Raaf Jsf Questions And Answers

Still, seven years is a long time in a defence acquisition process. At the time of Australia signing onto the JSF program, few could have foreseen that 24 F/A-18F Super Hornets would be acquired as interim ‘bridging’ replacements for the F-111. Probably just as surprising, few at that time would have expected that when Australia did come to commit to the JSF that the first batch would be for just 14 jets, barely enough for a single squadron.

Both of those decisions could have significant impacts on the final disposition of the RAAF fighter fleet, and just how the RAAF manages the transition from the F/A-18 ‘classic’ and F-111 fleets to the ultimately envisaged 100 jet JSF fleet.

The Super Hornet decision is fascinating for how it has disrupted the RAAF’s carefully crafted plans to make do with an ageing classic Hornet and F-111 fleet until the JSF could be delivered. When the original JSF decision was announced, the plan was to keep the F-111s in service until 2015-2020, but ageing aircraft issues saw that brought forward to 2010, with the RAAF planning to make do with its upgraded classic Hornets fitted with JASSM standoff missiles and supported by KC-30 tankers.

But in 2006 then Defence Minister Brendan Nelson had other ideas, launching the process of acquiring the F/A-18F to bridge the gap between the F-111’s retirement and JSF’s delivery – a strategy that comes to fruition with the first deliveries in March.

For reasons of commonality and capability the RAAF leadership’s preference has long been for a single type, 100 JSF fighter force, so the F/A-18F acquisition was conceived as a bridging strategy, with the jets to only be in service a decade, to allow that transition to run smoothly. But no doubt the private fears of the RAAF leadership is that the ‘bridging’ appellation quietly drops away, and that the Supers remain in service for 25-30 years, like every other RAAF fast jet bought since the 1960s.

Undoubtedly the Super is a super fighter, especially because of its AESA radar. But the JSF promises to be even better again, with its stealth, EOTS FLIR and targeting sensor, DAS infrared cameras, advanced APG-81 AESA radar and more. And then there are the considerable training and financial benefits of operating a single type fighter fleet.

But while the RAAF remains committed to a single type, 100 strong JSF force, as outlined in the 2009 White Paper, the Super’s arrival and JSF delays, with the government’s initial decision to acquire just 14, do place that strategy in question.

Fascinatingly the November 25 announcement was both at once a decision to buy the JSF, and a decision to defer the purchase of the bulk of the JSF fleet, up to 86 aircraft – ie the further minimum of 58 jets to meet the White Paper requirement for an initial JSF force of “no fewer” than 71 aircraft to replace the classic Hornets, then the final batch of 25 or so aircraft to replace the Supers.

The decision to buy the bulk of the F-35 force has been put off until 2012, while a decision on the final batch for a fourth squadron to replace the Super Hornets “will be considered at a later date” – on the ‘never never’, in effect.

These are very long timelines – the first squadron is not due to become operational with the JSF until 2018, while, according to the minister, “All three operational squadrons are planned to be in service in 2021. ” That seemingly presents some challenges for the RAAF fighter force transition. Will the last of the classic Hornets, which are already experiencing fatigue issues, last in service as long as late next decade to allow for the transition to the JSF? With the JSF entering service between 2014 and 2021, for how much of that timeframe will the RAAF be operating three fast jets – classic and Super Hornets and JSF – side by side, when one of the aims of the original JSF decision was that single type fighter force?

Vale John Spiers

Just as we were closing for press for this issue we were very saddened to hear of the passing of John Spiers after a battle with cancer.

John was a veteran of the aviation media community. Not only was he at various times a contributor to Australian Aviation, he was The Australian newspaper’s aviation reporter in the 1980s, and more recently was editor of AOPA and Australian Flying magazines.

Our condolences to John’s family and his many friends in the aviation industry.