their highly skilled and knowledgeable workforce in MRO, engineering and manufacturing to deliver high quality and innovative sustainment solutions to support a high level of operational availability of the Classic Hornet fleet and sovereign capability.

Images RUAG.

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South Australia’s Success in Space While many industry sectors have taken a hit over the past 12 months, the South Australian space sector remains on a steady upward trajectory. This was most evident at the 11th Australian Space Forum on 31 March 2021 in Adelaide, the premier event on the Australian space calendar.

The event, which for the first time was run by the newly established Andy Thomas Space Foundation, had over 1,000 attendees (in-person and online) and over 65 exhibitors showcasing the best of the national space sector and encouraging collaboration and co-investment.

Parallel to the 11th Australian Space Forum was the opening of the Australian Space Discovery Centre at Lot Fourteen. This inspirational state-of-the-art centre incorporates interactive space exhibits and provides a careers hub for those taking a small step toward working in the space sector. The centre aims to open the imaginations of Australia’s young people to the universe of opportunities available in space.

South Australia has also seen the opening of the Australian Mission Control Centre, developed and operated by Saber Astronautics, providing space businesses and researchers with the facilities to control

The Hon Scott Morrison MP, Prime Minister of Australia addressing delegates at the 11th Australian Space Forum in Adelaide.

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The Hon Steven Marshall MP, Premier of South Australia with students at Lot Fourteen for the SASAT1 Space Services Mission announcement in January 2021.

satellite and space missions. The centre, situated at the heart of Lot Fourteen, also provides live links to the International Space Station, allowing visitors to view the astronauts on-board.

The Koonibba Test Range opened on 19 September 2020 with the first commercial sub-orbital launches in Australia and paves the way for the potential orbital launch facility at Whalers Way near Port Lincoln.

These world-class facilities, along with South Australia’s ecosystem of over 80 innovative start-ups, companies, research institutions and now, educational foundations, cement the state as a global leader in space, developing new space technologies and attracting international attention and investment.

These landmark achievements, as well as the continuing success of the sector, are in no small part due to the strong foundation laid down in the South Australia Growth State Space Sector Strategy.

The space sector is one of nine priority growth areas and has a vision for South Australia to be designing, manufacturing, launching, and operating small satellites that deliver actionable,

space-derived intelligence for sovereign Australian missions by 2030.

This vision is already being realised through the ground-breaking SASAT1 Space Services Mission, incorporating a satellite that will be locally built and launched into low-Earth orbit.

The 6-unit nanosatellite, which is being built by Adelaide-based companies Inovor Technologies and Myriota and led by the SmartSat Cooperative Research Centre (CRC), will deliver space-derived services to the state in support of a range of public services.

While the mission progresses toward its goal, primary and secondary school students across the state are being inspired to come up with a name for the satellite that reflects South Australia’s heritage, as well as the state's rich cultural and linguistic diversity.

Australia as a nation has well and truly rocketed into the global space economy over the past few years, and South Australia has acted as the launchpad for this success. South Australia is constant in its support for the national space ecosystem as the possibilities for future generations of local space leaders will be endless.

Another giant leap for South Australia Home to the Australian Space Agency, Australian Space Discovery Centre, world-class Mission Control Centre, as well as over 80 space-related companies, the Koonibba Test Range and Australia’s first state satellite – South Australia is leading the way into the future and beyond.

Explore the possibilities now at sasic.sa.gov.au

F eat ure

Air Force Chief says RAAF will be faster, smarter and have longer reach in its next 100 years

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Fe a tu r e

With the development of hypersonic missiles—and ultimately aircraft— flying at several times the speed of sound, space-based systems, armed drones and uncrewed combat aircraft, the Royal Australian Air Force is fundamentally changing as it turns 100.

Heavily involved in World War I as the Australian Flying Corps, the nation’s military aviators were part of the army until the RAAF was formed in March 1921.

RAAF Chief Mel Hupfeld says the RAAF is the region’s most technologically advanced air force, but technology alone will not see it succeed.

‘We’ve spent the last two decades concentrating on expeditionary operations in the Middle East,’ says Air Marshal Hupfeld. ‘That’s no longer our strategic imperative through the lens of the defence strategic update.

We need to further invest in airbases and to project air and space power into our region across “shape”, “deter” and “respond” [the update’s three strategic objectives]—and we need to do so every day from our national support bases.’

The ability to achieve strategic effects below the threshold of declared conflict will be the measure of success, says Hupfeld. ‘Arguably, we’ve not always been sophisticated in identifying that nuance. The latest Air Force strategy will see us realise our potential for the joint force.’

The strategic update found that the security environment had deteriorated far more rapidly and in ways that could not have been predicted four years earlier when the last Defence White Paper was produced. Australia could no longer assume it would have a decade’s warning of a looming conflict.

As the Australian Defence Force applies the measures in the update and the accompanying force structure plan, new weapons for the RAAF will include long-range anti-ship missiles.

To guide the RAAF’s evolution, Hupfeld issued a strategy setting out how it must adapt to carry out operations in the grey zone as part of an integrated approach across the ADF. He says a simplistic model of

‘peace’ and ‘war’ no longer adequately describes the geostrategic environment and malign actors exploit the grey zone to avoid clear escalation points that legitimise a traditional military response.

‘We must develop our people. This means professionalisation, increasing our diversity and drawing from our whole population.’

Hupfeld says that as the RAAF’s capabilities are enhanced, it isn’t all about flying platforms. ‘Our capabilities are potent and effective because our people are talented, skilled and trained to the highest standards, the critical asset to achieve the edge. We have to continue to invest in them as we have done with the air force’s new platforms.

‘If our combat aircraft fly against an adversary with a similar level of capability, I’ll back my people. Our team’s skills and tactical awareness are first rate. Not that I want to do it, but I’ll pitch them against pretty much anyone out there.’

At home, teams specialised in areas including combat control, mobile air load, and deployable health and aeromedical services and catering helped in the response to the 2019–20 bushfires and pivoted to assist in the pandemic.

On missions against Islamic State in Iraq and Syria, RAAF aircrew often flew for 10 hours or more—a long time strapped into a seat. To equip personnel for such missions, ‘contemporary human performance optimisation’ programs, embracing performance psychology and sports science, enhance mental and physical performance for increased combat effectiveness.

Hupfeld says that while technology becomes more complex, the basic need to strive for perfection and deliver precision remains. ‘More than ever, this requires personnel focusing on the fundamentals and the removal of unnecessary distractions.

This is the core premise of sports psychology through the creation of high-performance teams.’

He says discussion of future capabilities needs to move away from a platform-centric approach to an effects-based one. That means

Air Force Chief Mel Hupfeld

exploring the gaps and opportunities in the RAAF’s ability to generate effects that exploit range and action from different domains—land, air, maritime, space and cyber—rather than focusing on one solution.

Long-range multi-domain strike is not confined to a particular aircraft and relies on a system of systems.

The RAAF’s capabilities increasingly include technologies and systems that don’t fly. One such system is the Jindalee Operational Radar Network, set up to look far out to Australia’s north and being expanded to watch over the Pacific.

The RAAF’s airbases and its ability to deploy and operate from austere and sometimes damaged airfields was showcased most recently in disaster relief in Fiji.

Rapid development and enhancement of information warfare capabilities covering several domains including space is a key feature of the strategy.

Hupfeld rejects suggestions that the RAAF has lacked an effective longrange strike capability since the F-111 was retired in 2010. ‘This is a far more capable air combat force than when the F-111 was withdrawn.’

So, given Australia’s size, the scale of the region and the vulnerability of support aircraft such as tankers, how 11

Air combat power is critical to protecting Australia and its deployed forces

Fe a tu r e

does the RAAF achieve the range to keep potential enemies at a distance?

Hupfeld says air combat power is critical to protecting Australia and its deployed forces, and to providing a credible capability to hold an adversary’s forces and infrastructure at a distance from Australian shores.

Integrated air and missile defence will give deterrence and protection for the joint ADF, including tankers and early warning aircraft like the E-7A Wedgetail.

‘Medium-range ground-based air defence missiles will release platforms such as air warfare destroyers and frigates, and fighter aircraft, from innerlayer defensive roles so that they can defend vulnerable support aircraft, and other friendly forces. Coupled with the Wedgetail, Australia’s fighter force can defend for other aircraft, ships or land forces throughout the region,’ Hupfeld says.

‘Releasing these highly mobile, multi-role platforms from close-in defensive roles allows them the freedom of movement to hold potential aggressors at risk, increasing the deterrent effect.’

As a fighter pilot, and despite negative publicity about the ‘fifthgeneration’ F-35 joint strike fighter, he has no doubt that it’s the right aircraft for the RAAF. ‘It’s a crucial part of an integrated system tied together with the Super Hornet, Growler electronic-warfare aircraft, the tanker, surveillance aircraft, intelligence databases, space capability enhancements and cyber activities, and more broadly integrating with air warfare destroyers and the army’s air defence systems. The F-35 replaces nothing, but changes everything,’ he says.

The government is committed to purchasing 72 F-35s with 33 already delivered, and the RAAF has an option to purchase 28 more.

Will the additional aircraft be F-35s?

‘We look at all options,’ Hupfeld says. ‘What’s the sixth generation of airpower going to look like when we decide on the next round of F-35s? Is F-35 still valid if there’s a sixth-generation aircraft? Will sixthgeneration air combat capability be

an aircraft? I don’t know the answer to that, but they’re the things I keep my eyes open for.

‘The [uncrewed] loyal wingman is an example of what may be part of the solution when we look at the next phase of our air combat capability program. And I’d never say never to any of those.’

If the sixth-generation aircraft may not be an aircraft, what might it be?

‘This is where I’d want to get my smart young think-tank people to come in and see what they imagine. Given my experience and the baggage I carry, I have to think really hard to not imagine something like an F-35 with a pilot in the cockpit,’ says Hupfeld, ‘but it could be a space-based system operating with a ship armed with a directed-energy weapon or a railgun.

There are many options we want to look at. Our younger generation aren’t constrained in their thinking like I can be.’

A development, test and evaluation program for high-speed long-range strike and missile defence, including hypersonic weapons, is underway and prototypes will be built to inform decisions on future capabilities. That includes collaboration with the US on the Southern Cross Integrated Flight Research Experiment known as SCiFIRE. Remotely piloted and/or autonomous combat aircraft, some designed to team with crewed aircraft and ground personnel, will increase air combat capacity.

Advanced longer-range strike weapons will extend the reach of combat aircraft and allow them to avoid increasingly sophisticated air defences.

Advanced loitering munitions will allow the ADF to strike in an increasingly complex environment, and better self-protection systems will improve the survivability of aircrew and aircraft.

Hupfeld says the ability to rapidly deploy defensive missile systems across Australia and within the region is paramount.

The combined effect of the three services operating together is crucial, he says. ‘The air force provides reach

and responsiveness and the army and navy provide persistence in their area of operations. The inclusion of both land and maritime long-range strike capabilities highlights the increased importance of holding our adversaries at risk further from Australia.’

In the decades to come, the RAAF will have different skills and weapon systems, agile bases and multiple redundant networks, ‘and we’ll be active in space’.

‘Utilisation of our weapon systems, airbases and people will be transformed from the traditional airpower of our past 100 years to the generation of broader air and space power effects.

‘Our personnel will be strategically aware, they’ll know their place in the joint force and their responsibilities to the government, and they’ll appreciate the strategic effects they achieve every day.’

This force will be agile in its thinking and able to seize opportunities.

‘My intent for the air force highlights that we need to be comfortable operating with constant competition,’ Hupfeld says. ‘Our strategy is to give our people the tools to be creative.

Being aware of the strategic effect in everything we do is the key to success.

We need to recognise opportunities and seize them wherever possible.’

The future force is likely to include crewed, uncrewed and optionally piloted aircraft.

Hupfeld says uncrewed aircraft development is progressing at a rapid pace and they’re likely to excel in a number of roles and complement crewed aircraft.

But all air forces will have crewed platforms for a long time yet. It’s far too early to predict if, or when, they’ll cease flying crewed aircraft in all roles.

‘Our co-development activity with Boeing’s Loyal Wingman, the Airpower Teaming System, is teaching us a lot about what’s possible, but also what’s needed to own and operate an uncrewed platform.’ Australian Strategic Policy Institute.

Australian Strategic Policy Institute Brendan Nicholson.

Defence images.

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To kickstart your career in Cybersecurity, you need to get the foundations right New to cyber or looking to retrain?

Here’s where to start It's no secret that cyber threats are evolving, becoming more sophisticated, and having greater impacts on individuals, businesses and nation states. Nation state-backed cyber-attacks are becoming more widespread, varied and open than ever before, with the number of significant incidents doubling between 2017 and 2020*. Attackers can strike from anywhere in the world, often motivated by greed, status, or pure malevolence.

Their techniques range from the dazzlingly sophisticated to the frankly crude.

It makes sense therefore, that security professionals should also come from a range of backgrounds and have a variety of motivations. Whether you are an experienced techie or making a change mid-career the only essentials for a career in cyber are a sense of curiosity and a willingness to learn.

This is why SANS has developed the SANS Foundations: Computers, Technology, and Security Course.

This new course is designed to be the best single course available to learn the core knowledge and develop practical skills in computers, technology, and security fundamentals that are needed to kickstart a career in cybersecurity.

If you’re just starting out in cyber, you can rest assured knowing that the course has been designed for those with zero technical and security knowledge with the aim of giving them sufficient theoretical understanding and applied practical skills that will enable students to speak the same language as industry professionals.

Meanwhile, anyone with existing tech knowledge will swiftly move from fundamentals, including 14

operating systems and containers, through practical programming, advanced computer hardware, and onto key security concepts. These include a grounding in forensics, reconnaissance, exploitation and privilege and escalation, and network and computer infiltration.

The course has been designed by SANS’ CTO James Lyne, who as well as being a self-described “massive geek” has also made cybersecurity highly accessible through his TED talks and TV appearances, and through his CyberStart learning platform for young adults.

As a student, you’ll have access to over 120 hours of curated content, including 4K video. There is a real emphasis is on the practical, with hands on labs and exercises. Throughout the course, you can check on your progress with quizzes designed to consolidate your learning, culminating in a proctored exam courtesy of GIAC, the most trusted name in security certifications. Currently, successful candidates who pass the exam get a

certificate, there is a GIAC certification named GFTC (GIAC Foundational Cybersecurity Technologies) that will be available for pre-sale in conjunction with the course from late May this year.

“With Foundations, we offer can offer career changers an overview of the most important building blocks of IT security, which can then be expanded on with the additional materials. The platform is also highly recommended for students who want to focus on the field of IT security and start a career in this field. Additionally, participants benefit from being able to take a GIAC exam at the end to demonstrate their learning” says Steven Armitage, Country Director, Australia, SANS Institute.

Wherever you are on your cybersecurity career path, whether you’re looking to take that first step, or you’re a manager planning to launch someone else’s security career, check out the full course syllabus here: sans.org/airpower-SANSfoundations * https://threatresearch.ext.hp.com/ web-of-profit-nation-state-report/

Computers, Technology Computers, and Security Technology

SANS Foundations is the best single course available to learn core knowledge and develop practical skills in computers, technology, and security fundamentals that are needed to kickstart a career in cybersecurity.

& Security

What is included with SANS Foundations?

• • • • • •

Over 120 hours of curated content Hands-on labs experience Quizzes to consolidate learning outcomes Training by world-renowned experts Engaging 4K video content Proctored final exam delivered by GIAC

What will Students learn in this course?

The course provides students with exactly what they need to go from zero technical and security knowledge to a level of sufficient theoretical understanding and applied practical skills that will enable them to speak the same language as industry professionals. Students will develop fundamental skills and knowledge in key IT subject areas such as Linux, programming, networking, computer hardware, operating systems, encryption, basic security concepts, and more!

Who should take this course?

This course is designed for: • Career changers • Online self-driven learners seeking new skills • College and university students • Business professionals without a deep cybersecurity background • New hires in IT/cybersecurity • Participants in reskilling programs

For more information visit www.sans.org/Foundations-ANZ or email foundations@sans.org

I think the biggest value add for SANS Foundations was simply how comprehensive it was. It covered a lot of topics, but each was covered in enough depth for a better handle on the basics without being overwhelming.

- U.S. government federal law enforcement professional

F eat ure

Air Mission Training School instructors, Flight Lieutenants Sam de Boer and Andrew Tyson, conduct functional testing on the new Mission Airborne Training System.

Defence images.

Air Combat Officer Training System Initial training for Air Force Officer Aviation - Mission Aviation Specialists - occurs at the RAAF’s Air Mission Training School (AMTS), located at RAAF Base East Sale. AMTS utilises Cirrus Real Time Processing System’s (“Cirrus”) Air Combat Officer Training System (“ACOTS”) extensively to support their courses. ACOTS is a 16

software based simulation system that is hosted both in the King Air KA350 aircraft and within a variety of ground based simulator formats within AMTS. The ACOTS simulation software blends a variety of live (e.g. aircraft and instrument data), virtual (e.g. instruments, sensor and mission system equipment) and constructive (e.g. opposing force) effects to create an immersive, scenario based synthetic environment within which Mission Aviation candidates are able to practice core mission skills and learn concepts underpinning the delivery of air and space power effects to the Joint Force.

Close emulation of the avionics and flight management system of the KA350 enable trainees to gain a thorough grounding in aircraft systems management skills pertaining to all flight phases.

The core of the simulation is the high fidelity simulation of a modern sensor suite, including multi-mode radar, electro-optics and infra-red,

radar warning receiver (RWR) and other sensors. Extensive databases of terrain and surface features enable virtual sensors to ‘see’ terrain as they would from an actual platform at that location, together with overlaid synthetic contact and environmental effects.

Trainees “learn through doing” the art of sensor employment, with the impact of differing employment choices on the quality of derived sensor information faithfully represented by the system.

ACOTS provides an integrated mission management display system, where a trainee’s mission plan is rendered onto a flexible charting display, together with additional contact data and intelligence drawn both from the trainee platform’s own (simulated) sensors, and as applicable from offboard sensors received by (emulated) tactical datalink. Derived tactical information may be shared with other positions on the same platform, or with

Fe a tu r e

other platforms via tactical datalink and chat. Trainees are challenged to collate a tactical picture, interpret a range of (sometimes conflicting) information, and to make command decisions for the mission. Weapon effects are simulated to support learning outcomes across the full spectrum of the delivery of air and space power effects.

During a mission, trainees may encounter environmental effects and interact with other synthetic entities (hostile, friendly or neutral; air, ground or surface), which may be under the control of the instructor, a predetermined script or configurable artificial intelligence. Instructor functionality supports seamless control over the scenario, remote monitoring of trainee actions, and where warranted to support learning outcomes, adjustments to the level of a scenario.

In the KA350 training aircraft, the ACOTS software operates on hardware (provided by the aircraft prime contractor) that includes trainee and instructor consoles, and portable tablets. The ACOTS suite is itself ‘aircraft agnostic’ and may readily integrate to differing avionic suites to receive flight information. On the KA350, ACOTS integrates to PL21 avionics, with earlier revisions integrated to PL-2 avionics.

For ground based training. the common ACOTS software is augmented with additional flight simulation software. Instructor software functionality provides for the simplified flying of the aircraft, allowing instructor attention to be focused on mission training and knowledge transfer.

Ground training occurs both in representations of back cabin consoles, and in cockpit trainers, in which instruments, out the window visuals and ACOTS (on tablet or hardware) facilitate training tailored to that position. Functionality enables trainees to undertake additional out of hours training without drawing on instructors, including auto-flying the simulated aircraft to support independent learning of visual observation skills.

The large number of airborne and ground based training positions may be

operated independently with a range of simulation scenarios that have been developed by AMTS instructors for the differing lessons within the course curriculum. Software infrastructure facilitates the synchronization of simulation media across the training positions as scenarios and/or other simulation data sets evolve.

Cirrus is engaged to provide wideranging support of ACOTS, including help desk support to training, and ongoing provision of annual capability enhancements. AMTS instructors are closely involved throughout the capability enhancement process, and a genuinely collaborative relationship has developed between Cirrus and AMTS over the decade that ACOTS has been in operational service.

This mutually beneficial relationship has enabled the emergence of a world class sovereign industrial capability, in which Australian-owned industry (Cirrus) provides advanced simulation technology. This capability encompasses the modelling and

simulation of radar, a recognised key enabler for the “Enhanced active phased array and passive radar capability” Sovereign Industrial Capability Priority (SICP).

This sovereign capability does not incur any “locally made” price premium, nor any compromise over product quality, level of technological sophistication, and responsiveness of support, indeed it enhances all of these elements of support provided to Defence.

As such, ACOTS may be regarded as an exemplar of successful engagement between the ADF and Australian industry in the delivery of world-leading high technology operational capability.

This article is provided by Cirrus Real Time Processing Systems, and should not be construed as representing the views of Defence.

Below: Air Mission Training School instructor, Flight Lieutenant Sam de Boer, conducting pre-flight checks on the new mission console.

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Where to spread your wings when you land in WA. If you’re being posted to Pearce Air Base, now’s the time to think about building in Kingsford.

It’s a brand new estate, just minutes from RAAF Pearce. Kingsford is a beautiful place to live. It’s nestled between the famous fresh produce and wine growing districts of the Chittering Valley and Swan Valley.

Designed to complement the natural undulations of the land and the meandering course of the tree-lined Ki-It Monger Brook, Kingsford offers an idyllic lifestyle.

Get more backyard for your buck.

Joondalup 30 mins

Your budget goes a little further at Kingsford. Large homesites give you more room for entertaining and more room for kids to thrive.

Perth CBD 40 mins

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A masterplanned community that’s already taking off.

Kingsford has been designed with one simple idea in mind: To be a better place to live.

Okeland Communities planned Kingsford to offer an exceptional lifestyle for its residents. Kingsford ticks all the boxes for proximity to schools and sports clubs, connectivity to major employment hubs, walkability, public open space and neighbourly belonging.

Here’s a snapshot of the key masterplan features:

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Over 41ha retained public open space, creek lines, & manicured parklands 2,500 homesites upon completion New café at entryway The future Town Centre will include a major supermarket, specialty stores, cafés and a medical centre Brand new adventure playground Alongside Bullsbrook’s established school, community centre, shops and sporting clubs

Just 35km from the CBD. Surrounded by tranquil natural bushland and nestled in the aweinspiring beauty of the Darling Scarp foothills, Kingsford seems miles away from the hustle and bustle. But it’s just an easy drive from the Perth CBD.

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The brand new Tonkin Highway connects you to Perth’s major destinations with barely a traffic light to disrupt your journey. And the Great Northern Highway connects you with Perth’s renowned Swan Valley region.

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Here are the distances to some of the major local destinations:

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Ellenbrook Town Centre: 10 minutes Midland: 20 minutes Joondalup: 30 minutes Perth Airport: 25 minutes Pearce Air Base: 1 minute

If this is your dream, Kingsford is your kind of place. Land now selling!

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An investment in growth.

Kingsford is an ideal place to build a nest egg, too.

It is located in the sweet spot between major employment hubs. These include the Muchea industrial area to the north, the commercial offices of Midland and manufacturing district of Malaga to the south, the tourism precinct of the Swan Valley and, of course, the adjacent Pearce Air Base.

A community set to soar.

Kingsford sits alongside the established town of Bullsbrook, with all its history, thriving community and conveniences. The existing school is highly regarded and caters for students from Kindergarten to Year 12. There are many thriving sporting clubs and community groups, ready to welcome new members. Alongside the town’s sporting fields is the multi-million-dollar Ethel Warren Community Centre with a library, Bullseye Youth Centre and group meeting facilities.

With employment and population growth in the region, Kingsford will be a highly sought-after place to live.

You have the opportunity to build a new home during your posting at Pearce, and then use it as an investment rental property should your career take you elsewhere.

Adding to the existing facilities, Kingsford has built a new café overlooking landscaped gardens and the Ki-It Monger Brook.

Soon, Kingsford’s new Town Centre will add a fresh vibrancy to the region and create a social hub for the community. The Town Centre will include a major supermarket and a contemporary mix of specialty stores plus restaurants, cafés, medical services, and active community spaces.

Room for every sized dream.

Most of us dream of a more comfortable life. Kingsford gives you the rare opportunity to have space for your family to grow, be one minute from work, and live a larger life.

Q &A C over Th eme

with Air Force Aircraft Technicians Sergeant Brooke Saunders

What is your role in the Australian Defence Force?

I'm an Aircraft Technician in the Royal Australian Air Force. I work on the F-35 aircraft.

Can you describe an average day in the life?

My day to day depends if I work on flight line or in maintenance. In flight line, I manage a team of people who service the aircraft and get them ready for flight. After the aircraft is serviced, I’ll sign it over to the pilot. If I’m working maintenance, I manage teams who will work on scheduled or unscheduled maintenance.

At any given time, I can look after 5-8 aircraft and 20-30 people.

Who makes up your team?

My team comprises aircraft technicians, avionics technicians, armament technicians and structural fitters.

What opportunities have you had throughout your career?

I’ve travelled the world, worked on five different aircraft and I’ve been 20

posted to two beautiful cities. I had the opportunity to go to America for my training. I lived there for 18 months and we worked with contractors and the U.S. Air Force. I’ve also been able to captain the Australian Defence Force Rugby Union Team on an overseas tour to the UK. You have quite a senior role, what’s the journey to get there?

As a junior aircraft technician, you undertake initial training. Following initial training, you are posted to a unit, which will have a particular jet or aircraft that it looks after. You’ll then complete a systems course, which takes approximately 1 year and teaches you everything you need to know about being an aircraft technician on that specific aircraft. Then you’ll be trained on flight line servicing and how to maintain the aircraft.

What subjects did you study at school?

I used to go out on the farm with my grandfather and help him fix

tractors. I knew that I was a hands-on mechanical minded person so I chose to study mathematics and physics because I knew that I would require that knowledge when I was carrying out my initial training to become an Aircraft Technician.

What is your advice for young women wanting to pursue STEM careers?

Go out there and do it. It doesn’t matter who you are, where you come from or what you’ve done, anyone can go out there and do it. Trust the process along the way, make sure you enjoy yourself and meet as many people as you can.

What do you love about being in the Air Force?

The people. The people who I’ve worked with over the years have been inspiring, I’ve made best friends who I’ll have for years.

Learn more about being an Aircraft Technician and other careers with the ADF visit dencejobs.com.audefencejobs.com.au

C o ve r Th e m e

Corporal Dale Turner What drew you to become an Aviation Technician?

I've always been into mechanical things, particularly cars, growing up so for me to join the Air Force and having an opportunity to work on aircraft it was really, really exciting, I just love to solve mechanical problems. I worked in the automotive industry first and I wanted a new opportunity, something different something exciting and it seemed a logical move for me to join the Air Force as an Aircraft Technician.

What do you enjoy most about your job?

and it’s a proud moment to serve the country.

I travel a lot within my role. That could be anywhere within Australia or to other Air Force bases or even overseas - it’s exciting.

What do you love about being in the Air Force?

Career highlight?

A career highlight would be deploying overseas and applying my skills in the Air Force really is the pinnacle for me

Work is great, I enjoy the day-to-day working environment, I enjoy working with my mates, it's an exciting role that is always challenging and there's always something new and exciting to do, and there's always something new to learn. I think I found the ultimate job.

What does your job involve?

I work on engines hydraulics, landing gear, flight controls, pretty much anything that moves I work on and repair so the aircraft can fly. We also undertake a lot of ground testing which involves us basically sitting in the aircraft, starting the engines and taking them through a series of tests to determine that they are safe to fly.

21

F eat ure

Looking to the Future - Plan Jericho Air Force's Plan Jericho Disruptive Innovation team is taking mission control operations to the people with virtual reality.

Despite the technological leaps since the space program of the 1950s, the data available for decision-making in control rooms has largely remained unchanged, and the decision-makers still rely on being in a specific location.

Wing Commander Alex Gibbs, from the Jericho Disruptive Innovation team, said he felt sure there was a smarter way of working.

“Instead of sending our people to concrete bunkers around the country, what if we were able to provide them with the information, they need to make quick, informed decisions, wherever they may be?” Wing Commander Gibbs said.

It was this question that led himi and a team of experts to develop a 22

powerful virtual operations room using Microsoft's HoloLens 2 headset – providing an augmented reality view of the world.

“We can project a hologram of the battlespace in front of the user,” Wing Commander Gibbs said.

“Users can quickly understand where all the various pieces are – for example aircraft, drones, elements on the ground – and they can make decisions at what we call ‘the speed of relevance’.”

HoloLens supports multiple levels of data and brings together different live feeds and internal applications, presenting them to the user in a personalised, clever and simple way.

The team currently uses data from sensors, 3D terrain images and air-space boundaries to allow the HoloLens user to see everything on

the ground, in the air, and in space. But there are other possibilities.

“The data that we can plug into HoloLens is really endless,” Wing Commander Gibbs said.

“It is a very very, flexible system.”

The team is using Microsoft’s Azure cloud-based infrastructure to support sensors, data and users anywhere in the world.

Flexibility is the key benefit to this innovation.

“The most important thing is that it can be used anywhere. The user can be in an aircraft, in a tent, or on a ship,” Wing Commander Gibbs said.

The applications for the system are also limitless and it has a further benefit: substantial cost savings.

Inn addition to saving money spent on the real estate, computers, monitors, and pipes needed for a

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Virtual reality is providing a new way of looking at battlespaces traditional mission control room, the HoloLens itself costs only $5000 per headset and is light and easy to carry around.

Phase one of the project was successfully completed at Williamtown last year.

“We are now in phase two where we are rolling it out for every airbase in Australia, with an improved user interface and all the lessons learned from phase one,” Wing Commander Gibbs said.

“It’s the way Jericho Disruptive Innovation likes to run projects in roughly six month blocks.

“We try to do things in small chunks so that we can decide: ‘Yes, this is a winner’ or: ‘Okay, maybe we need to adjust the way we’re approaching this’.”

The HoloLens project has already won the support of Head of Air and Space Capability Air Vice Marshal Catherine Roberts.

“This is what a future, agile Air Force looks like,” Air Vice Marshal Roberts said.

“We’re taking data to the people rather than people to the data."

“It’s the kind of enhanced capability we can achieve when we break down traditional mindsets and models.”

Jericho Disruptive Innovation has partnered with the Chief Information Officer Group (CIOG) innovation team and Telstra for the project.

CIOG has provided the critical enabling infrastructure, such as the Azure cloud computing platform, and facilitated the ground-breaking information communications technology pieces.

Telstra, which has developed HoloLens applications for several major Australian companies, is doing the software development for the HoloLens device and the cloud infrastructure.

The project team is using agile methodology for software development and collaborating with the air traffic control community, the Security Forces Committee, and air crew to bring the best of their combined knowledge and expertise to the virtual operations room concept.

As a world-leading initiative, the team is getting specialised support from Microsoft.

If you have a disruptive idea or innovation, you can submit it directly to plan.jericho@defence.gov.au Air Force News / Samara Kitchener.

23

The secret’s out Defence Bank marks RAAF 100 years Chief of Air Force Intent, Air Marshal Mel Hupfeld, AO, DSC said 2021 is a momentous year for the Royal Australian Air Force. “It’s one in which we celebrate our 100th year of service to the Australian people.” To mark 100 years of RAAF – the secret’s out. Australia’s Defence Bank has just announced the launched of a special-edition Visa Debit card with a commemorative design. And the secret’s also out about a competition where Defence Bank members could take home an actual piece of aviation history.

Let’s start with the special-edition, commemorative debit card; it’s certainly all dressed up to mark the occasion. In a few years, it’ll be a much treasured and sought-after piece of memorabilia.

In the meantime, Defence Bank says the debit card is an easy way to use your own money─anytime, anywhere─at more than 7,000 ATMs Australia-wide. The card lets you manage your own money through the award-winning Defence Bank app, including using digital wallet to make payWave transactions from Apple, Fitbit, Garmin, Google and Samsung.

And there’s no waiting – with secure and convenient Quick Cards, you receive a digital card to use until your actual special-edition card arrives.

Defence Bank CEO David Marshall said the bank is in the privileged

David Marshall, CEO Defence Bank

position of serving those who protect us. “We are a bank – what we commit to on behalf of our members hardly compares to what people in Defence are asked to commit to,” said David Marshall. “However, our unwavering bond and loyalty to our members will never be questioned.”

Defence Bank has a few years to go before they can celebrate their 100th birthday, but they do have 45 years of putting members first, through thick and thin. Defence Bank’s people-led, technology-enabled approach keeps banking simpler, not bigger. “New members switch to us from big banks because we offer the same products

but also better service, making it easier to bank with us’’ said David.

And it’s hardly a secret by now (more like the talk of the town) about Defence Bank giving treasured pieces of aviation history to mark the RAAF celebrations.

Current and new members associated with the RAAF will go into the draw to win limited-edition AF100 centenary watches, each containing an actual piece of aviation history from either the Caribou (DHC-4) aircraft #A4-208 or the first F/A-18A Hornet fighter jet.

It really is a competition to talk about.

Here’s to the RAAF’s next 100 years,” said David.

100 Year Anniversary

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24

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F eat ure

Evolutions in Training and Simulation The RAAF’s history of using flight simulators dates back more than 70 years, when the famous Link Trainer (or Blue Box) was used for basic instrument flight familiarisation

and are able to support tactical and procedural training in their current form. While VR headsets are showing rapid growth in the military pilot training area, they are yet to fully take hold in civilian pilot training as the regulatory framework is yet to catch up with the

Since then, most of the RAAF’s aircraft have been supported by a flight simulator, each generation of simulator more advanced and more capable than the last. The evolution of technology driving the training and simulation ecosystem has accelerated enormously over the past 25 years.

Modern simulators create a high level of immersion that engages the trainee on multiple sensory levels – generating environments and scenarios that are closer than ever to the real world.

Driven largely by the entertainment and gaming industry, the increasing performance of personal computers and graphics processing has led to rapid improvements in the quality of computer-generated imagery to support training by dramatically increasing the complexity and realism that can be displayed. Some simulators are now providing eye-limiting resolution displays – the fidelity is so high that at certain distances the simulation is indistinguishable from a real-world environment.

The use of game engines for training has been a major trend over the last 15 years or so, and while they are yet to fulfil all the requirements of a full flight simulator, they do provide significant capabilities for tactical and procedures training.

As well as becoming more powerful and capable, the computers that power this revolution are shrinking in size at a dramatic rate - what was once a room full of computers now fits into a single rack. Additionally, they’re cheaper to acquire, and require less power to run.

Similarly, virtual reality (VR) headsets are making amazing leaps,

Internal view of the cockpit in the EASA/CASA Level D qualified Reality H AW139 Flight Simulation Training Device, in the Thales Lifeflight Simulation Centre in Brisbane. Thales images.

26

capability they can provide.

The advances in the technology supporting simulations are underpinned by another rapidly evolving technology trend – data science and artificial intelligence. This exciting technological frontier provides training organisations

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External view, showing the Hexaline motion system

with the ability to analyse data captured from both simulators and live platforms to identify trends and patterns of behaviours that can be fed back into the training program to make improvements. Combined with advanced biometric sensors such as eye tracking and heart rate monitors, and technologies that assess the cognitive state of a trainee using this information, instructors are able to adapt training in real time and provide more objective feedback.

Over 25 years of training and simulation experience Some of this evolution of technology and capability can be seen in the range of different simulation platforms that Thales has provided to the RAAF over the last 25 years. Of course, the technology revolution can also be seen in simulators provided to the RAAF by other simulator manufacturers.

Going back to the 1990s, Thales delivered a Mission Simulator to enable training for the F-111C Avionics Upgrade Program - a program which delivered an upgrade to the General Dynamics F-111C which had been in service with the RAAF since 1973. At the time it was delivered, the F-111AUP simulator was the most advanced flight simulator for a military fast jet aircraft in Australia, with a significant part of the development work completed in Australia. This simulator featured a complex tactical environment simulation and an Australian developed Image Generator. Thales provided maintenance and capability upgrades for the simulator, and training support, right up until the F-111 was retired from RAAF service in 2010.

The F-111 Mission Simulator was followed by the AP-3C Advanced Flight Simulator, and then the Wedgetail Operational Flight Trainer. The AP-3C

and Wedgetail were both based on civil flight simulator technology, the E-7A Wedgetail being a heavily modified Boeing 737, and both simulators were qualified to the standards used to qualify flight simulators for commercial airliners, with additional military aspects accommodated.

The Wedgetail simulator incorporates a highly detailed air-toair refuelling model, which is widely regarded as a world leading capability.

The air-to-air refuelling model and the adaptations to convert the civil flight simulator to a Wedgetail were developed by Thales engineers right here in Australia. In this time, the improvement in imagery and reduction in computing and related infrastructure has become extremely evident across these projects.

The F-111 has been retired, and the AP-3C is transitioning out, but the Wedgetail has a long life ahead.

Supporting military flight simulators over an extended period of time poses unique challenges. With an increased level of COTS technology forming the core of modern flight simulator design, obsolescence is a constant challenge.

Military aircraft are also constantly evolving, requiring close attention to ensure the training provided in the simulator is valid.

There is also a need to support changes in operational employment of the aircraft by making updates to databases and tactical simulations.

The need to maintain qualification standards requires close attention as well - simulation configuration changes need to be done in such a way as to maintain compliance with the qualification standards.

Of course, it’s not just been the RAAF that has benefited from technological advancements made over the last 25 years. Major defence platforms have all benefited from the improved training capabilities offered by advanced simulation technology.

The key to ensuring that simulators remain relevant and viable for training is ensuring a close alignment between technology development and the needs of customers. This not only includes delivery of systems that achieve the initial operational targets 27

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Fe a tu r e

of the customer, but also operational through-life support and maintenance for the system, and providing appropriate supply chain support to ensure longevity.

This close collaboration with both the customer and training organisations encourages technical innovation and solutions that deliver better skilled and equipped graduates for both civil and military environments. Ideally, an integrated team with trainers, training development specialists and simulation specialists collaborating to develop and sustain a training system is the best approach.

Thales solutions have always been focused on ensuring the device provides a suitable representation of the aircraft while also providing strong support for the instructor.

In recent years, the focus has shifted to take full advantage of the capabilities provided by advances in data analytics, wearable biometric sensors, AI and cognitive neuroscience to enable optimal training at the individual level while respecting the

needs of the training system as a whole. Ensuring problem solving, decision making and communications skills are gained from training as well as technical skills is becoming ever more important, as highlighted by ICAO’s Evidence Based Training initiative. The use of AI-based autonomous systems will have a significant impact of training requirements.

These developments are taking place as simulation continues to expand outside of the training sphere and is applied to other areas of industrial innovation. The concept of a Digital Twin is a good example of this. Representing a link between the digital and real world, a modelling and simulation-based digital twin allows the design, build and test of a system in a simulated virtual environment and then monitor real world assets and design updates in the same virtual environment. Though in relatively early days, the use of highly detailed models and simulation in this way will have major benefits for many industry sectors, potentially saving

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users millions in maintenance and manufacturing costs.

The ability to understand and react quickly with innovative solutions has been a key driver of the simulator technologies over the last 25 years.

With the rapidly changing technology landscape as well as constantly emerging operational needs, this agility and responsiveness is going to be increasingly important. The need for a highly-skilled Australian simulation workforce has never been greater.

Philip Swadling, Technical Director, Avionics, Thales Australia

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F eat ure

WHY AIRLINE PILOTS ARE RETRAINING TO FLY DRONES

30

Fe a tu r e

Wayne Condon is Group CEO and Chief Pilot of UAV training Australia. He spotted a gap in the market, to launch one of the country’s first and now, most respected UAV pilot training schools 10 years ago. He has seen firsthand how the drone (or UAV) industry has seemingly come out of nowhere, to revolutionise huge aspects, not just of aviation, but many other industries too.

He has also seen firsthand how COVID has accelerated the progress for the industry and made many traditional airline pilots consider making the switch to UAVs. If we step back in time only five years ago, remote pilot aircraft systems, or drones, literally weren't even on the shelves at department stores like JB Hi-Fi or D1 Stores around Australia, and it's really taken off rapidly. A lot of people are on the crest of this wave.

Drone usage is certainly on the increase. Whether it be private use or organisations realising they can achieve outcomes faster, safer and more efficiently by using drones to gather data, the industry is growing at a rapid rate.

These days drones are being used across a multitude of industries for various reasons. For example, marine biology, agriculture, for data and research purposes. The Defence Force is playing in a big space with the new Boeing Loyal Wingman project just released.

Real estate agencies and surveyors are using drones. Law enforcement agencies and councils are using drones to monitor areas. So, besides the normal office space, nearly everyone these days has some form of a remotely piloted aircraft system platform as a secondary tool to their operations.

But it’s not just all about the drone.

The technology and data capture drones can also now provide is changing the way organisations work.

We provide support to one of our largest clients, HQ Plantations

in Queensland for both forest management, surveillance and fire operations. One of the drones we use has the capability of 3D imaging. This imaging is basically using infrared technology capability of 200 times zoom and a light laser range distance finding system. Where they were using manpower to go and walk or do things by hand, we did a hectare of operation for them the other day that normally took up to six hours and this took the drone nine minutes to do the same job.

COVID has had a devastating impact on many individuals and organisations. However, for us it has seen our businesses grow at a rapid rate. As organisations adopt new technologies and begin to implement drone solutions into their businesses the demand for qualified drone pilots has increased and one logical way to fill these positions was to look for individuals with aviation backgrounds…. Pilots.

We've got pilots with over 18,000 hours working with us, from A380 to 777 captains, who bring with them the basic aviation skill sets - understanding how to read the weather, situational awareness, risk management, human factors and how to do flight planning.

What our senior staff did was retrain them in how drones actually work and how to fly and operate a drone, or remotely piloted aircraft system. Many under the civil aviation requirements didn't need to do the theory component.

They only had to do practical elements.

However, they realised early it is a totally different platform. It's not like sitting in the cockpit of the Dreamliner where everything's at your fingertips, and you can see it. With a drone, besides controlling from a platform or from a control station, you can't actually feel what the drone is doing in the air. You have to know more theory in relation to flight to that aircraft, then actually sitting in a conventional aircraft itself.

Most airline pilots flying in IFR airspace and most of our test pilots

are flying in G class so it's a totally different set of rules. They had to understand restricted airspace and different prohibited areas which when flying bigger aircraft don’t exist. A lot of these seasoned pilots had to go on a backwards journey to learn all the basic training they would have picked up in their commercial pilot training when stepping out to be airline pilots.

The one thing they all say is, it's really hard to get their head around how these things fly when you're not sitting in them, because when something goes wrong, at least with an aircraft it gives you an indication.

With a drone, you don't feel it. You can only see something with a heads-up display, or your instruments system saying there is something where there is an error. It's up to you then to work out how to fix that.

Those who have come from a conventional manual, you pull out the pilot operating handbook and start going through your system procedures.

Whereas a drone pilot doesn’t have the luxury of pulling a pilot operating handbook because most of the times you are flying, yourself and another pilot, and it's something you don't have readily at your fingertips. It’s all about analysing what's going wrong. Some of the technology we are using is very sophisticated with artificial intelligence.

There’s a lot to learn. I think that's been a very steep learning curve for people coming in from conventional aviation into the RPAS drone world.

The biggest thing is, if you consider your human factors, the five senses, sight is one of the biggest things we use in everyday life. When you're flying a done or an RPAS, you are literally looking at a heads-up display, so you lose that sense of feeling. What is the drone actually doing itself? I've seen people flying a drone sideways.

They're oblivious thinking the drone is flying straight and level and the payload is based in the direction of flight. When they get closer, they realize the whole

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F eat ure

UAV Training Australia.

drone has been flying at a 90-degree angle through the air because they've lost situational awareness and didn't realise.

In the last 12 months, our organization has trained close to 500 year 10, 11, and 12 Queensland school students in our Drones in Schools program - that's a lot of students.

This year there is even more rolling into 2022. The kids of today are very good at artificial intelligence. They're very tech savvy and their hand-eye coordination is all about working with computers. A lot of kids we've spoken to now aspire and want to work within the drone or the unmanned aerial systems platform. Defence has rapidly identified that with the launch of the Boeing Loyal Wingman, which is almost the size of a FA18 but actually an unmanned aircraft. The public can see this live now. It's an impressive aircraft and they'll be recruiting pilots through this system.

Close to 10 years ago, I was involved in the manned side of aviation with an AOC, and a charter company but there were many other people were doing the same. Then I started working in areas with the Defence Force and other agencies and we started talking about drones. The biggest thing I 32

started to see is there wasn't too many people out there doing it. Information and training were hard to get hold of.

Companies like DJI didn't exist. We did a lot of research and development in this area and decided to change take and merge our AOC components of manned aviation into an unmanned or remotely piloted drone platform.

At the time the Civil Aviation Safety Authority didn't have a UAV branch.

When you’d speak to them about drones, they would scratch their head and go, "Look, you need to speak to someone from the helicopter section."

There was just nothing out there.

We’ve all watched the Jetsons as kids and laughed. We are beginning to see this become a reality. We've already got organisations like Uber Air looking to fly short passenger air taxis. You've got Careflight up in Queensland, looking at air flying ambulances without pilots, Wing doing drone delivery trials in QLD and ACT, and DHL is already doing delivery in the US so we watched closely how this was evolving.

I used to go to meetings with CEOs of large aviation companies and talk about drones. I remember them walking out the door because they didn't believe what I was saying,

thinking they we were going to replace people. It’s not replacing somebody, it's literally adding to their tool kits in a better way, another platform they can use to their advantage. Now it has literally overtaken the conventional world. I think that's the biggest and hardest thing I'm finding at the moment is the sides of military area. There are not too many civilian organizations you can go to for guidance, because you're already at the top of the pinnacle waiting for that next wave to come through to lift you up to that next level again.

The manned world, or conventional world, has been there for a hundred years. The military has been the biggest user in the last 20 years, but in the commercial space, it's only the last part of 10 years people have actually taken notice. The first thing most of the fire agencies say during a crisis is, "Get the helicopters up." And we're saying, "What about the drones?" They go, "Oh, that's right. We forgot about those things called drones."

The curve, or wave, started picking up when manufacturing costs reduced compared to conventional aircraft. The biggest thing is to have a drone in our fleet - that's worth about $50,000. A lot of people gasp when you say that, but

Fe a tu r e

The Unmanned Aerial Systems Flight Test Range at Cloncurry QLD.

to have the equivalent in a helicopter is about $1.8 million, and it'll do exactly the same with the camera gear, except we don't have a flight crew, and we don't have a big turbine engine on board. The biggest thing is that cost where that leap, to get a helicopter up, one of clientsGovernment spent an excess of Thetheir Queensland is investing a $100,000.

The ofdrone wouldAerial have in the first stage an Unmanned cost Systems them $4000 for the same amount Flight Test Range (FTR) of flight time. in North West Queensland, based at As technology has Cloncurry Aerodrome and changed, QinetiQ have it has been become cheaper.

Most people appointed as the range operators. haveThe only started buying 4K TV, but Range is the first of its kind for the drones have had these in place Australia, and will provide the ideal for nearly eight years. We've had to wait for that technology to catch up so we can actually view aerial mapping and 4K capability because it wasn't developed from a retail point of view.

It’s definitely the cost that has made it more obvious and they're still not a cheap platform, but people seem to embrace it. People have gone out and spent $1000 on a Mavic Mini or a Mavic Enterprise or Mavic Pro Series for their kids. When I was young, that was a lot of money. Now, it just seems to be, "let's go out and buy it."

The potential for growth in this industry will keep developing rapidly.

We’ve got everything from sixth sense artificial intelligence, where a drone has the capability of flying through an object and working out artificially exactly where everything is right down to 0.1 of a millimeter of distance.

You've got speed grips in buses and

aircraft, like altitude, speed and take off. One of our latest drones even tells the weather, wind speed and direction.

If you don't embrace technology, you get left behind. When it first came out, I was shy of the iPad or the Apple pencil and how things work. Now, if you to are that location test,not trial up and with evaluate youryou are literally getting left behind. unmanned aerial systems (UAS) In the drone and payloads. space, as these two merge, it's going to become common practice. There Construction is currently underway and are drones now with AI technology the Range built will bein. available already It's upfortocommercial the end user bookings from mid how 2020. it actually works, to understand and it's evolving quickly.

They’re doing stuff overseas now you would never thought would ever exist, and they are asking themselves “Why weren't we doing this five years ago?" People don't embrace technology at the time, or they're very reluctant because of the way they've been involved in that process. How many smartphones have evolved over the years and how many have changed from number one to number 12. That’s what drones are doing right now.

Technology advances quickly. You only need to look at how many different drones have been developed since the start of the COVID outbreak and how much they have changed in each and every version. The technology of artificial intelligence, the electronics and everything that's built into these things, is getting far more superior, flight time is getting actually longer. The safety is just getting to a point where

Cloncurry UAS Flight Test Range

incidents are very minimal and without any human input it is amazing.

Australia is in a particularly good position to take advantage of this revolution particularly in areas of rapid medical supplies, or incident control because we're such a big nation. That distance is vast. We are in an area where we can really accelerate these systems. For example, in Queensland, they've built a drone testing centre near Cloncurry. They're spending millions and millions of dollars for people to test drones out there. Australia is in a very good position and leading the world in a lot of these areas. Even the qualifications and experience these people have is really unrecognised to the rest of the world.

I spent some time last year overseas with an organization training in Europe, their chief pilot program.

And it didn't come close to our standard CASA licensing course. They didn't realize how in-depth Australia actually goes and how much they've actually implemented or put into place This phenomenon is growing bigger. If you buy a drone today, it's going to be different within a few months. That's how quickly these things are moving.

I absolutely love what we're doing in both a training and operational capacity. Being involved with Defence, Government agencies and other commercial organisations is exciting!

It’s so new people talk about it, but you're literally at the tip of that spear. And that's the bit that's enjoyable. Seeing people embrace the technology and opening up their eyes to what is now becoming the norm is fantastic. The thing I like is it’s not going to disappear. Some of those organisations who weren't interested, they're now heavily invested in drone capability. I'm looking forward to going back and meeting them again. They've realised, if you don't keep up with technology, you get left behind.

You do feel a little bit like the Wright brothers, where no one's actually flown it. So people look and go, "What happens when you press that button?"

You go, "Well, I'm going to tell you in a minute." You all cross your fingers.

UAV Training Australia / Wayne Condon

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A great Australian business.

A great Australian story.

Founded in 1878, Blackwoods began as a specialist supplier to the shipping industry. While witnessing the federation of the country, both world wars, the Great Depression, and the rises and falls of Australia’s fortunes decade after decade, Blackwoods has grown to become one of our nation’s leading and most trusted suppliers of industrial and safety products, including to the Australian Defence Force.

Part of Wesfarmers, Blackwoods is one of Australia’s largest and most successful businesses. It provides end-to-end MRO solutions for an array of industries that are as diverse as Australia itself: mining, construction, oil and gas, transport, farming, government, manufacturing, engineering, transport, logistics, fire and rescue, storage, and of course defence.

Australia's largest supplier of industrial and safety products Blackwoods supplies more than 300,000 products, including Personal Protective Equipment (PPE), safety workwear, workplace tools and equipment, industrial cleaners, lubricants, adhesives and much more.

It also offers inventory management, shutdown solutions and technical support, both onsite and offsite.

In helping to build a better and safer Australia, Blackwoods, buys nearly 90% of its products from Australian organisations, and nearly a quarter of its products are Australian made. This includes products manufactured by Indigenous Australian businesses that are all Supply Nation certified.

A proven track record with the Australian Defence Force for more than a century Blackwoods is an approved MRO provider and on the panel of SON3404661, the standing offer panel for the supply of general maintenance, repair and operations (MRO) related spares and consumables to the Department of Defence.

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Nowadays, Blackwoods works meticulously with its Australianowned partner, Envirofluid, which is a recognised supplier to the defence forces both in Australia and New Zealand. Envirofluid's non-hazardous and eco-friendly range of chemicals are approved by Good Environmental Choice Australia (GECA) and Hazard Analysis and Critical Control Points (HACCP), and they have also been codified to NATO standards.

Blackwoods and Envirofluid help the Australian Defence Force with problematic areas of chemical supply.

Specialised staff provide knowledge and advice across a range of areas including inventory, dangerous goods storage, WHS regulation, corrosion damage to assets, and disposal. The expertise and commitment provided by Blackwoods and Envirofluid helps improve efficiency and workflow while achieving WHS and environmental compliance. Importantly, health and safety underline every step of every process.

Extensive national footprint and supply chain network The Blackwoods footprint is vast, with six distribution centres in each major Australian city, and sixty branches spanning cities, and rural, regional, and remote locations.

In addition, Blackwoods full-service website offers outstanding functionality for businesses and organisations requiring workflow, entitlements, embellishment and full spend management. The online platform allows users to see online and offline purchase history, enter cost code information, check balances, pay invoices and add and remove account users.

Blackwoods has earned a reputation as a leader across a vast array of industries that reflect the diversity of this nation. From snow to fire, waterways to highways, railroads to sea lanes, tilled soil to tunnels deep underground, Blackwoods has worked hard to be where it is today. With immeasurable expertise, experience, and commitment, Blackwoods has forged a reputation for reliability, professionalism, and a get-up-and-go Aussie attitude.

At the heart of this all, is Blackwoods relentless drive to reduce health and safety risks in every work environment.

Blackwoods is especially proud to supply industrial and safety products to the Australian Defence Force and help create a safer, more prosperous Australia.

C yber Se cu rity

Govt to establish three 'cyber hubs' to uplift smaller agencies In Defence, Home Affairs and Services Australia.

The Federal Government will establish three ‘cyber hub’ pilots in some of Canberra’s largest IT shops to provide cyber security services to agencies with fewer resources.

Employment Minister Stuart Robert revealed the step change in government cyber policy during his keynote to the Australian Financial Review Government Summit recently.

He said the hubs will allow “leading agencies such as Defence, Home Affairs and Services Australia” to provide services to agencies without the “breadth and depth of skills”.

“In some cases, we know that certain agencies cannot compete for skills and resources in the marketplace and we must develop alternative ways for meeting their needs,” he said.

Until now, agencies have largely been left to their own devices on cyber security, with the Australian Signals Directorate only stepping in to provide advice and assistance.

While it is not yet known how the cyber hubs will operate, the shift towards consultancy-like services should go some way to lifting the government's troubled cyber security maturity.

Agencies, particularly small and micro-sized ones, have consistently struggled to meet the government's mandatory cyber security requirements, leading to a patchwork of resilience.

It is also not clear how the hubs relate to the “secure hubs” that last year’s cyber security strategy said would “centralise the management and operation” of government networks.

Robert, who retained oversight of digital policy in a machinery of government change earlier this month, also suggested that such a model could extend to other IT services in the future.

36

“We can see a future where such hub models may be established for other types of scalable services, not just cyber security,” he said.

“This may include broader ICT functions – such as secure email, or corporate services."

The government already has this to an extent, having established six shared services hubs for corporate services following the carve-up of the former Shared Services Centre in 2016.

Robert said any further shift towards a hub-based model would be “informed by the whole-of-government architecture and the digital review”.

The Digital Transformation Agency is currently developing the architecture, which will “map out all the strategic capabilities” required by government, after a slow start last year.

It is happening alongside a digital review of agency capabilities looking at “what level of skills exist, at what levels of maturity and how differently agencies are currently performing”.

Robert said both works would help the government to “understand how we start planning the future at enterprise scale across whole-of-government or whole of nation”.

Consistency drive Robert also used his address to highlight the need for greater consistency across federal, state and territory digital and data capabilities.

He said a recent move by the DTA within the Department of Prime Minister and Cabinet would assist this by sharpening the government's focus on whole-of-government needs.

“We are now taking a whole-ofgovernment – and, where appropriate, a whole-of-nation – approach to building scalable, secure and resilient data and digital capabilities,” he said.

Premiers have already begun work to achieve this vision, having agreed to create an intergovernmental agreement to facilitate greater data sharing.

Robert said the agreement was about “building a national asset that will facilitate a step-change in data sharing between jurisdictions”.

“It will support policy development and service delivery by all levels of government, including at key points in people’s lives or living through a natural disaster – quickly and seamlessly,” he said.

“This will reduce the need for Australians to try to navigate between different tiers of government and enable them to get on with their lives.”

Robert likened the current approach to data and digital to the different rail gauges between states and territories before unification.

“Right now we have a digital infrastructure ‘system’ spread across all levels of government,” he said.

“That is akin to Australia’s railway systems of old that were typified by the proliferation of narrow, standard and broad gauges right across the country.

“It took decades to fix the disparate systems across states and it wasn’t until almost 100 years after Federation that mainland capitals were joined by a standard gauge – with resultant economic uplift.

“So, the question ahead of us is how do we leverage all these different strategies to deliver a seamless platform for government?"

Robert pointed to myGov as an example of national digital infrastructure, with more than 2.5 million Australians now regularly using the portal.

The government is currently building out a new portal, myGov Beta, in a bid to offer greater personalisation of services.

“Building on what has already been done with myGov, we are putting in place the required capabilities for this platform to become a single front door for government,” Robert added.

Justin Hendry / IT News

C y b e r Se cu r i ty

Former ASIO head David Irvine on the cyber threats Australia faces The warfare of the 21st century” is going to be “fought in cyberspace before kinetic shots are fired” says leading national security expert David Irvine.

And perhaps the fight has already begun, with Australia’s institutions, businesses, and citizens subject to a near constant barrage of cyber attacks.

Previously chair and now a board member of the Cyber Security Cooperative Research Centre, Irvine has a deep knowledge of the cyber risks posed to Australia and Australians by both nation states and criminals.

His career has included heading both ASIS, which manages Australia’s overseas spying activities, and ASIO, responsible for domestic protection.

Irvine describes cybercrime as a

“massive issue”, and say that compared to countries like “China, Russia, Iran, and North Korea” the west is lagging behind in its defensive cyber capability.

“I think almost every Western country is probably behind the game in its defences.”

Part of this is the nature of cyber incursions. “One of the rules in cybercrime is that the criminal is always half a step ahead of the protector.”

What can be done? Last year the government committed $1.67 billion over 10 years to combating cybercrime, but Irvine calls in particular for a “public awareness campaign” to get the message through strongly.

“I think back to the old days of HIV and the Grim Reaper, and my sense

is that we actually need a very hard hitting campaign that brings home to individuals and businesses the threat that they are under and the sort of resilience that they need to develop as individuals, as companies, and as a nation.”

Irvine is also chair of the Foreign Investment Review Board, and is a former ambassador to China. He says of the current tensions with China, and warnings about “the drums of war”: “Ultimately, I think we depend on China and the United States to develop a modus vivendi which concedes some interests but protects others. Because the alternative is really too horrendous to contemplate.”

The Conversation/ Michelle Grattan

Update to protect yourself from cybercrime Updating the software on electronic devices is one of the easiest and most important ways Australians can protect themselves from cybercriminals and defend against online threats.

Assistant Minister for Defence, the Hon Andrew Hastie MP, said just as we shouldn’t leave our doors and windows open at home, we shouldn’t leave our devices with outdated software and apps.

“Cybercriminals are constantly taking advantage of gaps in security to steal data and money from devices we

use every day,” said Assistant Minister Hastie.

“Software developers regularly issue updates for their products to plug these gaps when they are identified, as well as to improve functionality.”

“Shut the door on cybercriminals by regularly updating your device software.

Better yet, set up the automatic update feature so you don’t have to think about it.”

Easy-to-follow advice on how to update common software on Microsoft,

Apple and Android devices is available at www.cyber.gov.au.

Updates is the latest theme in the Australian Cyber Security Centre’s Act Now Stay Secure campaign.

Cybercrime can be reported through ReportCyber which is managed by the ACSC on behalf of law enforcement agencies, providing a single online portal for individuals and businesses to report cyber incidents.

Untapped potential being recruited for vital cybersecurity jobs in $5 million project The nation’s frontline defence against cyber attacks, foreign spies and ransomware could be fought by a group of highly trained autistic Australians after the launch of a $5 million project designed to use their “untapped potential”.

As many as 1000 autistic people will be assessed and trained in areas including cybersecurity and data analysis as part of Project Possible from WithYouWithMe, with the results

closely watched by Australia’s Defence Department.

And autistic entrepreneur Rhett Ellis, who retired at age 24 and joined the project as an adviser, said it may not only address unemployment problems felt by 80,000 autistic Australians but could also tackle a dangerous “skills shortage of 16,600 cyber workers by 2026” and shore up Australia’s defences.

Mr Ellis said employing autistic people for cyber security roles had

already proven successful overseas, such as JP Morgan Chase’s Autism at Work program that found autistic candidates were 48 per cent faster and as much as 92 per cent more productive than their neurotypical peers.

Edith Cowan University lecturer Dr David Cook said autistic people were often uniquely suited to these industries as they could be highly focused and “intensely valuable at solving problems”.

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Above: Forming the number 100, to represent Air Force's Centenary, gathered personnel represent specialisations and musterings in today's Air Force. One of each RAAF aircraft, in service, is also represented at RAAF Base Amberley.

Below: The new Queen's Colour is front and centre paraded with all of the current Air Force Colours, Standards and

Banners outside of Government House in Canberra during a ceremony to commemorate the Centenary of the RAAF.

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Fe a tu r e

Snapshot in Time and History As they stood in the shape of the number 100 under grey skies and light drizzle, the assembled Air Force members’ spirits were not dampened – they were excited to make history on March 17.

Home to five military aircraft types and 6000 personnel, APS and contractors, RAAF Base Amberley – Australia’s largest – hosted the iconic centenary-framing photograph.

A spectrum of aviation and ground support capabilities surrounded personnel wearing their trade-specific uniforms, to represent the diversity of specialisations and musterings.

The Air Force 2021 team created the aircraft parking plan for all in-service aircraft and ground assets, including drawing to scale the aircraft and assets.

Air Command planner, Flight Sergeant Tim Muehlberg, said selecting the base to hold the centenary photo was the first step.

Main considerations were which had the most musterings, specialisations and aircraft.

“Amberley was the obvious choice for runway and apron size, and roughly 90 per cent of the jobs were already here,” Flight Sergeant Muehlberg said.

“Our planning was to alternate building the left and right flanks in case

any aircraft were delayed, but there was very little variation."

Air Force was also conducting concurrent planning for the centenary flypast in Canberra in March 31.

“While that’s dynamic and this is a static event, it’s still interesting how much work is involved in bringing so many assets together at one time,” Flight Sergeant Muehlberg said.

He said land and tow timings were as critical as the layout.

“To get most of the aircraft positioned in one morning, it showed the teamwork between air crew and ground support.

It was a stellar effort,” he said.

“All the units were excited to participate and have been fantastic to deal with; everyone had a ‘can do’ attitude.”

Being the “guy on the deck”, Air Force 2021 Senior Imagery Coordinator Warrant Officer Ian Gosper said he appreciated the support from 23 Squadron, Base Aviation Safety Officer, the ground support equipment and ground crews and everyone who brought assets, as well as the flexibility of the search and rescue crew and 464 Squadron photographic team.

“It was virtually all hands on deck – everyone was keen to make it happen,” WOFF Gosper said.

“Despite the drizzle, everyone kept their good humour and their eye on the prize.”

To his knowledge in 43 years as a RAAF photographer, WOFF Gosper said a gathering of capability to this scale hadn’t been done in more than 50 years.

“We’ve been on continuous joint operations for more than 20 years and quietly been doing our jobs and achieving outcomes, but to rack and stack every aircraft type in the inventory into one place at one time, and have the people represented, is quite unique,” he said.

“I wish the weather had been kinder to us, but even it gave us a nudge.”

Despite the rain, WOFF Gosper was grateful to all the personnel standing on the tarmac forming the 100.

“It got a bit breezy out there while the imagery specialists were getting the shots from the chopper, but I think even the military working dog enjoyed it,” he said.

“Considering all that conspired against us, and how we overcame them all, it was a beautiful thing.” Air Force News.

Air Force News / CPL Veronica O’Hara.

New Queen's Colour on Parade The roar of jet engines shook the nation’s capital as more than 60 past and present aircraft of the Air Force flew over Canberra on March 31 to mark the service’s centenary.

Defence Personnel Minister Mr Chester said the centenary commemorations recognised the 350,000 people who have served in the Air Force and he thanked those who continued to do so.

“One thing that is consistent right across Air Force is the incredible amount of professionalism and commitment to service, and today we say thank you for your service and we wish Air Force a happy 100th birthday,” Mr Chester said.

“There is one thing about the Air

Force, they can organise a very good flyover,” he said.

Before the flypast, GovernorGeneral, General (Retd) David Hurley, presented Air Force with a new Queen’s Colour during a parade at Government House.

It replaced an older colour presented by the Queen in 1986.

Chief of Air Force Air Marshal Mel Hupfeld said colours were the embodiment of service traditions, achievements and history.

“Since the earliest times, warriors have carried standards or flags as a distinguishing mark and to serve as a rallying point during battle,” Air Marshal Hupfeld said.

“Although they are no longer carried into combat, all the colours of the Australian Defence Force hold a revered position of honour.”

He said the new colour would represent the dedication and sacrifice made to ensure Australia’s security.

“Let it also lay a marker for the Air Force that we are today and will be into the future,” Air Marshal Hupfeld said.

“The Air Force represented by our new colour today is ready to meet any emerging challenges our nation encounters.

“All who proudly serve in Air Force carry a deep sense of duty to our nation and will serve to safeguard its future for the generations that will follow us.”

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S pa ce

Space Law is an Important Part of the Fight Against Space Debris Space is getting crowded. More than 100 million tiny pieces of debris are spinning in Earth orbit, along with tens of thousands of bigger chunks and around 3,300 functioning satellites.

Large satellite constellations such as Starlink are becoming more common, infuriating astronomers and baffling casual skywatchers. In the coming decade, we may see many more satellites launched than in all of history up to now.

Collisions between objects in orbit are getting harder to avoid. Several technologies for getting space debris out of harm’s way have been proposed, most recently the plan from Australian company Electro Optic Systems (EOS) to use a pair of ground-based lasers to track debris and “nudge” it away from potential collisions or even out of orbit altogether.

Tools like this will be in high demand in coming years. But alongside new technology, we also need to work out the best ways to regulate activity in space and decide who is responsible for what.

Active debris removal EOS’s laser system is just one of a host of “active debris removal” (ADR) technologies proposed over the past decade. Others involve sails, tentacles, nets, claws, harpoons, magnets and foam.

Outside Australia, Japan-based company Astroscale is currently testing its ELSA system for capturing debris with magnets. The British RemoveDEBRIS project has been experimenting with nets and harpoons.

The European Space Agency (ESA) is engaged in various debris-related missions including the ClearSpace-1 “space claw”, designed to grapple a piece of debris and drag it down to a lower orbit where the claw and its captured prey will end their lives in a fiery embrace.

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Close calls are becoming Space law can help Any feasible technology more common Space debris poses a very real threat, and interest in ADR technologies is growing rapidly. The ESA estimates there are currently 128 million pieces of debris smaller than 1cm, about 900,000 pieces of debris 1–10cm in length, and around 34,000 pieces larger than 10cm in Earth orbit.

Given the high speed of objects in space, any collision – with debris or a “live” satellite – could create thousands more pieces of debris.

These could create more collisions and more debris, potentially triggering an exponential increase in debris called the “Kessler effect”. Eventually we could see a “debris belt” around Earth, making space less accessible.

In recent times, we have seen several “near collisions” in space. In late January 2020, we all watched helplessly as two much larger “dead” satellites – IRAS and GGSE-4 – passed within metres of each other.

NASA often moves the International Space Station when it calculates a higher-than-normal risk of collision with debris.

More satellites, more risk The problem of space debris is becoming more urgent as more large constellations of small satellites are launched. In 2019, the ESA sent one of its Earth-observing satellites on a small detour to avoid a high possibility of a collision with one of SpaceX’s Starlink satellites.

In just the past few days, satellites from One Web and Starlink came perilously close to a collision. If the well-publicised plans of just a few large corporations come to fruition, the number of objects launched into space over the coming years will dwarf by a factor of up to ten times the total number launched over the six decades since the first human-made object (Sputnik 1) was sent into orbit in 1957.

to alleviate the problem of space debris should be thoroughly explored. At the same time, actively removing debris raises political and legal problems.

Space is an area beyond national jurisdiction. Like the high seas, space is governed through international law.

The 1967 Outer Space Treaty and the four other international treaties that followed set out a framework and key principles to guide responsible behaviour.

While the engineers might envisage nets and harpoons, international law is bad news for aspiring space “pirates”.

Any space object or part of a space object, functional or not, remains under the jurisdiction of a “State of registry”.

Under international law, to capture, deflect or interfere with a piece of debris would constitute a “national activity in outer space” – meaning the countries that authorised or agreed to the ADR manoeuvre have an international legal responsibility, even if the action is carried out by a private company. In addition, if something goes wrong (as we know, space is hard), a liability regime applies to the “launching States” under the applicable Treaty, which would include those countries involved in the launch of the ADR vehicle.

The rules of the road Beyond the legal technicalities, debris removal raises complex policy, geopolitical, economic, and social challenges. Whose responsibility is it to remove debris? Who should pay? What rights do non-spacefaring nations have in discussions? Which debris should be preserved as heritage?

And if a State develops the capability to remove or deflect space debris, how can we be sure they won’t use it to remove or deflect another country’s “live” satellites?

Sp a ce

EOS’s laser system is just one of a host of active debris removal.

Experts are working to recognise and determine the appropriate regulatory “rules of the road”. The United Nations Committee on the Peaceful Uses of Outer Space (COPUOS) deals with space governance, and it has had “legal mechanisms relating to space debris mitigation and remediation measures” on its agenda for years.

There are already some widelyaccepted and practical guidelines for debris mitigation and long-term sustainability of space activities, but each proposed solution brings with it other questions.

In the end, any debris remediation activity will require a negotiated agreement between each of the relevant parties to ensure these legal and other questions are addressed.

Eventually, we might see a standardised process emerge, in coordination with an international system of space traffic management.

The future of humanity is inextricably tied to our ability to ensure a viable

long-term future for space activities.

Developing new debris removal methods, and the legal frameworks to make them usable, are important steps towards finding ways to co-exist with our planet and promote the ongoing safety, security and sustainability of space.

Steven Freeland Professorial Fellow, Bond University / Emeritus Professor of International Law, Western Sydney University, Western Sydney University Annie Handmer PhD candidate, School of History and Philosophy of Science, University of Sydney

41

McMahon Services Australia (NT) Pty Ltd is a privately owned, industry-leading environmental, infrastructure and building services provider.

Territory Proud for over 20 years, we have contributed to the Northern Territory region through our commitment to 100% local employment and active community engagement.

Integrated Construction Services Established in 1990 by brothers David and Andrew McMahon, McMahon Services has proudly grown into a national award winning contractor.

With offices and workshops across the Northern Territory, South Australia, Queensland, Western Australia, New South Wales and Victoria, we employ over 750 staff delivering projects in capital cities, rural townships, isolated islands and remote outback locations.

McMahon Services Australia (NT) Pty Ltd has operated in the Northern Territory as a separate entity since 1997, with the office being established in Darwin in 2004. Growth of the NT business enabled the establishment of regional offices in Alice Springs and Katherine. Our office facilities include mechanical workshops, warehouse and storage facilities, accommodation blocks and laydown yards.

We employ 100% Territory based staff with over 50 local personnel across our three offices, enabling us to service commercial, residential, industrial, transport, utilities, Government, Defence hazmat and resource clients.

We have the capability to resource projects of all sizes with the backing of a national business, direct staff and an $80

www.mcmservices.com.au

million network of modern, company-owned plant and equipment.

In 2009, McMahon Services became Federal Safety Accredited - the first multi-disciplinary construction services company in Australia to receive this recognition.

We are experienced Defence contractors with demonstrated successful project delivery in capital works, operational capability projects, as well as ongoing maintenance and repair services across all Northern Territory Defence bases, training ranges and other facilities.

Our qualified and experienced project and construction management teams provide integrated multi-disciplinary project solutions, dedicated to excellence in delivery across multiple disciplines, including: • Commercial and industrial building construction and fit-out • Defence infrastructure projects and maintenance • Asbestos removal and hazardous materials management • Remote community construction and services • High-risk and high-rise demolition and decommissioning • Bulk and detailed earthworks • Civil and road construction • Environmental remediation • Industrial services • Mining and non-process infrastructure construction

McMahon Services NT acknowledges our Indigenous business partners Intract Australia. Together, we acknowledge that we work on the traditional lands of Aboriginal and Torres Strait Islander peoples.

We recognise ongoing connection to land, waters and communities in all regions. We commit to ensuring that the land is treated respectfully and that the involvement of the local community is fundamental to our work.

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Accelerating the Space Industry A message from new Agency Head, Enrico Palermo I am honoured and privileged to come back home to Australia for the amazing opportunity to lead the Australian Space Agency. I congratulate and thank Dr Megan Clark AC for her leadership standing up the Agency and for creating the conditions for growth.

To this role I bring a strong industry and entrepreneurial focus, engineering background and international networks to further advance our goal of tripling the size of Australia’s civil space sector to $12 billion and adding an extra 20,000 jobs by 2030.

The Australian Government has invested more than $700 million in the civil space sector since the Agency’s establishment in 2018.

Our team has helped position the industry for success by delivering and implementing the Australian Civil Space Strategy, building new infrastructure, working with domestic and international companies and agencies to create space-based products and services, and partnering

with NASA on its inspirational Moon to Mars space exploration program.

We’re also ensuring the space National Manufacturing Priority plays a vital role in the Government’s $1.5 billion Modern Manufacturing Strategy.

As the Agency moves into our third year of operations, 2021 will have a strong focus on delivery. We will continue delivering technical roadmaps to support our Civil Space Priority Areas. We will also continue setting the pathway for safe space related activities for the nation, on Earth and in space while encouraging innovation and entrepreneurialism.

As an engineering and science graduate, inspiring STEM in the next generation is extremely important to me, and to creating a future diverse workforce that will grow the national space industry. I’m excited for the opening of our Australian Space Discovery Centre at Lot Fourteen in Adelaide in the first half of 2021.

I look forward to working with the industry, research sector and government to build national capability,

open doors internationally, ensure safe space activities that support innovation and entrepreneurialism, inspire our nation, and seize the enormous opportunities ahead on our mission to grow and transform the industry.

Enrico Palermo Head, Australian Space Agency | Jan 21

ESA, Australia to build new deep space antenna near Perth The European Space Agency (ESA) and the Australian Space Agency have announced the construction of a second 35m deep space radio antenna at the New Norcia station, 140km north of Perth in Western Australia.

The 620-tonne Deep Space Antenna 2 (DSA 2) will cost €45m to build and, when complete, will be sensitive enough to detect signals “far weaker than a mobile phone on the surface of Mars”.

In fact, the dishes can communicate with spacecraft as far out as 1.5 billion kilometres – about the distance from Earth to Saturn – which they do by targeting the area of sky where the spacecraft is.

The first DSA was completed in 2002, and was designed to communicate

with the ESA’s Mars missions, among others. DSA-1 also provides support to missions operated by other agencies under resource-sharing agreements.

The ESA has two other facilities, one in Malargüe, Argentina, and another in Cebreros, Spain.

These will be used to control the growing number of deep space missions that are being undertaken, such as the ESA’s ExoMars rover, due to be rolling over the surface of the red planet next year.

The sensitivity of DSA 2 will be enhanced by a new technique in space communications technology: an “antenna feed” that will be cooled to –263°C, thereby increasing data return by up to 40%. The ESA describes an antenna feed as “a gizmo used

to transmit and receive deep space signals”.

Josef Aschbacher, the directorgeneral of the ESA, commented: “We are happy to announce the latest addition to ESA's state-of-the-art deep space communication network and this important next step in our relationship with the Australian Space Agency.

“The ESA’s network is crucial infrastructure that helps enable cooperation and cross-support with missions flown by partners like Nasa, Japan’s Jaxa and other agencies, and this boosts science return and efficiency for all involved.”

The dish will be built by a contractor from an ESA member state.

Construction is due to be completed in 2024.

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MCCLOY LAND ACROSS THE HUNTER REGION IN HIGH DEMAND If you’re in the market for land for your dream home, chances are you’ve taken a drive through a McCloy Community!

The McCloy Group are a Hunter-based property group whose history started in 1961 when Don McCloy started a Belmont-based construction company specialising in commercial buildings, schools and hotels.

Don’s son, Jeff, who is now the Chairman of McCloy Group, joined his father in the mid-seventies, taking over the reins in the mid-eighties after ten years working together. In the 1990s, the McCloy Group diversified considerably, reflecting Jeff’s innovative approach and business acumen, today delivering award-winning residential communities across NSW. The Hunter Region of NSW is fast becoming a popular lifestyle destination for families. Known for its easy access to local beaches and wineries, it’s an idyllic place to live, work and play. The growing demand has certainly been felt on the land front with 2020 showing a surge in interest, which has continued into 2021. Not to mention with all-time low interest rates, NSW Government Grants and impressive builders’ incentives there

has never been a better time to build.

For McCloy Group, their communities are masterplanned for the benefit of the growing area, put simply

by Chairman Jeff McCloy “We have a reputation that we complete what we do; that we’re there for the long haul — that’s our philosophy”.

Each community aims to set the standard for the local area, their team oversee each element from acquisition to client handover to ensure desired outcomes are achieved and the results

exceed market expectations for future residents.

It’s truly the hallmarks of McCloy Communities which set them apart, they place a strong emphasis on creating exceptional living environments with vibrant public art and aesthetically serene streetscapes. They build children’s playgrounds, cycleways, plant mature street trees and place a strong emphasis on open spaces. “ We d o n ’ t j u s t d o ‘ p r o p e r t y development’. Our legacy is transforming underutilised spaces into award-winning communities in which communities thrive and people love to live.” Continued Mr McCloy.

Where to buy at a McCloy Community in Port Stephens: The McCloy Group is staging construction of more than 6,200 residential homesites geographically spread in the Hunter, New England and Northern Rivers regions. Here in Port Stephens, you’ll find 3 active communities spread across Medowie and Raymond Terrace. Each proving its place in the community with land releases over the past year selling out within days of being on the market.

Their newest community, The Gardens, located on Medowie Road 44

offers premium flat homesites in a sophisticated and welcoming environment. When complete The Gardens will be true to its name with manicured gardens and mature street trees throughout; plus signature McCloy Group public art donations resonating with the community. First released in July 2020 The Gardens saw a number of hopeful parties camping out from as early as the Monday prior to be the first to secure a homesite, with numbers increasing as the release date approached.

The same experience has been felt at nearby at The Bower located at Boundary Road Medowie. The Bower is a more established community, first launched in 2016. At the time it too had a surge of demand, and today has seen this spike again. It is home to another state-of-the-art 1-hectare park and playground facility, known as Bower Reserve, which comes complete with half basketball / netball court, toddler’s playground, children’s playground and adult exercise area.

Homesites at The Bower really are a unique opportunity and with a deposit

of only 5% required on land, they’re a great option for many homeowners and are often found to be more affordably than purchasing an existing property.

But the opportunity to secure land does not stop here, with another McCloy Community at home off Rees James Road, Raymond Terrace.

Potter’s Lane 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 has grown rapidly since its launch in 2016, with local residents pleased with the progression of the community. But be quick, it is in its final stages.

When considering land for your new home in the Hunter a tour of the McCloy Communities is a must.

For more information about McCloy Group and their residential community’s visit mccloygroup.com.au/hunter-land-for-sale

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Williamtown’s Future Potential as a Global Defence and Aerospace Hub Williamtown’s position as a future global defence, aerospace and energy hub has been showcased to a ­d elegation of international ambassadors investigating the Hunter’s investment ­potential.

S t a g e o n e o f t h e a i r p o r t ’s aerospace precinct, which already has agreements with major defence contractor BAE Systems Australia and Leading Edge Data Centres, was unveiled late last year.

BAE’s Williamtown maintenance depot in February welcomed its first F-35 Joint Strike Fighter aircraft.

The trade mission is the fifth in three years targeted at foreign investment in ­regional NSW. The two-day visit tour included Astra Aerolab, Ampcontrol, Bohemia Interactive Australia, Newcastle Institute for Energy and Resources and the CSIRO Energy Centre.

The Australian-based ambassadors of 14 European countries and the European Union on Thursday 15th April trialled militarygrade virtual reality training and viewed the world’s first integrated hybrid hydrogen battery at the Williamstown precinct. The tour will continued the following day.

Showcasing the Hunter region’s investment opportunities to key global decision makers will help forge new relationships for local businesses, inject money into the local economy, create new jobs and drive growth,” Regional NSW Minister John Barilaro said.

“Global companies have shown renewed interest in regional NSW off the back of our strong response to the COVID-19 pandemic, and we’re already hearing from companies looking to expand operations locally and invest in our technology.

“The Hunter’s skilled workforce, access to markets and world-class

research and development centres make it an ideal location for business to thrive, and I’m thrilled to be able to show this corner of the world to potential international investors.”

BAE Systems director aircraft and sustainment training Andrew Chapman said the precinct would be a collaborative space for STEM businesses.

“The opportunity is for local industry, supported by BAE Systems with the opportunities that we’ve got in the global support solution, to provide expertise and innovation into a program that is actually the biggest defence program in history,” Mr Chapman said.

“Through BAE Systems and our partners, we can actually plug the supply chain in the Hunter, and in Australia, straight into the F-35 (Joint Strike Fighter) program.

“The F-35 has a long lifespan to 2075, so our capability pipeline of engaging, inspiring, developing and ultimately recruiting the local talent is something that we’re building on.”

The Williamtown Special Aviation Precinct has seen the development of 10,000 hectares of land around Newcastle Airport and the RAAF base.

European ambassadors on a trade mission to the Williamtown Special Aviation Precinct at Newcastle.

It’s hoped its strategic location will draw large-scale international contractors as well as research and development opportunities.

Williamtown is one of a number of special aviation precincts being developed around the state, including Moree, Wagga Wagga, Narrabri, Parkes and Snowy Mountains.

47

A ir F orce Cad ets

Hall of Fame induction honours service The Australian Air Force Cadets (AAFC) is this year inducting former members and Air Force leaders into the AAFC Hall of Fame as part of the organisation's 80th Anniversary celebrations.

The milestone, which falls within Air Force’s centenary year, provides an opportunity to reflect on the history of the AAFC and the members that have been part of its success as a youthorientated organisation administered and supported by the Air Force.

Officer Commanding 44 Wing Group Captain Robert 'Dubbo' Graham is one of the Hall of Fame inductees, acknowledging his significant contribution to the Australian community through his military service and his long association with the AAFC. The distinguished list of inductees also includes Air Chief Marshal Mark Binskin and Sir William Dean.

Group Captain Graham said the AAFC, which was known as the Air Training Corps until 2001, had played an important role in developing youth over the past 80 years.

“The experiences gained by cadets result in greater confidence and personal growth,” Group Captain Graham said.

“They take those skills with them as they pursue their career goals – inspiring them today as the leaders of tomorrow is a key role of the AAFC. “I am proud of my association with AAFC and the work they continue to do, and I am humbled by this honour, becoming a Hall of Fame inductee in this milestone year.

“I watch on with great interest as the AAFC continues to shape and develop into the future.”

The AAFC provides opportunities for young people to develop valuable

Officer Commanding 44 Wing Group Captain Graham, has been inducted into the Australian Air Force Cadets' Hall of Fame. Defence images.

life skills and qualities including leadership, self-reliance, confidence, teamwork and communication while delivering unique experiences in aviation and military contexts.

Bettina Mears

Cadets given insight into Air Force employment opportunities A group of Ayr Cadets got the opportunity to see what life is like working in the Royal Australian Air Force.

Cadets from 109 Squadron in Ayr visited Townsville in April as part of an annual general service training camp, which gives them an insight into employment opportunities that may arise as a Royal Australian Air Force Cadet.

Over three days, the Cadets visited Aviation Fire and Rescue, 5th Aviation Regiment, Lavarack Barracks, Queensland Emergency Services, Royal Flying Doctor Service and the Rural Fire Service.

Australian Air Force Cadets executive officer and staff officer Geoffrey Strange said it was a good experience for them.

“It was an introduction into some of the jobs that are available in the (Australian) Defence Force and outside the Defence Force and it gave the Cadets an insight into some of the jobs that are available there,” Mr Strange said.

“They were able to talk to people that actually do the job. We talked 48

to pilots at the emergency services helicopter area and crewmen, it was really worth doing,” he said.

The 109 Squadron currently has 30 Cadets and seven adult staff which focus on establishing qualities such as good citizenship, personal development, teamwork and leadership.

Mr Strange said the Cadets were excited about seeing what career

options are available to them and were actively asking how to apply for the positions.

“We certainly encourage any young people over the age of 13 to join their local squadron if they want something exciting that will give them some leadership skills as well as foster mateship,” he said.

Satria Dyer-Darmawan / Townsvillebulletin

A i r F o rce C a d e ts

Launceston hosts Freedom of Entry Parade for Cadets Flight Lieutenant (AAFC) Gary Martinic Australian Air Force Cadets

Launceston residents were treated to a rare sight on Sunday 21st March 2021 when a large tri-service contingent of Australian Defence Force Cadets (ADFC) marched into the city as part of a “Freedom of Entry” parade, which is a rare honour.

The ADFC was represented by all three Cadet services including members of 5 Wing Australian Air Force Cadets, Australian Navy Cadets from Training Ship ‘Tamar’, as well as Australian Army Cadets from 52 ACU (Launceston) and 67 ACU (Youngtown). They were accompanied by the Tasmanian regular Army band, which along with the cadet forces present provided spectacular sights and sounds.

Commencing at 10.30am the contingent proudly marched from Princes Square into the city of Launceston, ultimately making its way to Paterson barracks. However, before they could proceed any further they were halted briefly by the senior Tasmanian police officer, who demanded to see their ‘proof of entry to the city’ (all part of the ceremonial event). At this point the contingent was also greeted by the Launceston mayor, Albert van Zetten,

who represented local government.

Once the contingent leader produced the ceremonial scroll approving entry to the city, they were allowed to proceed in a spectacular display of pomp and ceremony.

The ‘Freedom of Entry’ (also known as the ‘Freedom of the City’) is a tradition steeped in rich history. Essentially, it is one of the highest honours granted by municipal authorities to military units, or individuals, in recognition of exceptional service to the city. This allows them the freedom to parade through the city, and is an affirmation of the bond between the unit and the citizenry.

In this case, it was to honour and recognise the Cadet Forces for everything they do, and it also coincides with the 80th anniversary of the Australian Air Force Cadets. One of the AAFC Staff Officers taking part in the event, Squadron Leader(AAFC) Neil MacRae, who is also the Commanding Officer of 508 Squadron and Training Officer at 5 Wing Headquarters, said that the Launceston Freedom of Entry parade was an incredibly rare honour to receive.

He said that the cadets taking part were very excited to be involved in the event, which they deemed ‘historic’ and a very special occasion, which may not happen again for a long time..

Australian Air Force Cadets from 5 Wing, 508 Squadron, and Australian Navy and Army Cadets during the parade. Defence images.

The Parade Commander with 5 Wing, 508 Squadron Cadet and Navy Cadet from ‘Tamar’ present Freedom of Entry Scroll to Acting Inspector Tasmania Police, Nathan Johnston.

Formed with the key aims of providing training in leadership, initiative, selfreliance, discipline, and in developing Australian youth into responsible young adults with good character and citizenship qualities, the ADFC shares these aims and continues delivering them today, from it’s earliest modest origins dating back to 1866, when the first army cadet unit in Australia was established. The AAFC being formed later in 1941 whereas the Naval Cadets were founded in the early 1900s.

Irrespective of which cadet service our youth choose to serve in, the ADFC (or ‘Cadet Corps’ as they are also known) have been an institution that have touched the lives of a substantial proportion of our population over the last 150 years, and continue to do so to this day. Many go on to have successful careers not only in the ADF but also in the civilian world.

And this Freedom of Entry parade is just one small, albeit spectacular way, in which to honour and recognise their contribution within the community for everything they do.

49

F eat ure

A Brief History of Pilots and Astronauts Wrist Watches The pilot wrist watch is an instrument which has been present in the cockpit since the very beginning of aviation.

The evolution of pilot watches shows aviation has always relied on cutting edge technology, setting trends for all other fields, including watchmaking.

The first ever timepiece for a pilot dates back to 1904.

It was created by Cartier and named Santos, after one of the first European aviation pioneers. It was nowhere near the aviation watches that came later, because in front of being reliable and easy to read-out (these criteria for pilot watches came later), it was stylish.

Vintage Cartier Santos from 1916. quillandpad.com

The story is, that Santos, after he made his first flight received a German Archdeacon Aviation Prize for the stunt. The legend says that in the course of celebration Santos 50

complained to his friend, Louis Cartier, that it was hard for him to check what time it was using his pocket watch.

This was how the first pilot watch was created. It also was one of the very first wrist watches ever created.

Cartier established the role of an aeronautical watch, as it served several functions. Watch could be used to calculate the fuel consumption, air speed, lift capacity, navigation and finally, it was useful for time keeping.

A second major step was made when an aviation watch was established marketing-wise, as a product. It was when Louis Bleriot made his first flight across the English Channel, or La Manche Channel. The name of the channel depends on your place of residence. The Channel crossing was yet again motivated with money.

A thousand pounds prize was offered to anybody who did it first.

It was also the beginning for the media to doubt the technological advance, as the French newspaper Le Matin claimed, the contest was impossible to win, as there was no chance whatsoever of crossing the Channel by a plane. As we all know, Louis Bleriot did it, with a Zenith on his wrist.

After crossing the Channel he said: I am very satisfied with the Zenith watch, which I usually use, and I cannot recommend it too highly to people who are looking for precision.

After all Bleriot was a hero and this was one of the first examples of using

brand endorsement in marketing.

Again, on the cutting edge of aviation.

The greatest steps in development of the aviation wrist watches were yet to happen.

The first use of an airplane in war, as a weapon was a major step. The watches were also to evolve during that period, as they started to get used as navigation instruments. The main purpose of a watch here, was to make a coordinated attack possible at a precise moment. British pilots flew with the pocket watches Mark IV.A (1914) and Mark V (1916).

These watches were produced by Doxa and had a sign of being destined for aviation (Letter ‘A’ with an arrow) use on the back of the case. Needless to say – they were one of the first standard issues.

A peculiar feature of these watches was their long crown housing. The

The historic Louis Blériot Watch. thejewelleryeditor.com

Fe a tu r e

purpose of that was to make them fitable into the instrument panel, and in that way during the flight they were just another gauge there, hence the name – cockpit watch.

It was during the WWI when the first luminous hands appeared on a watch, as night flying required the watch to be still readable in the poor light conditions.

Some of the cockpit watches did have anonymous producers from all around Britain, nevertheless some of them were not anonymous, as the four known manufacturers of Mark V watches were Zenith, Omega, Doxa and Electa.

Longines was another manufacturer that is associated with the aviation timepieces even today. Longines in the period between the World Wars was an official Olympics timekeeper, as Omega is today. It was also between the WWI and WWII when Charles Lindbergh made his non-stop solo Atlantic crossing.

Needless to say, he used a Longines watch.

During the Lindbergh’s Atlantic flight Longines was a navigation instrument, as time was the main way of telling where he was. Over the Ocean there are no landmarks, just water all around the horizon. The watches were not so accurate as they are now. Longines used an idea of a rotating inner dial that could be set in order to get rid of the lack of accuracy.

The pilot listened to a minute beeps over the radio and aligned the dial using the signals as a reference. Here is how a rotating bezel was invented.

Lindbergh’s watch also allowed the pilot to determine an hour angle with

1942 Longines Lindbergh Hour Angle Navigator. shop.hodinkee.com

a decent precision. This was a large navigational help.

In 1939 WW2 started. Again, the technology was on a quick development curve, as new inventions in the field of aviation were created. When Adolf Hitler re-established the Luftwaffe back in 1935 the German industry started to prepare for a conflict. So did the watch industry as well.

RLM (Reichs-Luftfahrtministerium, or Reich’s Ministry of Air Transport) was seeking for a standard issue watch for the bomber crews. The design was similar to the Lindbergh’s watch with the hour angle indication, but the B-Uhr was ultimately looking different. And it is so iconic that it is a model for any aviation watch today.

Beobachtungs-uhren (Observation watches) were a standard issue, but they were owned by Luftwaffe, not the pilots. They had to return them after the flight. The watch during the flight was synchronized (manually with a radio beep from the base. It was a common method these days, and this is an early form of contemporary Radio Controlled watches.

Laco B-Uhr (Beobachtungsuhr) WW2 Luftwaffe Observers Wristwatch c.1942. finest-hour.uk.co

Five companies manufactured the B-Uhr: A. Lange & Söhne, Wempe, Lacher & Company/Durowe (Laco), and Walter Storz (Stowa). Wempe and Stowa used Swiss movements.

As the Jet Age arrived, with the rising speeds of the aircraft the watches had to be more and more accurate.

The Cold War watches were much larger in size. When it comes to that period aviation timepieces, they were modelled after British made Smith W10. Whole array of clones emerged,

manufactured by companies such as Hamilton, CWC and MWC. The CWC watch basically established the model for a contemporary aviation watch. Nevertheless there are still some features that are more common

nowadays.

1969 Smiths W10. ssongwatches.com

Another feature that was first introduced in military watches were the tritium-lit hands. Tritium, being a radioactive isotope is luminous in the darkness. Tritium tubes on hands of the watch provide 20 years of illumination.

1975 Rolex GMT-Master PEPSI. Rolex.

One of them is a GMT hand.

GMT hand, usually set according to the Greenwich timezone allowed the pilot to calculate the time in different timezones.

One of the most famous watches that featured the GMT hand was the Rolex GMT Master, including a twotoned blue-red bezel, which is called by watch specialists a pepsi bezel.

The GMT hand on GMT master goes around the dial once every 24 hours and was set for the London timezone.

The bezel has 24 hours on the scale.

If 24 was aligned with 12 on the main dial, then the watch indicated the Greenwich time. But in order to check what time it was in different timezones 51

F eat ure

1995 Breitling Emergency. Breitling.

Pan Am flies with Rolex advert. rolexforums.com

the pilot only had to rotate the bezel as a point of reference.

Rolex GMT Master was a standard issue watch for Pan Am pilots for a long time.

During the Cold War, besides aviation, space was a major research field. This field also required new watches, as lack of gravity was a factor that certainly had an influence on the accuracy of a timepiece.

NASA used Bulova electronic clock in their first space missions.

Nonetheless the astronauts, as they were pilots at the same time, were stuck to wearing their own wristwatches.

In this respect Yuri Gagarin worn a Sturmanskie watch, while Scott Carpenter used a Breitling Navitimer.

But it was the Omega Speedmaster that was an ultimate astronaut watch.

NASA chose this very watch to go to the Moon after a long testing phase:

Omega Speedmaster. NASA.

52

the Speedmaster was the only watch to fulfil all the agency’s requirements.

On one of the Apollo missions though, astronauts reported that due to the low, near vacuum pressure on the Moon, one of the watch crystals popped out.

The 1970s were a boom time for electronic watches, and this kind of watch was mostly used on Skylab or Mir missions.

“Astronauts had the option of wearing two watches in space, and lots of digital watches began riding up in the early 1970s,” said Jim Lovell, an American astronaut. The introduction of quartz movements was a milestone which set the new standards as to the watch accuracy.

Nevertheless in July 1980 U.S. Navy requested a mechanical, manually wound watch to be its standard timepiece at the time. It might seem odd, but even today most of the pilot watches feature an analogue dial instead of digital display.

Contemporary pilot watches feature functionalities that are specifically suited for aviation. Here we will describe just two watches that are used quite extensively and will enlist the features that make them good aviation watches. There are hundred more types around that have similar or better features and each pilot makes his choice based on his/her style and needs.

First one is Breitling Emergency.

This watch has a feature that might become lifesaving for a downed pilot.

The watch contains two mechanisms.

The first one has a standard quartz watch that features a digital chronograph and second timezone display along with an analogue dial.

The second one is a distress beacon with an antenna, that can be used by a downed pilot to call for help.

According to the Breitling website, the watch transmits a first digital signal on the 406 MHz frequency intended for satellites and lasting 0.44 seconds every 50 seconds; as well as a second analog signal on the 121.5 MHz homing and rescue frequency, lasting 0.75 seconds every 2.25 seconds.

Breitling Emergency can be often spotted on the wrists of the Western pilots. As the Breitling company claims, if the transmitter is used in a real emergency the watch will be replaced for free.

The second watch – Citizen Promaster Skyhawk AT JY0080-62E – is used by Polish Air Force F-16 pilots.

It is a standard issue watch, which has several aviation related features.

Citizen Promaster Super Skyhawk.

Citizen.

It is radio controlled, so there is no need of setting the time manually and it can indicate time for all the timezones.

Complications (this is what a function of a watch is called) include a chronograph, a timer, two alarms, GMT time and a perpetual calendar.

The Eco-Drive solar charging rids the watch of the battery maintenance.

The final feature of the Skyhawk that is so peculiar for aviation watches is the so called slide-rule bezel. This bezel allows the watch user to perform many kinds of calculations, including aviation related ones, such as fuel consumption, unit conversion, square root. Skilfully used it is a great aid in navigation, as many of the calculations are still done in your memory, e.g. on intercept missions.

Jacek Siminski - The Aviationist

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D efence

ACCELERATING CAPABILITY

LOYAL WINGMAN FLEET TO DOUBLE

The Morrison Government will accelerate the creation of a $1 billion Sovereign Guided Weapons Enterprise, boosting skilled jobs and helping secure Australia’s sovereign defence capabilities.

The Department of Defence will now select a strategic industry partner to operate a sovereign guided weapons manufacturing capability on behalf of the Government as a key part of the new Enterprise.

The new Enterprise will support missile and guided weapons manufacturing for use across the Australian Defence Force.

Prime Minister Scott Morrison said creating a sovereign defence industrial capability was a key priority for the Government while also creating new opportunities for jobs and small business growth.

The Australian Strategic Policy Institute has estimated that Australia will spend $100 billion in the next 20 years on missile and guided weapons purchases. Commonwealth of Australia.

Minister for Defence Industry, Melissa Price, has confirmed the Federal Government will invest a further $115 million to procure three additional Loyal Wingman aircraft for the Royal Australian Air Force, doubling the size of the fleet.

This is in addition to the $40 million already invested in the program, as part of a broader effort to assess the benefits of enhanced interoperability between piloted and remotely piloted air team systems in support of Australia’s defence and national security objectives.

According to Defence, the investment will ensure ongoing support of the current workforce and key industries, including advanced mission system software development, high technology aircraft manufacturing and uncrewed aircraft flight testing.

The news comes after Boeing confirmed completion of its first Loyal Wingman in March, taking off and landing at the Woomera Range Complex, South Australia.

The flight marked the first time in over 50 years since an Australian-designed military combat aircraft performed an inaugural flight in Australia.

Head of Air Force Capability, Air Vice-Marshal Catherine Roberts AM, CSC acknowledged the magnitude of the achievement and congratulated the team on their success.

The Loyal Wingman will have a range of more than 3,700 kilometres and is designed to fly, as a partner, with crewed Air Force platforms. Commonwealth of Australia.

HMAS Stuart conducts a live Harpoon Missile firing off the coast of Hawaii during Exercise Rim of the Pacific 2020. Defence image.

LOCKHEED MARTIN AUSTRALIA WINS CONTRACT TO FIGHT IMPROVISED THREATS The Morrison Government has announced a $9 million boost to Australia’s defence industry to develop an integrated system that can detect and neutralise improvised threats.

The contract, awarded to Lockheed Martin Australia’s Science, Technology, Engineering Leadership and Research Laboratory was given as part of Defence’s Counter Improvised Grand Threat Challenge initiative.

It includes a US$3 million financial and technical contribution provided by the United States’ Defense Threat Reduction Agency.

Minister for Defence Industry Melissa Price said the contract, funded through the Next Generation Technologies Fund, was important in helping to keep the men and women of the Australian Defence Force safe. Commonwealth of Australia.

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Boeing Australia, Airpower Teaming System – ‘Loyal Wingman’ conducts its first flight at Woomera Range Complex, South Australia. Defence image.

INDIGENOUS COMPANY AWARDED KEY CONTRACT An Indigenous construction company has been awarded the head contract to build a $23.9 million assembly and maintenance facility in NSW for one of Australia’s most successful defence exports.

In a major jobs boost, National Aboriginal Construction Partners (NACP) Projects is expected to employ around 200 workers during construction of the Nulka Missile Assembly and Maintenance facilities, at the Defence Establishment Orchard Hills.

D e fe n ce

Minister for Defence Industry Melissa Price said the Morrison Government’s contract with NACP would provide a major boost for the Indigenous business and the Western Sydney community.

Minister Price said the project would support the production, maintenance, sustainment and export of the Nulka decoy missile system.

‘Nulka’ is of Australian Aboriginal origin, meaning ‘be quick’.

Work on the project will start in April and is expected to finish in early 2022. Commonwealth of Australia.

NEW VIRTUAL SATELLITE OPERATIONS CENTRE The ADF and Inmarsat announce they have agreed to an AUS$221 million contract extension for the provision of commercial satellite communications airtime services and managed hardware.

Brigadier Gregory Novak, Commander Defence Strategic Communications Branch and Mr Todd McDonell, President Inmarsat Global Government, participated in a ceremony commemorating the ongoing relationship between the Commonwealth of Australia and Inmarsat Australia in the provision of global satellite services.

These services enable a wide range of command, control, and situational awareness communications for the Australian Defence Force, the wider Department of Defence, and its Australian Government partners worldwide.

The overall commitment of the contract for satellite services is now AUS$331m over the 10-year term, including options for three extensions of two years each, helping to bridge the forthcoming transformation in the way the Australian Defence Force acquires and uses satellite technologies. Inmarsat Australia.

jointly developed Raytheon-Kongsberg National Advanced Surface to Air Missile System (NASAM).

This contract will support the Australian Defence Force’s new Short Range Ground Based Air Defence Capability, part of the LAND 19 Phase 7B program.

The announcement builds on the official opening of Raytheon Australia’s new Centre for Joint Integration in Mawson Lakes, South Australia.

The multi-million dollar investment will create hundreds of new defence industry jobs for generations of Australians.

Support activities for the new air defence capability will begin at the centre in 2022, in preparation for the NASAM’s introduction into service with Army in 2023.

Raytheon expects to provide ongoing employment for at least 35 staff in support of the Short Range Ground Based Air Defence capability. Commonwealth of Australia.

SPACE MISSION UP, UP AND AWAY Australia recently launched its most complex CubeSat mission ever, with the M2 Mission lifting-off in New Zealand as part of Rocket Lab’s ‘They Go Up So Fast’ mission.

M2 will separate from the electron rocket in Earth’s lower orbit. It will then split into two smaller CubeSats – M2-A and M2-B – and engage in formation flying.

Squadron Leader Josh Fitzmaurice, from the Space Domain Awareness team, said the amount of capability squeezed into the small satellites was amazing.

"We will be able to receive ship and aircraft signals, capture images of large ships, perform on-board computing, and pass all the information down via smart radios,” Squadron Leader Fitzmaurice said.

The CubeSat was almost entirely designed and built in Australia in a collaboration between Air Force, UNSW Canberra Space, and a domestic supply chain of about 30 Australian companies.

It will primarily be communicating via UNSW Canberra Space satellite ground station hosted by Cingulan Space, near Yass in NSW. Defence News

Australian Army Signaller Cendrine Robert-Spring with an Inmarsat IsatPhone. Defence image.

BOOST FOR SA DEFENCE JOBS The Morrison Government has unveiled a $111 million sustainment contract with Raytheon Australia to support the

Head of Air Force Capability Air Vice-Marshal Cath Roberts AM, CSC (right) speaks with Professor Russell Boyce about the M2 CubeSat at the University of New South Wales Canberra.

Defence image.

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D e fe n ce

THE FIGHT CONTINUES ONE YEAR ON Since April 1, 2020, more than 16,000 ADF personnel have deployed on Operation COVID-19 Assist to support authorities as they combat a pandemic which, at times, has significantly altered the way of life for many Australians.

The delivery of Defence support on the ground has been led by Joint Task Force 629 (JTF 629) through joint task groups in each state and territory, building on the successful foundations laid during the ADF response during Operation Bushfire Assist.

ADF personnel have deployed on a number of tasks in Australia and overseas, from supporting police vehicle control points in some of the most remote parts of Australia, to working at hotels and international airports in our largest cities to ensure quarantine compliance.

ADF personnel have also been involved in the production of vital medical supplies, frontline COVID-19 testing and vital planning and logistics support.

Commander JTF 629 Rear Admiral Robert Plath praised the efforts of everyone involved.

“All who have had the opportunity to serve in JTF 629 have done so with a sense of great privilege to be part of what has been a truly national effort,” Rear Admiral Plath said.

“Defence has delivered quarantine compliance monitoring, border checkpoints, contract tracing and assisted in processing more than 600,000 returning passengers from international flights.”

The tempo and level of support in the past 12 months has changed in line with outbreaks and requests for assistance from the states and territories.

In the initial phases, the ADF designed and manufactured protective equipment, while providing support at hotels and airports for returning passengers.

It wasn’t long into the operation before the ADF was at the frontline. Last March in Tasmania, all staff at Burnie’s North West Regional Hospital were forced into quarantine after a local COVID-19 cluster emerged.

In support of Emergency Management Australia and the Department of Health, the ADF quickly supplied logistics and specialist staff to keep the hospital running for a fortnight – the first time in the ADF’s history it had operated a domestic emergency department.

The second wave of COVID-19 in Victoria in July, resulted in about 1000 extra ADF personnel deployed to support the government’s response.

ADF personnel performed nearly 280,000 COVID-19 tests, supported Victoria Police in the screening of more than 1,100,000 vehicles at vehicle checkpoints and supported more than 32,000 contact visits, just to name a few of the tasks.

During this outbreak, the NSW Government closed the border with Victoria, and about 500 ADF personnel were deployed to support NSW Police at 20 border checkpoints.

Border closures in various jurisdictions resulted in a large ADF commitment to support police control points,

and internal state control points were established at times of outbreaks to stem any potential COVID-19 spread.

In Queensland alone, Defence supported 17 police control points covering the NT, SA and NSW borders, with biosecurity checkpoints supporting Indigenous communities.

This was a significant commitment by full-time and part-time personnel as the Queensland JTG Regimental sergeant Major Warrant Officer Class 1 Andrew Walford outlined.

“The tasks performed by the members of the JTG 629.3 [Queensland] have been challenging, requiring long hours on task, exposure to adverse weather and over-extended distances in remote communities that have welcomed our presence,” Warrant Officer Walford said.

As Operation COVID-19 Assist continues into its second year, there are still more than 1000 personnel involved with a focus on supporting hotel quarantine for returned international travellers and the COVID-19 vaccine rollout.

More recently, following a request from the Department of Health, ADF vaccine delivery teams have now administered more than 3700 of the Pfizer and AstraZeneca vaccinations at aged care and disability facilities.

As of April 7, 1700 ADF members have received their first dose through phase 1a of the vaccine national roll-out.

ADF DEPARTS AFGHANISTAN The Australian government recently announced Australia will be withdrawing military personnel from Afghanistan, in line with the United States' recent announcements of a troop withdrawal from the country. Some 80 Australian Defence Force personnel serve in the country as part of the NATO Resolute Support Mission.

It is expected that Australia’s final Defence personnel will withdraw from the country by September.

In a statement from Prime Minister Scott Morrison and Defence Minister Peter Dutton, the government outlined the withdrawal will ensure the ADF remains focused on the Indo-Pacific as per the 2020 Defence Strategic Update.

Australia has made a significant contribution to the war in Afghanistan for over 20 years, having fought global terror fronts such as al-Qaeda. Australia lost 41 Defence members while on deployment, with more Defence members lost after returning to Australia.

The government outlined that it would continue its commitment to peace in Afghanistan with an ongoing diplomatic mission and development programs.

Commonwealth of Australia.

It is expected Australian forces will withdraw from Afghanistan

by September 21. Defence image.

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F eat ure

m u e s u M n o i t a i v Wirraway A

RARE WARBIRDS ON SHOW Pokolbin has a new, high-flying tourist attraction. It's early days, but potentially the sky's the limit for the unusual Wirraway Aviation Museum, tucked in opposite Cessnock Airport, in Pokolbin's wine country.

Opened quietly in October 2018, the Wirraway museum is a bit of a misnomer as it showcases a variety of fascinating warbirds, including even some with metal patches denoting old bullet holes. Entry is free.

The lone CAC Wirraway, a World War II training aircraft which is the real star of the show here for site owner and famous Hunter Valley airshow operator Paul Bennet. And it's a very rare relic, said to be one of only three still flying in Australia out of more than 700 built.

In its drab green livery, the legendary Wirraway (an Aboriginal word meaning 'challenge') is unobtrusive within the museum's hangar, hidden between

three other aircraft while two other magnificent warbirds stand outside.

And yet, looks are deceiving. The WWII trainer (1939-1946) is credited with being the foundation of Australian aircraft manufacturing. It was the first aeroplane made by the Commonwealth Aircraft Corporation (CAC). Later it was modified into a wartime 'emergency fighter' known as the Boomerang.

Yet, as painted up here to resemble Wirraway A20-176, it instantly recalls its fame as Australia's unlikeliest fighter, for "doing the impossible": a humble pilot trainer which, despite the odds, surprised and shot down a vastly superior Japanese 'Zero' enemy aircraft near Buna, New Guinea, in 1942. It was an amazing feat as the Wirraway was used only for reconnaissance missions. It was never intended as a frontline combat aircraft even in those desperate early war days.

The enemy aircraft shot down was actually a Nakajima aircraft of the Imperial Japanese Army/Air Force, but an impressed US General Douglas MacArthur awarded Aussie pilot Jack Archer with a Silver Star for combat valour (and surviving).

Better still, Archer and his observer were then also given 12 bottles of beer by the Australian High Command as a reward. Six they drank and the others they sold.

Some 755 Wirraways were built as pilot trainers and general-purpose aircraft.

Of these, only 15 are now registered.

Only five are airworthy, with three being worked on and the rest are static, including one in storage in Florida. But only three are flying at present and the Museum has one.

Nearby, with its unique folded wings, as it would travel on a US aircraft carrier, is the yellow-tipped, black Grumman Avenger dating from 1942. It was created initially for the US Navy. One WWII Avenger pilot rescued in 1944 later became US President George H.W.Bush.

The Avenger was the biggest singleengine torpedo bomber the Allies had.

It was developed in the wake of the Japanese attack on Pearl Harbour in December 1941. That's why it was called the Avenger.

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Fe a tu r e

Six Avengers took part in WWII's Battle of Midway. Five were shot down and one came back, badly damaged.

The Avenger and Wirraway both call the Museum their full-time home, although depending on when you visit, you could catch even more. A whole roster of other warbirds regularly rotates in and out of being on display.

At the time of writing, a Curtiss P-40E Kittyhawk and a red-nosed North American T-28 Trojan trainer are sitting amongst the regular occupants.

Recently, the Museum has housed a Hawker Hurricane and North American Mustang, just to name a couple more.

Parked outside the hangar is another strange beast. It's the graceful, if gaudy (painted bright yellow), Yak-52 Soviet aircraft whose design dates from 1976.

It was used to train Russian pilots for MIG jets and is capable of some impressive aerobatics.

Despite housing such an intriguing collection of historic aircraft, the Wirraway museum isn’t just about static exhibits. In fact, it’s quite handson at the hangar.

Hoping to excite, inspire and educate the regions next generation of pilots and aviation enthusiasts, visitors can also find Aerohunter Flight Training and

Aerohunter Adventure Flights located at the museum.

Aerohunter Flight Training is for those curious about taking their first steps toward learning to fly. Visitors can get started with a Trial Introductory Flight over the beautiful Hunter Valley Wine Country and can keep learning with Aerohunter all the way through to a recreational pilot’s certificate.

Meanwhile, Aerohunter Adventure Flights is just for the thrill-seekers.

Remember that Yak-52 trainer mentioned before? Those looking for some instant adrenaline can get strapped in and taken on a range of adventure flights full of turns, loops, rolls and more.

And yes, even the extremely rare Wirraway and Avenger can be booked for an adventure flight, for the serious enthusiast after a special and surreal chance to relive aviation history.

This means all of the aircraft on display at the museum are in airworthy condition. What’s more, they regularly fly in airshows across the country, providing a rare chance for people to experience the sights and sounds of these old-school machines in action.

One such event is the bi-annual Hunter Valley Airshow, which calls the Wirraway Museum and Cessnock Airport home and attracts 15,000 visitors over two days. The event sees an incredible variety of aircraft and attractions flock to the region for a huge aviation festival.

With plenty to offer, the unique Wirraway Museum, launched nine months ago from humble beginnings, has its sights set on becoming the heart and hub of the Hunter Valley’s burgeoning aviation industry.

Pictures left to right: Trojan T-28; Interior of Cessna 02; CAC Wirraway.

Photos supplied.

Wirraway Aviation Museum is located at 40 Grady Rd, Pokolbin and is open 7 days.

To reach the aviation museum from Cessnock Aerodrome, tourists must drive in a virtual U-shape: up Broke Road, then down De Beyers Road, then turn left to the very end of Grady Road. www.facebook.com/ wirrawayaviationmuseum/ 59

On T h e Rad ar

Central Coast Air Show

Warnervale NSW 22-23 May https://centralcoastairshow.com.au/ The inaugural Central Coast Airshow kicks off on the weekend of 22nd - 23rd of May. The skies over the Central Coast Airport at Warnervale will roar into life with the unforgettable sights and sounds of an action-packed airshow!

Just an hour’s drive from Sydney or Newcastle, this event will be a great weekend out amongst the beautiful Central Coast region, with literally tonnes of entertainment on offer.

No matter whether you’re a die-hard aviation enthusiast or just looking for a fun weekend out with the family and kids, there will be something for everyone at the Central Coast Airshow.

It’s been over 30 years since an airshow has taken place at the Central Coast Airport at Warnervale, and a long time since the region has had a major event to call its own. The airshow is expected to draw large crowds to the region, provide a significant boost to the local economy and inspire the next generation of Australian aviators. Tickets for this historic event are on sale now.

Land Forces 2021

Brisbane Convention and Exhibition Centre QLD 01-03 June https://www.landforces.com.au/ The biennial Land Forces exposition is a powerful forum for key decision-makers from throughout the region, enabling government representatives, defence officials, military procurement managers and senior army officers to network with defence materiel manufacturers, equipment suppliers and service providers.

aircraft from Temora in the RAAF Heritage collection.

Some visiting aircraft may also attend. At Temora you can get closer to the action as you witness a themed selection of Australia’s ex-military flying history come alive. Aircraft Showcase promises to deliver a full day of entertainment for all generations. All tickets must be pre-purchased.

Cyber Resilience Summit

Darling Harbour NSW 17 June https://forefrontevents.com.au/event/cyber-resilience/ More than ever, technology presents significant opportunities and challenges for business in the modern economy. While opportunities are well understood, organisational responses to some of the challenges that businesses face in terms of technology security and cyber risk are not as mature.

Disruptive technology as well as increased regulation and compliance standards have all contributed to the growing complexity of the cyber landscape which is encouraging organisations to foster a better security culture and resilience.

The Technology Security & Risk Summit will bring together senior security, cyber and risk professionals from multiple sectors to explore common cross-industry technology pain points and potential solutions to safeguard the integrity of

technology and information in your organisation.

Aircraft Showcase

Brisbane Airshow

The Temora Aviation Museum’s June Aircraft Showcase event on Saturday 12 June will feature all serviceable

The Brisbane Airshow has one of the world’s most stunning

Temora Aviation Museum NSW 12 June https://aviationmuseum.com.au/event/june-showcase/

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Watts Bridge Memorial Airfield Cressbrook QLD 03-04 July https://www.brisbaneairshow.com.au/

O n Th e R a d a r

backdrops. Set in the Brisbane Valley, 60 minutes’ drive from Brisbane near the town of Esk. Dedicated to the men and women who have served in our armed forces. The show includes Airforce, Warbirds, World War II Fighters, Jets and

NSW Drone Expo, the Oz Flight Sim Expo and a General Aviation Precinct ensuring that there is something for everyone at this year’s airshow.

Helicopters.

Become a Pilot for 3 Days

Queensland Air Museum Caloundra West QLD Open every day 10am-4pm https://qam.com.au/

Visit the beautiful Sunshine Coast and ensure you stop in to see the Queensland Air Museum located in Caloundra West. Home to nearly 100 aircraft, QAM has developed into Australia’s largest and most diverse aviation museum, with a focus on Australian Aviation history.

QAM offers a unique experience for Sunshine Coast tourists who are seeking a cultural and historic tourism experience with a broad appeal to all ages and backgrounds.

Moorabbin Flying Services Moorabbin Airport VIC 13-14 November https://scoutsvictoria.com.au

If you wonder what’s it is like to fly an aircraft, have fun, challenge yourself and make new like-minded friends, this opportunity is for you. In co-operation with our aviation services partner, Moorabbin Flying Services, Scout Air Activities offers an introduction for Venturers, Rovers and Guides to give you a real taste for learning to fly. No experience necessary.

The program provides an opportunity for four participants over three days. All practical and theory is delivered by MFS flight instructors. Participants must be at least 15 years of age at commencement of the event.

AAPT HAS A NEW LOOK WEBSITE Wings Over Illawarra

Albion Park Rail NSW 22-24 September https://wingsoverillawarra.com.au/ Wings Over Illawarra is Australia’s largest annual airshow and is held in the Illawarra on the NSW south coast just over an hour south of Sydney. Situated in a picturesque location with an amazing backdrop of the Illawarra escarpment, it is the only major airshow experience within easy reach of metropolitan Sydney and Canberra.

Its’ diverse program includes ground displays and flying demonstrations of historic, military, modern and aerobatic aircraft as well as vintage car and motorbike displays, children’s rides and other aviation and technology related exhibitions. In 2021 the event is expanding to include, the

and we have a dedicated events page If you have an upcoming event, please email us the details and we will freely advertise it on our website.

Event name: Address: Date/Time: Website URL: Description:

a jpeg of logo/pic

Email these details to: onboard@australianairpowertoday.com.au australianairpowertoday.com.au 61

Hist ory

wings OF INSPIRATION Charles Page In World War II, Flight Lieutenant Robert Coles Reitze received over 700 letters from air cadets that he had mentored in 76 Squadron, Air Training Corps, Fremantle. It was the ultimate accolade for his efforts in inspiring and preparing his cadets for service to their country. Bob Reitze was the personification of mentoring, and his cadets knew they would never be forgotten, even though they might be half a world away, braving flak and night fighters.

The word mentor is derived from the character ‘Mentor’ in Homer’s Odyssey. Mentoring means more than just educating. A good mentor also advises, supports and guides, encourages and inspires. When

mentoring is combined with leadership and camaraderie, a powerful synergy is created.

This was certainly the case at 76 Squadron, and surely in ATC wings and squadrons all over Australia in WWII. Many of these squadrons benefited from the recruitment of WWI veterans, such as Wing Commander Charles Snook, who was appointed Officer Commanding 5 Wing, (now 7 Wing, Australian Air Force Cadets) Western Australia on 5 September 1941.

Charles William Snook was born in North Fremantle on 13 April 1891, and educated in High School, Perth; North Shore Grammar School, Sydney; and Hawkesbury College of Agriculture.

While working as a car salesman, he

Avro Lancaster Mk I. Aviation Heritage Museum WA

62

took flying lessons, and at the age of 24, sailed to England, where he gained his aviator’s certificate at Hendon.

Charles then joined the Royal Flying Corps and was posted to No.5 Squadron, Brooklands. He was later promoted to Captain and in March 1916 he was sent to France, flying the B.E.2c. Then on 2 August he was tasked to bomb the Zeppelin sheds near Brussels. After successfully bombing the target, Charles was intercepted by two Fokkers, and shot down behind enemy lines. Amazingly, one of the Fokkers landed alongside, and the pilot strode over for a friendly chat.

However, Charles soon found himself in Clausthal POW camp. A few months later a routine chest X-ray showed a

H i sto r y

Charles Snook. Courtesy Brian Hernan

Robert Reitze. SRO, WA

Douglas Aberle. Aberle family

spot on his lung, and the Red Cross arranged a prisoner exchange in March 1918. Fortunately, the spot turned out to be a photographic blemish.

Nevertheless, Charles was required to spend the rest of the war as a noncombatant. After demobilisation in 1919, Charles bought two aircraft, shipped them back to Melbourne, and formed the Australian Aircraft Company. Charles was soon forced to sell out, and took up farming in Brookton, WA. He returned to flying in 1928 and established Airlines (WA) Ltd in 1935, with a Spartan and Monospar aircraft and later bought a Stinson and a Dragon.

After Charles was appointed OC of 5 Wing ATC, he advertised for volunteer instructors and received over 140 applications, from which 44 were selected. On 7 October 1941, four squadrons were established, and on 23 October the first parades were held, with over 420 cadets attending.

Bob Reitze was selected as an instructor at 76 Squadron, Fremantle, and spoke of Charles Snook in glowing terms: ‘I remember that the Wing Commander came down that night. He gave the lads a real stirring address – and the Wing Commander can speak!

He filled them with inspiration and ambition, he pointed to their obligations in the seriousness of the world position, and he mentally, if not literally put “Wings” on the breast of each lad there … I can honestly say that, to my mind

No 5 Cadet Wing owed its existence and eventual success to his words that night. Even I felt inspired.’

While still managing his airline, Snook visited the regional squadrons, attended graduations, parades and presented awards. He also arranged for flights in RAAF aircraft, and took cadets flying in his Monospar or Stinson. Charles also taught cadets sailing on his yacht Timeru. With his enthusiasm and gregarious nature, the Wing flourished under his leadership.

The CO at 76 Squadron was Squadron Leader Henry Holley, who was born in Norfolk, England in 1883 and migrated to WA, where he became the schoolteacher at Dongara. At the age of 33 Holley enlisted in the AIF and embarked for England on 29 January 1917. He proceeded to France with AIF 11th Battalion and was promoted to Lieutenant.

Holley returned to Australia on 1 June 1919, resumed his teaching career, and by 1941 was headmaster at Midland Junction. Although by then he was 58 he stated his birth date as 20 May 1890, instead of 1883, which lowered his age to 51!

Henry Holley was ably supported by Flt Lt William Wilkins DCM, the adjutant of 76 Squadron. Wilkins was born in Birmingham, England in 1887, and after migrating to Western Australia he was employed as an accountant.

At the outbreak of WWI he joined the 11th Infantry Battalion, and embarked

for England on 9 November 1916. After arrival he underwent further training, but faced a DCM (District Court Martial) for allowing two men to escape while he was on guard duty. He was reduced to the ranks, and soon found himself on the front line in France.

On 6 May 1917 he received a gunshot wound to the head. However, it turned out to be a scalp wound and after recovering, he was returned to the front line near Ypres. There he earned himself another kind of DCM (Distinguished Conduct Medal). His citation read: ‘When the advance was held up by two enemy machine guns, with another man he dashed forward, captured one of the guns, putting the team out of action. This gallant act inspired other men to attack and capture the second gun, taking many prisoners and allowing the advance to proceed’.

After recovering from wounds, Wilkins transferred to the Australian Flying Corps and qualified as a pilot.

Then with the war over, he returned to Perth and resumed his career as an accountant.

At 76 Squadron, Bob Reitze worked alongside Holley and Wilkins as Chief Instructor. Born in 1907, Reitze qualified as a teacher in 1927, gained an Arts degree, a Certificate in Accountancy, and commenced teaching at Fremantle Boys School in 1929. Bob was an ‘A’ grade tennis player and played for the State Hockey team 1932-1934.

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H i sto r y

Bob Reitze was in charge of the junior classes 14-16, and from May 1941 was in charge of Air Force Reserve classes. Bob joined 76 Squadron in October 1941, was commissioned as Pilot Officer, and later promoted to Flight Lieutenant.

In 1943 he became the 76 Squadron adjutant, after Wilkins was transferred.

At 76 Squadron, Bob soon showed his qualities, both as teacher and as a mentor who took a deep interest in the cadets’ progress. Bob Reitze was a special person – an excellent teacher, who was utterly devoted to the Air Training Corps, 76 Squadron, and his cadets. At least 18 of the cadets became pilots, 6 became navigators, 16 were wireless air gunners or straight air gunners, and 38 were ground staff.

Throughout their training and operations, many former cadets corresponded with Bob Reitze.

However, when the letters stopped coming, Bob knew that someone was missing in action. 76 Squadron lost three cadets in WWII. The first to go missing was Doug Aberle, who was a Lancaster mid upper gunner with 460 Squadron. He and his crew were brought down by flak over Germany on 23 November 1943. Bob Reitze remembered Doug as, ‘a keen cadet, and a jovial, sincere and energetic companion. I used to look forward to his letters. I think he was one of the funniest fellows I have ever met … He has been an inspiration to his fellows, and set that example of good fellowship that has been the hallmark of our Squadron’.

A few months later, the squadron lost mid upper gunner Phil Pearce, when his Lancaster was shot down in France on 19 July 1944. Bob recalled, ‘I endeavoured to inspire Phil, to draw him out of himself. I had the impression from what he later wrote to me that in the latter regard we were successful’.

Phil wrote many cheerful letters, and he was sorely missed by the squadron and especially Bob Reitze: ‘I felt that Phil was a personal loss to me: one of those bitter pills attached to this war’.

The squadron was to lose another of its cadets when Arthur Parry was killed on 29 November 1944. Arthur was the wireless operator on a 460 Squadron

W/C Charles Snook taking salute 18 Oct 1945, Esplanade, Perth. SRO WA

Lancaster shot down by flak over Dortmund. He could not be identified, and is commemorated on the Memorial to the Missing, at Runnymede. Bob Reitze remembered him as, ‘one of those real tryers, of whom the squadron has been so proud’.

Not all was bad news though: ‘First we heard that Laurie Williams was missing. Our anxiety did not last long.

A few days later Laurie made his way to safety’. Lawrence Arthur Williams was a navigator on Mosquitos with 692 Squadron, which formed part of the Light Night Striking Force. On 10 December 1944, Laurie and his pilot set off to bomb Berlin. However, there was a fuel problem, and the two baled out near Romilly-sur-Seine, France.

They made their way to Allied lines and back to England on 28 December 1944. Laurie was awarded the DFC for numerous operations, displaying the utmost courage, fortitude and devotion to duty. He was also made a member of the Caterpillar Club.

There was also good news of Robert Charles Styles. Bob Styles was the mid upper air gunner on 460 Squadron Lancaster NG468. On 21 February 1945, he and his crew were flying their ninth operation. The aircraft was on its very first operation, but it was also the last, as they were shot down by a night fighter on a raid to Duisburg. Bob baled out at 16,000 feet, and was captured a week later at a farmhouse near Venlo, Netherlands.

He was liberated from Stalag Luft I, on 12 May 1945.

Reitze recalled: ‘My appreciation of Bob has no limits. When he

first joined us as a 16-year-old, 4 Recruitment Centre discarded him as “educationally unfit”. Bob set about the job determinedly, and spent hours and hours of extra time with me, proving that they were wrong’. Bob Styles was accepted for aircrew, and qualified as a Wireless Air Gunner. Reitze commented, ‘I have always regarded Bob’s achievement as one of the best put forward by 76 squadron lads, because he had to battle all the way’.

It was a classic example of mentoring.

With the long war over, Robert Reitze was discharged from the ATC on 30 October 1945. His job was done: ‘One and all, we have set out to make airmen. Well we believe that that end at least has been achieved’. Reitze had played a major part in forging, ‘that bond of friendship and respect, between Officer and Cadet, the Cadets themselves, and between ex cadets and their squadron’.

It was the end of an era, and soon most of the original ATC instructors and officers retired, to be replaced by returning WWII veterans. Many of the returning airmen were highly experienced, with bravery awards, and they in turn provided the leadership, inspiration and mentoring that was a hallmark of the Air Training Corps.

Sources: NAA Service Records, AWM Citations, SRO WA, Aviation Heritage Museum WA Bibliography, I Belonged to 76, Robert Reitze Forgotten Flyer, Brian Hernan The First Fifty Years, Barry J Videon 75 Years Aloft, Matthew Glozier Australian Air Force Cadets 1941-2003, Leslie R Jubbs

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Bicycle Business

The Engine That Changed History - Charles E. Taylor, My Story.

1911: Charles Taylor in the Wright workshop. Wright Brothers Museum This article, written in 1948 while Taylor was living in retirement in California, was first published in Collier's, Dec. 25, 1948, and was reprinted in Air Line Pilot, December 1978. Then published on Aviation Pros.

Taylor died Jan. 30, 1956, at the age of 88.

It was a hot June night in Dayton. It must have been a Saturday because I was at the Wright Cycle Company gassing with Wilbur and Orville. They used to stay open Saturday nights to take care of the folks who worked all week and couldn't get around any other time.

One of the brothers, I forget which, asked me how would I like to go to work for them. There were just the two of them in the shop, and they said they needed another hand. They offered me $18 a week. That was pretty good money; it figured to 30 cents an 66

hour [Editor's note: Taylor's statement implies a 60-hour work week]. I was making 25 cents at the Dayton Electric Company, which was about the same as all skilled machinists were getting.

I was a machinist and had done job work for the boys in my own shop.

Once I made up a coaster brake they had invented, but they dropped it later.

I knew they were interested in box kites and gliders, and that they had gone south to Kitty Hawk, NC, in 1900 with a glider. I didn't know anything about the stuff, but I did know something about the bicycle business.

The Wright shop was only six blocks from where I lived and I could bicycle to lunch. Besides, I liked the Wrights.

So I said all right, and I reported in on June 15. That was in 1901.

Three weeks after I went to work for the Wrights, they took off for the South with another glider. I was alone in charge of their bicycle company. They trusted me to handle not only their customers but their money.

When they returned that year, they decided to build a small wind tunnel to test out some of their theories on wings and control surfaces. We made a rectangular-shaped box with a fan at one end powered by the stationary gas engine they had built to drive the lathe, drill press, and band saw. I ground down some old hacksaw blades for them to use in making balances for the tunnel. Nowadays, wind tunnels run into the millions of dollars, and some are big enough to hold full-scale airplanes. That was the first work they asked me to do in connection with their flying experiments.

For a long while, though, I was kept busy enough repairing bicycles and waiting on customers. The Wrights did most of their experimenting upstairs where they had a small office and workroom. I worked in the shop in the back room on the first floor.

Part of my job was to open up at 7 a.m. They would get in a little later, between 8 and 9 a.m. We all stayed until closing time at 6 p.m. We went home for lunch, but at different times so we didn't have to close the shop. Their father, Milton Wright, was a bishop in the United Brethren Church, and the boys never worked on Sunday.

So far as I can figure out, Will and Orv hired me to worry about their bicycle business so they could concentrate on their flying studies and experiments. I suppose the more of the routine work I shouldered, the faster they were able to get on with their pet project, and I must have satisfied them for they didn't hire anyone else for eight years.

If they had any idea in June 1901 that someday they'd be making a gasoline internal-combustion engine for an airplane and would need some first-rate machine work for it, they sure didn't say anything about it to me.

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When Orville Wright died Jan. 30, 1948, Charles E. Taylor became the only surviving member of the three who built the first airplane. Charlie Taylor was the only employee and intimate associate of Wilbur and Orville Wright throughout the critical years. Without precedent or fanfare, Taylor built the engines for the Wright's first planes to their designs.

They needed an engine But when they returned from the South in 1902, they said they were through with gliders and were going to try a powered machine. They figured they'd need a larger machine to carry the motor, and they started work on the new biplane right away. At the same time they tried to locate a motor.

Nothing turned up.

So they decided to build one of their own. They figured on four cylinders and estimated the bore and stroke at 4 inches. While the boys were handy with tools, they had never done much machine work, and anyway they were busy on the airframe. It was up to me.

My only experience with a gasoline engine was an attempt to repair one in an automobile in 1901.

The first engine We didn't make any drawings. One of us would sketch out the part we were talking about on a piece of scratch paper, and I'd spike the sketch over my bench. It took me six weeks to make that engine. The only metal-working machines we had were a lathe and a drill press, run by belts from the stationary gas engine.

The crankshaft was made out of a block of machine steel 6 by 31 inches and 15/8 inch thick. I traced the outline on the slab, then drilled through with

1903 Motor for the first airplane engine

the drill press until I could knock out the surplus pieces with a hammer and chisel. Then I put it in the lathe and turned it down to size and smoothness.

The body of the first engine was of cast aluminium and was bored out on the lathe for independent cylinders.

The pistons were cast iron, and these were turned down and grooved for piston rings.

The completed engine weighed 180 pounds and developed 12 horsepower at 1,025 revolutions per minute.

Wrights work on airframe While I was doing all this work on the engine, Will and Orv were busy upstairs working on the airframe. They asked me to make the metal parts, such as the small fittings where the wooden struts joined the spars and the truss wires were attached. There weren't any turnbuckles in the truss wires, so the fit had to be just so. It was so tight we had to force the struts into position.

The fuel system was simple. A 1-gallon fuel tank was suspended from a wing strut, and the gasoline fed by gravity down a tube to the engine. The fuel valve was an ordinary gaslight pet cock. There was no carburetor as we know it today. The fuel was fed into a shallow chamber in the manifold. Raw gas blended with air in this chamber, which was next to the cylinders and heated up rather quickly, this helping to vaporize the mixture. The engine was started by priming each cylinder with a few drops of raw gas.

The ignition was the make-andbreak type. No spark plugs. The spark was made by the opening and closing of two contact points inside the combustion chamber. These were operated by shafts and cams geared to the main camshaft. The ignition

switch was an ordinary single-throw knife switch we bought at the hardware store. Dry batteries were used for starting the engine, and then we switched onto a magneto bought from the Dayton Electric Company. There was no battery on the plane.

Several lengths of speaking tube, such as you find in apartment houses, were used in the radiator.

The chains to drive the propeller shafts were specially made by the Indianapolis Chain Company, but the sprockets came ready-made. Roebling wire was used for the trusses.

Propellers I think the hardest job Will and Orv had was with the propellers. I don't believe they were ever given enough credit for that development. They had read up on all that was published about boat propellers, but they couldn't find any formula for what they needed. So they had to develop their own, and this they did in the wind tunnel.

They concluded that an air propeller was really just a rotating wing, and by experimenting in the wind box, they arrived at the design they wanted.

They made the propellers out of three lengths of wood, glued together at staggered intervals. Then they cut them down to the right size and shape with a hatchet and drawshave. They were good propellers.

We never did assemble the whole machine at Dayton. There wasn't room enough in the shop. When the centre section was assembled, it blocked the passage between the front and back rooms, and the boys had to go out the side door and around to the front to wait on the customers.

We still had bicycle customers.

The Wright brothers had to keep the business going to pay for the 67

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Charlie Taylor pours fuel into the gas tank of the Flyer while Orville goes over the proposed flight route with his passenger, Lt. Frank Lahm. www.wright-brothers

flying experiments. There wasn't any other money. While the boys always worked hard and there never was any horseplay around the shop, they always seemed to find time to stop and talk with a customer or humour the neighbourhood children who wandered in. Sometimes I think the kids were the only ones who really believed that Will and Orv would fly. They hadn't learned enough to say it couldn't be done.

Destination: Kitty Hawk We block-tested the motor before crating it for shipment to Kitty Hawk.

We rigged up a resistance fan with blades an inch and a half wide and 5 feet 2 inches long. The boys figured out the horsepower by counting the revolutions per minute. Those two sure knew their physics. I guess that's why they always knew what they were doing and hardly ever guessed at anything.

We finally got everything crated and on the train. There was no ceremony about it, even among ourselves. The boys had been making these trips for four years, and this was the third time I had been left to run the shop. If there was any worry about the flying machine not working, they never showed it and I never felt it.

You know, it's a funny thing, but I'm not sure just how or when I learned that Will and Orv had actually flown the machine. They sent a telegram to their father saying they had made four successful powered flights that day Dec. 17, 1903 - and would be home for Christmas.

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I suppose their sister, Katherine, or maybe the bishop came over and told me about it. I know I thought it was pretty nice that they had done what they set out to do, and I was glad to hear that the motor ran all right. But I don't remember doing any jig steps.

The boys were always so matter-offact about things, and they never made an effort to get me excited.

Even when they got home there was no special celebration in the shop.

Of course they were pleased with the flights. But their first word with me, as I remember, was about the motor being damaged when the wind picked up the machine and turned it topsy-turvy after Wilbur had completed the fourth flight.

They wanted a new one built right away. And they were concerned with making improvements in the controls.

They were always thinking of the next thing to do; they didn't waste much time worrying about the past.

Will and Orv The Wrights didn't go into the airplane experiment with the idea of making a lot of money. They just seemed to be curious about the problems involved-I suppose you would call it a challengeand they were determined to find out why they couldn't make it work.

It was not a game with them or a sport. It may have been a hobby at the start, but now it was a serious business.

I was happy working for Will and Orv, and I know they were pleased with my work. They showed it in many ways.

Orville even left me an $800 annuity in

his will. When I finally left his employ in 1919, he could have forgotten about me then and there. But the fact he did not helps me believe he appreciated that I had a part in giving the airplane to the world, though nobody made any fuss about it, and I didn't either.

Will and Orv were always thoughtful at Christmas time. The second year I was with them they gave me a 2-inch micrometer. Another year it was a 1-foot scale. And one Christmas they game me a $10 gold piece.

People have asked me if I knew why neither Wilbur nor Orville ever married, particularly since their older brothers, Reuchlin and Lorin, and their sister, Katherine, did. I'm sure I never asked them, but I remember that Orv used to say it was up to Will to marry first because he was the older of the two. And Will kept saying he didn't have time for a wife. But I think he was just woman-shy -young women, at least.

He would get awfully nervous when young women were around. When we began operating at Simms Station on the outskirts of Dayton in 1904, we always went out on the traction cars.

If an older woman sat down beside him, before you knew it they would be talking; and if she got off at our stop, he'd carry her packages and you'd think he had known her all his life. But if a young woman sat next to him, he would begin to fidget, and pretty soon he would get up and go stand on the platform until it was time to leave the car.

I don't recall that Orville was that shy, but after Wilbur died I guess he just didn't feel like getting married.

I think both the boys were mentally flying all the time and simply didn't think about girls.

They were both fond of children, though. Orville, especially, was quite a hand with kids. He used to make toys in the shop and give them away.

Later, he designed a little wooden man on a flying trapeze and licensed some company to make it.

The Wrights didn't drink or smoke, but they never objected too much to my cigar smoking. I used to smoke around 25 cigars a day. Once I walked down the street with three cigars going at once, you know how a young fellow does crazy things once in a while.

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shop and to service their machines, and if I learned to fly, I'd be gadding about the country and maybe become an exhibition pilot and they'd never see me again.

First Airport

Charlie in 1947 with a 1/2-scale model of the 1903 Wright engine that he made at Greenfield Village. National Museum of the U.S. Air Forces Early Years Gallery.

Both the boys had tempers, but no matter how angry they ever got, I never heard them use a profane word.

I never swore myself, and to this day I can't think of a time I ever let go with anything stronger than heckety-hoo.

The boys were working out a lot of theory in those days, and occasionally they would get into terrific arguments.

They'd shout at each other something terrible. I don't think they really got mad, but they sure got awfully hot.

One morning following the worst argument I ever heard, Orv came in and said he guessed he'd been wrong and they ought to do it Will's way. A few minutes later Will came in and said he'd been thinking it over and perhaps Orv was right. First thing I knew they were arguing the thing all over again, only this time they had switched ideas.

When they were through, they knew where they were and could go ahead with the job.

My First Flight It was Orville who gave me my first flight. He first offered me a hop in 1908 at Fort Myer, VA, when we were demonstrating the Wright airplane for the first Army contract. I was in the passenger's seat, and we were preparing to take off when a high-

ranking officer asked Orville if he would mind taking along an Army observer instead.

Naturally I got out, and Lt. Thomas E. Selfridge took my place. The machine crashed shortly after take-off.

Lt. Selfridge was killed, and Orville was seriously injured. Lt. Selfridge was the first military air casualty. Since then, a lot of people say they have narrowly avoided being killed in airplanes by a last-minute switch in plans. Maybe I was the first.

In May 1910, Orv finally took me up. It was at Simms Station, and he did what a lot of pilots have done in later years with their first-flight passengers. He tried to give me a scare. We were flying around over the field when suddenly the plane began to pitch violently. I grabbed hold of a strut and looked over at Orv. He didn't seem upset, although he appeared to be having a hard time controlling the machine. Pretty soon the pitching stopped and we landed. Orv asked me if I was scared. I said, "No, if you weren't, why should I be?" He thought it was very funny.

I always wanted to learn to fly, but I never did. The Wrights refused to teach me and tried to discourage the idea. They said they needed me in the

One of my jobs that summer of 1904 was as sort of airport manager at the Huffman Prairie, located about eight miles east of Dayton at Simms Station.

I suppose it was the first airport in the country, with all due respect to the sands of Kitty Hawk. It was a small pasture the boys had arranged to use.

We built a shed for the machine and a catapult to assist in the take-offs, because the field was small and rough.

It was made up of a wooden track and a tower at the starting end. We drew heavy weights to the top of the tower on ropes that were rigged through pulleys to the bottom of the tower, out to the take-off end of the track and back to the airplane.

When the weights were released, the machine would dart forward.

We were all very busy out at Simms Station that summer testing the new airplane we built to replace the Kitty Hawk machine. We scarcely had time to keep the bicycle business going, and by the following summer, the boys gave it up entirely.

I must have built half-a-dozen engines for the boys before the airplane company was formed in 1909 and they took on additional help. The brothers also had me doing repair work on the airframe, and as they began to travel around to demonstrate the machines, it was up to me to help with the crating, uncrating, and assembling.

Big Business After the company was started in 1909, the place was expanded, more men were hired, and I was put in charge of the engine shop with men working under me. Some of the personal feeling of the old days, when there were just the three of us, was gone. It was beginning to be big business. We had lots of orders, and the first plane sold for private use was to Robert J. Collier. He was a close friend of Wilbur and Orville and owned stock in the company.

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from typhoid fever on May 30, and there were a lot of new faces around the Wright plant. The pioneering days seemed about over for me.

Maybe that's why that Christmas of 1912 stands out in my memory. It wasn't going to be a very happy one, for either the Wrights or the Taylors.

Christmas Eve there came a knock on the door, and there was Orville with a big basket filled with everything for a big Christmas dinner. He just handed me the basket, wished us a "Merry Christmas," and went away. It was the first time he had ever come to our house.

Preserving the Flyer Dayton, Ohio - A bronze bust honouring the first aviation mechanic, Charles E. Taylor, is now on permanent display in the National Museum of the U.S. Air Force's Early Years Gallery. Ken LaRock

Then Calbraith Perry Rodgers came down to Dayton in 1911 to see about the machine he had ordered for his proposed transcontinental flight and offered me $10 a day plus expenses to be his mechanic on the trip. At the time my wages were $25 a week. I told him I'd go; then I told Orv about it. He asked me not to quit.

I told him I had already given my word to Rodgers and couldn't very well back out. He told me to make it a sort of leave of absence, and to be sure and come back.

Rodgers left the race track at Sheepshead Bay, Long Island, on September 17 and reached Long Beach, Calif., 47 days later. It was my job to care for the plane every night and make repairs after every mishap. I travelled on a special train that accompanied the flight. Rodgers failed to win the $50,000 prize posted

by William Randolph Hearst because he took longer than 30 days to make the crossing. But it was the first coastto-coast flight.

Because my wife took ill in California, I didn't get back to the East again until fall of 1912. I found it wasn't like old times. Wilbur had died

I stayed on with Orville after he sold the company and retired to his laboratory in 1915. I helped out with some of his inventions and experiments and kept his car in good running order. But there was less and less work to do, and finally I got restless and took a job downtown with the Dayton-Wright Company in 1919.

In 1916, we took the Flyer out of storage and fixed it up for its first exhibition at the Massachusetts Institute of Technology in Cambridge.

If it hadn't been for Roy Knabenshue, there might not have been the historic relic to exhibit there or in Washington now. Roy tells how he approached Wilbur early in 1912 and asked him what he was going to do with the Flyer, and Wilbur told him, "Oh, I guess we'll burn it; it's worthless." Roy argued it was historic and finally talked him out of destroying the plane.

It was then forgotten until Orville got this request to show it in Massachusetts.

It came from Lester D. Gardner (then publisher of Aviation magazine, later an officer in the Army Air Service in World War I and founder of the Institute of the Aeronautical Sciences), who was in charge of the aeronautical part of the dedication program of the new buildings of MIT at Cambridge. Orville was reluctant at first, but consented when Gardner and Roy convinced him how interesting it would be to the public.

Orville and I continued to see each other frequently after 1919. He used to

bring odd jobs to me at the plant where I was working, and I would visit him at his laboratory. Then in 1928 I moved to California and didn't see him again until 1937.

I got work in a machine shop in Los Angeles, and then the big Depression hit us. I was out of work but had saved some money. I invested this in 336 lots in a new land development on the edge of the Salton Sea, down in the southern California desert. I built a little house and sat around waiting for something to happen. Nothing did.

Henry Ford and Greenfield Village In 1937 Henry Ford hired me to help restore the original Wright home and shop when he moved them to his Greenfield Village museum at Dearborn, MI. They were installed near the first Ford workshop and Thomas Edison's original laboratory.

I helped Fred Black, the director of the project, track down the original machinery and furniture, and then I built a replica of the first Wright engine.

The home and shop were dedicated in April 1938 with all the big names in aviation on hand.

I met Orville often during this period, both in Dayton and in Dearborn. When I left the village to return to California in 1941, I called on him in Dayton.

That was the last time I saw him, but he wrote me regularly about his work and I kept him posted on what I did.

He wrote every December 17. It was sort of a personal anniversary with us, and it was also a Christmas message.

I always wanted to go back into the laboratory with Orville. He hinted at it in some of his letters - saying he needed expert workmanship on his projects but he never came right out and asked me. I had intended to go back East this past summer if my old pump would let me, but Orville died on January 30.

In the last note I got from him, shortly before he died, he wrote: "I hope you are well and enjoying life: but that's hard to imagine when you haven't much work to do." It was signed, "Orv." He knew me pretty well.

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in Kenya, Africa 1951 during the Mau Mau uprising, involving wealthy British landowners and Kenyan natives. Leon Courtney owns vast amounts of land in this region and his family is drawn into dangerous conflict when native tribes attack their home to protest the poor treatment of Kenyans and British rule in Africa. Another battle ensues when Leon’s daughter, Saffron and her husband Gerhard, pursue his brother Konrad, an evil Nazi general who is in hiding and needs to be brought to trial for war crimes.

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An extraordinary odyssey follows, taking Tolek from a Hungarian internment camp to Palestine, where his ability to type earns him the title ‘The Miracle Typist’, then on to fight in Egypt, Tobruk and Italy.

A heartbreaking and inspirational true story brought vividly to life b y To l e k ’s s o n - i n - l a w, Melbourne writer Leon Silver.

AIRCRAFT OF THE ROYAL AUSTRALIAN AIR FORCE Big Sky Publishing Pages: 609, in hardcover RRP: $49.99 ISBN: 9781922488039

As the RAAF commemorates one hundred years since its formation, it is fitting to look back at the multitude of aircraft which have been in service during this time. From the first wooden and canvas de Havilland DH9As gifted from the British Government

in 1920, to the recent arrival of the 5th generation F-35 Lightning II, Aircraft of the Royal Australian Air Force provides comprehensive insight to each of the 150 unique aircraft types which have helped posture the RAAF as a responsive, agile and potent force in shaping Australia’s strategic environment. Each aircraft type is categorised into its ‘A’ series number, including technical data plates and a broad range of photos. This book will largely appeal to aviation and military history enthusiasts. An extensively researched, detailed and expertly compiled history of Australian military aviation through the ages.

A definitive reference source and valuable addition to any collection, which will be highly sought after especially during this centenary year of Air Force.

school for the Hitler Youth.

At home, news of the war provokes daily doses of fear as the planes grow closer, taking one city after the next.

THE VANISHING SKY Author: L. Annette Binder Bloomsbury Publishers Pages: 248, in paperback RRP: $23.25 ISBN: 9781526616715

G e r m a n y, 1 9 4 5 , a n d the bombs are falling. In Heidenfeld, Etta and her husband Josef roam an empty nest: their eldest son Max is fighting on the frontlines, while fifteen-yearold Georg has swapped books for guns at a Nürnberg

When Max is unexpectedly discharged, Etta is relieved to have her eldest home and safe. But soon after he arrives, it's clear that the boy who left is not the same returned. With Georg a hundred miles away and a husband confronting his own difficult feelings toward patriotic duty, Etta alone must gather the pieces of a splintering family, determined to hold them together in the face of an uncertain future.

An intimate account of a family destroyed by war. The Vanishing Sky is a deeply moving portrait of why decent, caring people falter when confronted by evil.

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WHERE EVERY CHILD LEARNS EVERY DAY Discover the St Peters Difference

Enrol today by visiting our website at www.stpeters.qld.edu.au Excellence in K-12 Christian Co-education 42 Wellness Way, Springfield Q 4300 Tel: +61 (07) 3470 3888 s.enrolments@stpeters.qld.edu.au

R e l o ca ti o n

St Peters Springfield — Where every child learns every day St Peters Lutheran College Springfield is committed to students reaching their full potential within a caring, Christian community environment.

With a focus on pastoral, academic, physical and spiritual qualities, St Peters pays special attention to each child. Dedicated teachers support students to develop their own unique gifts and talents.

As a modern co-educational K– 12 school, St Peters Springfield offers a welcoming and vibrant environment dedicated to intellectual enquiry, high academic standards and a love of lifelong learning. With all year levels sharing the same campus, it has a uniqueness which fosters genuine connections and community.

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 an innovative approach to contemporary learning, create a dynamic culture where students can excel and thrive.

With planned growth, the College has created an inspiring space for students to learn with their first major development since relocating to their permanent site in 2012. The Junior High Precinct is a state-of-the-art facility which creates a ‘home’ at school for Years 7-9, providing a stimulating learning environment and comprehensive care and support vital to young adults.

The precinct features an individualised Learning Hub, projectbased learning spaces and breakout areas, expansive flexible learning area, an advanced 'iSTEAM‘ laboratory, a

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student display gallery and with its enhanced acoustics, an ideal place for students of the ‘Arts’ to perform.

St Peters Springfield encourage you to experience for yourself our special community atmosphere.

The College is currently accepting enrolments. 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 07 3470 3888.

Providing a simpler posting experience PostingConnect is an online platform designed by Defence to streamline the posting process for ADF members and their families.

It is available for eligible ADF members and families to assist them with their domestic postings. It connects to a range of other posting services, including Toll and Defence Housing Australia (DHA), and allows families to manage all their posting requirements from a central location.

After going through several rounds of testing and feedback, the PostingConnect platform has been improved and new features added to better serve members and their families. Following a pilot of the platform with a small group of posting members, it’s now being progressively rolled out to Defence members undertaking postings.

Serving member Alex Vella was involved in the initial pilot and feedback sessions.

“Since I have only been posted a couple of times, it’s all a bit daunting trying to figure out what to do and who to contact,” said Alex.

“PostingConnect is a user-friendly system that will make the posting process more efficient—it’s definitely made it easier for me. It provides a checklist and allows me to tick tasks off and make sure that I’m not missing anything along the way.”

Having seen the platform evolve through its multiple iterations, Alex acknowledged the numerous improvements that had been made.

“The new tasks and information is great, especially for families and partners who may not understand the process or language used within Defence.”

The refinement of the platform and the introduction of new features were also noticed by other participants who provided valuable feedback.

“I can see the changes made based on all the feedback I originally gave, which is great,” said Alex.

I

t is available for eligible PostingConnect is being ADF members and families to assist them progressively released to posting with their domestic postings. It connects to a members.

Eligible members will range of other posting services, including Toll and Defence Housing receive anAustralia email on the Defence (DHA), and allows families to manageinviting all their posting them to use the online intranet requirements from a central location. platform for their posting, shortly after After going through several theirrounds posting of testing and order is issued. feedback, the PostingConnect platform has been improved

ext.defence.gov.au/ postingconnect “POSTINGCONNECT IS A USER-FRIENDLY SYSTEM THAT 75 WILL MAKE THE POSTING PROCESS MORE EFFICIENT.”

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

• Learners thrive in our safe, supportive, and secure learning environments, promoting life-long learning.

• Stimulating and appropriately resourced learning environments.

• A clean, green environment and spacious grounds.

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R e l o ca ti o n

All borrowers are equal, but some are more equal than others You may recognise this slightly edited version of a famous proclamation by the pigs who control the government in George Orwell’s classic novel Animal Farm.

Adopted by banks and other financial institutions of privately flagging customers, or categories of customers, who may qualify for special privileges or rates.

This can be significant when it comes to interest rates on loans, savings and term deposits. Many people don’t realise that banks are nearly always negotiable on rates, especially for ADF members and their families as they are usually viewed as having financial stability.

The desirability of ADF families is even more so during difficult times when financial service providers will be more cautious, favouring customers who are less likely to default.

ADF families who are thinking about borrowing or refinancing should use this to their advantage. Don’t be afraid to shop around or consider taking your business elsewhere if the deals on offer aren’t competitive. While it’s unlikely to be offered voluntarily, make sure you ask for the best deal.

Similarly, with car loans, leases and any other financial products or transactions, do not underestimate your family’s consumer power, especially in difficult economic times.

Do not be afraid to ask a lender or financial service provider to put their deal in writing to demonstrate its worth against other options. And when you’re assessing offers, be aware of fees, penalty interest rates and the facility to pay down loans early without cost.

The key message here is that ADF families are customers and potential prospects with a great deal of market

power, so use it to your advantage.

Take your time, do your homework and ask questions. You may get a pleasant surprise which will save you thousands of dollars.

Remember though, when it comes to debt, don’t get in too deep. Do a stress test on your family’s personal circumstances with a number of ‘what if’ questions, such as ‘what if interest rates rise?’, ‘what if we lost an income source?’, ‘what if we need to sell?’.

If you have questions about your finances, including any personal financial difficulties you may be experiencing, don’t hesitate to approach us through ‘Contact Us’ on our website. We are more than happy to help on a strictly confidential basis.

ADF FINANCIAL SERVICES CONSUMER CENTRE adfconsumer.gov.au

Partner employment support The Partner Employment Assistance Program (PEAP) provides funding for initiatives to assist ADF partners with employment when they are relocated on posting, or if their ADF member is medically transitioning. The two support initiatives offered under PEAP are: • professional employment services • professional re-registration – reregistration must be state based and required by legislation Support under the professional employment services is for a maximum of $1,500 per posting. Support for reregistration costs can be provided in addition to the $1,500.

Partners have the flexibility of opting to receive services from Defence’s professional employment services provider or a provider of their choice.

Using the Defence service provider PEAP has been expanded to include new employment services for ADF partners from Defence’s service

provider. The benefits of using Defence’s service provider are: • you can access services within 48 hours of application approval • you do not need to provide a quote for services • you do not need to request payment of an invoice or seek reimbursement • you will work with a professional, quality assured provider.

• Services available through the Defence provider Job-Search Preparation virtual workshop: Delivered in a variety of formats.

Partners can undertake a Job Search Preparation (JSP) workshop at any time throughout a posting. There is no cost to the partner for this service, and it will not impact upon the $1,500 professional employment services support cap.

The JSP workshop will help you manage your career, sell your skills and experience, build or refine your

resume and provide an opportunity for you to gain further employment assistance through other initiatives such as Job Connections.

Further information For more information see the full PEAP Guidelines. www.defence.gov.au/ DCO/Family/Partners/PEAP.asp For additional information, or assistance completing an application, please call the Defence Family Helpline on 1800 624 608, or email partner. employment@defence.gov.au.

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CHOOSE CATHOLIC EDUCATION

Catholic Education in the Archdiocese of Canberra and Goulburn serves 56 Schools and 8 Catholic Preschools from Pambula on the south coast, to Crookwell in the north, through to Lake Cargelligo in the west, traversing 88,000 km² spanning ACT and NSW borders.

Values, Faith and Life

Teaching and Learning

Catholic education integrates Faith with academic subjects, culture and everyday life.

We provide structured, orderly learning environments where students are safe and happy. This enables them to develop a love of learning, inspiring them to reach their full potential.

Teaching in Catholic schools is a vocation, not just a job.

We have experienced, highly qualified educators and dynamic, innovative, early career teachers. Everyone who chooses to work in our schools is accountable and committed to ensure all students, of all abilities, are empowered and supported.

Respectful relationships and high standards of behaviour are an expectation of everyone in the school community.

Catholic education prioritises the fundamentals such as literacy, numeracy and science. Catholic schools are

well resourced, innovative, stimulating environments that prepare students intellectually, spiritually and emotionally.

Inclusive School Communities Catholic schools are communities of hope, joy and wonder where all are welcome and inspired to grow to their potential.

Our schools are welcoming and inclusive, and families are respected, nurtured and supported regardless of religion or background.

Enrolling Now! Visit the Catholic Education website www.cg.catholic.edu.au or contact your local Catholic school and speak to the Principal.

FAITH AND HOPE IN THE FUTURE

R e l o ca ti o n

Defence Member and Family Support is the new name for Defence Community Organisation In 2020, we took the time to reflect on our purpose and vision for the future and we’re excited to announce that we will officially change our name from Defence Community Organisation (DCO) to Defence Member and Family Support (DMFS) from 1 July 2021.

DCO was formed in 1996 when the family support organisations from the three Services were brought together. Since then, DCO has grown to have a nation-wide presence with on-the-ground services delivered from local area offices and ADF Transition centres.

It’s important that Defence members and their families see DCO’s services as something accessible to them as part of their community. Recently we’ve received some feedback that families may think DCO is not part of Defence and that our programs and services are not available to them.

To overcome that misconception, last year we undertook staff and stakeholder consultation within Defence and also with Defence Families of Australia, the Department of Veterans’ Affairs and a number of ex-service organisations. This consultation helped us develop a new name that people could look at or hear and immediately know what we do and who we do it for.

There will be no changes to the services we currently provide to Defence members and their families.

The local area offices around Australia will remain and there will be no changes to the Defence Family Helpline number 1800 624 608.

Leading up to the change, you’ll start to see DMFS increasingly used so by the time 1 July rolls around there won’t be any surprises. Families can expect to see a couple of changes online as we change our factsheets, guides, forms and office email

Defence Community Organisation hosts events around the country to help connect families to their new community. Photo by Kingsley Klau.

addresses to the new name. You’ll also see name changes to our social media channels, google business listings and on ForceNet. The date of 1 July 2021 has been chosen to officially change our name because it coincides with DCO’s 25th anniversary. This is a chance to look back on where we’ve come from, where we are and where we are going in the future.

Stay tuned for updates on our social media channels.

Meet your local DCO team DCO’s Amberley team is made up of military personnel and civilian staff who provide a range of assistance and information, including support for children to settle into new schools, partner employment and help for families experiencing unforeseen crisis or emergency.

Military support officers are uniformed officers who help with advice and assistance with military matters

and support local ADF commanders with member welfare support.

Defence social workers are qualified professionals who are knowledgeable about the ADF and the lifestyle of its members. Defence social workers are able to help members and their families address personal, relationship or Service-related issues.

They can provide assessment, shortterm counselling services or referral to support and resources in the local area.

Family liaison officers have extensive knowledge of the local area and help members and their families connect with the services and support they need. They are also proactive regarding welcome activities and assisting families settling into a new location.

Find out more about your local area Your local DCO office host a range of social activities and information 79

Reloc atio n

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R e l o ca ti o n

sessions for ADF families—like monthly coffee catch-ups, dinners out and family fun days; or partner employment, relocation or absence from home advice, and the KidSMART and FamilySMART program. All families are most welcome to attend these events and the local DCO Amberley team looks forward to meeting you all.

To find out more about the Amberley office’s social events and information sessions, follow DCO on social media (Facebook, Twitter and Instagram) or ForceNet and keep up-to-date with the latest events on the DCO Amberley page on Eventbrite at DCOAmberleyIpswich.eventbrite.com.au.

Families can also access a wide range of information about support and DCO programs from the DCO website.

The website also features a calendar of events hosted by the local DCO office and local community groups, from coffee mornings and partner employment information sessions, to ADF Transition seminars for families thinking about their future beyond the ADF.

Childcare DCO provides an individual case management (ICM) service for childcare placement to support ADF families when they move to a new area or change their work or care arrangements, such as when a serving member returns from maternity leave.

Specialist early learning staff from Defence childcare service provider, One Tree Community Services, provide support to families who need help to find appropriate childcare. The ICM service provides parents with options that will allow them to decide which childcare service best suits their family. It is available to all ADF families across Australia.

The placement assistance service is free. Normal childcare fees will apply for any options selected by families.

To discuss your family’s needs, call the all-hours Defence Family Helpline on 1800 624 608 or email defencefamilyhelpline@defence.gov.au.

Hunter families took a ‘Rock pool ramble’ with an eco tour guide and uncovered the hidden sea life at Boat Harbour, Port Stephens. Photo by Karly Smith.

Contact us The DCO Amberley office is at Building 726, Hudson Road, RAAF Base Amberley, next to AAFCANS. You can call or email the Amberley team on 5361 1678 or email them at dco.amberley@defence.gov.au. Alternatively, you can call the all-hours Defence Family Helpline 1800 624 608 or email defencefamilyhelpline@defence.gov.au for an appointment.

Follow Defence Community Organisation on Facebook, Twitter and Instagram for updates and information from your local Amberley team. You can also email dco.amberley@defence.gov.au to be added to the DCO Amberley monthly bulletin email distribution list. defence.gov.au/dco DefenceCommunityOrganisation @DCO_AusDefence @DCO_AusDefence

81

Transition

Saving and Goal Setting Reach your savings goals Setting goals for yourself – whether large or small, short or long-term – is exciting and motivating. Your goal could be as simple as getting organised and putting some money aside for emergencies. Or you may want to go on a holiday, buy a house or car, or afford a comfortable retirement.

Whatever your circumstances, by working out your goals and starting a regular savings plan, you can begin to make your dreams become a reality.

Your savings goals What do you want from life? Your goals may change at different stages or events in your life. Perhaps you have a short-term goal that you want to achieve in the next year or two, and a long-term goal that could take you 5 or more years to reach.

Think for a moment, then write down some possible goals. Now: • What is your top priority?

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• How much will it cost?

• When would you like to achieve it?

Smart Tip - If you have borrowed money on a high interest rate, make paying off that debt your priority before saving for other goals.

Using the savings plan 1. List your savings goals, such as paying off a debt, going on holiday or buying a home. Work out how much money you need and how long it will take you to save that amount.

2. Write down ways you can save money to put towards your goal.

Use a budget planner to see where you could cut back on optional extra things like entertainment, dining out and shopping. Decide how long you will need to cut down on those items to achieve your savings goals.

3. Print out your savings plan and put it on your fridge or somewhere you will see it every day. This will keep you motivated and on track.

82

Short-term goals are things you want to achieve within the next couple of years. These goals could be to pay off your credit card debt, buy a new TV, go or buy a car. Whatever you have in mind, set yourself a realistic timeframe.

The best way to save for short-term goals is to reduce your spending on non-essential items, like entertainment, dining out, memberships or subscriptions. It is often easier to stay on top of your spending if you use cash, EFTPOS or a debit card when shopping instead of using your credit card.

Make your savings work for you by putting your money into an account where it will grow. Savings accounts are great because you can earn compound interest on your savings.

If you’re on a low income, you may qualify for one of the savings programs offered by some charitable organisations.

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Tr a n si ti o n

Saving for a long-term goal Long-term goals are plans you want to achieve in around 5 years or more.

This could include buying a home or paying off your mortgage, paying for your children’s education or saving for retirement.

As for short-term goals, look for ways to cut back on your spending in order to boost your savings.

For long-term goals think about investing some of your money. Get some financial advice to work out a good investment strategy to reach your goals.

Smart Tip - Be realistic with your timeframe so you don’t make it too hard on yourself to reach your target.

top it up again after you use it.

Saving is easier than you may think.

The trick is to start small and start now.

Set your goals, create your savings plan and begin to make your dreams a reality.

Financial Advice Checklist

• Watch our video Financial Advisers: The Facts and the Fiction • Learn about the financial advice process and what to expect • Find, or seek recommendations on, financial advisers.

• Gather information on prospective advisers • Understand how each adviser is paid and whether there are any potential conflicts of interest Money for emergencies Whatever your goals, it’s a good • Choose an adviser that has the skills and experience to suit your idea to put some money aside for advice needs and one you feel emergencies. Keep this ‘rainy day’ fund comfortable working with separate to your savings and everyday money. As a guide, aim to save up • Decide whether you want one-off Yellow Print, Penrith 2021-22 advice or an ongoing relationship enough moneyPages to cover your expenses for 1 to 3 months. Remember to keep • Agree the scope of advice and fees Financial Planning up front this money for real emergencies and

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Budgeting Checklist • Use our budget calculator or a free budgeting app to make doing a budget easier.

• Use bank and/or credit card statements to make sure you capture all your expenses • Track cash spending so that you can include it in your budget • Use separate bank accounts for bills, spending and saving • Use your completed budget to allocate savings to financial goals • If you think you are spending more than you earn, get help immediately • Look for tips on how to save money www.adfconsumer.gov.au

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83

Transition

EJECTING – TRANSITIONING FROM THE ADF Christian ‘Boo’ Boucousis explains how he successfully transitioned from the Royal Australian Air Force after his career as a pilot was cut short by adversity My career in the ADF flying F/A-18 Hornets, and on exchange flying Tornados in the UK, was to this day, one of the most rewarding periods of my life. It was also a career cut short after the diagnosis of an autoimmune disease called Ankylosing Spondylitis, a big name for a degenerative condition that robs you of mobility and sets you up for a life of pain management and medication. So began the start of my transition from the RAAF into business and the beginning of a comfortable relationship with transition and change — a relationship I unwittingly developed as a fighter pilot.

Now you’ll need to bear with me for a little bit, I’m going to talk about myself, something fighter pilots tend not to do. However, as this is a story about life transitions, especially transitioning out of the ADF, it’s a very personal and emotional one, so I need to set the scene for you.

I was one of those pilots who always dreamed about becoming a fighter pilot. I don’t recall any other career aspirations as a child. I think I read every book ever written about fighter pilots in WWI, WWII, Korea, and Vietnam before I left high school. My sole focus and purpose was to make it into the cockpit of a single seat fighter, specifically the RAAF’s F/A-18 Hornet.

I was lucky to have this focus! I wasn’t a particularly academic kid, preferring to focus on sport and to be honest, dream about a future of life in the cockpit. The time I should have spent in academics, was time spent washing aircraft at my local airport for pocket money, studying aviation at TAFE, and learning to fly at the Aero Club — I lived and breathed aviation.

Without that aviation focus, I’m not sure what I would have done with my life in those formative years. I was also applying to join as a pilot with the 84

“I think I read every book ever written about fighter pilots in WWI, WWII, Korea, and Vietnam before I left high school. My sole focus and purpose was to make it into the cockpit of a single seat fighter, specifically the RAAF’s F/A-18 Hornet” RAAF, Army and Navy whilst studying at school, initially to join the academy, where the ADF demonstrated great insight and knocked me back, informing me; “You don’t seem to be motivated about a degree, it seems you just want to fly”. Yep, spot on! So, I joined as a direct entry pilot.

A few years ago, I accessed my personnel file to renew my security clearances and I encourage every ex-ADF member to do so! It was a fascinating journey down memory lane, where every action I took or decision I made was forensically examined and critically assessed. Reading through this 20-year-old documentation, I was surprised by what those assessing me had to say.

I was only 19 when I joined, however one of the traits mentioned during my officer selection panel was the “degree of maturity” I exhibited.

I hardly felt mature at the time! This conclusion was reached based on the commitment I had shown to becoming a pilot, to quote, “Boucousis exhibits the determination and commitment to become a pilot by holding two jobs working seven days a week to fund his flying”.

Did I mention I dropped out of university after six weeks? I couldn’t figure out how a degree in mathematics was going to help me and I was only doing the course because I watched

a video where an F-111 pilot had a degree in mathematics. There were two motivators for this decision, the first, I wasn’t very good at maths, the second, the hours I spent in the lecture theatre were hours not spent in the cockpit or earning money to fly.

Needless to say, my pre-RAAF life wasn’t the most glamourous. Mowing lawns and landscaping during the day, and working in a pub as a general hand at night and on the weekends. In between I found the time to squeeze in a few hours of flying, ultimately selffunding my private pilot licence around the time I was selected for pilot training.

The pilot training machine for the RAAF is a work of art. Reflecting on a 16-year career in business, there is nothing as sophisticated, focused, and reliable in turning out top-notch aviators — I’d go as far to say the best in the world. I believe Australia is uniquely placed to learn from big peers in the US and UK, yet be small enough that everyone knows everyone.

When you’re “in”, it feels like it’s a little over the top, the organisation may be a little disorganised and for some reason, you don’t get every posting you want! However, compared to how other organisations run, it’s a well-oiled machine!

I don’t remember much of the specifics between joining up and starting work in the Squadron as a newly minted D-Cat fighter pilot. I do remember how it felt, the people, the professionalism, and the environment.

It was second to none, efficient, and aligned in purpose and execution.

Now I may look back with rosetinted glasses, the same way an-expat always talks up home, thanks to my early discharge. I don’t believe that though. Today, I am an entrepreneur, I’ve been able to indulge my dreams and ambitions, to lie on the greener

Tr a n si ti o n

grass on the other side. You know what? It’s not that green! Maybe for a day or two, however, it’s really just the same.

Maybe I should step back quickly, to the year I was discharged and transitioned into the “real world” as a 30-year-old man with zero skills beyond flying jets at speed. This was a period of soul searching and exploration. I spent a little over a year ground bound filling a posting at the Australian Defence Force Warfare Training Centre at Williamtown.

A magnificent posting in hindsight.

I had no concept of how complex it was running a country! Here I learned about the many Defence and nonDefence players involved in defending our country and how it integrated into the Australian government’s agenda.

It set me up with skills I still apply to this day. It was during this time we’d just finished operations in Afghanistan and Iraq. I’d come to learn a little more about NGOs, the UN and the private sector’s role in fulfilling the agenda of government and non-government agencies. So, with my discharge processes, I set up my first business with a very good friend I had made in the UK and we both jumped on a flight to Kabul and established a business, helping anyone who needed help!

The short version of a very long story goes like this. The business succeeded beyond our wildest imaginings, we soon developed a reputation for integrity, getting the job done and always surpassing expectations. Attributes and traits instilled in me as a member of the ADF, just applied slightly differently. From Afghanistan it was over to Perth to build the world’s tallest prefabricated hotel, setting records for construction speed through the application of innovative construction techniques.

I also transitioned into publishing, converting a paper magazine into an online global publication.

To d a y, I h a v e t h e a m a z i n g opportunity to tap into my past, helping companies grow using the same techniques and skills I learned as a fighter pilot. Possibly the most rewarding transition I’ve made, where I see the value of a career in Defence,

applying my lessons learned there into the private sector. The success didn’t come easily though and there are certainly elements of the story where success was elusive. The successes were always the sum of the same parts. I’ve learned over time, some would say “the hard way”, that when you transition into anything, from anywhere, it’s harder and takes longer than you’d think. We always see the end result first.

Whether it be a transition into a corporate role, a small business owner or directly across into the civilian workforce. What we aren’t so good at is preparing for the bit in between — the three years of sweat and tears

expended as you equip yourself with the skills and knowledge to contribute within the field you are transitioning into.

The key lesson here is, it’s not the technical skills you learn in Defence, it’s the way of working, the way of thinking and most importantly the calibre of person you are. Don’t take for granted the system that recruited you, they know what they are doing!

You were recruited because you are an outstanding individual with the traits required to be successful.

This is where the recurring themes of successful people start to become obvious. Success doesn’t care if you came from a military background, 85

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started on the streets or from a privileged background. I’ve seen success and failure in places you wouldn’t expect to find them.

What are these themes?

1. Focus – You must find something you can commit to mind, body and soul. Don’t transition for money.

Spend time researching what it is you want to transition into.

2. Commitment and consistency – Show up everyday and jump through all the hoops. Just like the ADF, a lot of what you do won’t make sense at the time.

Fortunately, you’ve been trained to just do it!

3. Never give up – When you transition into anything, you start again, right from the bottom. The good thing is though, with the skills you’re naturally equipped with, you have the ability to accelerate your journey to the top.

As a fighter pilot, I was always taught to deliver on three objectives with every mission, no more. To me these three objectives are the top three recurring themes I see in successful people. Being successful isn’t about winning big all the time. It’s about

committing to the small wins each day, that ultimately lead you to the life you want to live.

Christian ‘Boo’ Boucousis, lead speaker and coach, Afterburner Australia https://afterburner.com.au/

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B ack Pa ge

In 2001, the USA Federal Aviation Administration officially declared the holiday to honour the effort and innovation of Charles Edward Taylor, the machinist who invented the engine that helped power the airplane of the Wright Brothers. The date May 24 was selected to honour the birth date of Taylor.

Charles Edward Taylor He came to work for the Wrights in 1902 when the research turned to powered flight. The automobile companies couldn’t supply an engine both light enough and powerful enough for flight. Enter Taylor. A machinist by trade, with a metal lathe, drill press, and other hand tools, he built the 12-horsepower engine, which propelled the Wright’s aeroplane 20 feet above the wind-swept North Carolina beach. The longest flight lasted 59 seconds for a distance of 852 feet. It took Taylor 6 weeks to build the engine, and yet, history books rarely mention the man who helped make the historic December 17, 1903, flight possible.

Beyond First Flight Being on the cusp of the aeronautics industry, Taylor continued to design aircraft engines for the Wright brothers as well as teaching them to build their own. When the first airport was established (by the Wrights), he was named the airport manager.

The partnership continued when the Wright brothers were awarded a military contract for the first military plane with Taylor designing and building the engine.

Taylor’s adventures continued in 1911 when William Randolph Hearst offered up a cash award to the first pilot to fly across the United States in 30 days or less. Cal Rodgers, a young pilot, accepted the challenge and hired Charles Taylor as his mechanic. Rodgers made it, landing and crashing from New York to Pasadena, with Taylor trailing along in a car.

Charles Taylor continued in the field of aviation maintenance for more than 60 years. Like Taylor, aviation maintenance technicians around the world work in the background, keeping civilian and military aircraft safe.

On May 24th, to all technicians whether they work directly on aircraft or not, they play an important role in ensuring we meet our mission and we recognize their achievements and humble history.

Read more about Charlie Taylor on page 66

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