Training haze

Meanwhile, the expected release of a draft request for tender (RFT) for industry comments is still sitting on the runway, dogged by unspecified delays, even though it originally was due to be issued by De-fence in October 2011. Public debate over the delay has focused on the resolution of tri-service requirements.

When asked to comment before the Budget, AIR 5428 project director Heather Eylward told Australian Aviation: “There is no firm schedule for release of the draft. Defining and agreeing on the requirements for pilot training is complex and we need to make sure all needs of end users are met. ” Defence has set ambitious goals for AIR 5428 – new platforms incorporating a fresh syllabus that includes simulation systems to prepare new pilots across three services for the next generation of fixed and rotary wing aircraft — and all to be achieved by the original timeframe for 2017-18 initial operating capability.

But schedule slip has seen the project fall behind, with the PC-9/A’s original 2008 planned withdrawal date stretched out to 2016 or beyond. A recent Qantas Defence Services contract for the PC-9 fleet covered the five years to the planned 2017 introduc-tion of the 5428 platform but also included an extra three years in options.

“With the QDS contract, or any other support contract for that matter, it is not unusual to have options to provide future flexibility. The PC-9s are used by three force elements in the RAAF and must remain supported until all aircraft are with-drawn,” Ms Eylward said.

AIR 5428 is scoped to introduce a new training system with the aim of increasing both efficiency and effectiveness “. . . both of which contribute to greater throughput of pilots and prepare students for the next generation of fixed and rotary wing aircraft”.

The new system will embrace pilot train-ees from flight screening then basic flight training and up to their entry into lead-in fighter training and operational conversion units, as well as providing Navy and Army candidates to the Helicopter Aircrew Train-ing System (HATS) to be delivered under AIR 9000 Phase 7. Consequently, the pro-ject must account for the needs of all three services in the RFT and ensure it does not progress in isolation to AIR 9000 Phase 7.

According to Ms Eylward, Defence is working closely with HATS to ensure the various program requirements are aligned for rotary-wing students – and has “shouldered the significant burden” of ensuring fixed and rotary-wing train-ing requirements and the needs of three competing services are met. And while there will undoubtedly be contractors who will bid for both AIR 5428 and AIR 9000 Phase 7, she said, their tenders will be evaluated separately.

Unlike the current pilot training system, AIR 5428 will seek to incorporate signifi-cant high-end synthetic training into its new syllabus. “Currently, there are no high-end flight simulation systems included in ab initio pilot training,” Ms Eylward said. “The RFT will specify the requirements for the simulation system. ” Although unconfirmed, it has been sug-gested increased use of simulation systems offers opportunities for low-cost flying supplementation, including the possibil-ity of remedial training for trainees. But until the release of the draft RFT, this and related topics for the new syllabus are mere speculation.

Although comprising one aspect of a complex and multi-faceted project, platform considerations are central to the AIR 5428 bid and include the core ele-ments of the pilot training system – aircraft and simulators.

The project also will be responsible for acquiring platforms for flight screening with specific requirements again outlined in the RFT. And it will assess the platform for 4 Squadron, formerly the Forward Air Control Development Unit, which operates the PC-9/AF variant in grey paintwork and fitted with a smoke grenade launcher for designating targets.

“The training scheme aircraft will be assessed for the use of 4 Squadron and if found suitable will be procured through 5428,” Ms Eylward said. If the platform is found unsuitable, the RAAF will need to put serious thought into squadron requirements and how these can be met in a new platform.

The minimum performance standards for platforms across the various roles will be specified in the draft tender request. Ms Eylward noted the project team’s desire for comprehensive industry feedback on plat-forms in the draft, particularly on reducing cost and risk and ensuring project aspira-tions are achievable.

She added: “The function and perfor-mance specification document will include the requirements and further, the criticality of those requirements. Requirements are defined as ‘essential’, ‘important’, or ‘desir-able’. Again, we’re particularly interested in industry feedback on the relative impor-tance of requirements. ”

Platform Talk

Many companies seem wary about speaking too soon about platform selec-tions, learning from Raytheon’s CT-4F Akala basic flight trainer that early work towards a pre-conceived notion of require-ments or specifications could work against a team. Consequently, many firms have shied away from entering into formal teaming arrangements before release of a draft RFT.

Unlike AIR 9000 Phase 7, where a num-ber of bids are offering the same platform, exclusivity seems the name of the game for AIR 5428 with only a handful of candidate platforms in single teaming arrangements. Foremost among these are the Hawker Beechcraft T-6C Texan II and the Pilatus PC-21, with other options including the Embraer EMB-314 Super Tucano and the Pilatus PC-9M.

Raytheon, BAE Systems and Hawker Beechcraft officially announced their partnership for AIR 5428 at the Avalon Airshow in 2011, with Raytheon (through Hawker Beechcraft) providing aircraft and system through-life support and BAE Sys-tems providing the training system, ground instruction and coursework.

The early announcement has given the team over a year working together toward a consolidated solution – and the confidence that goes with it.

Raytheon Australia’s managing director Michael Ward said their solution was com-pelling and came from a proven, trusted industry team: “The team is focused upon delivering a complete pilot training system that is suitably tailored to the Australian military environment and which represents a strong value for money proposition. ” Mr Ward touted the Hawker Beechcraft T-6 family of aircraft as the safest and lowest-risk proposition for Australia, as well as highlighting the aircraft’s advanced open architecture avionics design, which provided the necessary system agility to support growth and evolution.

“In addition to an unsurpassed train-ing record, Raytheon Australia and BAE Systems also possess a strong pedigree in complex program management and a record of mission support success across a range of platforms. This places the team in an ideal position to manage the risks associated with a project of this scale and demonstrate that it is a safe pair of hands for AIR 5428. ” But Hawker Beechcraft has been showing signs of financial hardship. Most recently, the company has requested an extension from the Securities and Ex-change Commission on the submission of its annual report. In a media statement on April 13, Hawker Beechcraft chief execu-tive officer Robert Miller said the filing “re-flects the combined effect of the prolonged weakness in our market that has continued to affect our business and the heavy debt burden the company has operated under since 2007.

“Hawker Beechcraft continues to work closely with our lenders to restructure the company’s balance sheet and to do so as quickly as possible. In the coming weeks, we expect to decide on a path forward . . . that will include a plan that will put the company on a firm financial footing and better position Hawker Beechcraft for the future. As we move forward with this process, we remain steadfast in our com-mitment to building, selling and servicing the best airplanes for our civilian and mili-tary customers. ” On these difficulties, Raytheon said it remained unworried based on Hawker Beechcraft’s own public statements, which indicated the status of the AT-6 program and the steps the company had taken to stabilise its financial position.

Platforms Key Players

The Hawker Beechcraft T-6C Texan II has been in service with the United States Air Force and US Navy since 2001, replac-ing the older T-34C Turbo Mentor and the T-37 Tweet jet trainer under the Joint Primary Aircraft Flying System (JPATS) program. The T-6C is an upgraded variant of the T-6B, with wing hardpoints to the pressurised cockpit, a head-up display, no fewer than six multi-function displays and a hands-on-throttle-and-stick capability.

When Australian Aviation tester Drew Searle, a former RAAF Central Flying School instructor with 1,000 hours on the PC-9/A, flew the T-6B in April 2007, he found the aircraft had “repeatable, predict-able flight characteristics throughout the envelope” that reflected its selection as the initial trainer for the USAF and USN.

When Pilatus decided to develop a new trainer aircraft it was faced with a dilem-ma – upgrade the PC-9 model or initiate a new concept. With the T-6 Texan II, itself a modified PC-9 already in produc-tion, Pilatus opted for the latter. The result was the PC-21, a two-seat turboprop with ‘jet-like’ characteristics, allowing the platform to service a greater segment of the training spectrum.

When Searle reviewed the aircraft he asserted that the PC-21 pushed the boundaries between the advanced trainer and lead-in fighter trainer by operating a space that encompassed and dwarfed that serviced by the PC-7 and PC-9. esistant glass canopy, large colour displays, heads-up displays, HOTAS and zero-zero ejection seats. But the real leap forward is more than merely the physical platform.

The PC-21’s advanced envelope has led to an equally advanced – and customisable – cockpit and avionics suite. The avion-ics software can be split into a certified “flight critical” category and a role-specific “mission systems” category, allowing ad-aptation for future flying evolutions and training requirements without undertak-ing re-certification.

And the former RAAF instructor pointed out in his review: “Learning how to operate a sophisticated cockpit takes longer than learning how to go faster. ” Comparatively, his review found the Hawker Beechcraft T-6B to a more stable platform for the trainee pilot, while the Pilatus PC-21 was characteristically more like a fast jet, arguably more capable and offering more advanced scenarios. With wide industry expectation that the ap-proaching draft RFT will be completely different from previous exposure, it’s any-one’s guess which style of platform would be preferred by Defence – although with the RAAF being the main service for both use and instruction, it seems likely their needs will be a trump card.

As Ms Eylward said, a pilot training system must include more than just an air-craft – and these comments also were cited by Drew in his 2009 review of the PC-21: “A modern training system includes the ground school product (usually computer-based training), synthetic device (the simulator) and platform (the aircraft).

He added: “It should also include some mission planning and debriefing capabil-ity and increasingly an ability to introduce some role-specific modules such as weap-ons system emulation. ”

Wide Interest But Wait-and-see From Industry

A number of companies intend to bid for the project but have yet to announce team-ing arrangements or further tender details.

In an interview with Australian Aviation, CAE Australia managing director Peter Redman said the company was still waiting to see what comes back from Defence: “We believe [the upcoming draft RFT] will probably come back different from what is currently understood. We think there will probably be some changes from what has previously been released.

“No doubt, CAE do want to be in-volved in 5428. We’re looking at priming it ourselves and pairing with others,” he said. “CAE has paired with AgustaWestland un-der the Rotorsim banner, along with BAE Systems, for an AIR 9000 Phase 7 (HATS) bid. A common provider between 5428 and HATS would bring some benefits. ” Mr Redman noted that CAE could bring innovation and lessons learned from their ab initio training around the world, saying: “CAE is well established glob-ally. We’re currently training about 2,000 students across the globe. ” The company provides between 75 and 85 per cent of civil training simulation systems. And he added: “We’re looking to leverage that experience and those lessons learnt in something we can bring to the table for the Commonwealth. ” Embraer remains an outside chance for the platform with its EMB-314 Super Tucano, which recently competed for the USAF Light Air Support contract. In response to our enquiries, Embraer said: “Embraer Defense and Security offers completely integrated solutions for military training. If there is a viable opportunity with this proposed project, we would seriously consider it. We would also be open to discuss different business arrangements that aim to add value to our solutions. ” Boeing Defence Australia remains interested in the AIR 5428 tender on the back of its training and support solution submitted for AIR 9000 Phase 7 along with Thales Australia. However, Boeing’s director of business development Terry Nichols said the company was interested in further understanding the scope of the project before making a final decision to bid for the project: “ . . . our solution would draw on the successful and proven elements of Boeing’s AIR 9000 Phase 7 solution and lessons learned from our Interim Basic Flight Training proposal.

“Our extensive aircrew training systems experience highlights our ability to provide a safe and cost-effective solution that delivers highly-capable military aircrew to Defence. Boeing is considering several strategic options for AIR 5428 including aircraft and partnering, all of which are dependent on Defence’s needs. ” Lockheed Martin’s Global Training and Logistics business unit has expressed an interest in competing for the AIR 5428 bid, after a successful teaming arrangement with Pilatus for the Singapore Basic Wings Course based at RAAF Base Pearce. LMC’s complete turnkey solution lev-eraged the PC-21 platform and synthet-ics systems to reduce course attrition by 50 per cent, in turn reducing class sizes by 20 per cent for greater throughput of pilots. Lockheed Martin program direc-tor for Global Training Services Tom Quelly said the new Singaporean system improved the graduates’ skill-set, allowing for reduced flying hours in the advanced jet trainer.

Perhaps most significantly, the new sys-tem, including aircraft, was seven per cent cheaper compared with the operations and maintenance costs for the previous system, excluding the platform.

Mr Quelly said Lockheed Martin was hoping to utilise the company’s experience in both the Singapore Basic Wings course, as well as with the UK’s Military Flying Training System, for AIR 5428, but would focus on a student-centric approach, rather than a platform-based one.

“Added to that is the fact that some teaming arrangements are already in place, which is something else to consid-er,” Quelly said. “Platform selection will end up being based on the RFT, when it is released. ” A further number of interested firms were sought for comment, but were unable to provide comment in time.

Hurry Up And Wait

It would be optimistic to say that AIR 5428 has been in a holding pattern for some time. The bald truth is that it hasn’t even left the ground – and with the Budget announcement, it’s been pushed back into a corner of the hangar. And while the long-awaited draft RFT continues to remain stuck in the works at Defence, there is no way of knowing when it finally will go out for industry comment.

Doubtless, servicing the requirements of all three services is vital to achieving the best tender competition, though it’s probable the RAAF’s needs will win out in the end.

Meanwhile, industry looks on with bated breath, waiting on a project that is more necessary with each passing month. Although continuing budgetary pressures and the federal budget slash and burn have wreaked havoc on the Defence procure-ment process, it had been hoped that providing pilots for the future iterations of fifth-generation combat aircraft and advanced multi-role helicopters also would also play a part.

But perhaps not.

Until then, the brakes remain firmly locked and AIR 5428 remains on the ground, in the hangar, gently gathering the dust of political pragmatism and indecision.