Defence Update

However the wing recovery programme was abandoned late in 1992 after extensive testing by Aermacchi and the Aeronautical Research Laboratory (ARL) in Melbourne failed to find a satisfactory repair solution. So this led to a further order of eight wing sets, and plans to restore 27 Macchis to unrestricted advanced jet training operational flying.

The discovery of wing fatigue cracks back in late 1990 initially led to the grounding of the Macchi fleet which then numbered 51 aircraft. They are operated by No 76 Squadron in the lead-in Fighter role at Williamtown, NSW, and by No 25 (Reserve) Squadron at Pearce, near Perth.

At one stage only about nine aircraft were flying. They were restricted to light duties, and were not to pull more than 2. 5Gs. This meant the RAAF fast jet conversion programme through which pilots graduate to the F/A-18 multi role Hornets and F-111 strike jets was being threatened. Because of this the question of bringing forward the Macchi replacement programme was examined. It would have created a Budget nightmare. However with the wing replacement schedule, the RAAF decided it would battle through with what it had until the rewinged Macchis became available.

The initial step in the MB-326 replacement process, after in house deliberations, was to send a LIF Review Team overseas in September/October to visit aircraft manufactures who could be within the range of military jets that might come under consideration to replace the MB-326Hs late in the decade. The fact that some manufacturers were not visited at this time is not seen as significant. The team, led by Squadron Leader John Quaife, visited Israel, Slovakia, Britain, Italy and the USA.

Members flew various aircraft and were briefed on flight characteristics and technical and engineering data and inspected design and manufacturing facilities.

The objective was to examine the low, medium and high capability options available. For example, RAAF pilots flew the Slovakian L39 which is at the bottom end of the scale. Israel also is involved in an L39 derivative, known as the Swift. The Macchi MB-339s flown in Italy are considered in the mid range. The British Aerospace Hawk 100, flown out of Warton in northern England in mid September, and the Dassault/Dornier Alphajet are considered in the high capability range, although the Alphajet was not flown on this occasion. The Chief of Air Staff, Air Marshal Barry Gration, flew a number of the possible contenders earlier this year.

At the time of going to press a Hawk 100 Series jet was due to attend a number of Middle East and Asian airshows and give demonstration flights in Australia from Williamtown, Fairbairn at Canberra; and Tindal, near Katherine, NT, late in the year. The RAAF team also inspected and flew the McDonnell Douglas T-45 Goshawk jet trainer, a derivative of the Hawk family, for the US Navy.

The Project, known as AIR 5367, concerns an advanced jet trainer acquisition in place of the current MB-326Hs. But it also is to cope with the Australian Defence Force (ADF) support role, and the RAAF sees the replacement primarily as a Lead-in Fighter.

The broad objectives of the review are: (a) To define the capabilities required to allow optimum LIF integration with existing and complementary ADF capabilities.

(b) To assess LIF simulation technology to establish the extent of the training that could be conducted through simulation.

(c) To estimate a representative structural life for the LIF within the proposed ADF usage spectrum. (d) To estimate the life cycle costs associated with the introduction of a MB-326H replacement aircraft.

The team that went overseas consisted of Squadron Leaders John Quaife, Stewart Cameron and Tony Morris, Mr Ian Anderson and Flight Lieutenant Peter McConvill.

S/L Quaife is an F/A-18 pilot, who has been a Director General, Force Development (Air) Staff Officer for some 12 months and is responsible for fighter related requirements. A Fighter Combat Instructor with more than 2000 hours on fighter aircraft, he has instructional experience in the LIF role.

S/L Cameron is a Supply Officer, currently on the staff of the Materiel Branch – Air Force. He is responsible for the acquisition aspects of Project AIR 5367.

S/L Morris is a RAAF test pilot with the Aeronautical Research and Development Unit at Edinburgh, SA. He is a graduate of the Empire Test Pilots School (1990), and had previous experience in Hawk and Alphajet, plus operational experience in the MB-326H and F/A-18. He is responsible for ARDU fighter related projects.

Mr Anderson is an Aircraft Engineer employed by the Airframes and Engines Division of ARL, Defence Science and Technology Organisation. He is experienced in fatigue life assessment and full scale fatigue testing structures.

F/L McConvill is a logistician from RAAF Logistics Command. He is responsible for the life cycle costs issues of AIR 5367, among others.

AIR 5367 is an unapproved project to date. The next step is a Project Definition Study which will flow from the report of the Review Team which travelled overseas. The PDS then is expected to lead to a Major Capabilities Submission. This work will be undertaken next year.

The MCS should lead to top level RAAF and Defence Committee considerations, with the year of decision timed for 1996/97. In the meantime quite a few people in Defence have their fingers crossed that the current wing replacement/ wing repair programme works out, and that sufficient Macchi 326s are flying to progress enough pilots through to the fast operational jets in the next few years.

Readers with a sense of history might like to consider that back in 1977, in the very first issue of this magazine, we carried a major feature on the Macchi replacement programme which ironically included evaluation of pretty much the same aircraft types as being investigated today. Like AWACS/AEW, don’t hold your breath on this one! Ed.