Defence Update

There is no expenditure required for the inflight refuelling programme in 1986/87, but the project cost eventually should be about $50m. Depending on just how this is carried out, it might come in even cheaper. The Request for Tender seeks responses from interested companies by February or March next year. The proposal envisages converting the 707 transports with No33 Squadron based at Richmond, west of Sydney to provide aerial refuelling via the probe and drogue system. This allows two fighters at a time to be topped up from the Boeing’s wing tip refuelling pods.

Overseas tenders will be required to nominate Australian companies who would carry out much of the work, probably with supplied equipment. The obvious front runner to do this is Qantas, Australia’s international air carrier, who has wide experience with a range of Boeing aircraft and performs primary maintenance on the RAAF 707s. Hawker de Havilland and its Victorian subsidiary, which formerly was the Commonwealth Aircraft Corporation and possibly Ansett also could be contenders. The Boeing Military Aeroplane Company is also highly experienced in inflight refuelling conversion and must be the front-runner from overseas. It performs a lot of this type of work. But Israeli Aircraft Industries also is a likely candidate and has wide experience in this field. They’ve modified several 707s and also C-130 Hercules. We understand they have some form of arrangement in place with Qantas. A third possibility could be Marshalls of Cambridge, UK. This company has done refuelling conversions mainly on C-130s and Lockheed L1011 Tristars for the Royal Air Force.

Under the RAAF proposals, the internal arrangements of the 707s will not be altered. They will retain their seating whether in the VIP mode or for regular flights carrying Service personnel. No extra underfloor fuel tanks are to be fitted, although this remains an available option.

No33 Squadron was established in July, 1980 and more than 80% of its operations are devoted to AAAF or other Service requirements. Taken overall the VIP task is relatively minor and often over-exaggerated by the general media.

The RAAF earlier wanted its first 707 transport converted to provide refuelling for the new fighters in 1987-88. This cannot be achieved now until 1989.

The first Hornet fighter squadron is expected to be operational at Williamtown near Newcastle about the middle of next year. Until the AMF has its own tankers, which will enhance the range and overall payload/range capabilities of the new fighters, opportunities will be taken to practise inflight refuelling during exercises with the USAF.

Earlier proposals to also enable the 707s to refuel the Amberley-based F-111s so far have failed to get the nod. At present, the AAAF strike planes get some refuelling practice with USAF KC-135s on their frequent visits to Australia in support of 8-52 training missions.

The Defence Minister, Mr Kim Beazley, announced the decision to convert the four AF 707s while addressing the Chief of the Defence Force’s annual conference at the Australian Defence Force Academy in late August. He said the AFT would be for the supply and fitting of the total modification packages to the aircraft. These would include wing-tip pods, hoses and drogues as well as some additional on-board avionics for each aircraft. The conversion would not affect the normal transport role of the Boeings.

The project is expected to go to contract about October 1987 and the modification work on the first 707 is likely to begin in November 1988. It would be back in service by mid-1989. The last of the four 707s is expected to be modified and available by July, 1990. “The conversion of the aircraft will significantly increase the capacity of the Hornets to contribute to the fundamental security task of defence of the sea-air gap,” he said.

On the option of No34 Squadron leasing rather than buying new VIP planes, Mr Beazley said the prospect of fleet rationalisation and the transfer of most of the VIP aircraft maintenance to civil industry might offer significant savings in RAAF manpower and infrastructure costs. He said the leasing options could replace the existing fleet of aircraft which had been in operation since the mid-1960s with the No34 (VIP) special transport Squadron at Fairbairn. The squadron has two BAC 111 jets, three Mystere jets and two HS 748 propeller-driven planes. (A comprehensive analysis of this squadron was given on p67 of the January 86 AA)

The notice concerning the Registration of Interest by potential tenderers for the provision of VIP aircraft was issued by the Defence Contracting branch in Melbourne. Registrations closed on October 24. The notice shows that the current aircraft in the VIP squadron entered service in 1967 and 1968. The RAAF wishes to consider alternative means of meeting the VIP tasks by replacing those seven aircraft with a core force of about five leased aircraft of one or two types, crewed by RAAF personnel. Other than line maintenance all other maintenance, including the rectification of away-base unserviceabilities, as well as spare support would be the responsibility of the leasing company.

The AFT suggests that the aircraft chosen should be of a type in operation in Australia and that it would have readily available maintenance and spares support and aircrew training facilities. It is envisaged that the majority of VIP operations would be undertaken within the Canberra/Melbourne/Adelaide/Sydney/ Brisbane routes. But there will also be some transcontinental operations and flights to Darwin and North Queensland. The leased aircraft would be based with No34 Squadron at Fairbairn and the expected total annual flying rate for the fleet would be about 4500 hours.

It is currently proposed that the lease be for 10 years and that the leasing company would provide RAAF aircrew with initial and continuing flight and simulator training. Some of the squadron’s existing hangars and facilities are likely to be available to the approved leasing company. The Registration of Interest also allows for a lease/buy option which would have to contain aircraft unit cost and residual value details. The aircraft have to be capable of operation from a 5,000ft gravel strip (Tyre Pressure 500kps, ACN 8). Cruise speed is seen as around 450 knots. A VIP suite for four and preferably six people is sought and that the aircraft be free from noise curfew limitations. The maximum number of passengers (with baggage) is seen as 30 for any one excursion but multiple aircraft may be required on occasion.

(Max Hawkins Is the Editor of the Weekly Defence Industry Newsletter)