Defence Update

Aerospace Technologies of Australia (ASTA) are building the PC-9 fuselages and tails. Hawker de Havilland Victoria has the sub-contract for the wings. HdH, Bankstown, is assembling the wings, fuselages and tails, and fitting all the systems. Flight testing also is carried out at Bankstown. Other local companies are also involved in work such as producing the landing gear.

By the end of 1987, the RAAF had received the first three of its order of 67 PC-9 trainers, and production schedules were well in place. The first two aircraft were flown to Australia by Pilatus pilots in mid October. HdH test pilots Ned Kelly and Jack Lynch put those aircraft through their production flying paces at Bankstown before the RAAF carried out its acceptance flying. Squadron Leader Bill Spiers, an RAAF test pilot, did the acceptance flights before the aircraft were flown to East Sale for attachment to the Central Flying School.

During 1988 the PC-9s will be put through what is called a curriculum development course. Flying instructors and ground crews will be trained through 1989, and the piston-engined CT-4 initial and Macchi advanced training courses will be re-evaluated.

Actual student pilot training at RAAF Base, Pearce, WA, will start in early 1990. By then 27 PC-9s should be delivered to the RAAF. From aircraft No. 16 onwards, the trainers will start going straight to Pearce. This should occur in July, 1989.

The RAAF has re-assessed its pilot training requirements since the order of the Pilatus turboprop trainers was confirmed in December, 1985. Back in 1978 it was perceived that the CT-4 trainers would start running out of life in 1986, and that the RAAF would have to start phasing them out then, and therefore a replacement trainer would be required. However, CT-4 structural integrity and fatigue life studies conducted by the Aeronautical Research Laboratories (ARL) has allowed an extension of CT-4 life-of-type expectancy to three times what was earlier assessed. As the CT-4s can be operated and maintained at relatively low cost, it was argued in senior RAAF circles that it would be sensible to keep them in service for some years yet.

The Chief of Air Staff, Air Marshal Ray Funnell, recently confirmed that the CT-4 would be retained for initial pilot training, and that the PC-9 would be used as the next training step before finishing on the Macchi jets. This rationale is seen as the best and most cost-effective way to undertake future RAAF pilot training, and with fine-tuning, this will be the pattern from early 1990.

The program being adopted will see student pilots do 40 hours of basic training on CT-4s, 105 hours of intermediate training on PC-9s, and 65 hours of advanced training on Macchis. This replaces the present program of 60 hours on CT-4s and 150 hours on Macchis. The RAAF also has assessed that, if overseas orders for the PC-9 are given priority during the RAAF production phase, interruption to delivery after aircraft No. 35 would be preferred in order to minimise the effects on pilot training.

The first RAAF PC-9 was displayed at the Paris Air Show in June, 1987. The ferry flights were delayed from July to October while a modification to the electronic fuel control system was devised and installed by the engine manufacturer, Pratt & Whitney.

Hawker de Havilland rolled out the first Australian-assembled PC-9 early in December when a special ceremony signified that the Australian production line had been effectively launched. The first six trainers assembled by HdH are coming from kits which have a high Pilatus content. After those six (and the two fully manufactured in Switzerland by Pilatus), the overseas content gradually will be reduced. Maximum Australian content will be achieved by the 20th aircraft which is scheduled for delivery in October, 1989. HdH’s contract to supply the PC-9s is worth $231 million and was signed in July, 1986. Deliveries continue until 1991 unless the RAAF order is interrupted due to overseas contracts.

Hawker de Havilland has re-emerged as a major military aircraft contractor. Apart from the new trainers, the company has the prime local contractor role in providing the Australian Army’s new battlefield Sikorsky S-70A-9 Black Hawk helicopters, and the Navy’s new Sikorsky S-70B-2 SeaHawk helicopters. To date 39 Black Hawks and 16 Sea Hawks have been ordered, and Black Hawk deliveries are about to commence.

Tanker Decision Imminent

A Government decision is expected soon on tenders to convert the RAAF’s four Boeing 707 transports to also provide an inflight refuelling capability for the new McDonnell Douglas F-18 fighters.

It seems certain a great deal of the work will be carried out in Australia. RAAF experts have been busy evaluating and assessing the tenders which closed in mid-1987.

In November, Boeing Military Aeroplane Company (BMAC), announced that it had signed a teaming agreement with ASTA (Aerospace Technologies of Australia – formerly the Government Aircraft Factories in Victoria) to carry out the tanker conversion work if its bid was successful. The other major overseas contender is considered to be Israeli Aircraft Industries, which is understood to have made a strong proposal, including an attractive work package for the Australian industry. IAI is contracted to Hawker de Havilland for much of this local work which would be centred on the HdH operations in Victoria. Although not nearly as well known as Boeing, IAl’s work as tanker systems equipment suppliers and on integration is rated highly in some quarters. HdH are also keen to work with IAI on marketing and developing a wide range of products that are applicable to the local market. The refuelling pods most likely will be supplied by one of two overseas companies – Flight Refuelling Ltd (UK) and SargentFletcher (Los Angeles, USA). Certainly, they are the two companies most regularly mentioned in discussions about the inflight refuelling pod equipment. Other possible tenderers are Aero Union Corp (USA), who supplied the Beech Pod used on the Canadian 707s, and Fairchild (USA).

Teaming arrangements with Australian companies are important because the contract will carry offset obligations to be set against equipment supplied from overseas.

The Boeing/ASTA proposal aims to convert the 707s into tankers while allowing them to operate as VIP and personnel/ cargo transports at the same time. The RAAF Request for Tender (RFT) originally was issued late in 1986 and closed at the end of April. However this timetable later was revised and the tender closing date was subsequently extended to October. The teaming arrangement calls for ASTA to design, build and install updated avionics systems for the 707s. ASTA also would install dual wing-tip mounted pod refuelling systems, lighting and video monitors and have a hand in updating RAAF technical manuals to incorporate modification data.

The agreement provides for Boeing to be responsible for the program management and technical support. Boeing would provide structural and systems modification kits for the refuelling system installation. This is the first agreement with BMAC and ASTA (ex GAF) involving military aircraft but there have been previous working relationships involving the companies as regards commercial airliners.

Boeing lays claim to pioneering tanker technology in the 1940s. Its refuelling system is proven· and certified. As the manufacturer of the aircraft, it is also well placed to certify the airworthiness of any modifications if that is required. Converted Boeing 707 tankers and KC-135s are in service with the US Air Force and a number of other Western air forces.

ASTA has wide experience in aircraft design, development and assembly and has a long record in maintenance, refurbishment and test flying. It also has the use of the Avalon airfield. The tender for the conversion of the four RAAF aircraft requires what is known as the probe and drogue system which provides wing tip refuelling for two fighters at a time. (The RAAF also would like to have boom refuelling equipment to allow inflight refuelling of the F-111s, but this has not been approved as yet as it has been given a lower priority.

As regards the F-18, the refuelling systems provide the pumps and hoses which make up the ‘plumbing’ and modifications of the onboard avionics which are required to enable the tanker to rendezvous with the fighters to be refuelled. Various combinations of inflight pods, plumbing and modified installations come in various combinations. Originally the RAAF hoped to have its first 707 converted for aerial refuelling by the time the first squadron (No. 75 currently stationed at Darwin) occupied the new Tindal air base being established near Katherine in the Northern Territory. However those first squadron Hornets will start operating from Tindal in October, 1988. The first 707conversion cannot be accomplished in this time. Most likely it will be some time well into 1989 before the first 707 is converted.

Each modification is expected to take about four months after allowing for a start-up time to get the project running. So it is estimated that all four 707s will become tanker capable over two years and will be all available for that role in 1991.