100 Years Young

The original Squadrons were formed under the Australian Army to meet the call of the Great War. The squadrons contained adventurers, budding aviators, mechanics and Army volunteers, many of whom were veterans of Gallipoli and the early campaigns on the Western Front. They trained in basic wood and fabric aircraft, worked in austere conditions and learnt this new science of aviation to make ready for the challenges of war.

Formed in January 1916, No. 1 Squadron AFC began operations in Egypt in June of that year and fought valiantly through Egypt and former Palestine. Notable airmen of No. 1 Squadron AFC included Captain Frank McNamara, the first airman to win the Victoria Cross, and Major Richard Williams, a 1 Squadron Commanding Officer, who later went on to Command the Royal Australian Air Force following its formation in 1921.

Nos 2, 3 and 4 Squadron AFC were all deployed along the Western Front as Army cooperation squadrons, flying a variety of biplane scout and reconnaissance aircraft. They flew in support of the Australian and British Forces in a campaign that demanded great courage and sacrifice. The three Squadrons were spectacularly successful in this new domain of aviation, but the cost was high from these small units with 175 deaths in the AFC in WWI. Notable airmen of the Western Front squadrons included Captain ‘Harry’ Cobby, Australia’s highest recorded ace pilot, with 29 aerial victories; and Lawrence Wackett, the innovative airman and engineer who designed various weapon systems to improve the combat effectiveness of these early machines.

Reformed as Royal Australian Air Force squadrons in the decades that followed, all units saw operational service in World War 2. No. 3 Squadron operated as part of the Desert Air Force in Egypt, North Africa, and Italy and was credited as the leading Commonwealth fighter squadron with 217 confirmed aerial victories. No. 1 Squadron was in first contact with the Imperial Forces of Japan in Malaysia, on the same day as Pearl Harbor. Forced back to Australia, No. 1 Squadron reformed in Australia to fight alongside No. 2 and 4 Squadrons in New Guinea and the South West Pacific campaign, again flying a variety of fighter and bomber aircraft.

Now in the jet era, No. 1 and 3 Squadron saw action in the Malayan Emergency, with 3 Squadron spending nearly 30 years forward stationed at Air Base Butterworth in Penang. No. 2 Squadron RAAF saw action flying the GAF Canberra bombers in the Vietnam War. Coming into the modern era of jet aviation, No. 1 Squadron is currently stationed at RAAF base Amberley operating the F/A-18F Super Hornet; whilst Nos 2, 3, and 4 Squadron call RAAF Williamtown, near Newcastle, home.

Today these squadrons fulfil a number of air power roles from fighter, strike, airborne surveillance and tactical control – both in the air and on the surface. All four Squadrons have had recent commitments to Operation Okra in the Middle East Areas of Operations, and face a demanding future with ongoing operations in this and other parts of the world.

These first four flying squadrons face these challenges with the same spirit as per their Australian Flying Corps legacy. The ANZAC values of courage and mateship laid the foundations of the service and have evolved in these squadrons, to the current Air Force values which are still upheld today. Courage – demonstrated by the dedication, excellence and agility in Air Force operations; and mateship – displayed in the respect, integrity and teamwork of all serving Air Force personnel.

So today we celebrate the Centenary of Australia’s First Squadrons. Formed in the clouds of war, these Squadrons have provided Australia with a century of outstanding service – in peace and in war. We also celebrate the dedication, sacrifice and exemplary service of the Australian Flying Corps and Royal Australian Air Force personnel past and present – sustaining the Australian traditions of courage and mateship – today and in the generations of Air Force personnel to come.

Group Captain Terry Van Haren Dsm, Officer-in-charge Centenary Planning Committee

No. 1 Squadron

Tony Moclair

Formed after a British government request that Australia establish its own air arm, No. 1 Squadron of the Australian Flying Corps came into being at Point Cook on January 1 1916. Sent to the Middle East and operating obsolescent Royal Aircraft Factory B. E. 2s, the unit made an outstanding contribution to the campaign in Palestine and Egypt. This fact was no doubt due to the calibre of its personnel, some of whom would later have a lasting impact on aviation in Australia: Lawrence Wackett, Ross Smith, Richard ‘Dicky’ Williams, Harry Cobby and Hudson Fysh.

After several post war intermittences, 1 Squadron was reformed permanently in 1939 and equipped with Hudson bombers. Thrown against the invading Japanese in Malaya in 1941, the squadron performed valiantly before withdrawing to Australia the following year. For the remainder of World War Two, 1 Squadron was confined to operations in the South West Pacific, equipped with the Bristol Beaufort and De Havilland Mosquito.

In the post-war period, the squadron operated GAF Lincolns in Malaya against communist guerrillas, before converting to the GAF Canberra. These later made way for the aircraft most associated with the squadron, the F-111C, which it took on strength after a brief period operating the McDonnell Douglas F-4E. In 2010, after flying the F-111 for 37 years, the squadron re-equipped with its current mount, the Boeing F/A-18F Super Hornet. In 2014, 1 Squadron deployed to the Middle East, just as it had nearly a century earlier, but this time as part of Operation Okra’s Air Task Group fighting Islamic State.

Today, 1 Squadron is based at RAAF Base Amberley as part of 82WG, and its centenary year will see wholesale changes in the unit ahead of the Air Force’s introduction of the transformative electronic attack aircraft, the EA-18G Growler.

The RAAF’s oldest flying squadron

Though the anniversary of the squadron’s founding occurred on January 1, CO 1 Squadron explained how celebrations were delayed while preparations were undertaken for the Super Hornet’s first deployment to Exercise Red Flag at Nellis AFB.

“Centenary events were delayed to fit in around our exercise schedule. Then, in May we had a Super Hornet doing a flypast with a Bristol F2B Fighter in 1 Squadron markings, flown by a Korean War veteran. After that we celebrated at the RAAF Base Amberley’s Heritage Centre with a 1 Squadron ‘dining in’ night. It featured all of the squadron’s members, with all ranks, and we had some of the old aircraft as well, such as the F-111, in the hangars. ” In addition to the dining in night, 1 Squadron also attended the joint 1, 2, 3 and 4 Squadron celebration event and family day, held at RAAF Base Williamtown in late October, during which a Super Hornet put on a spirited solo handling display.

Reflecting on the F/A-18F’s introduction into service, CO 1 Squadron observed how the 4. 5Gen capability of the Super Hornet has helped prepare the RAAF for the eventual arrival of the 5Gen F-35A.

“There’s a lot of learning to be done, which the Super can facilitate and has done really well. It’s prepared the rest of the Air Force to accept those changes that are coming with Gen 5, and it’s been a ‘crawl, walk, run’ approach. It’s part of that transition towards F-35A.

“But [that platform] doesn’t get here until 2019, and even then, the numbers have to build up. So it’s very important for Super to maintain that capability edge throughout that period, and we’ll rely heavily on the Super until numbers of F-35A build up. ”

Twelve Into One

The centenary of 1 Squadron is, coincidentally, seeing the squadron double in aircraft size as it begins to absorb Super Hornets relinquished by sister squadron, 6 Squadron, which is preparing for the arrival of the EA-18G Growler. For 1 Squadron, this rapid expansion in airframes will see no reduction in its exercise and training commitments, and is expected to take six months to complete.

“We’ll be kicking off the air warfare instructor course, which is six months, and there’ll be major exercises around that such as an air defence ex out of Williamtown, Diamond Shield, then combining the AWI graduation in Darwin in June with another exercise. While we bed down the 24 aircraft, that exercise schedule will be in the background and will be a large weight of effort for us. Then there’s Avalon, then the [squadron’s training flight] conducting refreshers, Operational Transition (Optrans) training and the training of instructors. Between them, it will be a busy six months. But it will allow us to bed down procedures quite well,” CO 1 Squadron explained.

“We’ll end up with all 24 aircraft by the end of this year. They’re trickling across now, and once they get here, they’ll become our aircraft. The main thing is the planning of how we operate the business in the future. I don’t like the word ‘super squadron’, per se, it’s just a large squadron of Super Hornets, but trying to manage all that and maintain our integrity going forward is a real challenge. We’re a squadron with a large number of aircraft, but we’re always limited by people. It’s people that are our main commodity and they’re what make a squadron work and function, so they’re a precious resource. Right now, we’re figuring out how we work our people around the system to make sure we get the required effect with the required aircraft in required locations, without getting stretched too thin.

“Also, we’re revising all our maintenance ratios and we bedded that down in Exercise Pitch Black recently, when we ran a reduced ratio of technicians to aircraft and it worked really well. The second half of this year has been trying to execute that structure, leaner and meaner, to accommodate the larger aircraft within the squadron. ” Completing the process will be the erasure of 6SQN markings from a dozen Super Hornets as they gradually become absorbed into the Fighting First.

“They’ll all belong to 1 Squadron. That will all happen in slow time, there’s a lot of work involved to repaint 12 aircraft, but it’s definitely on our horizon to get sorted. As they go into servicing, they’ll come out with new tail flashes. ”

Stateside Training

As the squadron prepares itself for an influx of new aircraft and crews, a training flight will be established in the squadron that will assume duties once performed by 6SQN.

CO 1 Squadron explained how training tasks for the Super Hornet will be split between the squadron and the US Navy.

“We’ll have a C Flight commander who will ‘own’ the training curriculum and syllabus to execute certain things. The main role that 6SQN does now is operational conversion for aircrew, they also do refreshers for qualified aircrew returning to the aircraft and they do Optrans, which transitions crews who have done USN training to specifically Australian procedures.

“The USN offers an outstanding product, but there are some differences between their systems and ours and we need to make sure it’s all standardised. We have the option and capability to do the full operational conversion as well, which 6SQN does, but we don’t expect to do so on a regular basis, because the USN will do the majority of that work. For us, the workload and risk are getting reduced because the USN is doing the majority of our ab initio conversion to aircraft type. ”

A Super Future

Within five years, the RAAF will be operating the F/A-18F, EA-18G and the F-35. CO 1 Squadron would not be drawn into specifics of how the three types would operate as one to prosecute missions, however.

“All I’d say is we have a lot of confidence in the fact that we’re on a USN common spiral upgrade path. The USN is going to be operating Growler, Super Hornet and F-35 as well, so the aeroplane and capabilities are compatible and are designed to work together. The Growler is really important and with the capability it brings, as soon as next year, it’s going to be fantastic to integrate the two airframes together and to get some of those lessons leaning forward. It will be a really interesting time for us as a fleet. ” Current upgrades being undertaken on Australia’s Super Hornets include the introduction of new weapons, including the latest version of the AIM-120 medium-range air-to-air missile, the AGM-154 Joint Stand-off Weapon and countermeasures. These weapons have been acquired so as to ‘significantly’ enhance the Air Force’s ability to conduct air, land and maritime strike operations. Initial deliveries of the new AIM-120 began in September, with operational test and evaluation (OT&E) of both new weapons being planned for May 2017.

There’s a lot of learning to be done, which the Super can facilitate. CO 1 SQUADRON

The US Navy, meanwhile, recently outlined its Super Hornet Modernization plan to the House Armed Services Committee. The roadmap will see an incremental approach to incorporate new technologies and capabilities across the F/A-18E/F fleet, designed to keep the Super Hornet competitive for the next decade and a half at least. The upgrade comprises the Digital Communication System Radio, the Joint Tactical Radio System, a much enhanced JHMCS helmet-mounted sight, adding shared real-time video to the ATFLIR targeting pod, a digital memory sevice, a distributed targeting system and continued advancement of the APG-79 active electronically scanned array (AESA) radar.

An additional new capability is an infrared search and track (IRST) pod for the Super Hornet, and recently approved for low rate production by the US Navy. Incorporated in a fuel tank on the aircraft’s centreline, this passive sensor can simultaneously track multiple targets’ IR emissions and provide a highly effective air-to-air targeting capability in the electromagnetic spectrum.

To date, the Australian Government has not outlined when 82WG’s Super Hornets will receive these capability enhancements, but given the stated intention to keep the RAAF’s F/A-18Fs compatible with the USN’s fleet, it is reasonable to assume they will be rolled out in due course.

Legacy

CO 1 Squadron described how the squadron’s 100th birthday provided the opportunity for personnel to reflect on the Squadron’s impressive history and their part in perpetuating its legacy.

“At the dining-in, it was interesting how people reacted to the history of the squadron, they really jumped into that heavily. Everyone was falling over themselves to volunteer to be part of the 100th Anniversary and Squadron Family Day at Williamtown. ” And while military aircraft technology and tactics have evolved over the last century, in ways not even Wackett or Williams could envisage, 1 Squadron’s spirit remains the same as that displayed by the squadron’s founding personnel.

“If you look back at 1916, military aviation was a very young capability and [those serving] were at the leading edge in terms of the technology of the day. They were adapting to the Air Force of the time, and that hasn’t changed.

“We’ve got really talented men and women at 1 Squadron who are doing an amazing job with leading edge technology and they’re doing a fantastic job in shaping the way we use that. I believe they’re changing the Air Force around them, to accommodate new technology and equipment. It hasn’t changed in 100 years, they’re still doing the same thing, just with a more modern version of those platforms. ”

No. 2 Squadron

Tony Moclair

The RAAF’s 2 Squadron formed in Egypt in 1916 and a century later, with one of its six Boeing E-7A Wedgetails on deployment to the UAE’s Al Minhad Air Base as part of Operation Okra, the squadron again finds itself part of military efforts aimed at shaping events in the Middle East. Over the course of the last 100 years, the squadron became the most decorated unit in the Air Force by way of its exploits in the Western Front, the Pacific and Vietnam. Having inherited such a distinguished legacy, the current personnel of 2 Squadron committed themselves to suitably honouring the unit’s past with a series of events staged over the last two months.

It did so while maintaining its very high tempo of ongoing deployment, training and operations around the globe.

Cracking The Ton

“It was almost like taking your car to a mechanic and saying, ‘Can you do an oil change, replace the spark plugs while keeping the engine running?’” observed WGCDR Chris Martin, CO 2 Squadron, of the effort to commemorate the squadron’s milestone while meeting its usual tasking requirements. “I made it very clear to the 2 Squadron Association and current members that I didn’t want the centenary to go unnoticed, I wanted a big bang. ” The first commemorative event organised by 2 Squadron took place on August 31, at the Australian War Memorial. Forty personnel were sent to Canberra, along with a single Wedgetail that counted among its passengers members of the 2 Squadron Association.

“For me, that day was the start of the centenary event. They did the last post at the closing of the AWM and we had everyone in uniform at the Pool of Reflection. We read the names of the 199 personnel who died while serving in 2 Squadron and then presented a wreath at the foot of the Unknown Soldier. ” A little over a week later, after a year in the planning, 95 2 Squadron personnel in full regalia assembled in the city of Maitland for a ceremony staged to commemorate the longstanding links between town and squadron. Bestowed upon 2 Squadron that day, in perpetuity, was the high honour of the Freedom of Entry to the City, and with it, the right of entry on Ceremonial Occasions in ‘full panoply with swords drawn, bayonets fixed, drums beating, bands playing and colours flying’.

On September 16, the squadron’s headquarters at RAAF Williamtown hosted a family day, where a large crowd of current and past members witnessed the planting of a cherry tree near the unit’s permanently displayed Canberra bomber, along with the burial of a time capsule, a book launch and tour of current facilities.

As WGCDR Martin explained, “The emotion was fairly high amongst veterans, who recognised the fact that the tradition lives on. We picked a tree that blooms in September around the anniversary of the squadron. We had the tactical and flightdeck simulators open and in the theatrette we had briefings going on and a mock operational briefing to give a feeling of how Wedgetail is used in a combat environment. ” A further two events were organised that featured attendances by former senior officers of the squadron and the service.

“On the Saturday afternoon we had an official commemorative church service at Christchurch Cathedral, officiated by the Dean of Newcastle and the Bishop of Newcastle. Veterans were present and the service was very touching. ACM David Evans, AC DSO AFC who was the CAF in 1982, and the squadron’s CO in Vietnam, AIRCDRE John Whitehead DSO, laid wreaths. That was followed by a gala dinner where we had about 300 people, a great meal and presentations from personnel recently returned from Operation Okra, and by the 2 Squadron Association. ” The celebrations concluded with the joint day of centenary commemoration with 1, 3 and 4SQNs at Williamtown on October 28, an event attended by current CAF AIRMSHL Leo Davies and the Governor General, Sir Peter Cosgrove AM.

Air combat officer FLTLT James Shelton told Australian Aviation about how those in 2 Squadron approached the marking of the unit’s milestone.

“Everyone got behind it – it’s a remarkable achievement to keep the first four squadrons flying, despite breaks between while conflicts waxed and waned. We sat down as a squadron, and planned a series of events because we knew that the year was going to be the biggest in the squadron’s history. We’ve tried to make it a landmark event. ” FLTLT Shelton explained how the squadron’s legacy is curated within the unit, while revealing his unique link to its defining campaign, Vietnam.

“We’re the most decorated squadron in the Air Force. Whenever anyone posts to 2 Squadron, we get a brochure explaining the Presidential Unit Citation, the Vietnam Gallantry Cross Unit Citation and the USAF Outstanding Unit Commendation. So, we understand what’s come before. My grandfather was in the squadron and deployed to Vietnam, I can only imagine what it was like for him when the squadron celebrated its 50th anniversary!”

The Future Is Now

Throughout its history, the squadron has operated a variety of types, from the DH. 5, S. E. 5a, Avro Anson, Lockheed Hudson, Bristol Beaufort, B-25 Mitchell, GAF Canberra and now, the Boeing E-7A Wedgetail. It has performed, with great success, the roles of air combat, strike, maritime patrol, close air support and interdiction. The role it finds itself in today, that of AEW&C is a pivotal capability in today’s networked battlespace, with the squadron’s expertise winning it plaudits at home and abroad.

“The Air Force over the last ten years has gone through a significant modernisation process,” WGCDR Martin observed.

“It’s all about being interoperable, and being able to link with Navy and Army as required and provide the air superiority we’re after. From our point of view, we’re at the forefront and the push for Jericho, and if you notice any documentation it will have a Wedgetail right at the front. That’s because we control the airspace, we disseminate information with Internet Protocol chat and datalink. We keep everyone informed of what’s going on, including higher headquarters sitting on the ground, monitoring the whole thing. So Wedgetail connects all these components and allows all these things to happen. ” Having achieved FOC in June 2015, the Wedgetail fleet can expect to undergo upgrades as per its capability roadmap. WGCDR Martin elaborated: “We’ve got a Phase 5 [of Project AIR 5077, the Wedgetail acquisition program] coming online in the next two to three years, and it’s always been part of the acquisition process. When Wedgetail was delivered, we knew Phase 5 will kick in. These are to bring the computing power of the aircraft to the 21st century.

“We start looking at what’s out there, what can we do, maybe slightly changing the role of aircraft to maximise its potential and the support we provide to our allies, whether they’re in the air, at sea or on the ground. It’s a constant evolution that we’re going through. It’s quite remarkable when you think 42WG only has 32 people in the Wing and 2 Squadron has 250 people, so it’s a very small workforce that is driving the way forward.

“There’s a capability roadmap that’s evolving all the time to counter the various threats out there, and we look at ways not just to protect ourselves but how we can be a better C2 (command and control) platform. The technology is changing rapidly, and the USAF are on board with what we do, assisting to the best of their ability and providing information we need. ”

Okra

From its inception as an Australian Flying Corps squadron and subsequent operations in France, to COIN missions in Malaya, 2 Squadron has often found itself prosecuting the battle far from Australian shores. Today is no exception. Currently, one 2 Squadron E-7A is deployed as part of an RAAF Air Task Group operating within an Iraqi government-approved and US-led international coalition assembled to disrupt and degrade the operations of Islamic State. Based at Al Minhad in the United Arab Emirates, 2 Squadron’s Wedgetail has become a vital cog in the larger effort to defeat ISIS.

“As of this month [October], we’re celebrating our second anniversary in support of Operation Okra. We’ve flown in excess of 273 missions and 3,400 hours. We’re looking at continued support of that operation, and we have finally reached our full complement of crews. We have six line, or operational crews, and as of last July we’ve finally reached our full rate of effort of 3,600 hours. We’re in full swing and full complement of raise, train and sustain exercises to develop skillsets, and the main aim is to continue to support Operation Okra in the Middle East. ” WGCDR Martin outlined how Okra shaped the cycle of operations at the squadron. “I’ve got six line crews in the unit, Okra will consume three of them. One deployed, one coming back and one about to deploy at all times. When they come back from spending four months in theatre, they’ll have a month of leave, and it’s probably about a three to four-week preparation prior to deployment. That four-month rotation is about six months out of action.

“We use Okra as part of our force generation process. When a crew comes back, the key players in that crew are selected for upgrade courses. We focus our training upgrade process around the rotation. Every four months a new crew comes home, goes on leave and falls into that training regime to graduate with a new qualification and go to the next deployment or exercise. It’s the nucleus of what we do and allows us to remain focused. ” Despite a recent Iraqi government-led offensive inflicting dramatic reversals on Islamic State, there appears no end to the ongoing effort to defeat Islamic State in Iraq and Syria. 2 Squadron can therefore expect rotations to the UAE to continue for the foreseeable future, according to WGCDR Martin.

“It’s an ongoing operation. My feeling is based on aircraft performance and the availability of other coalition assets, that Wedgetail will be there for a long time. The coalition partners have made it very, very clear that it’s the capability of choice, it’s a first class asset and really essential in the conduct of air operations in the Middle East. The USAF E-3s are getting a little tired, and it’s a relief for them to see Wedgetail in theatre to support them. If they could, they’d be asking for more aircraft and crews, but we have limitations in our ability to support anything more than what we do. We’re there for the long term, or until the government decides that the contribution needs to stop or there’s a shift in priorities about where we’re needed to operate. ”

Commander’s Perspective

Those views on 2 Squadron’s and the Wedgetail’s capabilities are shared by Commander Surveillance and Response Group, Air Commodore Craig Heap.

“Wedgetail is a capability that was meant to be operational in the mid 2000s. It went through all sorts of issues but working with Boeing and Northrop Grumman with the radar, it reached maturity. It was first deployed on the search for MH370, but it really hit its straps in 2013/14. That’s when we realised what the frame could do. We think it’s the best AEW&C airframe in the world. We’ve had to deploy to the Middle East for the fight against DAESH and now, Wedgetail [is an integral] part of the team.

“It’s a very reliable capability, compared to the E-3, with a 98, 99 per cent serviceability rate, including mission system. We’ve dropped very few missions, and they’ve been for aircrew reasons. So, it’s a fantastic capability, highly valued by the coalition, particularly by the US, and has generated a lot of interest about what the capability can do. ”

To Advise And Strike

Since being re-established in 2000 after an 18-year dormancy, 2 Squadron has become a highly desired destination for aircrew and ACOs. WGCDR Martin explained: “We have the highest flying rate per month. We’re sitting at 150 hours at the moment.

It’s a fantastic capability, highly valued by the coalition. AIRCDRE HEAP

On Operation Okra, the guys are flying between 10 and 11 missions per month, and each mission is about 13 or 14 hours, every third day. The longest mission was 17. 1 hours, but I made it clear to the guys that we’re not to be doing that again! And I’m not sure 17 hours is even a record – the Turkish air force may have beaten it”.

With centenary celebrations done and dusted, WGCDR Martin is now turning the attention of his personnel to operational tasks at hand. He is confident they will be approached with the same spirit of professionalism, initiative and dedication that has marked the squadron since its formation.

“Morale is really high in the unit, and we have that operational focus. We give our people breaks when we can, but when we turn the screw and we start working, they’re ready. The men and women of 2 Squadron are keen to show the flag, talk about the capability and do their job. ”

No. 3 Squadron

Paul Sadler

Across its storied 100-year history, 3 Squadron, one of the Royal Australian Air Force’s (RAAF) four current operational strike fighter squadrons, continues to engage the enemy in battle, dropping precision-guided munitions on to an enemy target in Iraq on September 19 – the centenary anniversary of the squadron’s formation.

A pre-dawn departure out of its main operating base in the Middle East as part of Operation Okra, 3 Squadron F/A-18A Hornets flew into Iraq to conduct a strike on an Islamic State target shortly after sunrise.

“The squadron dropped bombs in combat against the enemy on our 100th anniversary which I feel is rather fitting to our history,” said 3 Squadron’s commanding officer Wing Commander (WGCDR) John Haly. “The aircraft were back at our main operating base a little bit after lunch. In fact the day of our anniversary was also our last day of operations before coming home after six and a half months overseas. ” Proud to be leading the squadron’s 170 personnel for the major milestone event, WGCDR Haly – known colloquially as ‘Johnny H’ – said the anniversary day concluded with further reflection of the squadron’s history and some celebration. “That afternoon we handed out medals for operational service to the people who were on the deployment as well as awards and commendations to some individuals and teams who had performed particularly well. At the end of the ceremony I handed the command of the task element over to the commanding officer of 75 Squadron for him and his team to take over the mission for the next several months. ”

One hundred years of history

3 Squadron Australian Flying Corps (AFC) formed on September 19 1916 at Point Cook, Victoria under the command of Major David Blake. As the first AFC squadron to be deployed to France during World War 1, in September 1917, 3 Squadron AFC, equipped with two-seat Royal Aircraft Factory R. E. 8 reconnaissance and general purpose biplanes, moved to the Western Front and were based initially at Savy in northern France.

In November 1917, the squadron was assigned to I ANZAC Corps (First Anzac Corps), engaging in bombing, artillery spotting and reconnaissance missions in support of ANZAC and other British Empire ground forces. Remaining with I ANZAC Corps for the remainder of the war, 3 Squadron AFC engaged briefly in mail transport operations before being withdrawn to the United Kingdom in early 1919 and then returned home.

Logging around 10,000 operational hours during WW1, the squadron’s first air-to-air kill came on December 6 1917 and by the end of the war it would be responsible for downing another 15 German aircraft. Casualties amounted to 32 killed and 23 wounded – the majority being aircrew with the loss of 11 aircraft.

At the time of the 100th we had about half of the squadron overseas on operations. WGCDR HALY

“It would be hard to be a 3 Squadron member, particularly this year, and not be aware of the fact that you are ‘standing on the shoulders of giants’,” said WGCDR Haly. “It’s really obvious as a contemporary squadron member that you are stewards of something much bigger than just the people that we have on the squadron today. ” Following WW1, 3 Squadron was re-formed as part of the RAAF in 1925 under the command of Squadron Leader Frank Lukis based at Point Cook, before taking up residence at Richmond, NSW.

The outbreak of World War 2 saw 3 Squadron deploy and fly missions in Egypt and Libya (1940-43), Tunisia (1943), Sicily (1943), Italy (1943-45) and south-eastern Europe (1943-45), firstly flying Gloster Gladiators, Westland Lysanders and Hawker Hurricanes, then Curtiss P-40 Tomahawks and Kittyhawks and finally the North American P-51D Mustang.

The squadron has called RAAF Base Williamtown, north of Newcastle, NSW its permanent home since March 1 1956 with the exception of two long-term deployments to Butterworth, Malaya (now Malaysia), during the Malayan Emergency (1958-60) and the Indonesia-Malaysia Confrontation (1963-66) when it flew CAC Sabres.

3 Squadron currently flies the Boeing F/A-18A ‘classic’ Hornet and was the first RAAF squadron to introduce the new type, which replaced the Dassault Mirage IIIO. On August 29 1986 its first two Hornets, A21-8 and A21-9, were collected from Avalon Airport, north of Geelong, Victoria following their assembly at the Government Aircraft Factory.

Operation Okra was not the squadron’s first deployment of the modern era with the Hornet. In February 2002, during the Afghanistan War, elements of 3 Squadron deployed to Diego Garcia in the Indian Ocean to relieve 77 Squadron in providing air defence for the coalition base. The Iraq War during 2003 also saw some squadron members participate in Operation Falconer with 75 Squadron and conduct air interdiction operations and combat air patrols.

“Our commitment to Operation Okra ran from March until September and we did that with two teams made up predominately of 3 Squadron members with some supplementation from around the Air Force,” said WGCDR Haly.

“At the time of the 100th we had about half of the squadron overseas on operations, while the other half were back at home conducting normal training operations. ” The last of the four squadrons to rotate through the Middle East for Operation Okra, WGCDR Haly said 3 Squadron may see itself cycle through the campaign again. “We are readying ourselves to keep doing what we are doing until the government brings us home. ”

Into the future

The commanding officer of 3 Squadron since December 2014 – his second posting with the squadron – WGCDR Haly will shortly see the squadron become the first of the four F/A-18A/B Hornet squadrons, including 2 Operational Conversion Unit, to stop flying the ‘classics’ as the RAAF prepares to move into the next era and fly the F-35A Lightning II Joint Strike Fighter (JSF).

“It’s exciting and it’s only a couple of years away,” said WGCDR Haly. “We have already peeled off one of the very first pilots for the JSF and he is over in the US flying it now. We have also had a number of our maintenance personnel identified along with other people from around the Air Force to be part of the first cadre for JSF. The beginnings of the first JSF squadron is starting to emerge already overseas with a lot of planning and preparation already underway. ” While his commanding tenure at the squadron is nearing a close, WGCDR Haly said he would have loved to fly the F-35 as a CO. “But I have Buckley’s chance of being able to do that. I look at the opportunities the young guys in the squadron have ahead of them with envy. They are going to have a great career flying the JSF. ”

Remembering the path trodden

The focus of 3 Squadron’s centenary celebrations has been on its people – past and present.

“For me, as I am watching my tour in this job speeding past, it brings home how quickly your time as a contemporary squadron member passes before you become an ex-squadron member,” said WGCDR Haly. “I think this 100 years remembrance activity is a great opportunity to link up the former and current squadron members – to connect ourselves with the squadron of the bygone era. ” That connection is reinforced by an honour board on the walls of the squadron headquarters at Williamtown which lists the names of all 3 Squadron personnel who have lost their lives while on operations.

“One of the characteristics of 3 Squadron which I quite like is how the squadron teams together,” said WGCDR Haly. “Over the years, this squadron has fought in some pretty average conditions – the Western Front in WW1 and even worse probably in North Africa in WW2. Even as recently as a month ago when we were over in the Middle East where it was 50 degrees, the maintenance personnel and aircrew were doing some amazing work to get the aircraft airborne in those conditions.

“It always seems to be in places where the conditions are tough and the guys and girls have always pulled together to achieve what they wanted to. It is a pretty impressive history and impressive continuity of service in adverse conditions, not to mention a tough gig to follow. ” One aspect where 3 Squadron, like the Air Force itself, has changed over the century is with women increasingly well-represented within the unit.

“We have females on my executive team and down to gap year students and young aircraftwomen,” said WGCDR Haly. “There is no difference between anyone which is what I love about Air Force. With our culture here, no one identifies themselves as a ‘female’ armament technician, they just identify themselves as an armament technician. I think that is a real testament to the evolution of all the squadrons. ” Worn on the chest of all its aircrew, the official 3 Squadron patch is a visual reminder of the squadron’s origins and heritage. Comprised of the Fleur de lis, to signify its French beginnings, a winged bomb, symbolising the squadron’s Captain Lawrence Wackett’s invention of a rack to deliver ammunition to Army units from the air in WW1, and the words Operta Aperta – Latin for ‘Secrets Revealed’ – in reference to the squadron’s initial roles of reconnaissance and artillery spotting.

On their right shoulder is an informal patch depicting a modern take on the shield that was used in North Africa when the squadron had a substantial involvement in battles across places like El Alamein flying Kittyhawks, which is being worn during the centenary celebration period.

Perhaps the most visible celebrations of the squadron’s centenary is Hornet A21-27, which has been painted in a hybrid 3 Squadron WW2 desert camouflage colour scheme. The scheme features a tan and brown camouflage with the ‘CV-V’ squadron code, as worn by its P-40 Kittyhawks flown by Squadron Leader Bobby Gibbes – the unit’s longest serving commanding officer during WW2 – and blue-painted rudders featuring the Southern Cross that were a feature of 3 Squadron’s wartime P-51 Mustangs. The Hornet also has the contemporary 3 Squadron flying bomb emblem on its tails, WW2-style roundels featuring the red kangaroo (as introduced in 1956) rather than the red inner circle, and contemporary low vis roundels.

Over the years, this squadron has fought in some pretty average conditions. WGCDR HALY

“While it’s a remarkable paint scheme, when we fly it’s just one of the jets in the mix,” said WGCDR Haly. “The real link to the past is through our close links with the 3 Squadron Association and former squadron members. There have been lots of members of 3 Squadron throughout the 100 years who have done remarkable things during wartime and also in peacetime. The history of the squadron includes a lot of conflict and a lot of battle honours, but it also includes things like flying the biplanes that were over the top of the Sydney Harbour Bridge at its opening when we were based at RAAF Richmond in those days.

“You can’t be 100 years old as a unit without having amassed a whole host of small and large milestones. It is a pretty rich tapestry of history. ”

No. 4 Squadron

Robert Nutbrown

Stretching all the way back to strafing and bombing missions carried out in the Sopwith Camel biplane during the First World War, the common operational theme running through the history of 4 Squadron is that of supporting soldiers on the ground.

The unit is therefore well placed to play an important role in shaping the future of the RAAF as the service strives to develop a force that is truly joint through the transformation effort known as Plan Jericho, according to 4 Squadron commanding officer Wing Commander Harvey Reynolds.

“From World War I, firing tracer ammunition from the machine guns on Sopwith Camels to indicate enemy positions, dropping bits of crumpled paper with notes on them to the soldiers in the trenches, to what we do now; we are marking targets with smoke grenades for fast jets to bomb them or passing back target information via digital systems, there is a common thread there of making sure the troops on the ground are safe when we have to engage targets,” WGCDR Reynolds tells Australian Aviation.

Having been established at Point Cook in October 1916, the squadron went on to claim the most kills for an Australian Flying Corps (AFC) unit, and counted among its ranks Captain Harry Cobby, who with 29 kills recorded the highest individual tally for a member of the AFC.

But putting aside its success as a fighter squadron during the First World War, and the fact that air-ground cooperation has always been at the core of what the unit does, WGCDR Reynolds believes it is the story of an unlikely air-to-air victory from the Second World War that really captures the spirit of 4 Squadron today.

Pilot Officer John Archer was credited with shooting down a Mitsubishi A6M Zero while on a reconnaissance mission off New Guinea in December 1942 in the vastly inferior CAC Wirraway, which was a unique feat for the aircraft that earned Archer the US Silver Star.

“I like that story because 4 Squadron being a smaller unit does not get a lot of the attention some of the bigger units get,” says WGCDR Reynolds, speaking ahead of a dinner to celebrate the squadron’s centenary.

“We like to think of ourselves as a bit of an underdog, but one that always rises to the occasion and can pull a rabbit out of the hat when it is really required, so I do like to think about that story to personify our unit. ” 4 Squadron currently has personnel deployed to the Middle East on Operation Okra in support of the Special Operations Task Group.

“With about 70 people, we do in excess of 30 supported exercises a year; it is quite common to have people in five different countries around the globe at once from 4 Squadron,” WGCDR Reynolds says.

“We have constantly got people on operations, and we often do split flying operations between Williamtown and away bases while we are away on small detachments supporting the Army.

“We are a pretty busy unit for such a small team; the main reason we can do that is the quality of the people we have. ”

Operational functions

4 Squadron has three main operational functions, the first of which is the aircrew responsible for operating four modified Pilatus PC-9/A Forward Air Control (FAC) variant turboprop aircraft, which are fitted with smoke grenade dispensers for target marking and have grey paintwork.

“They will run a forward air controller course every year to train people internally in the unit, our own aircrew, but also ARH [Tiger Armed Reconnaissance Helicopter] aircrew from the Army, and they are actually qualified as operational forward air controllers to be able to go and do that job overseas when required,” WGCDR Reynolds explains.

Secondly, combat controller teams embody the operational capability that is deployed in support of Special Operations Command to integrate air power requirements.

“That includes landing zone, drop zone reconnaissance and survey and control; they will also do terminal attack control, using their detailed weapons knowledge; they also conduct procedural airspace deconfliction,” the CO of 4 Squadron says.

“They do not provide to the level of service you would expect from an air traffic controller in terms of airspace management, but in between that and the joint terminal attack controller is probably the best way to describe the level of procedural deconfliction they deliver.

“And they are trained in some Special Forces insertion/extraction techniques, and also conduct some of the training Special Operations Command soldiers do. ” The third of the 4 Squadron capabilities is the Joint Terminal Attack Controller (JTAC) training flight, which besides training ADF JTACs also facilitates the continual development and assessment of qualified personnel.

“They will coordinate close air support back in their units, and they are typically drawn from across Army, from Forces Command and Special Operations Command, but we will also train Air Force joint terminal attack controllers from the combat control teams, and also the joint battlefield airspace controllers,” says WGCDR Reynolds.

To support these primary operational functions, the squadron has a maintenance section that looks after the PC-9/A(F) aircraft, and administrative and logistics support, plus a small intelligence section.

Training platform

The ADF is set to receive 42 Pilatus PC-21 aircraft for the new pilot training system that is being established under the AIR 5428 project, with a further three being acquired for the RAAF’s Aircraft Research and Development Unit (ARDU) and four FAC variants destined for 4 Squadron, making 49 aircraft in total.

“We are currently doing a bit of work with the contractors on what modifications are likely to be successful with that aircraft, and to what extent it can be modified to do the forward air control training job that we need it to do here,” says WGCDR Reynolds.

“It is not going to be a fighter, it is not going to be a light attack platform; it is going to be a training aircraft, but we need to be smart about what we modify with those obviously very capable aircraft. ” AIR 6012, which is a separately funded project that will piggyback on AIR 5428, has been established to oversee the modification of the PC-21 trainer for 4 Squadron.

“How we modify it is going to be important,” the CO of 4 Squadron says.

“It is going to be interesting to see how that plays out over the next few years as we work with industry through CASG [the Capability Acquisition and Sustainment Group] to try and make sure we can optimise the modifications so that we can do as much of our training with a lower-cost platform as we can.

“As much of the procedural, initial training; the component training we like to call it, that builds proficiency, and then we can concentrate the fighters towards the unit collective warfighting exercise training.

“And that is what we have always tried to aspire to do with the PC-9 as well; we want to continue that.

“So how we train an Army observer [to operate] with a JSF aircraft using the PC-21 is going to be a really interesting challenge to see what systems we can leverage to try and make that work. ” The PC-21 pilot training aircraft are not expected to be configured for the FAC training role for a while yet; indeed, it seems likely that 4 Squadron will initially fly them largely unmodified as the required configuration is determined.

“I am confident with the technology out there now that it is definitely achievable to get something that is going to deliver us a good training capability,” says WGCDR Reynolds.

“And if you look at what we have been doing for the past 15 years, in particular as the jets have modernised, we have still got the old PC-9 workhorse with not much in the way of avionics.

“We have got a couple of commercial tablets in there to simulate a few systems, we have got smoke grenade ejector racks; pretty old school technology.

“We are still achieving good training effects for the Army; they are happy with us. I think with some smart investment we can come up with a pretty capable system. ”

Joint vision

Looking to the future, 4 Squadron is well positioned to make a significant contribution to the RAAF’s transformation.

“It is not much good having these F-35 JSF fighters if we cannot integrate them well with the Army and the Navy,” says WGCDR Reynolds.

“Units like ours that work in that air-land seam are going to be important to getting that right, even though we tend to use older aircraft here, and training aircraft, our combat controllers and joint terminal attack controllers are at the frontline, and they are actually integrating with the contemporary fighters and combat aircraft. ” 4 Squadron is embracing the Plan Jericho vision, the CO of the squadron says, for example by adopting commercially available technology.

“We really need to leverage off what I like to call the low-hanging fruit,” WGCDR Reynolds explains. “What are the simple things we can do to improve cooperation and coordination between the services? That is where we need to look first, and that is what we are doing with Jericho.

“We have implemented a few Jericho initiatives at the squadron already. They have been very successful; simple integration of commercial technology into some of the things we do so that we can start to get ready for the air combat transition. ” Making sure that the RAAF works closely with Army and Navy will be critical.

“Technology will provide us a lot of benefit, but we also need to make sure with that technology we are training and planning really well with the other services, and it is a constant struggle to do that; we all have different priorities, different tempos, different schedules often, and we need to synchronise those where we can,” WGCDR Reynolds says.

“4 Squadron prides itself on having a really good relationship particularly with Army. We are trying to bring in some more engagement with Navy in the future to try and work with the helo guys a bit more, but the Army is our main customer at the moment and it is all about integrating with them. ” While the squadron’s centenary celebrations were due to culminate with a dinner including historians as guest speakers, WGCDR Reynolds tells Australian Aviation that the busy unit would soon be back to business as usual, with combat controllers training with Army, and US JTACs coming all the way from Alaska to train with 4 Squadron.

4SQN prides itself on having a really good relationship with Army. WGCDR REYNOLDS