Issue 326: On Short Notice

There’s that old adage that in times of military crisis the US President asks of his joint chiefs, “Where are the carriers?” It seems a similar question is reflexly asked today by Australia’s Prime Minister whenever there is a humanitarian crisis in the Asia Pacific region, “Where are the C-17s?” From Vanuatu’s Cyclone Pam, to PNG’s Cyclone Guba to the Christchurch earthquake, Australia’s C-17s are a common sight across the region airlifting in humanitarian supplies, personnel and equipment.

And that hasn’t gone unnoticed. In March 2011 three of Australia’s then four strong fleet of C-17s were in Japan at the one time as part of Australia’s response to the Tohoku earthquake and tsunami. That was of significant practical assistance, but it also earned the gratitude of the Japanese government and people, further strengthening Australia-Japan relations.

Finally, in times of national disaster, the RAAF C-17s are a reassuring sight for Australians not just within Australia but across the world, whether airlifting aid in the wake of cyclone Yasi, or fulfilling the sombre responsibilities of flying home the bodies of Australian servicemen killed overseas, or the victims of MH17.

It is that flexibility and global reach that has seen Australia’s C-17 fleet grow from first four, then five and the current six aircraft to, by the end of the year, eight. And two more C-17s, which would take the total fleet to 10 and give Australia the equal biggest fleet outside of the US, are not out of the question, as former Defence Minister David Johnston said late last year that these aircraft would be considered as part of the Defence White Paper and Force Structure Review process currently underway.

Adding two extra C-17s, and potentially four, to the existing fleet, is also prudent given C-17 production is shutting down. Depending on how the RAAF manages flying hours the C-17 fleet can be managed so it continues in service for 30 or 40 years from now, while also allowing a significant surge capacity in time of crisis.

It’s unquestionably a useful aircraft, particularly given Australia’s remoteness. And it is that utility, plus the fact the window of opportunity

The C-17 fleet can be managed so it continues in service for 30 or 40 years.

to acquire the C-17 is rapidly closing, that also looks to have caught the eye of New Zealand. As we examine elsewhere this issue New Zealand is evaluating the C-17 as it considers its own airlift requirement to replace a fleet of aged but upgraded C-130Hs and secondhand 757s.

Cost will be a key consideration for the Kiwis. A C-17 costs about US$250 million each, and big aircraft require big facilities. (Australia’s $1 billion package for the latest two aircraft includes $300 million for a new hangar and hardstand and taxiway improvements. ) And in that case the Airbus A400M – bigger than a Herc, smaller and cheaper than a C-17 – could be the just right “Goldilocks” solution.

Further, in replacing five C-130s with two C-17s, which seems to be the considered option, New Zealand would gain strategic lift but lose tactical flexibility, unless some of the Hercs are retained or a new medium type like the C-295 or C-27J is acquired.

Regardless of the way New Zealand goes, Australia’s acquisition of extra C-17s highlights again the different paths Australia and New Zealand have taken on Defence over the past 10 to 20 years. Even allowing for the fact that Australia’s population is five times New Zealand’s, Australia has been spending, in proportional terms, a lot more on defence for a lot longer. Compared to the RNZAF’s five C-130Hs and two 757s, the RAAF airlift order of battle today lists the six C-17s, five KC-30s and 12 C-130Js, soon to be joined by 10 C-27Js, as well as King Airs and the BBJ and Challenger VIP fleet.

C-17s or A400Ms would go some way to addressing that balance, and giving the RNZAF some strategic reach.