Newsdesk — Military Aviation

A series of accidents involving various British military aircraft and US Navy F-14 Tomcats are prompting concerns within the corridors of power. The RAF and Royal Navy lost nine combat aircraft in the first two months of 1996 (more than the whole of 1995) comprising four Tornados, one Jaguar, one Hawk, two Sea Harriers and one Harrier. The fact the aircraft crashed is not the major concern as realistic combat training always involves some risk and in reality the loss rate is unpredictable. What is of concern are the reasons for the losses with some suggesting that budget cuts and politically driven changes have contributed to the very fabric of the RAF being compromised and its resources being overstretched. The Hawk crash is of major concern as it involved a series of basic human errors. The aircraft departed RAF Valley in Wales with its ailerons disconnected and began to roll shortly after liftoff. The pilot ejected when the Hawk had rolled past 90 degrees at very low level and was killed. Apart from the maintenance error which left the ailerons disconnected, the pilot also failed to perform the proper preflight “controls free and in the correct sense” check which any aviator knows is a vital action before takeoff. The Hawk’s hydro-mechanical aileron controls mean that the pilot would not have been able to feel the disconnection while on the ground but confirmation that the ailerons were properly working should have been confirmed visually by both the pilot and his ground crew. The US Navy lost three F-14s within a month earlier this year, prompting the service to proceed with an upgrade to the aircraft’s flight control system. The new triplicated digital flight control system replaces the previous analogue system and will result in improved carrier approach handling and prevent flat spins. The $US80m programme had been requested in 1994 but was rejected by the US DoD on the grounds of cost. It has now been approved and 211 F-14s will receive it.

Raaf’s First Woman Fast Jet Pilot

Twenty five year old Flight Lieutenant Melissa Kilpatrick is due to become the RAAF’s and Australia’s first woman fast jet pilot when she begins her conversion to F-111s in July. Melissa is currently flying Macchis with 76 Squadron at Williamtown and has recently completed her fighter introductory course. Prior to her conversion to Macchis/F-111s Melissa had flown Falcon 900s and Caribou.

Longer Life for Raf Tornados

The RAF is planning to keep its fleet of Tornado F3 air defence fighters in service until 2010, several years longer than originally intended and necessary due to delays in the Eurofighter EF 2000 programme. An $US81m upgrade of up to 100 Tornados will be undertaken in order to keep them effective until then, and the first modified aircraft are scheduled to be in service in 1998. The RAF looked at other alternatives for a ‘gap filler’ until the EF2000 finally enters service including leasing some F-16s, but the Tornado upgrade has been accepted as the most cost effective solution. The upgrade will allow the Tornados to carry the active radar guided Hughes AIM-120 advanced medium range air-to-air Russia’s supersonic transport, the Tupolev Tu-144 will soon to be back in the air, this time on research duties with NASA. A Tu-144, designated Tu-144LL, has been fitted with new Samara/Trud NK-231 afterburning turbofans as fitted to the Tu-160 ‘Blackjack’ strategic bomber (in place of the original Kuznetsov NK-144s) and it will be used to fly 32 test flights. The joint Russia/USA programme (with a US industry team led by Boeing including McDonnell Douglas, Rockwell, Pratt and Whitney and General Electric) will investigate surface/structure equilibrium, engine airflow and heat, structure and cabin noise, aircraft handling, friction and pressure, and engine operations missile (AMRAAM) and the BAe advanced short range air-to-air missile (ASRAAM). Its GEC-Marconi Foxhunter air intercept radar will also be upgraded, allowing simultaneous multi target engagements.

Through the Nose

If there’s any such thing as a watchdog on government waste or a taxpayers’ association in Japan, they might do well to have a look at the cost of procuring items of military hardware in that country, particularly aircraft. Japan’s 1996 defence budget allows for the expenditure of $US3.1bn for the acquisition of 55 aircraft for its three services. A good example of the cost involved is that of the unit price of each of the four Mitsubishi assembled F-15DJ Eagles included in the 1996 budget — $US116.8m or about twice the US unit cost. A single Bell/Fuji AH-1S gunship will cost $US30.9m, six Sikorsky/Mitsubishi UH-60JA Blackhawks will cost an average $US35.5m each, a single ShinMaywa US-1A four engined amphibian will cost$US75.7m, and so on. We’ve commented before about the ridiculous cost of the Mitsubishi F-2 (formerly FS-X) fighter, which is little more than an upgraded F-16C and subject to a technology transfer agreement with Lockheed Martin. The 1996 budget covers the acquisition of 11 F-2s at a unit price of $US114.4m, or more than three times the cost of the aircraft on which it is based! In fact Lockheed Martin is offering the USAF new build F-16Cs for just $US20m. Glad we’re not paying for it! As someone once said: “The price of freedom can be high….”

Usmc Av-8b Upgrade Queried

The US Marine Corps’ programme to remanufacture 73 MDC AV-8B Harrier II day attack fighters to radar equipped night attack versions at a cost of $US2.2bn should be scrapped, according to the US General Accounting Office (GAO). Instead, the GAO says it would be cheaper to buy new AV-8Bs built to the night attack standard under a multi year procurement scheme. Deliveries of the remanufactured Harrier II Plus have already begun, the first aircraft being handed over in late January this year. The remanufacturing programme involves fitting a new fuselage, APG-65 multimode radar and more powerful F402-RR-408 (Pegasus) engine. There is some argument over which Australian Aviation May 1996 option is actually cheaper. McDonnell Douglas claims remanufacturing is more cost effective and US Navy estimates tend to support this, saying it costs $US23-30m to remanufacture an AV-8B and$US30m to build a new one. The GAO calculates the cost of a new aircraft at a much lower $US24m and has also questioned whether or not delivery schedules can be met. Simple arithmetic tells us that if the remanufacture programme is going to cost $US2.2bn overall and 73 aircraft are involved, then the unit cost is$US30.14m (not counting any ancillary costs).

7 Otu History

John Lever of Kooralong Vic has produced a history of No 7 Operational Training Unit based at Tocumwal during WW2. Established in February 1944, the unit’s role was to provide aircrew for the RAAF’s heavy bomber squadrons and as such was equipped with B-24 Liberators. If you’d like to talk to John about his work (which is to be followed by a history of 5 OTU), call him on (050) 25 7363.

France Out of Fla

France has indicated it will withdraw from the European Future Large Aircraft (FLA) military transport project as a result of the country’s defence review aimed at cutting costs. France has said it cannot afford the project, leaving its future in severe doubt. The FLA programme is managed by Airbus Industrie and its European partners — Daimler-Benz Aerospace, Aerospatiale, British Aerospace and CASA. The idea for a European military transport was first mooted as long ago as 1982 with the intention of finding a replacement for the C-130 Hercules and Transall C-160. Britain has already ordered new generation C-130J Hercules as a partial replacement for its ageing fleet of C-130Ks while leaving the door open for an FLA order later on. If the FLA programme is terminated, Lockheed stands to sell large numbers of Hercules to European customers.

Rr and Ge/allison Team on Jast

Rolls-Royce has joined GE Aircraft Engines and subsidiary Allison to develop and produce two advanced military engines for the US Joint Advanced Strike Technology (JAST) programme and other potential applications. Under an exclusive agreement, the three companies will develop the YF120s will be boosted by one to 21. The $US493m provided by Congress to storage and refurbish it for operational use by 2000. Meanwhile a B-2 cruise engine and the GEA-FXL lift engine. GE will initially act as lead systems integrator for engine development work, but it is intended to form a new business arrangement between the three companies within the next few years. The YF120 is being developed and offered for all JAST variants under consideration. The basic core has already been developed and successfully demonstrated in flight by GE for the USAF’s Advanced tactical Fighter (ATF) engine competition; Allison will provide the hot section components for the core and the low pressure turbine; and Rolls-Royce will design and develop the fan module. The GEA-FXL is being developed as the lift engine for Lift + Cruise short takeoff vertical landing (STOVL) JAST contenders. Its core will be based on a demonstrator engine developed by GE and Allison, while Rolls-Royce will design and develop the low pressure turbine. The market for the JAST (or JSF – Joint Strike Fighter) is estimated at about 3000 for the USA and UK alone and considerable export potential is also envisaged.

Calling All Warbirders

The Caboolture Warplane Museum Trust is holding its biannual Air Corroboree on the weekend of August 24 and 25 and would like to invite all warbird operators to participate. As a non profit trust, all donations to the museum are tax deductible. It is the only air museum in Queensland to have flying warbirds on site and the more visitors who turn up for the Corroboree the better. All general aviation aircraft are also welcome and meals and refreshments are available on the airfield. Accommodation is available for those staying overnight. For details, call Allen Smythe on (074) 98 7843.

Naval Aviation History

The Australian Naval Aviation Museum Foundation has commissioned author Robert Nicholls to write the history of the RAN Fleet Air Arm. The book will be launched in August 1998, the 50th anniversary of the founding of the FAA. In order to help Mr Nicholls complete the book, information from those involved with the FAA is required — stories, photographs, anecdotes — anything which may be of use. If you can help, send your material to PO Box A115, Naval PO, Nowra 2540. All material should be accompanied by a covering letter giving approval to print and full copyright. The proceeds from the book will go to the FAA Museum, and in order to help fund its production costs, the museum is preselling it at a discounted price. The normal cost will be $55.00 but those who want to order it early only have to pay $44.00 and will also receive a numbered and signed copy. For details, write to the above address or phone the museum on (044) 21 1920.

New Mdc/nasa Research Aircraft

McDonnell Douglas and NASA have unveiled a miniature, remotely piloted tailless fighter agility research aircraft, the data from which will be provided to design teams involved in the USA’s Joint Strike Fighter (JSF) competition. Called the X-36, the new aircraft is in effect a 28% flying scale model just 5.8m (19 feet) long and weighing only 575kg (1270lb) loaded. It is powered by a 700lb (8kN) thrust Williams F112 turbofan. The X-36’s aerodynamic properties are its most interesting design characteristics. It lacks vertical and horizontal tail surfaces and uses new split aileron and engine thrust vectoring concepts for flight control. The innovative design promises to reduce weight, drag and radar signature as well as increase range, manoeuvrability and survivability in future combat aircraft. The X-36 was rolled out in mid March this year after a 28 month design and manufacture programme which cost $US17m. A second aircraft is being built and first flight is scheduled for the middle of this year.

Usn Looks at Catapult Options

The US Navy is considering alternatives to the normal steam driven catapult system fitted to aircraft carriers, ski jumps among them. The USN’s next generation CVX carrier could be fitted to a new system which combines a small ski jump with an electric or other power source catapult, the combination allowing aircraft to takeoff at lower speeds with a given payload. The removable 1.5 degree mini catapult system used by the French Navy is one of the alternatives being examined. Other systems under investigation include electromagnetically powered catapults, an internal combustion design powered by jet fuel and a ‘momentum’ system based on the use of a flywheel. If a ski jump/new catapult system is adopted it could only be used for the short takeoff and landing versions of the proposed Joint Advanced Strike Technology (JAST) aircraft. Full power catapults will still be needed for conventional takeoff and landing aircraft. Initial concept studies for the CVX carrier are planned to start about now and the Navy’s schedule for the programme if it is approved includes starting construction of the first ship in 2006 and commissioning it in 2013 to replace the USS Enterprise.

Australian Assembly for Hawks?

British Aerospace has announced its teaming arrangements for its bid for the RAAF’s lead-in fighter programme, the centrepiece of which would be Hunter Aerospace assembling, and providing through life support for the Hawk at Newcastle and Qantas assembling the Hawk’s Adour turbofan. British Aerospace’s LIF proposal is based on offering the RAAF between 28 and 40 customised Hawk 100s (the RAAF requires the three tenderers to suggest the number of aircraft the service would need to meet a given rate of work, BAe has not said how many aircraft it is proposing). The first 12 Hawk LIFs would be completed and flown in the UK, with the remaining aircraft (up to 28) assembled by Hunter Aerospace at Newcastle Airport. Hunter would also provide through life maintenance support for any RAAF Hawks at Newcastle under sub contract to British Aerospace. Hunter Aerospace currently holds a number of key Defence maintenance contracts, including work on RAAF Hornets and Army Black Hawks and Iroquois. Hunter would establish facilities at Newcastle Airport opposite RAAF Williamtown where many of the lead-in fighters will be based, taking advantage of infrastructure (hangars and taxiways) to be funded by the NSW State Government for the exact purpose of attracting LIF maintenance to Newcastle. Qantas is the largest of British Aerospace’s teaming partners and it would assemble, test and provide through life support for the Hawk’s Rolls-Royce Adour turbofan at its Sydney Jetbase. Other major partners include Hawker de Havilland which would manufacture Hawk tailplanes, rudders and ailerons for RAAF and other customers’ Hawks; AirFlite, which would maintain and repair Hawk ejection seats at RAAF Pearce; and British Aerospace Australia which would manufacture and maintain high technology electronic components for LIF Hawks. British Aerospace values the Hawk work placed with its LIF teaming partners at more than $1bn over the life of the programme, with peak employment of 700 people. Commenting on the bid British Aerospace Australia Holding’s Group Chief Executive Robin Southwell said “Our bid is a collaborative venture with Australian industry, with a view not just to securing the contract to provide a new lead-in fighter for the RAAF, but with the intention of helping build a significant new grouping in the aerospace community — a grouping which would be competent and desirable as a participant in future international programmes, such as that for the next generation of fast jet fighter aircraft.” Tenders for the lead-in fighter closed in late March (BAe’s tender document was 8000 pages), with a decision expected at the end of the year. If BAe was selected, manufacture of RAAF Hawks would begin in early 1997, with handover of the first aircraft by mid 1999. The first 12 aircraft (all of which would be built by British Aerospace in the UK) would be ready for pilot training by January 2000. An indepth article on the lead-in fighter programme and BAe’s offering appeared in our December 95 issue.

Baea Could Buy Awadi

AWA Defence Industries is looking at selling its defence division and British Aerospace Australia is the frontrunner to either buy it outright or become a joint venture partner according to investor SA Superannuation Funds Management Corp. AWA has refused to confirm whether BAeA was a potential bidder, however it has been talking to prospective parties. SA Management Group says however it hopes to sell its 30% AWADI share to BAeA as soon as possible. BAeA employs nearly 800 people and has annual sales of around $90 million. AWADI is the largest participant in Australian defence aircraft systems upgrades with sales of $138 million in 1995 and it employs around 700 people. The merger, if successful, could provide Australia with a large and successful defence manufacturing company.