God of the sea

It is a time of transformation for 11 Squadron and its parent wing, 92 Wing, which also comprises 10 Squadron, which will operate the AP-3C through until the end of 2018, and 292 Squadron, which is soon to take on the P-8A aircrew training role.

Not only does the P-8 represent a generational change in capabilities, its entry into service comes at a time when the RAAF’s is looking to renew its focus on anti-submarine warfare after more than a decade where overland ISR in the Middle East and border protection surveillance as part of Operation Resolute has been 92 Wing’s primary focus

Almost a year from the milestone of the first aircraft’s delivery, 11 Squadron now has five of the 12 P-8s on order for the RAAF in service, with deliveries continuing through to 2022. (A further batch of three is slated to be acquired for service entry in the late 2020s, according to Defence’s current capability acquisition roadmap, the Integrated Investment Program.) The unit has conducted a number of operational test and evaluation tasks, and the P-8 has deployed to Malaysia, completed its first Operation Resolute rotation, and participated in its first multinational exercise, Talisman Saber.

“The focus for the first 12 months has been operational test and evaluation (OT&E) of the platform,” 11 Squadron Commanding Officer Wing Commander David Titheridge tells Australian Aviation.

“We bought a tested product from the US, but there are role and environment differences operating in Australia.”

Some of the environment differences related to flying the aircraft in Australia compared to the US. RAAF crews have been training on the P-8 at US Naval Air Station Jacksonville, Florida since early 2015 (first on USN aircraft, ahead of the first RAAF P-8, A47-001, being delivered to Jacksonville – or ‘Jax’ – in late September 2016). Most US airspace is radar-controlled for example, unlike much of Australia.

“The focus for the first 12 months has been operational test and evaluation.”
WGCDR Dave Titheridge

Another key difference is maintenance support from report operating locations.

“When we deployed to operate out of a forward operating base, such as RAAF Learmonth, or RAAF Curtin, or RAAF Scherger, it’s a very different concept to Americans when they’re deployed, because they go to Kadena (Japan) and fully-established, functional bases with matured supply lines.

“So, the OT&E was about operating in our environment. It was about picking up any differences in the training from what we received in the US. And it was about how can we ensure that from the maintenance, as well as a logistics and supply perspective, we can function effectively prior to initial operating capability being declared because once that happens then it will be a case of, ‘right go and do Resolute, go and do this, go and do that’.”

11SQN is working towards achieving IOC in January, meaning the unit will have four aircraft and four fully-trained crews able to be deployed on operational missions.

“Effectively come January next year, we’ll have four crews, we’ll have four aircraft, we’ll have enough maintainers to generate a level of mission insurance for a period of time,” says WGCDR Titheridge.

”But there’s also the unwritten aspects to IOC, which are, do we think we’re mature enough in terms of experience? Our publications, for example, is this system at the right level to meet that gate? We’re on track for that, which is good.”

“There’s also the unwritten aspects to IOC … do we think we’re mature enough in terms of experience?” WGCDR Dave Titheridge

Central to achieving IOC is maturing the logistics and sustainment systems to support the aircraft.

“Every day we’re learning about the complexity of our logistics priority, our support and our sustainment. That’s probably where the most learning is happening.”

And key events such as the participation in Talisman Saber and the Butterworth and Resolute deployments have helped the unit build experience in operating the aircraft, and supporting it away form home base.

“We deployed to the South China Sea in May, in support of Operation Gateway,” recalls WGCDR Titheridge of the first international deployment by a RAAF P-8.

“The focus was, can we effectively operate in that environment? What are the differences in the data we collect, getting it off the aircraft and, you know, can we operate from that runway with a bigger jet, and a shorter runway, compared to the P-3. And that was very successful.”

Then the deployment of a P-8 to take part in Talisman Saber proved “another good test”.

“That was for about five weeks in July up in Townsville. And that was a fantastic opportunity to test the aircraft in its core roles of anti-submarine warfare and anti-surface warfare.”

But, says the 11SQN CO, “it was less about training for those roles, or testing the aircraft’s capabilities in those roles, because that was a given. It was more about, instead of sending a maintenance workforce of 34 to cover off in a day shift and a night shift, what about 12? What about six for day and six for night? How does that work with a modern aircraft? And what sort of rate of effort can we sustain with one jet?”

Talisman Saber also saw the RAAF successfully deploy a mobile tactical operations centre, or MTOC, which allows the full capabilities of the P-8 to be exploited.

“We set it up in a series of four high-tech tents which allowed all the mission planning, mission support, communication with the aircraft, as well as the post-mission analysis and dissemination of data.”

An MTOC isn’t necessary for lower intensity, less “dynamic” operations like Operation Gateway missions, where mission planning can largely be completed before the aircraft leaves Edinburgh.

“Not having an MTOC is fine for the maritime intelligence surveillance reconnaissance role. The more high-end roles, like a Talisman Saber, those sorts of deployments you’re best off having that support. Not just for tailoring mission media for the task, but also when you get home, if you want to do that deep analysis on the acoustic data that you’ve collected against submarines, or ships. That requires an MTOC to do the analysis on that. And then pass it off to the different agencies that receive that.”

A permanent tactical operations centre (TOC) for the P-8 has been established at Edinburgh, with a second permanent TOC to be located at RAAF Base Darwin. A second mobile TOC is also being acquired, this one containerised and able to be deploy by C-17 airlifter.

Another key enabler to help realise the P-8’s full potential, and full operational capability (FOC) are the two simulators due to come online at Edinburgh next year, a full flight simulator for the pilots and a mission simulator for the ‘back-end’ crew. The two simulators, which will be linked together, will be operated by 292 Squadron (the current Orion aircrew training squadron), and will significantly simplify the P-8 training pipeline.

“For the last 12 months, we haven’t had any simulators to train on so, we’ve been sending people back to the United States every six months [for currency training], and across to the E-7 [Wedgetail] sim every three months for the pilots. The E-7 is a like platform – it’s a bit different at the front, but it’s similar enough that we can do some of the emergency training.”

Not having easy access to simulators has been a “significant drain on our limited instructor resources”, WGCDR Titheridge notes.

Nonetheless, while not having access to a local simulator has strained resources, overall the P-8 introduction into service has been well resourced and well planned from a personnel perspective, thanks in part to the RAAF’s extensive experience in bringing new aircraft and capabilities into service over the past decade.

“The reason we’ve been so successful in bringing the aircraft in, is because of the maintenance workforce. So, 50 per cent of my maintenance team came from a P-3 background and the other 50 per cent were there when the Super Hornet, the C-17, the E-7 turned up. So, it’s those guys who’ve seen the dangers of doing things the old way, but also the dangers of everything being new,” says WGCDR Titheridge

“And while we bought a tested system, you know, some things are lost in translation. I think that’s been our biggest strength, is how we’ve moved our technical workforce around to make sure that we’re keeping the aircraft and the crews that fly them safe.”

Having a mix of backgrounds and experiences also applies to the aircrew as well.

The CO himself was an “early pick” to lead the squadron, selected in 2015 so he could undergo P-8 conversion training in the US in late 2016 before assuming command of 11SQN as it brought the aircraft into service late that year.

“Last year was about me training, and because I was on the first push, I was there learning alongside the instructors. So, I’ve got the background in some of the issues,” says WGCDR Titheridge, who has over 4,000 hours of experience flying and instructing on the AP-3C and a tour instructor ADF ab initio student pilots at the Basic Flying Training School (BFTS) at Tamworth.

That instructor experience also helps the squadron and wing mitigate any risks of introducing the P-8 into service without easy access to simulators, reflects WGCDR Titheridge’s boss, officer commanding (OC) 92 Wing Group Captain Darren Goldie
“As always, there’s all sorts of levels in project planning. But there’s always those informal aspects, too. We think about, what are our real risks? Introducing a new twin-engined jet to a four-engined propeller workforce introduces a range of potential flying risks. And the biggest thing could go wrong in the next couple of years would be a fundamental mistake from a pilot, to do with automation,” GPCAPT Goldie tells Australian Aviation.

“The first CO needs to be really alert and aware of that risk, and then we will probably follow with a similar style person, and then after that it’s time to bring in the ACOs, time to bring the real weapons people, and understand how the system fights.”

That is for the future, but for now GPCAPT Goldie is certainly happy with how the P-8 transition is progressing to date.

“I think if we went back five years and looked at where we would hope to be sitting in mid-2017, or late-2017, I think it’s as good as it could be,” he says.

“The P-8 is obviously proven, to a certain extent, with the United States Navy, and it’s transferral to our configuration, role, and environment has been smooth. And our test and evaluation across the different mission types hasn’t given us any surprises on the down side.

“Then in terms of the big things, the other inputs to capability like facilities and training equipment, they’re all on schedule, which is great.”

One key to maintaining schedule integrity was transferring almost all the RAAF’s maritime surveillance load to 10 Squadron, which is continuing to operate the AP-3C, for a two-year period while 11SQN focuses on introducing the P-8A into service.

“The recent deployment of a P-3 on operations in Marawi Province in the Southern Philippines has reminded us that operations come when they come, and you don’t have control over that. And it’s our job to be ready. And if we didn’t have a P-3, and we were forced to deploy the P-8 in the middle of our test and evaluation, then the program would, despite the billions of dollars, end up right of schedule. There was no way around it. Whereas, this is giving us the ability to slowly grow that.”

And despite having the P-8 on the flightline organisational discipline is required to to over commit the aircraft too early in its service career.

“A lot of the patience is seeing the platform, understanding what it could do, but just trying to hold the desire to get it out the door flying, and let it run through its test, let it run through crew development. Because that will pay dividends in three or five years’ time,” GPCAPT Goldie notes.

Managing the transition from the P-3 to the P-8 then, is a delicate balancing act.

“The capability withdrawal of the P-3 steps down in six-monthly increments in part to align with careers. At the same time the P-8 is stepping up loosely in six-monthly increments, based on conversion courses. Where they cross over is around April next year, depending on your measure, and there’s so many different ways to measure it.”

On current planning six AP-3Cs will be in service when the type retires in late 2018, while final operating capability (FOC) for the P-8A is planned for 2019.

“That’s tied to getting the final four jets, and getting the final crews up and running,’ WGCDR Titheridge explains.

“But, probably the bigger milestone prior to FOC is where we need to be when the P-3 planned withdrawal date hits, which is the end of next year. FOC is, you’ve got all your aircraft, and you’ve got all your crew’s trained, but probably the most important milestone is where are we at the end of next year, when the P-3 stops flying?”

Achieving key capability milestones will be important here.

“Between January next year, and December next year is when we need to have developed a competency across all roles, particularly those more high-end, traditional roles for maritime strike, such as ASW and anti-surface warfare.”

The P-8’s entry into service coincides with the anti-submarine warfare (ASW) mission increasing in importance to the ADF, and ASW, along with maritime strike, was a core mission requirement for the aircraft as specified by the US Navy. Whereas the P-3 in RAAF service has been something of a jack-of-all-trades carrying out over land and maritime ISR and search and rescue roles as well. Further, the USN plans to soon complement the P-8 with the unmanned MQ-4C Triton for the maritime ISR role, but that platform won’t enter RAAF service until mid next decade.

“At the moment, the P-8 is very much designed for anti-submarine warfare and anti-surface warfare, and is less a strategic ISR platform, flying around like a sponge, soaking everything up. Nonetheless the sensors that are part of those two core roles, give it great utility in the Resolute space and in the Gateway space,” says WGCDR Titheridge.

“And over the next three years as we move towards increment three, which brings a whole range of other capabilities, such as network-enabled weapons, high-altitude anti-submarine warfare, that sort of stuff, some of the other sensor upgrades that happen as part of that process, will lend itself to even better strategic ISR.”

in time Triton would take on much of the P-8’s maritime ISR work, allowing it to focus more on maritime strike and ASW. But even as the P-8 prepares to assume the P-3’s maritime surveillance burden, training for high-end war fighting will be increasingly important.

“Sticking with that emphasis, and the systems that support it, as we introduce Triton will be pretty important. If we just revert and go, you know, 90 per cent of our effort needs to go into maritime ISR, we won’t be postured correctly when Triton comes along.”

At the wing level much thought has already been put into planning for the Triton’s eventual arrival.

“Whenever we think about a future P-8 force, we’ve got to think about its interaction as part of the family of systems with Triton. And therefore, acknowledging the roles that Triton’s going to be far better than a P-8 at,” says GPCAPT Goldie.

“Once our Tritons are there, spinning around Australia, giving awareness, and they’re up located up in South East Asia doing whatever the hotspot is of the day, once that’s all taken care of, well, now, what is that response?

“So, you’ve got the persistence with the Triton, and the response with the P-8. But less that immediacy of response. Not a ‘leaving-in-an-hour’ response, but the response to the changing the strategic environment. Let’s go and put a handful of P-8s in another nation. Come up with some sort of basing arrangement. And then there can be 24-hour submarine surveillance over a particular strait, or a particular part of the world.

“You’ve got the persistence with the Triton, and the response with the P-8.” GPCAPT Darren Goldie

“We don’t really have that at the moment.”

But in the here and now, P-8s are on the ramp at Edinburgh, and comparisons with the much-loved, and much-understood, P-3 are inevitable.

“We have nearly 50 years of people understanding of what a P-3 can do. And it’s really hard to explain to someone, the P-8 offers all of this, but if you use a traditional set of metrics, in fact, in some areas it’s more limiting. And a good example would be runways. So, a P-3 can obviously operate into a far shorter runway, a P-8 is a big, heavy 190,000 pound 737. It needs a huge runway.

“So, by some measures it seems more limiting, but by more progressive measures such as connectivity, it is far, far in advance.”

WGCDR Titheridge says the P-8’s speed and ability to process information are some of the key performance improvements it brings compared to the AP-3C.

“I think it’s the speed at which you can get information on the aircraft moved around the aircraft to all crew members, and use that to re-tailor what you’re doing in the mission. Collect or prosecute, if it’s a summary, and then get that information off the aircraft to the operational decision-maker, is significantly enhanced.”

The P-8’s ASW capabilities are certainly significantly enhanced.

“Whether it’s 50 per cent more sonar buoys, four times the number of channels you can monitor, or four times the processing power.

herefore, the system gives you better integrity in the way it tracks. It’s got more automation to ensure that the plot sonar buoys you have in the water are actually where they’re meant to be, so it’s less labour intensive to ensure that the picture you’re looking at is accurate for ocean drift, and a bunch of other factors,” WGCDR Titheridge says.

“Not having as many sonar buoys you can monitor at the one time, that dictated a lot of how we did operations on P-3. With this aircraft, you can really stand-off, and that automation of the system does a hell of a lot for you. So, of all the roles, the easiest one for us to do learn how to do in this aircraft was ASW because of the automation.”

Automation is a common theme when talking to 11SQN personnel about their new jet.

“Connectivity’s probably the main game that we have just off the bat. So, the comm suite’s fairly extensive, being able to send Link 16 and other real-time data back to home plate is a big game-changer for us,” P-8 tacco (tactical coordinator) Flight Lieutenant Michael Cuthbert says in comparing the P-8 to the P-3.

“The integration that we’ve got off the aircraft, back home and two other platforms, is outstanding. We can send stuff off in very near real-time. It takes away any vagaries [of voice communications over a radio. You can send imagery and give someone a really quick snap in as to what’s going on.”

Another advantage is the P-8’s ability to process and filter data.

“It comes down to filtering. So there’s a lot of information there. You could very easily become overwhelmed, but if you want to focus on what you’re doing, you’ve got the ability to filter out just about everything. So, you can just tell the system, “Don’t put this on my screen.” So, that would mean that one guy might be displaying territorial waters but the rest of the crew won’t because that would be just clogging up their screen.”

Automation also means there is more flexibility in how the P-8 can be operated by its crews.

“The P-8 has currently got five workstations and they’re all flexible. You can sit anyone, anywhere and they can do all of the roles from that seat,” explains FLTLT Cuthbert. “If we’re doing ASW, the taco can sit with his acoustic operators and it’s much easier to interact. If we’re doing anti-surface he can sit with the radar and the EO (electro-optics) operator and keep an eye on what’s going on.”

As on the P-3, the tacco on the P-8 serves as the flight’s mission commander, leading a back-end crew of typically seven, which also comprises a co-tacco and five airborne electronic analysts – AEAs – comprising acoustic warfare officers (AWOs) who also look after the electro-optics (the retractable high definition camera mounted in the aircraft’s note) and electronic warfare officers (EWOs) who operate the radar.

“Given the attention to detail that’s required when focusing on a sensor over an extended period of time, be it a 10-hour sortie, we rotate the operators through seats. So, we always have a spare operator to rotate through, to give guys a break,” notes FLTLT Cuthbert.

“We also need guys available to go down the back and load the rotaries if we’re spitting sonar buoys.”

As a workplace the P-8 is also a much more comfortable, less fatiguing environment, by virtue of it being a more modern airframe, and the fact that it flies at higher altitudes than the P-3.

“It’s very smooth, the climb rate is incredible, it’s faster, noise canceling headphones, there’s all the ergonomic things that have made it a lot more comfortable, which is a bonus. You’d expect that it’s a quantum leap forward from the old turboprop P-3s,” says Warrant Officer xxx Renton, an acoustics warfare officer.

“It’s very smooth, the climb rate is incredible, it’s faster.” WOFF Col Renton

Not everything about the P-8A is an advance on the AP-3C, with the upgraded Orion’s radar offering more automation, for example. But that reflect’s the USN’s initial emphasis on ASW, and the P-8’s radar processing will be upgraded under the US Navy’s ‘increment’ upgrade path for the aircraft.

But for ASW the P-8 offers more automation and is more user-friendly, says WOFF Renton.

“Being biased, being an acoustics operator, it is an ASW platform, so I think the US Navy really modelled it on tracking submarines as their primary means. So, from that perspective, it’s great, we love it.”

11SQN was able to put the P-8’s ability to track submarines to the test at Talisman Saber earlier this year.

“Talisman Sabre was great for working with coalition nations. It’s busy, working radios, testing tactics, warships everywhere, simulating scenarios, so that was good. And, to actually drop buoys for real, and monitor the buoys, and go through that process, hoping to get a sniff of a submarine and prosecute, that’s gold for us.”

The P-8 also represents generational change for 11SQN’s maintenance personnel, combining the airframe reliability of the commercial 737 with an advanced mission system.

“It’s challenging, it’s new, it still has the new car smell,” notes 11SQN avionics technician Sergeant Marty George. “There’s big shifts in concepts of maintenance compared to how people have previously done maintenance in 11 Squadron and in the Air Force even, just due to its reliability and having less people basically.”

The P-8 requires fewer aircraft technicians (‘black handers’), but it’s complexity lies in its advanced mission system.

“The ‘green’ stuff that keeps it flying is pretty reliable,” says SGT George.

But, “a mission system’s a mission system, I don’t think it matters what platform it goes in, it’s probably going to have the same sorts of issues,” he says.

“It still breaks and we still use the same trouble shooting techniques, we just don’t have to use them as often. And like an older plane you get the curve balls a bit more.”