AMG

AMG’s day-to-day operations differ from those of other RAAF FEGs in that the vast majority of its missions flown are considered ‘operational’ flights in support of the ADF, whether it be a King Air passenger flight in North Queensland, or a C-130J conducting paratrooper training at Richmond, or a strategic C-17 mission from Darwin into Kandahar.

The April name change was driven by AMG’s evolving mission which has resulted in greater levels of capability and efficiency, particularly over the past decade.

Air Mobility more closely describes our expanded scope of operations.

“It’s been in our motto, but hasn’t necessarily been reflected in our name,” the Commander of AMG, AIRCDRE Warren McDonald, told Australian Aviation, referring to the FEG’s motto of ‘Mobility and Reach’. “The name Air Lift Group served us well and provided a ready identity to our missions, which included air logistics support, airborne operations and aeromedical evacuation.

“But Air Mobility more closely describes our expanded scope of operations and is consistent with the current air power doctrine,” he added. “This change in terminology has been reflected in a number of our newer organisations, including the formation of the Air Mobility Control Centre in 2005 and the Air Mobility Improvement Program in 2010. It’s a recognition that the organisation has had some changes over time, but I think it is a better reflection of where we are today and where we’re going in the future. ” The name change also better aligns AMG with the air transport organisations of Australia’s main allies, the US and UK. “The most significant influence has been the KC-30, which is reflective of a capability greater than airlift. Changing our name from ALG to AMG is a reflection of our maturity. ” AIRCDRE McDonald came to AMG in December 2013 from a tour as director general capability planning (DGCP) in Air Force Headquarters. Interestingly, he has an operational P-3 Orion background and has previously served as Officer Commanding 92WG and Commanding Officer 11SQN. Defence insiders have observed privately that his appointment was designed to “inject some fresh DNA” into the air lift organisation and to continue to develop its more outward, customer-focused mantra.

AIRCDRE McDonald outlined his three main priorities as Commander AMG. “I set three key priorities in AMG when I arrived,” he said. “Number one is making the KC-30 fully operational; number two is C-27J induction; and number three is C-130J training improvement. ” The KC-30 will undoubtedly be a great capability for the RAAF and for the greater ADF as a whole when it achieves its full capability, but it has been a long and sometimes painful effort to get there. While the aircraft has demonstrated its amazing utility as an air-to-air refuelling capability using its wing-mounted hose and drogue pods, and as a strategic transport with a 270-seat main deck and huge underfloor cargo capacity, the revolutionary boom is yet to be cleared for RAAF service entry, and various other ongoing software, hardware and support issues require resolution.

To that end, after a 2013 KC-30 project review by former Wedgetail project head AVM Chris Deeble, Defence recently agreed with Airbus Defence & Space to re-baseline the project schedule and incorporate a number of changes to the aircraft to ensure a smoother path for final operational capability (FOC). “AVM Deeble forged agreements with the company to undertake key modifications and that has brought us to a better space,” explained AIRCDRE McDonald. “He was a key deal-broker in moving the KC-30 program ahead, and we’ve seen a significant improvement in progress throughout this year. ” “With the boom we’re quietly confident that we’re moving in the right direction” he added. “Testing is progressing well and there have been no aberrations that we cannot resolve. We have two aircraft – aircraft one and aircraft five – in Madrid at the moment. 2014 is theyear that AMG prioritises aircraft availability to DMO so as to support the project. This was signed off by the Chief [of Air Force], therefore I will provide the necessary resources and aircraft to Airbus so as to ensure success by December 2014 of the boom and pod programs, whilst ensuring we continually mature the capability back in Australia. ” The RAAF’s Aerospace Operational Support Group (AOSG) has also provided extra test pilot and flight test engineer resources to assist with the work, as has Airbus, and AIRCDRE McDonald anticipates that by the end of August all the required testing will have been completed on the new boom configuration.

“Following the test modification programs the two aircraft in Spain will return to Australia by the end of this year or very early 2015,” he said. “The mods include software drops, boom and refuelling pod upgrades and there have been some physical changes too, but nothing you can see visibly from the outside. The important thing is it’s much improved and is meeting testexpectations. My efforts centred on assisting with the return of these aircraft back to Australia. The focus will then shift to receiver clearance activities in readiness for the F-35, P-8 and Growler, whilst clearing in-service aircraft such as the E-7 and C-17 for AAR on the KC-30. I must be careful as I move through the clearance program that we don’t try to ingest too many upgrades or modifications, as I must provide sufficient aircraft availability to 33SQN for them to expand AAR across AMG and Air Force. ” The KC-30’s operating unit, 33SQN, has also experienced challenges in terms of keeping engineering staff trained and in progressing the aircraft’s other capabilities as they managed fluctuating aircraft numbers. Aircraft numbers have fluctuated in response to project requirements in Madrid that have seen the return of aircraft 5 to support boom testing. “We have moved some technical personnel out of 36SQN into 33 to provide additional support when required,” said AIRCDRE McDonald. “But when 33SQN have gone from four aircraft and then drop back to one on occasion, it’s a big challenge. One of anything isn’t really a capability. The challenge for 33SQN will be in 2015 when aircraft availability improves and they’ll suddenly have to accommodate the complexities of maintaining four to five aircraft. 33SQN is focused on being ‘match fit’ by December this year to meet this challenge – they’re on track for that. ” AIRCDRE McDonald has also placed a restriction on where the KC‑30 can operate from in Australia, due to the aircraft’s large size and the fact that most of the bases just aren’t set up to accommodate it. “It scrubs out tyres three times faster than the civil fleet because we’re manoeuvring it into places you should never try to,” he explained. “Its primary bases now will beAmberley, Tindal and Darwin, which provides us with the capability we need – all the others, should you try to shoehorn a KC-30 in, are problematic and not a good fit.

“I’ve basically banned it from coming to Richmond, and it won’t go to Williamtown,” he added. “Whilst Williamtown is home to the majority of our fighters, it’s built for fighters not for widebodied aircraft like the KC-30. If we go to Western Australia, our primary place to operate would be Perth International – it’s just reflective of the KC-30 being a large aircraft. If we need to deploy a squadron of fighters and their support team then I’ll send a C-17 to Williamtown, which is designed for tight manoeuvring spaces, and upload their equipment. I fly the KC-30 overhead, and take the fighters wherever they need to go. Alternatively, I can bring the C-17 back to Amberley, upload personnel and equipment on the KC-30, and then dispatch them with the fighters. ”So with the KC-30’s future looking somewhat brighter, AIRCDRE McDonald’s next task will focus on the AIR 8000 Phase 2 C-27J project which continues to forge ahead. Indeed, the first aircraft to be modified to the US Joint Cargo Aircraft (JCA) standard by L3 at Waco in Texas will be rolled out in late July.

But it hasn’t all been smooth sailing with the C-27J, with the US ANG divesting itself of the type due to budget cuts in 2013, effectively reducing some of the original supportability advantages in choosing the type through the US Foreign Military Sales (FMS) channels. “The RAAF C-27J is still the same JCA aircraft that the USAF was seeking, but we are now part of a smaller but substantial international community of users,” AIRCDRE McDonald said. “The JCA design commonality with C-130J is highly valued and we are still making use of the USAF’s larger acquisition organisation including very robust contracting and QM services.

“Anytime you try to bring in a new capability there are challenges,” he added. “For us one of those has been no pre-existing C-27J training system to plug into, unlike as for the C-17. However, we are meeting this challenge and will begin training this year. The complexities within the C-27J program are being overcome by a good team. DMO and Air Force are collaborating well and have a tangible, collective focus to deliver the C-27J into service on time. ” RAAF C-27J training was supposed to start in October but this has been delayed by about a month while the contracts with L3to provide training and facilities are finalised.

“At this stage all the players are settling and we’re achieving better outcomes,” said AIRCDRE McDonald. “We’ve just completed a deep program review within AMG and the project office, and I’m very confident the team understands clearly what we need to do with the C-27J and what it can actually do. We’ll take a measured approach to reaching FOC, as we can test and adjust our expectations once we have the chance to fly the aircraft and see it in action. ” Another result of the USAF’s divestiture of the C-27J will be an increased burden for the RAAF in order to validate the airworthiness of the aircraft. The US ANG had not completed its own certification of the C-27J when it went out of service, and AIRCDRE McDonald estimates that there is significant work required to complete certification, although most of what has already been done can be used for Australia’s own airworthiness purposes.

“Whilst the USAF did not complete certification, they did provide a lot of certification data, which we would not have had if we didn’t go FMS,” he said. “When we introduce something new we take a very disciplined approach, consequently we have a lot of people grooming through the aircraft’s certification paperwork, and that is why I’m confident we know where we are with it.

“My belief is that the core of what has been done is sound and provides a solid foundation from which we will progress. In the rest there are some important elements we still need to undertake, and the workload will be significant but manageable. When people think FMS, they think C-17 or Super Hornet, both of which have been incredibly successful. Sometimes when we set out on a journey things change, but we’re an organisation that has also been through non-FMS purchases so we understand what is required to deliver this project.

“The special flight permit, which is really the key outcome of theupcoming C-27J airworthiness board, will be critical to us as it will categorise what we initially can and can’t do with the C-27J,” he added. “But at the moment we see no limitations to training and no limitations to achieving IOC [initial operational capability]. ” AMG can also boast that it has had elements deployed almost continuously since 2001, whether it be in support of the war on terrorism, or responding at short notice to natural disasters or political tensions in our wider region. “No one likes to profit from other people’s problems, but when you’re called to task you act, and I believe AMG has acquitted and shaped itself very well out on these deployments,” said AIRCDRE McDonald. “We’ve obviously been involved in this type of operation for a long time now, and you can see that reflected in improvements to our aircraft, and in our tactics and procedures, and how we’re honing our training. ” A good example of that is the way the C-130J has evolved since it entered service in 1999. Originally procured to replace the C-130E in the strategic airlift role, the ‘J’ has now become a tactical platform. That evolution has been enabled by the type’s continuous deployment in the Middle East since 2008 and the enhanced training and increased flexibility of the crews, the introduction of the C-17, and the 2012 retirement of the C-130H.

“We’re turning the training around on the J – it’s become our middle tactical platform inside AMG, and the reflection of the MEAO tasking is evident,” said AIRCDRE McDonald. “So what’scoming through now is much greater flexibility in the aircraft – for example we’re moving to a heavier platform drop capability, from 20,000lb to 40,000lb (9,080kg to 18,160kg), and that should be signed off by the end of this year. We’re also working closely with the SAS to clearly understand what they need and what our requirements are to support them, and all findings are being rolled back into our training. Plus we’ve an RWR (radar warning receiver) and undertaken some preliminary testing with the system in the US and on Red Flag Alaska – testing been very successful. ” Part of the training lessons gleaned from 13 years of operations in the Middle East will be the rolling of many aspects previously reserved for specialist pre-deployment training exercises into the normal training system. “We used to run the Precision Red program but we’re moving away from that because it’s more embodied now inside general training,” said AIRCDRE McDonald. “We’ve found there was really no further need to put on a specific deployment workup prior to going across to the Middle East. Whilst it was beneficial at the time, it shows you the level of maturity that 37SQN has achieved under the leadership of both the CO of 37SQNand 285SQN. These two COs lead a dynamic team that is working very closely together to ensure that the students who pass out the 285 door dovetail quickly into 37SQN and contribute to operations. ” The training system at 285SQN is now producing ‘seat-agile’ pilots who can switch from the left hand to the right hand seat. This has the benefit of cutting the amount of training required at 37SQN as pilots progress to captaincy, and enhances the preparation and flexibility of crews deploying on operations. Similarly, C-130J loadmasters are learning more airborne operations aspects during their initial course so that they can perform to a higher level when they enter 37SQN.

The RAAF C-130J’s electronic warfare self-protection (EWSP) capabilities have been steadily evolving since 2004 when it was fitted with a missile approach warning system (MAWS) and chaff/flare countermeasures dispenser system (CMDS) in preparation for its initial Middle East deployment. The RWR is the next piece of the EWSP puzzle, and will be followed by the LAIRCM infra-red countermeasures system in 2017 as part of the J’s AIR 5416 upgrade.

“That’s where you’ve seen the threat in the MEAO influencing upgrades to our self-defence systems,” explained AIRCDRE McDonald. “We’re building the C-130J to cater for any threat scenarios we’re likely to be involved in. This type of approach is reflected throughout our operational fleet and we’re aiming to take the same path with the C-27J. ” But what has been slower in evolving is a consistent block upgrade path for the C-130J, with the international J User’s Group (JUG) finding it difficult to develop and deliver stable upgraded software to keep pace with new capabilities and to address obsolescence issues.

“It’s hard to find agreement amongst a large group of people”, AIRCDRE McDonald said. “At the moment availability is high as there is no major modification program underway on the C-130J. Improved availability allows us to progress tactics, expand the capabilities of the aircraft and undertake our tasking. We must be sure that when we go into a block upgrade that it is mature, otherwise we may stagnate the fleet – and that’s not a place we can afford to go to. This is why we’ve been very disciplinedin watching how the C-130J block upgrade program is developing. ” To that end, AMG will likely take lead from the USAF on the block upgrade. The USAF can more readily absorb availability issues due to its size, therefore once the USAF is satisfied with the upgrade, Air Force will likely follow. “When we undertook the Block 6. 1 upgrade there were numerous teething problems. I’d say we’re a little cautious because of that experience,” AIRCDRE McDonald added. “Therefore we’re prepared to wait rather than lead, so that we can be confident that we can deliver to government what we signed up to. ” AMG will maintain two C-130Js in the Middle East for the foreseeable future. “It’s not currently a challenging rate of effort for our team, but we need to keep them there for assurity,” said AIRCDRE McDonald. “Where we go in the future with in the MEAO depends on what government directs, but if there is longevity over there, then I would look at presenting options to insert the C-27J. I find operationsare the best place to sort out teething problems such as sustainment issues and aircrew and maintenance training. Given approvals, I’d like to see the C-27J operating in the Middle East. ” Little reported in the media, a RAAF C-130J experienced a runway excursion at Kabul on April 24. While the final report hasn’t been completed, AIRCDRE McDonald explained that it appears a steering control valve failed leading to a loss of nosewheel steering on landing. The pilot reportedly applied asymmetric braking and thrust in an effort to keep the aircraft on the runway, but it ran about 70 metres off to one side. The aircraft received only minor damage and has since returned to service, and the inventory of steering control valves has been inspected.

While the Middle East deployment continues, 37SQN’s fleet of 12 C-130Js continues to meet its budgeted rate of effort. The squadron has a target of 7,350 hours per financial year, and AIRCDRE McDonald says that target was easily met and will continue to be. “There’s obviously a direct link between rate of effort and availability, and that’s why we’re cautious of projects that aren’t mature. The C-130J is a mainstay of AMG, therefore we must maintain availability. ” And as operations in the Middle East wind down, AMG is yet to see any adverse effects on its personnel retention or separation rates. “Across AMG I haven’t seen any changes that couldn’t be explained,” said AIRCDRE McDonald. “I think that’s reflective of external market forces – there’s not a huge pull in aviation outside for both maintenance personnel and aircrew. And for our other support staff I haven’t seen any concerning changes either. In fact separation rates in Air Force are at historical lows. ” Meanwhile, AMG’s other workhorse, the C-17 continues to be a success.

“Everyone is enamoured with the C-17 and rightly so, it’s an incredible capability,” said AIRCDRE McDonald. “The USAF and Boeing, right from the start setthe C-17 up for success. The USAF and Boeing understand aircraft sustainment – that’s why they’re a good partner to join forces with. ” “We have excellent leadership in the C-17 SQN,” he continued. “There have been some very good efficiency dividends from this squadron, particularly in the way they have shaped their workforce. In line with where Air Force is going with its maintenance improvement program, which sees a reduction in numbers and greater responsibilities and authorisations given to junior ranks, 36SQN has reduced their maintenance personnel by about 15 per cent. In doing so they’ve demonstrated that they can maintain their rate of effort, in fact they exceeded it this year. ” Indeed, the reduction in workforce has allowed AMG to transfer maintenance personnel to 33SQN, so as to ensure the KC-30 can bemaintained when it reaches a mature rate of effort.

36SQN has also adopted some of the fuel efficiency measures used on the C-130J fleet. “We undertook a Rolls-Royce program to reduce our fuel costs, RR was first class in that area as you would expect,” AIRCDRE McDonald explained. “We have transferred what we learnt from the C-130J across to C-17, and are saving $600-700,000 in fuel per year. Another significant advantage is a reduction in the landing weight which improves the fatigue life of the aircraft. ” The first C-17 loadmasters to be trained in Australia graduated at Amberley in May. Whereas previously it had been necessary to send loadmasters to the US for a five to six month course on the aircraft, now with a dedicated training facility including a full cargo hold trainer, classrooms andloadmaster station this can be done at Amberley with instructors from L3. The cargo hold trainer can also be used for force protection, aeromedical evacuation (AME), and Air Movements Training and Development Unit (AMTDU) checks & training. To this end, L3 has a pool of vehicles, helicopters and jet engines to use for loading practice.

While most of AMG’s fleet of aircraft is still relatively young, the Special Purpose Aircraft (SPA) VIP aircraft operated by 34SQN in Canberra will soon be due for renewal, with the leases on the two BBJs and three Challenger 604s due to expire in the mid to late 2017 timeframe. “Options are currently being developed toensure government continues to be provided with the appropriate level of support,” AIRCDRE McDonald said.

Options are available to extend the leases if required, and some recent serviceability issues experienced by the fleet are a reminder that the aircraft are aging. “We need to ensure we provide government with a highly reliable service,” AIRCDRE McDonald continued. “We can’t afford to compromise the PM and his staff by not meeting critical domestic or overseas engagements – we take the serviceability, crew competency, timeliness and presentation of the Special Purpose Aircraft very seriously. ” The other leased aircraft on AMG’s books are the King Air B350s of Townsville’s 38SQN. Initially acquired to maintain aircrew capacity and training throughput between the retirement of the Caribou in 2009 and the introduction of the C-27J, the King Airs have developed into a niche transport and training capability that AMG will find very hard to relinquish. “The AMG King Airs are leased out to 2020,” said AIRCDRE McDonald. “It’s an exceptional platform – it has high reliability, good utility, and can quickly generate experience in junior aviators – we’re about to make better use of that. I’ve stressed the fact that pilots are to be seat-agile, and are to undertake low-level navigation and tactical formation flying. Formation flying is important in AMG as the C-130J is regularly using this skill, as will the C-27J. Also if you are flying a KC-30 or C-17 you will be forming on the tanker to receive fuel, so we must keep that skill-set alive. ” While most pilot postings are three years in duration, AMG is looking to cycle pilots through 38SQN in just 12 to 18 months. “That’s in recognition of that fact that I need to progress aviators,” AIRCDRE McDonald explained. “I don’t need them to become King Air experts, I need them to be experts on our other platforms. I’ll retain an experienced pilot cadre at 38SQN to ensure the appropriate level of supervision is maintained. ” Other efficiencies within AMG are being realised through the efforts of the Air Mobility Control Centre (AMCC), the director of which is located at the Joint Operations Command (JOC) near Canberra. “In 2015 we will have seven different aircraft types by 2015, therefore I must collectively harness this capability to ensure we are efficient, and that’s where AMCC comes in,” explained AIRCDRE McDonald. “We’re putting a lot of effort into AMCC and picking the right people for the key positions. We also need to upgrade their systems so that they can undertake routine tasks like booking people seats on aircraft, more efficiently – we still have very ‘mandraulic’ processes.

“We need to understand the effect as opposed to providing a platform,” he continued. “Everyone wants the C-17 and they’ll write in and request a C-17, where in fact wemay have been able to meet their requirement with a King Air. We have a director who is very alive to that – he knows his business. He has been driving efficiencies and shaping our processes to better accommodate tasking requests within the resources available. I think the ‘customers’ understand where are moving to – you’ll always run that tension between what you would like and what you actually end up with. There are times where we let the customer down – my view is we are broadly satisfying the diverse customer base but have room to improve. ” Another key challenge for AMG will be to incorporate Chief of Air Force AIRMSHL Geoff Brown’s recent ‘Plan Jericho’ call to evolve the RAAF into a more integrated ‘fifth generation’ force. While onface value there may not appear to be many prospects for a transport-focused FEG to meet most of the requirements of this plan, AIRCDRE McDonald has already identified some opportunities.

“Enabling broadband communications on our aircraft is a focus, and we are well advanced in our search for solutions,” he explained. “With advances in communications, and the need to connect to a networked battlefield, it is no longer acceptable for us, or our warfighting customers in the back of our aircraft, to be ‘in the dark’. This must change. My objective is to broadband-enable all our tactical aircraft so that we can communicate and pass data rapidly. In taking this step we will accord with the Chief’s requirement. ” In closing, AIRCDRE McDonald reiterated the huge potential offered by the KC-30. “In a recent example a KC-30 took off from Darwin and rendezvoused with a formation of Super Hornets near Amberley and accompanied them down to Woomera,” he related. “There the KC-30 offloaded 10 tonnes of fuel and refuelled the Super Hornets as they flew back to Amberley. The KC-30 then flew to Tindal and refuelled a formation of classic Hornets, and then landed back at Darwin 14 hours later. It is incredible what it can do in a day and it clearly demonstrates where Air Force is headed.

“When the C-27J reaches maturity in 2016, AMG can provide 30,000 hours of air mobility. At that time the oldest aircraft in the fleet will be the C-130J. AMG will ensure every hour is used efficiently so that we are always ready to serve our nation. ”