Defence Update

The Strategy of Denial concept was advocated by Dibb in his Review of Australia’s Defence capabilities. Service Chiefs were unhappy about what appeared a downplaying of strategic strike deterrence capabilities by Dibb and have succeeded in modest strategic thinking changes of official attitudes in the White Paper (officially called the 1987 Defence Policy Informations Paper).

The White Paper also emphasises that Australia’s Defence Strategy is clearly linked with the security of our near neighbours and the need to continue to build strong relationships in South East Asia and throughout the south west Pacific.

Mr Beazley made the point when releasing the White Paper on March 19 that Paul Dibb, in his Capabilities report, had not suggested that the strike capabilities of the Armed Forces should be removed. The maintenance of a retaliatory force remained, he said (ie; the submarines, the F-111s and the new F-18 Hornets).

Dibb’s recommendations of a system of layered defence remains the key element in the Government’s Defence policy and the direction of re-equipment of the Defence Force over the next 15 years into the next century.

“Guarding one-tenth of the Earth’s surface is a formidable task for a nation of 16 million people,” Beazley told Parliament. “The Australian Defence Force now is operating under a unified command which is better able to implement the new and comprehensive three-layered defence strategy set out in the paper,” he said.

He spelt out that the outermost layer called for surveillance and used the Jindalee Over-the-Horizon Radar and P-3C Orion long-range maritime patrol planes and submarines. The second layer utilised the already formidable maritime strike capabilities such as the Orions the F-111s and the F-18s. The F-18 Hornets would be able to be refuelled in the air and would operate from new air bases across the north of Australia.

“More than 100 aircraft (F-111s, F-18s and P-3Cs) are being equipped to carry deadly Harpoon anti-ship missiles for the maritime strike roles,” the Minister outlined. Surface and subsurface fleet units also would be directly involved in the second layer, including the proposed eight Light Patrol Frigates to be acquired by the Navy.

The third or innermost layer, as well as using some naval assets, involved Regular and Army Reserve units which would be deployed to defeat any forces that filtered through the other two layers. “Australia’s new defence strategy would provide an unprecedented level of defence self-reliance,” Beazley said. “Additionally any country planning an attack would also have to take into account the support we would receive from our ally, the United States,” he said.

“The last White Paper (in 1976) was an important step forward in developing a self-reliant defence capability suitable for Australia. . . ” The (new) Paper took that process further to show how a force to defend Australia could be built at a cost which was an acceptable burden on the taxpayer. (Beazley estimates that based on current spending on capital equipment of around 30% of the Defence vote, about $40 billion, in current price terms, should be available for equipment programmes over 15 years. The White Paper proposals would cost about $25 billion).

“For Australia, defence self-reliance must be set firmly within the framework of our alliances and regional associations,” Beazley said. “The support they give us makes self-reliance achievable. They, in turn, will draw added support from a self-reliant Australia, which will be better able to discharge its responsibilities in the vast strategic region to which we belong. ”

The Minister said mobility was a keynote of the White Paper. The Defence Force units had to be capable of moving quickly to where they were most needed. “The Army is to be equipped with the best battlefield helicopter in the world, the Black Hawk. Other transport aircraft will be upgraded over the next decade,” he said. “To enable a wide and effective deployment of Army units and RAAF aircraft, bases would be added to the northern defence network. Many civil airfields (such as Port Hedland, Broome, Kununurra, Gove, Mt. Isa, Weipa and Cairns) are also capable of being used by the military.

Beazley also gave notice that civilian support would be integrated into the overall strategy. “One Qantas 747 can carry up to three infantry companies,” he said. “In an emergency, road trains which traverse the whole of the North will be able to assist if necessary,” he said.

The White Paper said that by the late 1990s, the ADF would be a highly capable force better matched to Australia’s strategic needs. “Through its training and exercising it will be skilled in operating in our unique geographic environment,” it says. “The Defence Force will have modern weapons, greater mobility and endurance and better logistic support. A chain of forward bases and facilities in the north and west of the continent will be complete. Our surveillance capabilities, especially for air defence, will be greatly improved. . . ”

This is a summary of planned developments for the Royal Australian Air Force:

• A national system of air defence and airspace control.

• A combination of an OTHA network and AEW&C aircraft will form the basis of the national system. Up to three OTHR radars will be built. The number of AEW&C aircraft is to be determined; though provision has been made for them in the Five Year Defence Programme.

• The capabilities of the P-3C Orions will be improved through the acquisition of modern ESM sensors.

• The introduction of the F-18 Hornet into service represents a major upgrading of our air defence, maritime strike and ground support capability.

• The F-111 strike aircraft will be refurbished, at minimum cost, to reduce significant operating costs and to maintain them in service. The need for F-18 Hornet aircraft to supplement the F-111 fleet as it reduces through attrition will be considered.

• The four Boeing 707 aircraft will be modified for in-flight refuelling to allow the Hornet to increase its effective range and payload.

• The construction of Tindal (NT) and Derby (WA) a1rf1elds will be completed and an airfield will be built on Cape York Peninsula (probably near Weipa).

• A Hornet squadron will be based at Tindal from late 1988 (planned to start operations from October 1, 1988).

• Pilot training will also be improved by the introduction into service of the PC-9 turboprop in Australia.

As regards the Navy, anti-submarine capabilities will be considerably enhanced by the purchase of Seahawk helicopters (for the FFG and possibly light patrol frigates). Air aspects concerning the Army include:

Additionally, Black Hawk helicopter acquisition (14 ordered so far) to provide for a company-sized air lift to or within the battlefield. (Responsibility for command and operation of battlefield helicopters is being transferred to the Army from the RMF). More Black Hawks will be acquired for a second company lift. A further purchase for a third company group lift “”. ill be seriously considered. (We understand the current commitment now is to buy 36 machines. The second order of 22 may be announced soon).

The formidable problems of broad area surveillance are being addressed in the national requirement. The White Paper notes that “ground based or ship based microwave radars lack coverage beyond about 250 nautical miles for high flying aircraft. For detection of low flying aircraft and surface ships, the range Is much more limited. Although airborne early warning and control (AEW&C) aircraft can provide greater coverage, a solution based on the sole use of AEW&C aircraft would be prohibitively expensive. ”

The White Paper says that “recent technological developments in over-the-horizon radar (OTHA) have led to practicable broad area surveillance at an affordable cost. (NB: The Jindalee experimental OTHR near Alice Springs is being further developed to become an operational system which would also be a test bed for other OTHR stations).

“OTHR with its ability to sweep large volumes of air and sea space from a single location offers the only affordable solution,” the paper says. “With an OTHR network, we expect to be able to monitor the great expanses of our sea and air approaches and provide long-range detection and tracking of aircraft and surface ships. Without an OTHR network, we would remain essentially unaware of movements of interest in our vast maritime approaches”.

The policy paper notes that the Government has given high priority to the design and development of this network, based on the Australian-designed Jindalee experimental radar. “The OTHR network will be a basic element of a national system for air defence and airspace control,” it adds. “Up to three new radars have been identified as required and studies are underway as to their precise locations. Current planning is for one or two to be sited in north-eastern Australia and one sited in the west or south-west. The system will be developed to improve tracking of surface ship movements”.

(We believe future OTHR station sites could be on the Cape York Peninsula and/or west of Rockhampton in Central Queensland and near Geraldton, WA. If two stations are not located in north-eastern Australia, the third one may go in the north-west, possibly near the Kimberleys).

The White Paper says the ability of OTHR to control air intercepts will continue to be investigated. “However the precision required for such a task is probably only consistently achievable in the foreseeable future by the use of microwave radars, either in the intercepting aircraft or ship or in an AEW&C aircraft. (Defence Minister Beazley on several occasions has spoken of OTHR and AEW&C being complementary. The RMF certainly believes that AEW&C aircraft are necessary to identify intruders picked up by ultra-long-range OTHR and then direct the intercept).

The White Paper also outlines the plans to upgrade the present Jindalee system to provide a test bed for scientific, engineering and operational development. “This will allow the testing of important new features including specialised transmitters, greater computing capacity and further development of the computer software,” it says. “The upgrade will also enable Service operators to gain valuable experience on OTHR in preparation for the new network”.

“The Government will develop a national system of air defence and airspace control which will integrate the information available from a variety of sources (eg. OTHR, civil and military microwave radars, intelligence sources), collate and analyse that information and present the results to commanders. Other major elements of the system include the Tactical Fighter Force, an infrastructure of air bases, command and control and the supporting communications system,” the paper sets out. ”The RMF operates three ground based microwave air defence radars and the acquisition of further radars is under consideration. These can provide greater definition and control in the vicinity of airfields and other important areas. All RAN major combatants have early warning radars for monitoring and controlling their respective environments, which includes the control of aircraft. These radars also can assist in the protection of important coastal installations”.

It goes on: “The combination of an OTHR network and AEW&C aircraft offers considerable potential for airspace surveillance. AEW&C aircraft have the flexibility and speed to respond quickly to targets detected by OTHR. The microwave radar of the AEW&C aircraft has the precision to monitor with great accuracy the movements of a target and, if required, direct an interception. The Government has requested and the Department of Defence is now evaluating proposals from the industry for AEW&C systems. The Government accepts in principle the need for such systems and will include provision in the Five Year Defence Programme. The Department also is conducting a major study into air defence surveillance elements”.

Until the capability of OTHR for the detection of surface ships is better developed, maritime surveillance will continue to be undertaken by long-range maritime patrol aircraft and surface ships, the paper says. Embarked helicopters will significantly increase the surveillance capability of surface ships.

The 20 LAMP Orions are expected to remain in service for at least the next 25 years. They have very long range and endurance and can operate from all the major airfields across the north, including those on Cocos and Christmas Islands. The number is considered adequate for present and foreseen needs though the maritime sqaudrons still require additional crews. The White Paper says the capabilities will be further improved through the acquisition of modern electronic support measures (ESM) which facilitate the detection and classification of electronic emissions. An update of the radar is also being considered.

Under a section headed “Strike and Interdiction”, the paper notes that although political constraints could limit the use of Australia’s strike capabilities in lower levels of conflict, they represent a useful option that the Government would wish to have available. “They also are part of the expansion base we need for higher levels of conflict,” it says. ”Two force elements have a primary strike and interdiction function – the F-111 strike and reconnaissance force and the submarine force. Other elements such as the Tactical Fighter Force, LRMP aircraft, surface ships and special action forces also can contribute to this capability”.

The 23 F-111 aircraft are seen as representing a unique force in regional terms. “They are long-range aircraft with the ability to strike sea and land targets with substantial immunity,” the paper notes. “Four F-111s are fitted to conduct all-weather, long-range reconnaissance. Since their acquisition, the F-111s have been updated progressively and their effectiveness enhanced. They have been fitted to fire Harpoon for maritime strike. The Pave Tack precision weapon delivery system, which significantly enhances target identification and weapon delivery, is being fitted. It increases the accuracy with which conventional bombs can be delivered. It can designate targets for the delivery of the laser-guided bombs which have been acquired for the F-111 and it could be used with other precision weapons that might be acquired. ”

The White Paper says “the effectiveness of the F-111 will dee line unless some of its avionics and support systems, which are becoming increasingly difficult to maintain, are updated. The introduction of the F-18 Hornet raises the possibility that Hornets could be used to replace F-111s lost from the strike force through attrition. . . The lead times to take up such options are substantial. Meanwhile, separate options are being developed to refurbish the F-111 fleet at minimum cost to maintain the aircraft in service and reduce significantly its operating costs”.

Under the heading of “Maritime air operations”, the paper sets out that the P-3C Orions are capable of surveillance, strike and ASW; and the F-111s and F-18 Hornets for strike, interdiction and maritime air defence. The P-3Cs provide maritime surveillance against surface ships and are able to conduct antisurface warfare operations using the Harpoon anti-ship missile. The P-3Cs also can lay mines. Additionally, F-111 and F-18 aircraft armed with Harpoon missiles perform a valuable role in maritime anti-surface warfare operations. This capability – indeed maritime operations generally – would also be enhanced if AEW&C aircraft are acquired.

The paper notes that in 1985 the Government decided to acquire Seahawk helicopters to operate from six FFG frigates. The Seahawks will provide surveillance and weapon targeting and will conduct ASW operations, the paper says. The eight light patrol frigates will also be able to operate these helicopters. Meanwhile, the Sea King helicopters can undertake coastal and local area ASW operations from land bases. Navy helicopter needs for HMAS Success, Stalwart and Tobruk after the Wessex utility helicopters reach their end of life are also presently under study.

Air defence and the Tactical Fighter Force, ground-based surface-to-air missiles, strategic transport and northern airfield infrastructure are discussed. The developments planned for OTHR, the TFF, defence communications and defence command systems should result in a system of airspace surveillance, including a national system for air defence and airspace control for northern Australia by the late 1990s, the White Paper outlines. “It is a primary requirement for effective air defence,” it adds. “Doctrine and operating procedures which effectively integrate all air defence elements, including naval elements, will be developed for the defence of vital assets. This will become increasingly important if the potentials of OTHR and AEW&C aircraft are to be fully realised. ”

The paper notes that the replacement of the Mirage fighter by the F-18 Hornet is proceeding smoothly and, with the associated upgrading of the Hornet’s air-to-air missiles, represented a major upgrading of capability. Two squadrons and the operational conversion unit (OCU) would be based at Williamtown (NSW) and the third squadron at the major airfield being developed at Tindal (NT). The last of the 75 Hornet aircraft order? are planned for delivery by the Government Aircraft Factories in 1991.

The Government’s decision to modify the four Boeing 707 aircraft of the RMF will allow the Hornet aircraft to increase its effective range and payload. This number of aircraft is sufficient to provide a training capability, a limited operational capability and a base for expansion. It facilitates the development and acquisition of the complex skills needed for effective refuelling operations, the paper adds. . . .

”The Hornet has capabilities for strike and 1nterd1ctIon as we _ ll as air defence,” it says. “Its existing capabilities include precision weapons such as the Harpoon anti-ship missile and laser-guided bombs. Modern munitions have greater _ accuracy and effectiveness and can lead to enhanced surv1vab1hty of the delivering aircraft. They are costly, however, and the priority for their acquisition needs to be based on a clear understanding of their use in different levels on contingency. Also important are lead times for acquisition, the development of necessary doctrine and skills and ascertaining performance in our areas of interest. These considerations lead to a policy of acquiring limited stocks of selected types of munitions to gain a basic level of familiarity in weapon performance and procedures and to maintain a contingency reserve. ”

The Rapier low level air defence weapon system and the RBS-70 very low level air defence weapon system which will replace Redeye though in 1987, provide close in protection to airfields, important installations and vulnerable points. The current capability is one battery of each system. The paper says this is a minimum but adequate requirement to establish command and control procedures appropriate to a more substantial conflict and to meet the needs of low level conflict. The White Paper says the strategic transport needs of the ADF are met by the Boeing 707 and C-130E aircraft of the RAAF. These can be readily augmented by aircraft of the civil air fleet. It also outlines that a chain of northern air bases is needed by the RAAF to react effectively to possible contingencies and to support ADF operations across the vast expanses of the north.

Already there were manned bases at Darwin and Townsville and unmanned bases at Learmonth and Tindal. Stage one of the construction of Derby airfield is due for completion in mid 1987 and the current development of Tindal will allow the basing of a Hornet squadron there from late 1988. The paper confirms that the Government will also build an airfield on Cape York Peninsula but says a number of issues have yet to be resolved. For example site options must be developed, environmental impact studies must be completed, land acquisition resolved and extensive engineering and design effort conducted after the selection of an appropriate site. The aim is to have the airfield operational as early as possible in the 1990s. Offensive air support in land warfare, close air support for troops and the role of battlefield helicopters in providing reconnaissance, tactical mobility, fire support and logistic support are outlined. The order of 14 Black Hawks to supplement the current 30 UH-1H (Iroquois) helicopters in service, will be followed by a further order of 22 Black Hawks and perhaps others later. The White Paper says the Army’s surveillance, reconnaissance and communications aircraft (44 Kiowa light observation helicopters and 14 Porter and 11 Nomad fixed wing aircraft) are expected to remain in service until the 1990s. “Experience from training in the north will be important to form judgments on the capabilities needed in the replacements of these aircraft,” the paper concludes.

Boeing Take on Airbus Over Subsidization:

Boeing, and to a lesser extent McDonnell Douglas, are stepping up their efforts to have the US Government mount protective import tariffs against Airbus Industrie products.

The US aerospace industry believes that the governments of Britain, France and West Germany, the primary Al partners, are promoting sales of the aircraft at greatly subsidized prices. According to the US this contravenes Articles 4 and 6 of the General Agreement on Trade and Tariffs (GATT) and would thus allow the US to retaliate by imposing an import tariff on such products.

Needless to say the move, which was formally orchestrated by a high ranking US trade and industry delegation which visited Europe during February, has met with uproar from the European aerospace industry. Most vocal was British Minister for Trade and Industry, Geoffrey Pattie, who stated that it was unusual for a country with an 80% market share of the world’s jet transport market to be complaining about a distant minority competitor. Mr Pattie also stated that it was hypocritical for the US to speak of European government assistance for their aerospace industry when hundreds of millions of dollars have been funnelled into civilian airliner R&D over the years via NASA, special research grants and regional facility development grants. As an example he quoted the proposed US Aerospace Plane as a fully government financed programme that would ultimately find civilian applications.

It was also noted that Boeing itself had ridden heavily on the back of military projects for many decades that saw the KC-135 develop into the 707, a USAF airlift requirement develop into the 747 and all the smaller Boeing airliners themselves gaining much R&D data from the 707 and its military bomber cousins of the era that was not available to any other manufacturer. Mr Pattie also queried the extent that the net profit margin on the 747 (which does not have a market competitor) contributed to offering excellent deals on the slow selling 757 and 767 twinjets.

The move by the US, and particularly Boeing, is seen as being unusually childish by those outside the USA. For starters, European aerospace executives are quick to verify that while there are more than 1000 large US manufactured airliners operated by European carriers there are by comparison a mere 60 Airbus aircraft in the US. Additionally, the US content of a typical A300 runs at more than 30% or roughly equivalent in dollar terms to the value of one new MDC MD-80 twinjet. US content of the A320 is set at around 20% while the later generation A330/340 will decline to between 10% and 17%.

Airbus have had a running PR fight with Boeing ever since they aced the Seattle manufacturer in the seventies with their successful A300 wide-body twinjet. Boeing eventually followed with the 767 but this aircraft has never really achieved anything like the success that Boeing had hoped for for a number of reasons, though in time both it, and the smaller 757, will prove moneymaking programmes as the need for larger twinjets matures.

When Airbus announced the A320, Boeing scoffed and claimed that it would never reach first flight. At the time of its recent first flight it had 440 orders and options logged which is more than any other airliner in history. Senior Airbus executives feel that Boeing has been its own worst enemy in some regards, pointing to the delayed decision to launch an A300/310 competitor back in the seventies, failure to keep the 727 in production with some form of engine and systems upgrade and again late launch of developed versions of the established 737.

The policy of raising tariff barriers against Airbus products entering the US also has raised the ire of many observers following the recent US agricultural policy of heavily subsidizing primary produce exports, itself a move that has also done Australian primary producers much harm internationally.