Fighter factory

Originally designated as Operational Training Units, or OTUs, the goal was to transition pilots to combat aircraft and to build upon their basic training and aerobatics with fighting tactics. A wide range of aircraft were involved, from Spitfires to Bristol Beaufort bombers. Of these units, 2(F)OTU was originally founded in South Australia before relocating to Mildura. At the war’s end, many of the OTUs were disbanded, although No. 2 OTU survived until 1947.

The Korean War erupted in 1950 and caught many off guard. The need to recruit and ramp up RAAF pilot training became a necessity, particularly given that Australia had committed No. 77 Fighter Squadron to the conflict from the outset. Along with No. 30 Communications Flight, flying C-47 Dakotas, 77 Squadron combined with maintenance and base squadrons to form the No. 91 Composite Wing.

A number of the original 77 Squadron pilots flying the Mustang aircraft were veterans of World War Two and carried with them a good deal of experience. However, as the war continued and a new generation of pilots arrived to now fly the Gloster Meteor jet, the flying and combat experience pool was reduced.

This was recognised by 77 Squadron’s Commanding Officer, then Squadron Leader Dick Creswell DFC and in fact, on occasions, he had sent replacement pilots back to Australia from Korea. On his return to Australia, Creswell was the driving force behind the reactivation of No. 2 OTU at RAAF Williamtown in 1952, using Vampires to better prepare pilots for the jet combat in Korea. The unit became No. 2 Operational Conversion Unit (2OCU) in 1958 when RAAF pilots graduated on the Vampire and the unit specifically assumed the task of converting fledgling fighter pilots to the Sabre. 2OCU has subsequently remained in continuous service. Over the years, the unit has also operated the Macchi, Mirage III and F/A-18A/B Hornet and included training for other roles such as Forward Air Control (FAC) and Lead-In Fighter Training. Currently, 2OCU is involved with the operational conversion (OPCON) of pilots to the F/A-18 and conducting the Fighter Combat Instructor (FCI) component of the new Air Warfare Instructor (AWI) Course. After 75 years of preparing the RAAF’s pilots for their next step, 2OCU is looking to the future and the F-35A Lightning II.

‘After 75 years of preparing the RAAF’s pilots for their next step, 2OCU is looking to the future.’

Becoming a Fighter Pilot.

When a RAAF pilot graduates with their ‘wings’ from 2FTS in Pearce, Western Australia it is a proud moment and the culmination of 18 months of hard work, both in the classroom and in the air. And for those that have studied at ADFA prior to pilot training, the road has been even longer. For all concerned it is a tremendous achievement, yet for those destined for fast jets, there is still a good deal of work to do.

Still flying from Pearce, the next step is a conversion onto the BAe Hawk 127 with 79 Squadron. Spanning four months, the course fundamentally trains the new pilots to fly the Hawk, however, learning to fly the aircraft in a fighter role is the domain of the ‘Lead-In Fighter’ Course. Also conducted over four months, this course is undertaken on the east coast with 76 Squadron at RAAF Williamtown. On successful completion, the pilots are then posted to either 2OCU for ‘Classic’ Hornet, No. 1 SQN for F/A-18F Super Hornet, or No. 6 SQN for E/A-18G Growler training. WSOs are also trained alongside pilots from 79SQN onwards to F or G models.

Wing Commander Scott Woodland is the current commanding officer of 2OCU, having first converted onto the Hornet in 1988, subsequently completing his FCI course in 1992. Aside from FCI training, Scott explains that the prime role of the unit is to “…provide fully qualified, combat capable fighter pilots to the squadrons”. Additionally, the pilots will receive ongoing mentoring and training as they progress through an upgrade scheme at their new squadrons.

Over a two-year cycle, 2OCU will typically run three OPCON courses, although there are also refresher courses for qualified pilots returning to the Hornet. “The majority of pilots have come direct from pilots course,” Scott recounts, “although there are some who come to the unit having previously flown other operational types.”

Each Operational Conversion course normally consists of eight students, while the syllabus is made up of 56 hours of simulator training and 76 hours of flight training, of which 54 hours is flown dual with an instructor and 22 hours solo. The pilots learn to fly air-to-air combat ‘one versus one’ and in multiple aircraft scenarios. Additionally, there are air-to-ground and close air support exercises over the six-month course.

On a daily basis, operations commence at 0730 with a briefing commencing shortly thereafter. Various aspects are briefed, ranging from weather and Notices to Airmen (NOTAMs) to mission considerations and risk management. In turn, the instructors come together for their own discussion. The training exercises are typically flown in morning and afternoon ‘waves’, comprising of eight aircraft, up to four of which have students at the controls. Each training sortie is paired with a 45-minute pre-flight briefing and a similar length debrief after the flight. Academic studies or simulator sessions are scheduled for the half of the day spent on the ground.

On the back of pilots course and the Hawk training, there is no doubt that the workload for the aspiring fast jet pilot is significant and calls for a high degree of both physical and mental fitness. The RAAF recognises this and Scott points out the “…performance and fatigue monitoring,” is carried out throughout the course. Furthermore, 2OCU instils the philosophy of self-assessment that is critical in single pilot operations. It is a fundamental skill for the fast jet pilot to self-brief and honestly de-brief any flight.

The culmination of this array of the training is executed in the graduation exercise named ‘High Sierra’. For the students, it is their first time delivering live high-explosive weapons as they participate in 4-aircraft attacks and close air support missions. Of the nine High Sierra missions, four are flown dual with an instructor for final close assessment of the candidates. The remaining five are flown solo and on the instructor’s wing, just as they would be flown if they were a new pilot at an operational squadron. And if the results are good, an operational squadron now beckons.
Fighter Combat Instructor.

For those fast jet pilots with experience and the ability to impart those skills, a highly regarded qualification exists – that of Fighter Combat Instructor, or ‘FCI’. About a third of the instructors at 2OCU are qualified FCIs , the rest are QFIs (Qualified Flying Instructors) or OFIs (Operational Flying Instructors). Each Classic Hornet squadron has a single FCI on staff to serve as a mentor and tactical expert. Additionally, there are FCIs serving in executive positions within both 81 (Classic) and 82 (Super and Growler) Wing, within the Joint Strike Fighter (JSF) program, overseas on flying exchanges with other nations and in other key roles, but their numbers are still small. Notably, the current Chief of the Defence Force, Air Chief Marshall Mark Binskin AC, is the senior FCI patch wearer. Scott Woodland and other FCIs humbly avoid the term ‘elite’, but when there are only in the order of a dozen FCIs actively flying Classic Hornet at any one time, the role does seem to sit a step above ‘specialist’.

Only one FCI course of six candidates occurs every two years and during this time, 2OCU does not conduct any OPCON courses. The bias of flight hours and simulator training is significantly different to OPCON training as one would expect. There are only 15 hours of simulator training within the syllabus and the 80 flight hours are heavily weighted, with 65 hours of those flown solo.

From the commencement of training, the candidates are given a scenario for which they, in conjunction with other AWI candidates, develop combined plans and tactics over the six-month duration of the course, concurrently with their other studies. By the pre-assigned date, the aspiring FCIs must be able to plan, brief, execute and debrief integrated large force employment (LFE) aircraft operations in a realistic combat scenario. “The course is intense and intentionally so,” Scott points out, “As a result, both performance and fatigue is closely monitored.”

The course is divided into four major phases. This year, ‘Diamond Sage’ was a combined theory and integrated academics exercise located in Canberra in January, while ‘Diamond Shield’ was a combined Defensive Counter Air (DCA) air-to-air exercise conducted out of both RAAF Amberley and RAAF Williamtown in March. ‘Diamond Spear’ was an Offensive Air Support (OAS) and air-to-ground exercise, also conducted out of both RAAF Amberley and RAAF Williamtown, in May.

‘Diamond Storm’ is the culminating exercise being conducted by aircraft out of both RAAF Darwin and RAAF Tindal, in June. It will involve 2OCU F/A-18 Classic Hornets in multiple roles combining with Super Hornets, E-7 Wedgetail and other aircraft, as well as co-ordinating with multiple components of land, sea and air. During this exercise, the FCIs will operate in 12-hour shifts and be tasked with complex Mission Commander roles, including both individual and mass briefings.

Subsequent to each ‘Diamond Storm’ mission, the data is dissected and a mass debrief occurs, aimed at identifying the root cause of any shortcomings and their possible solutions. The candidates will also be called upon to present their long-term scenario-based exercises in a post-course presentation. Despite being presented by undergraduate FCIs, Scott highlights that, “…the graduates will document the lessons learned during their training, often providing creative new solutions to complex tactical problems.”

On successful completion of all the course components, the graduates join a small group of qualified FCIs within the RAAF. They will be posted to pass on what they have learned, having earned the right to wear the prized pale blue shield of the FCI on their flight suit.

Across the Years.

Scott has witnessed change in the years since he graduated as a fighter pilot and subsequently as an FCI. He reflects that the replacement of the Macchi by the Hawk improved the training afforded IFC students, allowing 2OCU to conduct much more advanced training on the Hornet. “The Macchi had a ‘steam-driven’ dial cockpit, while the Hawk introduced a digital cockpit which closely replicated that of the Hornet.”

Also, the progressive expansion of capabilities of the Hornet, its sensors and weapons all demanded significantly greater knowledge and understanding of how to fight the aircraft. “We have evolved at a much greater pace as a professional fighter force in the past 15 years than at any other time in history, resulting in our improved ability to instruct and graduate fighter pilots of the highest calibre.”

The syllabus has also evolved from teaching employment of the older generation, relatively simple AIM-7 and AIM-9 air-to-air missiles and ‘dumb’ unguided bombs. Today, the course requires graduates to be capable of employing advanced AMRAAM and ASRAAM missiles and laser and GPS-guided bombs, utilising helmet mounted sights and night vision goggles. Scott emphasizes that, “Our improved understanding of how to fight the Hornet to its maximum capability has enabled us to impart this to basic trainees, instead of requiring as much traditional time and experience out at the squadrons.” Additionally, the capability of the Hornet simulator has been progressively improved, allowing much higher fidelity training to be conducted prior to airborne missions.

When asked how the Hornet has changed over its life, Scott replies that, “It’s like a good Red wine; it just keeps getting better with age.” This has been possible because, the Hornet was a ‘digital’ jet from day one. This allowed the RAAF to progressively integrate a series of hardware and software upgrades, thereby ensuring that the aircraft have maintained not just relevance, but remain a potent weapon system even after 32 years of operation. In the words of Wing Commander Scott Woodland, “The jet is now more manoeuvrable and lethal than ever. The radar, mission and flight control computers, radios, navigation systems, targeting pods and weapons. You name it, it has been upgraded, thereby providing Australia with the most capable Classic Hornet fleet in the world today.”

Looking Forward.

This year’s FCI course marked the first conducted under the banner of the newly-formed Air Warfare Centre, as the RAAF moves towards its goal of a modern fifth generation, highly integrated air force. The F-35 Lightning II (JSF) is another component of that transition and it in turn spells change for 2OCU.

From 2018, each year will see a different unit transitioning to the F-35, beginning with 3 Squadron. For 2OCU, the last Hornet OPCON course is scheduled for late 2019 with the unit evolving to emerge in mid-2020 as a JSF equipped Operational Conversion Unit. Still, Wing Commander Scott Woodland and his pilots have not forgotten their origins.

On the flightline, F/A-18A Hornet A21-16 bears a special anniversary livery with its yellow fins bearing the OCU’s signature tiger’s head and the years, 1942-2017. Furthermore, the Hornet returned to the unit’s Mildura World War Two home in April to mark the significance of 75 years of unit history.
The contribution of the operational conversion unit may have been overlooked over the years to some degree. Perhaps that is because it hasn’t served as a frontline fighter squadron in its own right, nor had its history highlighted as a consequence. However, the work of 2OCU has been pivotal in providing those squadrons with both highly capable pilots and future lead warfighters. The unit motto states, “Juventus Non Sine Pinnis” and as we enter a new era of fast jet operations, through the efforts of 2OCU, “The Young Shall Have Wings”.