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www.ascentvision.com.au Welcome EDITOR’S LETTER The way in which militaries around the world approach air warfare is undergoing a once in a lifetime technological transformation. This statement isn’t a cliché simply to entice you to read Defence Connect’s Air Special Edition. It’s a fact

The symbiosis of manned and unmanned aircraft, the broadening of capabilities such as new electronic war fighting equipment, coupled with improved ISR technology that allows surveillance satellites to take accurate photography to within one centimetre of the ground, have thrust the air fighting domain into a new era. Each one of these technological changes has revolutionised the way that air warfare is to be conducted, but they are the tip of the iceberg of the current technological revolution. Indeed, Australia and our allies do not have a monopoly on this technological progress. It is incumbent upon our leaders to ensure that we equip our military with the most technologically advanced and sophisticated gear to gain a competitive edge over our adversaries. As such, I implore all our readers to keep an open mind when reading Defence Connect’s Air Special Edition. There may be new weapons systems, strategies and names that are presented to you that may end up playing a huge role in Australia’s defence. The release of this edition coincides with the 100-year anniversary of the Royal Australian Air Force. As such, we begin with a submission by the Minister for Defence Industry, Melissa Price, regarding the centenary of the RAAF and the history of the service from 1910 through to today. Chief of Air Force, Air Marshal Mel Hupfeld, then discusses the critical role that the RAAF continues to play in the defence of Australia, as well as the historical advancements in the RAAF’s air fighting capabilities. Lockheed Martin Australia and New Zealand’s chief executive, Joe North, and director, F-35 international business development, Steve Over, then discuss the new era of air fighting, showcasing Australia’s F-35s as part of the government’s Joint Strike Fighter program. We continue with an examination of the ongoing role that the Boeing F/A-18F Super Hornet plays in Australia’s defence, and unpack Boeing’s new readily updateable Block III innovation. We present two case studies into modern air fighting, assessing the recent Azerbaijan-Armenia conflict, as well as the changing nature of ISR among drones, and rotor and fixed wing aircraft. Last but not least, Christian ‘Boo’ Boucousis, a RAAF fighter pilot who transitioned and created his own business having been diagnosed with a degenerative autoimmune disease, reflects on overcoming adversity in his journey to where he is today. We hope that you enjoy the Defence Connect Air Special Edition. Thank you to everyone who contributed, both those mentioned above and everyone who has worked so tirelessly behind the scenes. We hope that this has been thought provoking and we would love to hear your opinions.

Liam Garman deputy editor, Defence Connect www.defenceconnect.com.au - 01 - Air Special Edition For more than 20 years, Nova Systems A SOVEREIGN has invested in and grown a sovereign Test LEADER IN and Evaluation (T&E) capability, supporting the unique requirements of the TEST AND Australian Defence Force. We will continue to develop an Australian EVALUATION owned and controlled T&E capability by maintaining a stable, highly skilled local workforce and building a sovereign training system to ensure we can grow and hold this critical capability for the nation.

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novasystems.com From the Minister

Melissa Price, Minister for Defence Industry POWERING THE RAAF EVOLUTION This year, the Royal Australian Air Force commemorates 100 years of serving Australia and its national interests

n celebrating its centenary – from modest beginnings in 1921 – I am proud and honoured to join my fellow Australians to honour the 350,000 people whose courage, I sacrifice and dedication helped build one of the finest air forces in the world. As Minister for Defence Industry, such an occasion provides an opportunity to acknowledge Australia’s defence industry: the many workers and owners of large companies and small businesses that have delivered our capabilities and supported our airmen and airwomen for a century. The story of our nation’s Air Force cannot be comprehensively told without homage to the endeavours of industry. Australia’s first tentative steps into the aerospace industry achieved varying degrees of success. In 1910, well before the outbreak of the First World War, then minister for defence, West Australian senator George Pearce, announced a £5,000 competition for the design and construction of a wholly Australian aircraft suitable for military use. www.defenceconnect.com.au - 03 - Air Special Edition From the Minister

The Hon Melissa Price MP visited RAAF Base Pearce accompanied with Wing Commander Simon Ashworth. Photographer: CPOIS Damian Pawlenko

At the time, it was a prescient initiative – too prescient perhaps for a technology that had been around for a decade. The reward was never paid as the scheme did not attract any viable designs. But in 1922, a year after the birth of our Air Force, those early steps into the aviation industry soon became confident strides forward when the Sydney- based Australian Aircraft & Engineering Company was contracted to build six Avro 504k trainers. Although the company liquidated due to lack of further orders, Australia had proved its aircraft manufacturing credentials – a remarkable achievement for a country barely into its 20s. Shortly after, Air Force would establish and run the Experimental Aircraft section, charged with developing original Australian aircraft designs. The commanding officer of that section, Squadron Leader Lawrence Wackett, known for his engineering ingenuity, would go on to lead a consortium of Australian industrial powerhouses under the banner of the Commonwealth Aircraft Company (CAC). The CAC was formed in 1936 and not a moment too soon. Australia would soon receive a call to arms for a second and more deadly world war – one in which battles in the sky would not only be pivotal but change the character of warfare forever. In the dark days of the Second World War, as Australia witnessed enemy forces’ inexorable advance south in the Pacific, the CAC dauntlessly churned-out aircraft.

Air Special Edition - 04 - www.defenceconnect.com.au “But in 1922, a year after the birth of our Air Force, those early steps into the aviation industry soon became confident strides forward when the Sydney-based Australian Aircraft & Engineering Company was contracted to build six Avro 504k trainers”

It produced the Wirraway – not competitive as a fighter but an aircraft that played a crucial role in training Australian pilots. Testimony to our budding industry, more than 750 Wirraways were produced on Australian soil. Soon, CAC’s Boomerang was coming off the assembly line – an Australian designed and built single-seat propeller-engine fighter with a range of 1,500 kilometres and maximum speed of 500km/h. Australian industry would go on to design, build or assemble many more aircraft for both our Air Force and air forces around the world. Aircraft such as the Woomera, Mustang, Winjeel, Hawke, and one of our most steadfast sentinels, the FA-18A/B Hornet. Today, Australian industry’s involvement in the air domain surges forward like never before. The 2020 Force Structure Plan outlines the government’s commitment to a program of future investment and opportunity for defence industry, further cementing the role of Australian industry as a fundamental input to capability. The plan reinforces the government’s commitment to build a resilient and internationally competitive sovereign defence industry. This is in addition to the vital role of industry in contributing to the Sovereign Industrial Capability Priorities, many of which are integral to Air Force platforms, systems and broader capabilities. Investments in cyber, autonomous systems, artificial intelligence, radar, communications and space-based capabilities and sensors offer the opportunity for Air Force to work with industry to strengthen Australia’s industrial base in these advanced technologies. Australia’s defence industry is growing, with over 4,000 businesses employing approximately 30,000 staff, many of which support Air Force. An additional 11,000 Australian companies directly benefit from Defence investment and, when further downstream suppliers are included, the benefits flow to approximately 70,000 workers. Involvement in global programs, such as the F-35 Lightning II Joint Strike Fighter, are providing new opportunities for Australian workers. To date, more than 50 Australian companies have directly shared in over $2.7 billion in F-35 production and support contracts. In fact, there are Australian-produced parts on every F-35 in operation around the world. This is an important part of the Morrison government’s commitment to building a robust Australian defence industry capability, and efforts continue as the program transitions into the sustainment phase. Case in point, the selection of BAE Systems Australia as the F-35A Air Vehicle depot for the south-east Asia region not only means that BAE will induct Australian F-35A aircraft right here in country; it also opens the door to hosting other nations’ F-35 aircraft in the future. The 2020 Force Structure Plan also includes a number of significant investments in Air Force infrastructure and the supply of critical commodities such as deployable fuel, spare parts and stocks of advanced guided weapons and explosive ordnance.

www.defenceconnect.com.au - 05 - Air Special Edition From the Minister

Marking 100 years of service to Australia by the Royal Australian Air Force and the re-establishment of No. 100 Squadron, a Hudson leads the formation with two CA-13 Boomerangs at the Temora Air Force Centenary Showcase 2021, Temora Aerodrome, New South Wales. Photographer: CPL Kylie Gibson

“As we celebrate the Royal Australian Air Force’s centenary, I have great pride and confidence in Australia’s defence industry”

Currently, Australia has a munitions manufacturing capability at Benalla, which ensures the supply of ammunition in times of need. Defence is exploring options to assure the supply of larger, critical munitions including propellants and missiles. Looking to the future, new opportunities include the acquisition of teaming air vehicles, and the strengthening of air mobility. Loyal Wingman is a long-term, complex development program run in partnership between Boeing and Air Force – based in Australia with global customers in mind. More than 35 Australian companies are contributing to the Loyal Wingman program with approximately 70 per cent Australian industry content and over 100 high tech jobs. This is the first military aircraft to be designed and built in Australia in 50 years. Loyal Wingman represents the best of Air Force and industry partnerships, harnessing innovation of Australians to keep our nation and our people secure and prosperous. After 100 years, the sky is no longer the limit for Air Force. Under the Force Structure Plan the government is also investing $7 billion in space capabilities over the decade and Air Force has the lead in space domain. As we celebrate the Royal Australian Air Force’s centenary, I have great pride and confidence in Australia’s defence industry, which should encourage Australians to continue to look forward with confidence on the next hundred years and on what we can achieve together.

Air Special Edition - 06 - www.defenceconnect.com.au Q&A

Q&A with Chief of Air Force, Air Marshal Mel Hupfeld FROM SUPPORTING ACT TO POWERHOUSE: THE 100-YEAR EVOLUTION OF THE RAAF Chief of Air Force, Air Marshal Mel Hupfeld, explains how the RAAF battled through growing pains to become one of the world’s most formidable air powers

Q. How significant was the formation of the RAAF 100 years ago in a global context (eg: how rare was an air force at the time)? Chief of Air Force, Air Marshal Mel Hupfeld: At the time of the RAAF’s formation there was only one other independent air force in the world, the Royal Air Force (RAF). There were a number of air corps formed as adjunct arms of the navies and armies in other nations, but these were not truly independent air forces as was the case in the United Kingdom and Australia. Globally though, the formation of the Australian Air Force was of some significance as it demonstrated a model for the establishment of an air force for small-to-medium sized nations. However, there are no examples of any other air forces being formed on the same model at the time. www.defenceconnect.com.au - 07 - Air Special Edition Q&A

Flight Lieutenant Myles and Flight Lieutenant Antonia flank an EA-18G Growler aircraft on the flight line at RAAF Base Amberley. Photographer: CPL Colin Dadd

Air Special Edition - 08 - www.defenceconnect.com.au “There were a number of barriers or difficulties that needed to be resolved in the formation and early development of the Air Force. Probably the most significant and possibly least evident barrier was the limited understanding of air power in Australia in the immediate post war years”

Nor do we see any during the same period being formed on the UK model either. A number of nations were establishing flying arms during the period, but it was not until 1923 that there were serious attempts to establish independent air forces. While the formation of the RAAF on 31 March 1921 could be seen as a major step in itself, there were a number of other factors which should also be considered in assessing the significance of the Australian experience. First, the Air Force was formed as part of a peacetime national defence policy, as opposed to the wartime imperatives which drove the formation of the RAF. Part of the government’s rationale was to provide the RAN and Army with a cost-effective air service, so in essence we were born Joint. The Air Council, the air defence policies of the day and the roles of the RAAF in its early years all reflected that we were intended to act as a joint partner in unison with the RAN and Army. Less evident but still an important part of the government’s decision was the intended role of the RAAF in national building. We were used by the government to foster civil aviation, in opening up air routes, post-war fund raising and were employed in national and international survey operations. So straight away we see a very unique element to the RAAF experience.

Q. What barriers did the RAAF face in its formation (e.g. lack of pilots, limitations of early aircraft etc.?) AIRMSHL Hupfeld: There were a number of barriers or difficulties that needed to be resolved in the formation and early development of the Air Force. Probably the most significant and possibly least evident barrier was the limited understanding of air power in Australia in the immediate post-war years. The RAF experience notwithstanding, there was a certain institutionalised view that military aviation and aircraft were valuable as tools for the navies and armies to enhance operations within their respective domains. There needed to be a lot of work done by advocates within the RAN and Army and by government before there was an agreed scheme for an independent air service in Australia. In 1920, just how unimaginable it was that Australia might need a third service is perhaps best illustrated by the Acts and Service regulations, which had to be repelled, replaced and amended so that a legally empowered third service could be formed. For example, there were no means within the Navy or Defence Acts which could place a member of the RAN or Army under the legal authority of an Air Force officer. Similarly, the Navy Act had no provision for a ship’s captain to exercise legal authority over Air Force members who were working on board a HMA Ship. The concept of an air force was just so alien that there was simply no provision made for a third armed service legally able to use lethal force on Australia’s behalf. These very real issues had to be addressed and, in some cases, required the approval of the governor-general.

www.defenceconnect.com.au - 09 - Air Special Edition Q&A

Caribou carrying out local area flying during Exercise Flying Start. Credit: Sergeant Tex Morten

After the Air Force was formed, it faced some of the same issues we have today. Although on day one, there was no lack of aircraft. It is something of a force structure unique to the Air Force of 1921, that on the day of our formation we had more aircraft than personnel, 153 to 149. That said, most of the aircraft were in long-term storage, so the prospect of flight lines full of aircraft bereft of aircrew to fly them or technicians to fix them never eventuated. Certainly, in the early years of the RAAF the greatest barrier to development was funding. Australia was facing enormous economic problems in the early 1920s and the Air Force was not immune from the need for austerity in every Commonwealth department. It had been forecast in 1920 that the Air Force would require £2.6 million ($5.6 billion, 2020) for the first two years of its operations. This was required to fund new airfields, establish infrastructure and, most importantly, to expand on personnel numbers. What it received was a mere £325,000 ($27 million, 2020). The budget restraints were also concurrent with cuts to the RAAF’s approved establishment so the ability for the RAAF to develop in line with the government’s air defence policy was unachievable. It was not until 1936 that the Air Force budget achieved parity with the other arms of Defence. The turning point for the Air Force was World War II. During that conflict it was employed in every air campaign of the conflict — even for a period in Russia. The effects generated by the Australian Air Force as well as those of the belligerent nations demonstrated the contribution air power can make to national strategy. The value of the Air Force to Australia’s national strategic and defence policies is now well understood by government and the ADF.

Air Special Edition - 10 - www.defenceconnect.com.au Q. What capability did the RAAF add to Australia’s defence in its early years, that wasn’t available prior to its creation? AIRMSHL Hupfeld: The plans submitted to government from the RAN and Army on how they planned to employ aircraft during the peacetime after World War I detailed how aircraft were intended to be little more than an asset of the ships at sea, the fixed defences of our ports and as a close adjunct to land forces. In being established as an independent air service instead, Australia’s military aviation was able to be employed beyond that of the immediate requirements of the naval and ground commanders, and be employed on national building tasks. Air routes were established across the country and the task to foster civil aviation was part of the Air Force remit. This meant that the RAN and the Army still got the air support they required while the nation as a whole was also served by an air force commanded, controlled and operated by aviation specialists.

Q. How significant was the RAAF in Australia’s defence during WWII? AIRMSHL Hupfeld: It would be fair to say that the Air Force came of age during World War II. The contribution to Australia’s defence and to the global war effort marked the maturation of the Air Force. When the war was declared on 3 September 1939, the Air Force was already on a war footing and had No. 10 Squadron in the United Kingdom training with the RAF’s Coastal Command. From the first days of the war to the very last, the Air Force was on operations domestically and overseas with our coalition partners. As a result of our commitment to the Empire Air Training Scheme, Australian airmen and ground crews saw operational service in every air campaign of the war. This service included operations with the RAF in the air defence of the United Kingdom, as part of Bomber Command over Europe and the tactical air force elements that were part of the D-Day landings and the liberation of Europe. We had squadrons as part of the North African Campaign and the air war over the Mediterranean and Italy. In fact, the first Allied aviation unit to arrive in Italy during its liberation was the ground crews of the Air Force’s No. 3 Squadron who were soon joined by the aircrew in their Kittyhawk fighters. The Air Force also became more inclusive during the war. On 25 February 1941, the Air Force began recruiting for the Women’s Auxiliary Australian Air Force (WAAAF), the first of the nation’s defence forces to open its ranks to a women’s service. The contribution of the WAAAF to Australia’s defence was to become critical when the war suddenly escalated in December 1941. After the strategic shock achieved by the Japanese in their entry into the war, the Air Force bases in Australia became part of Australia’s front lines. From these northern Australian airfields Air Force units daily sortied out over the occupied areas north of Australian and New Guinea in an offensive air campaign aimed at taking control of the air while also interdicting enemy lines of communications. A little-known aspect of the Air Force’s preparation for the air defence of Australia in the pre-war years was the establishment of a number of Advanced Operating Bases (AOB) in the regions north of Australia extending into the south Pacific. These bases’ Air Force units were able to provide surveillance and reconnaissance over territory now occupied by enemy forces. It was Air Force Catalina aircraft operating from AOBs that were the first to locate the Japanese forces moving into the Coral Sea prior to that pivotal battle which saved Port Moresby from www.defenceconnect.com.au - 11 - Air Special Edition Q&A

“Australian airmen and ground crews saw operational service in every air campaign of the war. This service included operations with the RAF in the air defence of the United Kingdom, as part of Bomber Command over Europe and the tactical air force elements that were part of the D-Day landings and the liberation of Europe”

occupation through an amphibious landing. Not only did the Air Force conduct the first and the last attacks of the Battle of the Coral Sea but sadly suffered the only Australian casualties of the engagement. Today the Air Force is maturing as a networked force operating across multiple domains as a joint partner. It is in World War II that the first vestiges of the force- to-be can be seen. During the war, the Air Force not only established a chain of radar and observation systems around Australia that was eventually extended into the Asia-Pacific region, but supported the system through a complex control and reporting network that was able to provide timely and accurate information for use by our joint and coalition partners. The WAAAF was to become an essential element of the workforce operating the critical network nodes. It is no exaggeration to say that without the WAAAF the vital information collected across the battlespace could not have been developed into actionable intelligence for use in the defence of Australia and in the liberation of the occupied areas of the Asia-Pacific region. The Air Force in World War II included niche capability that contributed as much to our American coalition partners as it did to the defence of Australia. For example, the only two Australian ground units to be included in American landings in the Philippines during late 1944 were both Air Force elements. These units were included in the landing force to make up for a shortfall in American capability. The two units were the Air Force’s No. 3 Airfield Construction Squadron (No. 3 ACS) and No. 6 Wireless Unit (No. 6 WU). While the role of No. 3 ACS is self-evident, that of No. 6 WU was less so. A highly classified unit specialising in radio interception and intelligence, the personnel of No. 6 WU started its work while aboard the invasion fleet and continued its radio interception operations after landing as part of the invasion force. Its work during the Philippines operation is credited with the destruction of 17 enemy ships and the interception of several hundred enemy aircraft.

Q. The RAAF is relatively unique in its use of the F-111. What prompted the RAAF to acquire this aircraft and keep it in service for so long? AIRMSHL Hupfeld: The F-111 presented the Air Force with a rare opportunity to acquire an aircraft which was ideally suited to Australia’s geostrategic circumstances and the Air Force’s operational intent. In buying an American aircraft we were both investing in a relationship and interoperability with one of our closest coalition partners in the Asia- Pacific region. For Air Force, the range, payload and mission profiles of the F-111 matched the likely operation tasks to be expected of Australian strike aircraft. At the time, the Air Force’s main strike platform was the venerable Canberra bomber. The step-change capability the F-111 offered over the Canberra was revolutionary. It seems remarkable now, but in 1963 the F-111 was not our first choice. Instead it was the North American Vigilante, an already in-service aircraft with the United States Navy. In retrospect, the government’s preference to delay the acquisition of a Canberra replacement

Air Special Edition - 12 - www.defenceconnect.com.au A Royal Australian Air Force AP-3C Orion aircraft from No. 10 Squadron conducts workup formation flying practise. Credit: CPL David Cotton

in order to obtain the F-111 meant that we were getting a far more technologically advanced platform, which was destined to be produced in far greater numbers than the Vigilante. The long service life of the F-111 was due to a number of factors, which combined to allow us to operate the aircraft from 1973 until 2010. Even before the F-111 arrived in Australia it was appreciated that the advanced technology resident in the aircraft was far beyond what the Air Force was then capable of maintaining. This resulted in a two-pronged strategy of reskilling our engineering and technical workforce to prepare them for when the aircraft arrived while also investing in Australia’s aviation industry to provide a sound basis for self-reliance. This meant we had an enduring basis for maintaining a skilled workforce able to sustain an ageing capability well into the 21st century. While the F-111 is a remarkable aircraft of itself, the on-board systems were to prove even more remarkable and readily upgradable. Over the service life of the aircraft, the Air Force invested in upgrades to the engines, avionics and weapon systems in order to keep the platform relevant in the modern battlespace. The modifications to the F-111 to enable it to deliver precision guided munitions and the AGM-84 Harpoon anti-ship missiles are two examples of how the F-111 was able to be adapted to operate increasing sophisticated systems. The ageing airframe and high operating costs were to ultimately force the retirement of the F-111, however there remains a legacy for the Air Force. The F-111 program demonstrated what can be achieved when capability follows national strategic policy and Air Force strategy.

Q. What kind of impact did the Caribou have for the RAAF and how was it replaced? AIRMSHL Hupfeld: It is no exaggeration to say that the Caribou made a big impact on the Air Force and contributed to a number of operations at the time of its acquisition. For all of its utility, the Caribou came into Australian service at a time of great change within Air Force. From 1958 to 1973, the Air Force acquired new maritime patrol aircraft, fighters, heavy airlift capability, battlefield helicopters and new strike platforms. www.defenceconnect.com.au - 13 - Air Special Edition Q&A

In contrast to these new aircraft with their modern avionics and sensor systems, the Caribou with its 1930s era engine design, basic avionics and unpowered flight controls seemed something of an anachronism. Yet for all of its simplicity, the rugged design and STOL capability of the Caribou meant it was ideal for operations in remote regions within Australia and across the Asia-Pacific region. The Caribou gave the Air Force a versatile aircraft that could be deployed on operations such as in Vietnam or as part of peacekeeping commitments such as in Kashmir, East Timor and the Solomon Islands on humanitarian operations such disaster recovery operations in Australia and in aid of our near neighbours. When the difficulties in sustaining the Caribou and its ageing airframe meant that it was time to retire the aircraft it was a difficult capability to replace. Currently, the Air Force operates the C-27J in a similar role as the Caribou but takes advantage of its superior range-payload capability to employ the Spartan as a medium airlifter. This capability works in conjunction with the Air Force fleet of C-17A and C-130J aircraft and the ADF’s rotary wing fleet in a classic hub-and-spoke strategic to tactical airlift model.

Q. What capability did the Orion offer the RAAF? AIRMSHL Hupfeld: From the time the P-3 Orion entered Air Force service to its retirement in 2019 the Orion provided the Air Force with sterling service. The Orion was first acquired in 1968 to replace the ageing Neptune aircraft of No. 11 Squadron. The Neptune was a World War II era aircraft which had been progressively modified with ASW equipment. However, the airframe simply wasn’t fit for purpose. The Orion, when it came into service represented a real improvement. Fitted with new generation maritime surveillance and anti-submarine warfare suite the Orion represented a step change in airframe design and performance as well as an ISR ability far superior to the Neptune it replaced. One of the great strengths of the Orion was the ready flexibility of its airframe to accept new and updated surveillance, avionic and weapon systems which enabled the Air Force to expand on its maritime warfare role. The modification of the P-3C fleet to the AP-3C configuration in early the early 2000s is an excellent example. The AP-3C Orion was part of the Air Force’s great entrée into the networked and digital air force we are moving towards today. While very capable as a maritime patrol aircraft in its own right, the AP-3C Orion proved itself as equally adept in the overland ISR role in Iraq and Afghanistan. The updates to the Orion’s sensor and weapon systems in 2002 had transformed the aircraft from a Cold War era anti-submarine and surveillance aircraft into a true multirole platform. The upgrades introduced new sensors, navigation, communications and data management systems to such an extent that when we deployed the Orions to the MEAO in 2003, the crews of the AP3-C aircraft were able to routinely extend their mission profiles to include overland surveillance in a manner far beyond that envisioned by the aircraft’s designer’s decades earlier. The datalinks on board the Orion enabled the aggregation and sharing of common operating pictures across surface and airborne assets as well as the provision of real- time ISR data. The networking capabilities of the AP-3C went beyond the ADF and was interoperable with our key coalition partners. The AP-3C marked a major milestone for the Air Force as it transitioned to the networked force of 2021.

Air Special Edition - 14 - www.defenceconnect.com.au An F/A-18 takes off on a mission during the East Coast Air Defence Exercise (ECADEX 05). Credit: LAC Mark McConnell

Q. How significant were the FA-18 aircraft and what has driven their ongoing upgrades to keep them in service until 2022? AIRMSHL Hupfeld: The F/A-18A/B Hornet entered RAAF service in 1986 having been chosen as the multirole strike fighter to replace its ageing fleet of Mirage fighters. Early on the Hornet proved both lethal and survivable in all-weather by day and by night, enabling a generational leap forward in air combat capability. Over the years the Australian government approved several significant upgrades to the Hornet to ensure that it remained credible against the pacing threat. Despite the Hornet fielding capabilities from several nations, the Hornet of 2021 strongly reflects the technology transfer associated with the strong strategic alliance shared between the USN and the RAAF. Through a capable suite of weapons, sensors and communications the F/A-18 Hornet has been a remarkable and agile fighter aircraft that retires proudly as one of most capable all-round fourth generation platforms globally.

Q. How has the F-35A Lightning revolutionised the RAAF’s combat capability – e.g. what does it bring that other aircraft do not have? AIRMSHL Hupfeld: The F-35A Lightning II is the first fifth-generation fighter aircraft to enter RAAF service and complements the 4.5 generation F/A-18F Super Hornet and the EA-18G Growler within the Air Combat portfolio. The Lightning II provides Australia’s joint force with high levels of situational awareness and survivability characteristics able to operate within modern threat engagement zones. Australia’s aggressive Lightning II transition profile plus a very close partnership with the US and partners on capability development place the RAAF in an enviable position for the 2020s and beyond.

www.defenceconnect.com.au - 15 - Air Special Edition years and stronger than ever

TAE Aerospace would like to congratulate the Royal Australian Air Force on 100 years of outstanding service.

Its record over that time has been We are privileged to partner with exemplary and all Australians owe one of this country’s great institutions. the men and women who have served with the RAAF a great debt of gratitude.

For TAE Aerospace, it has been an honour to help keep the RAAF flying for 21 of the last 100 years.

Images courtesy Department of Defence Super Hornet BOEING SUPER HORNET REACHES NEW HEIGHTS Boeing’s F/A-18F Super Hornet – one of the world’s most advanced and formidable multi-role fighters – is about to get even more super

he Boeing F/A-18F Super Hornet has delivered cutting-edge, next-generation multi- role strike fighter capability since it entered operational service with the US Navy T in 1999. In the years since, Boeing has had a relentless commitment to upgrading and developing the Super Hornet to ensure it retains its air superiority. In 2005, six years after it entered service, Boeing delivered the first Block II Super Hornet, an upgraded Super Hornet with the world’s first tactical multimode active electronically scanned array radar. And just two years later, the EA-18G Growler – a full-spectrum airborne electronic attack capability – joined the Navy’s aircraft fleet. Today, Boeing continues to work in close partnership with global customers to understand their operational requirements in order to deliver structural modifications, spiral upgrade programs and the newest Super Hornet iteration, the Block III, ensuring the Super Hornet retains the capability, flexibility and performance demanded within today’s threat environment.

An enduring partnership In Australia, Boeing has partnered with the Royal Australian Air Force (RAAF) since before the first Super Hornets arrived in-country in 2010 to help deliver enhanced capability to its fleet, which includes 11 EA-18G Growlers operated out of RAAF Base Amberley. Sustained under Boeing’s Air Combat Electronic Attack Sustainment Program (ACEASP), the aircraft are tied in with the USN spiral development program – ensuring the platforms keep their capability edge – with significant hardware and software upgrades delivered to the RAAF Super Hornet and Growler fleets on a two-yearly cycle. Working with ACEASP partners Northrop Grumman Australia, Raytheon Australia, Pacific Aerospace Consulting, Airspeed and Martin Baker Australia, and local Australian industry, www.defenceconnect.com.au - 17 - Air Special Edition Super Hornet

Super Hornet Block III rendering

Air Special Edition - 18 - www.defenceconnect.com.au “Due to its unique combination of lethality, survivability, reliability and supportability, the F/A-18F Super Hornet — along with the F-35A Lightning, EA-18G Growler and E-7A Wedgetail — is an integral part of Australia’s air combat capability”

Boeing continues to incorporate spiral upgrades, which will see both the Super Hornet and Growler aircraft receive multiple enhancements to operational functionality and capabilities. “As a fast follower of the USN spiral upgrades, the RAAF ensures its Super Hornets and Growlers are configured with the latest release capabilities to maintain and enhance their operational effectiveness,” said Boeing’s ACEASP program manager Chris Gray. “The upgrades Boeing has performed to date have been delivered on time and on schedule,” Gray said. “Each spiral upgrade has included a range of hardware and software updates to enhance and expand operational capabilities, increase supportability, update aircrew and maintenance training devices, and improve mission support systems.” Group Captain Hinton Tayloe, Officer Commanding No. 82 Wing, Royal Australian Air Force, describes the F/A-18F Super Hornet as “one of the most potent multirole fighters in the world. “Due to its unique combination of lethality, survivability, reliability and supportability, the F/A-18F Super Hornet — along with the F-35A Lightning, EA-18G Growler and E-7A Wedgetail — is an integral part of Australia’s air combat capability,” GPCAPT Tayloe says. “Introduction of the F/A-18F Super Hornet allowed the Royal Australian Air Force to capitalise on its extensive experience with the F/A-18A/B Classic Hornet and relationship with the US Navy, and introduce the Super Hornet into service very rapidly and with low technical risk. The Super Hornet is a very capable and potent fighter in the hands of our aircrew, and through an ongoing process of updates to its avionics and weapons systems it will remain relevant for at least the next decade.”

Block III Super Hornet innovation Now, Boeing has developed the Block III Super Hornet to complement existing and future air-wing capabilities. The Block III Super Hornet’s advanced capabilities will provide the USN and international partners with additional options for increasing combat effectiveness. Together with the USN, Boeing will ensure that the Block III remains the most capable and versatile tactical aircraft in the fleet. The Block III configuration adds capability upgrades that include an enhanced network capability and processor, reduced radar signature, advanced cockpit system, enhanced communications system, as well as an airframe life extension from 6,000 hours to 10,000 hours. Boeing is also introducing open architecture systems and an agile software development framework as part of Block III to ensure that new technologies and capabilities can be rapidly integrated to outpace threat systems. It also comes with a 25.4cm X 48.26cm large-area, high-definition, touch display that provides more intuitive operations that alleviates pilot workload and provides better situational awareness.

www.defenceconnect.com.au - 19 - Air Special Edition Super Hornet Wiesel Armoured Weapons Carrier

A Royal Australian Air Force F/A-18F Super Hornet from No. 1 Squadron awaits its next sortie during Exercise Thai Boomerang 2019. Credit: CPL Colin Dadd

“The Super Hornet and the EA-18G Growler offer a unique capability set that are of interest to many around the globe. The advanced multirole capabilities are able to meet customers’ needs at an affordable price without having to compromise on warfighting capability”

These advanced warfighting capabilities are needed to outpace the complex threats from adversaries, while the twin-engine design, low-observable stealth and other features add to the survivability of the aircraft. The Block III is also built to complement other next- generation systems, ensuring that operators not only remain ahead of current and future threats, but also are able to establish a force structure that meets their mission needs and that of coalition requirements. For a modern example of the interoperability of these platforms, look no further than the RAAF who are operating the Super Hornet and the Growler alongside F-35s as well as the E-7A Wedgetail and P-8A Poseidon. “The Boeing Block III Super Hornet is built for air superiority and network data fusion,” said Tytus “Baron” Rogoyski, program manager for F/A-18 and EA-18 International Programs. “The Super Hornet and the EA-18G Growler offer a unique capability set that are of interest to many around the globe. The advanced multirole capabilities are able to meet customers’ needs at an affordable price without having to compromise on warfighting capability.” Keeping the Promise. Today, the USN has 78 Block III Super Hornets on its order books and there are additional opportunities from international customers. Fighters in the USN fleet nearing the end of service life will get extended flight hours and in the years ahead will get Block III Since 1923, Legacy has provided caring and compassionate support for the capabilities through the Service Life Modification line, now undergoing testing at Naval Air Station Patuxent River, Maryland. families of Australian Defence Force men and women who have lost their life “With its proven capabilities, low-risk and known, affordable acquisition price, low or given their health. documented life-cycle costs, and guaranteed delivery schedule, the Block III Super Hornet is ideally suited to meet fighter aircraft requirements for customers around the globe,” said Rogoyski. legacy.com.au

Air Special Edition - 20 - www.defenceconnect.com.au Wiesel Armoured Weapons Carrier

Keeping the Promise.

Since 1923, Legacy has provided caring and compassionate support for the families of Australian Defence Force men and women who have lost their life or given their health. legacy.com.au F-35A Lightning II

ENTERING THE NEW ERA OF AIR POWER How will Australia’s fifth-generation F-35 fleet help achieve Defence’s warfighting and industry capability objectives? Joe North, chief executive, Lockheed Martin Australia and New Zealand, and Steve Over, director, F-35 international business development, explain

n its 2016 Defence White Paper, the Commonwealth government confirmed plans, first announced in 2002, to equip the Royal Australian Air Force (RAAF) with 72 I fifth‑generation, Lockheed Martin-built F-35 aircraft by 2023. Australia selected the F-35A variant — also known as the F-35A Lightning II — to replace the Boeing-built F/A- 18A/B Hornet fleet, which has been in service since 1985. In addition to acquiring 72 aircraft, the $18 billion Joint Strike Fighter program is expected to deliver facilities, weapons and new support systems to meet the fifth-generation requirements. Thus far, 33 jets have been delivered to RAAF, with a further 15 expected over the coming 12 months. As of early March 2021, there were 45 pilots qualified to fly the jet and more than 600 qualified maintainers. But why has the F-35A been selected to advance Defence’s strategic agenda? What sets it apart?

Key features and capabilities The F-35 was first devised in the 1990s, in response to emerging threats posed by advancements in air defence capability. The extended range of new surface-to-air missile systems threatened the operation of fourth-generation aircraft in the battlespace. “If you think about adversary air defence systems, 30 years ago, they would threaten a fourth-generation aircraft at maybe 40 or 50 miles,” Steve Over, director, F-35 international business development, explains. “Modern day advanced air defence systems can threaten a fourth-generation fighter at a 200-300-kilometre range, making it virtually impossible for a fourth-generation aircraft to get in and detect the necessary targets, prosecute a mission against those targets, and get out safely.”

Air Special Edition - 22 - www.defenceconnect.com.au Australian F-35A Lighting II at Luke Air Force Base, Arizona. Credit: Staff Sgt. Jensen Stidham www.defenceconnect.com.au - 23 - Air Special Edition F-35A Lightning II

F-35A Joint Strike Fighter aircraft A35- 011 taxis into the hangers at RAAF Base Williamtown. Credit: SGT David Gibbs

“Modern day advanced air defence systems can threaten a fourth-generation fighter at a 200-300-kilometre range, making it virtually impossible for a fourth- generation aircraft to get in and detect the necessary targets, prosecute a mission against those targets, and get out safely”

As such, Lockheed Martin set about developing a next-generation fighter jet equipped with the latest advancements in stealth technology. The fifth-generation F-35s are built with low observable stealth, enabling the aircraft to operate in the battlespace “with impunity”. “They can come and go, largely at will, and the adversary is not only powerless to do anything about it, they don’t even know the F-35s are operating in their airspace,” Over adds. “It changes the way you do everything in aerial combat.” The F-35A also incorporates advanced multi-spectral sensor technology, an active electronically-scanned array, infrared, and other targeting sensors, integrated together on one single cockpit display — a process referred to as sensor fusion. The display maps the battlespace, helping pilots identify both airborne and ground-based targets. The aircraft, which hunt in packs, are also equipped with advanced voice and data link communications, which enable flight commanders to monitor data from peer jets in real-time. These distinct features of the F-35A are in addition to an internal weapons and fuel carriage, which supports the employment of a wide range of air-to-surface and air-to-air missiles. According to Joe North, chief executive, Lockheed Martin Australia and New Zealand, these capabilities will ensure the RAAF projects air power superiority for decades to come, particularly as Australia plays greater role in preserving regional peace and security in the Indo-Pacific. “Australia’s getting exactly what they wanted with the most advanced war fighter in existence,” North observes. “The United States has asked Australia to be the lead in the Indo-Pacific, [and] the F-35 is a big player in [achieving this objective] and probably the central point in it.”

Air Special Edition - 24 - www.defenceconnect.com.au F-35 Lightning II aircraft from RAAF Base Williamtown fly in formation off the coast of Newcastle. Credit: FSGT Mick Bott

AIC benefits The F-35 program promises to support the federal government’s long-term bid to bolster Australian Industry Capability (AIC). The aircraft incorporates several Australian-made parts, with more than 50 local companies receiving a share of approximately $2.7 billion in sub-contracts awarded for the development, production, and sustainment of the fleet. According to Lockheed Martin, the program has created more than 2,400 high-tech manufacturing jobs since its inception. The prime reportedly spent $409 million in 2019 alone to support the global supply chain for production and sustainment. “As a lead partner, we recognise that responsibility and it’s our job to ensure Australia has the local expertise and experience necessary to support the RAAF over the full life of the program,” North adds. The Lockheed Martin Australia chief executive points to the 2016 Defence Industry Policy Statement, which identified the F-35 program as an exemplar of how a capability requirement can be used to build global supply chain opportunities. North also notes Lockheed Martin’s enterprise approach to job creation and skilling around NSW’s Hunter region, with the prime contractor partnering with Regional Development Australia Hunter, and investing in engineering training initiatives and partnerships with Newcastle vocational and tertiary providers. “We have a deep sense of pride in the F-35 program, and it’s really opened up the door and allowed us to both be creative and very successful in expanding Australian industry participation,” North continues. But these AIC benefits won’t be short-lived. According to Over, Australian industry stands to benefit from the program for decades to come, with production of the F-35 expected to exceed 4,000 units over the next 40 years. “If you think about a program of 4,000 aircraft or more total, we’re probably 20 per cent of the way in to the production totals that Australian industry can achieve over the life of this program,” he concludes.

www.defenceconnect.com.au - 25 - Air Special Edition Case Study

Credit: Bayhaluk-Creative Commons

Air Special Edition - 26 - www.defenceconnect.com.au THE FUTURE OF AIR FIGHTING The nature of warfare is dynamic. It endlessly renews itself to overcome the challenges presented by different terrains, enemies, situations, ideologies and technologies

et’s home in on just one of these key areas: technological change. Put simply, the rate of technological change in the 21st century has created dozens of new axes L of warfare, many of which are insurmountable by conventional fighting forces. Barring the cyber and information spheres, there few examples of where technology counts more than in the air. Nowadays, air fighting is looking down the barrel of once in a lifetime strategic and technological transformation due to the symbiosis of manned and unmanned aerial vehicles, including suicide craft. In a conventional sense, this was arguably observed for the first time during the recent Azerbaijan-Armenia conflict, in which Armenia’s conventional fighting forces were challenged – and considerably overwhelmed – by the technologically superior Azeris. Indeed, Armenia’s expensive conventional weaponry was simply unable to compete on a different military axis, and was thus beaten by cheaper and more replaceable Azeri UAVs. The lesson is simple: no matter how robust one’s conventional army may be, the rate of technological change ensures that units, hardware and strategies are being superseded at an increasing rate – and that it is imperative for modern militaries to diversify their portfolio of resources. So, how can Australia learn from this case study? Firstly, let’s compare the ADF to the military of one of our closest neighbours to provide some perspective. While Australia counts some 80,000 active and reserve Defence Force personnel, Indonesia (for the sake of comparison) has 400,000 active military personnel bolstered by 400,000 reservists. Meanwhile, Australia’s arsenal of 59 tanks pales in the face of Indonesia’s 300-500 (numbers vary due to source). www.defenceconnect.com.au - 27 - Air Special Edition Case Study

“Drones offer small countries very cheap access to tactical aviation and precision guided weapons, enabling them to destroy an opponent’s much-costlier equipment such as tanks and air defence systems”

Unfortunately for Australia, we are not only numerically disadvantaged, but also technologically. Indonesia acquired its first armed UAVs in 2019, and President Joko Widodo has already expressed his desire to expedite the domestic production of long-range military drones to 2022. While our wheels are in motion, we lag behind our competitors. The rate of technological and strategic change affords smaller countries like Australia with a unique opportunity. Indeed, where Australia is unable to compete in population, we are able to firmly grasp onto the idiosyncrasies of modern war – and oppose our adversaries on axes which they are not able to win on. This brings us to our case study. It is crucial for modern military theorists to look at the Azerbaijan-Armenia conflict to glean an understanding of how technology is eclipsing traditional military strategy and the conventional fighting force. In a theatre of war that is almost reminiscent of the Polish cavalry charges of the Second World War, the Armenian army and air force did not appreciate the devastating impact of drones or how they tie into modern warfare. Interestingly, at the beginning of the conflict Azerbaijan converted Soviet-era aircraft into UAVs that they slowly flew over Armenian airspace in order to lure the Armenian air defence into contact. Azeri UAVs were then able to identify, engage and destroy these Armenian air defence systems. While neither side of the conflict will confess to the true scale of losses, it was reported that one of the Iskander missile defence systems – a system whose reputation allegedly “scares NATO” – was destroyed by a suicide UAV. Not only was the simplicity of Azerbaijan’s UAV suicide tactics able to overcome the state- of-the-art Russian technology that was wielded by the Armenians, it was also cheaper. Michael Kofman of the US-based defence think tank CNA, noted that “drones offer small countries very cheap access to tactical aviation and precision guided weapons, enabling them to destroy an opponent’s much-costlier equipment such as tanks and air defence systems”. This strategy was also seen last March when the Turkish military destroyed “hundreds of regime tanks, artillery pieces and armoured vehicles” in Syria’s Idlib Governorate with UAVs that are “cheap, easy to make and clearly don’t miss”. These conflicts emphatically demonstrate the 21st century’s changing nature of war, and should encourage the Commonwealth government to invest in technology that closes the gap of our numerical disadvantage. Strategies and technology in war change, there are no surprises in this. However, the rate at which strategies and technologies are becoming obsolete in conventional fighting forces is growing at an unprecedented rate. The seamlessness and simplicity of the Azeri drone strategy should be studied by military theorists as the gold-standard of employing cheap and new technologies into conventional war. We must employ these lessons to reverse Australia’s numerical disadvantage against its adversaries.

Air Special Edition - 28 - www.defenceconnect.com.au

Nova Systems

NOVA SYSTEMS IMPLEMENTING NEXT GENERATION TEST AND EVALUATION In an increasingly digital defence world, it is a strong priority for Australia to develop its own products. Nova Sytems is leading the way for sovereign industrial development in the digital age

By Peter Tippner, general manager – aerospace and surveillance, Nova Systems

e all need the tools of our trade (our hammer, our laptop, our air defence radar) to function exactly as intended and to deliver on our commitments. And our W soldiers, sailors and airmen are no different. For Defence, there are extreme consequences for our shared national security if the tools we deliver, as industry, to the Australian Defence Force are not up to the job. In December 2020, The Minister for Defence Industry, Melissa Price, released the Implementation Plan for the test, evaluation, certification and systems assurance Sovereign Industrial Capability Priority – which outlines how Defence and industry will ensure Australian Defence Force personnel are safe and their equipment is fit for purpose. While recognising Defence’s long-standing partnership with industry in this area, both Defence and industry need to adapt test and evaluate (T&E) methodologies to advanced capabilities to ensure the Australian Defence Force can shape, deter and respond to threats. For more than 20 years, Nova Systems has been investing and growing a sovereign T&E capability, supporting the unique requirements of the Australian Defence Force. Nova Systems is currently engaged on the F-35A Joint Strike Fighter project to assist in undertaking T&E of this critical sovereign capability. Through this role, our consultants’ intimate knowledge of the Australian operating environment, blended with a comprehensive understanding of test and evaluation methods, enabled the design of the T&E roadmap to address the Australian operating environment. This “Australian-isation” of the system bridged the gap between the deliverable to the United States and what was needed for a sovereign, Australian capability.

Air Special Edition - 30 - www.defenceconnect.com.au Nova Systems Qualified Test Pilot performing flight trials over the Woomera Test Range

“For more than 20 years, Nova Systems has been investing and growing a sovereign T&E capability, supporting the unique requirements of the Australian Defence Force”

Nova Systems has also recently supported the Defence Science and Technology (DST) Group in providing airborne platforms and T&E expertise to bring together space launch and surveillance technologies, building a national sovereign capability. Partnering with academia and professional societies, Nova Systems is investing in a digital toolset to support advanced T&E, ensuring an Australian-owned and controlled capability exists to undertake appropriate T&E of emerging, next generation systems. Nova Systems continues to develop an Australian-owned and controlled T&E, certification and systems assurance capability by maintaining a stable, highly-skilled Australian workforce; building a sovereign training system to ensure that advanced T&E skills will remain available in the country and investing in the tools needed to provide system assurance for complex futures. Nova Systems is a sovereign leader in the provision of next generation T&E.

www.defenceconnect.com.au - 31 - Air Special Edition AVT Australia

The CM262 Multi-Mission Imaging System Provides On-The-Move ISR and C-sUAS

Air Special Edition - 32 - www.defenceconnect.com.au INNOVATING THE FUTURE OF AUSTRALIAN SURVEILLANCE WITH AUSTRALIAN-MADE TECHNOLOGY AVT Australia is a key player in the delivery of high-performance EO/IR imaging systems to optimise Australia’s intelligence, surveillance and reconnaissance (ISR) capability

n a rapidly changing security environment, where new threats continue to challenge Australia and our international allies, strengthening Australia’s sovereign defence I industry has never been more important. The modernisation of surveillance technologies across all domains is crucial in protecting Australia’s interests and assets by providing greater situational awareness to our defence forces. One company that is demonstrating significant innovation in the development of surveillance technologies is AVT Australia. Melbourne-based specialist in gyro-stabilised imaging systems, AVT Australia is transforming Australia’s surveillance capabilities on the ground, at sea, and in the sky. Its lightweight gimbal systems are providing opportunities in operations extending from wildfire management to maritime asset protection. Since 2009, AVT Australia has developed cutting-edge gimbal payload systems for intelligence, surveillance and reconnaissance (ISR) and target acquisition operations for the defence, aerospace and unmanned systems industries. In 2016, the company made a strategic shift to focus on the defence realm following a requirement to deliver advanced, portable multi-sensor optic systems for counter small unmanned aerial systems (C-sUAS) operations. In 2018, the company was acknowledged for its advanced engineering capability with a $2.1 million contract awarded to develop a lightweight, compact Micro Gimbal to enhance the Australian Army’s surveillance capabilities. The innovative Micro Gimbal is the very first of its kind, incorporating a long-range electro-optical (EO) core and a custom long-wave infrared (LWIR) sensor in a compact 260g gyro-stabilised body. Following successful progression of the Micro Gimbal, AVT Australia was awarded a second Defence Innovation Hub (DIH) contract to deliver a next-generation, lightweight imaging system to maximise aerial surveillance for future tactical unmanned aerial systems. AVT Australia www.defenceconnect.com.au - 33 - Air Special Edition AVT Australia

The Micro Gimbal Demonstrates the Next-Generation of Miniature Imaging Payloads

has committed significant resources to the design, development, testing, manufacture, integration and support of imaging systems for the Australian industry. Having secured several Defence Innovation Hub contracts and multiple defence contracts, AVT Australia has experienced rapid growth across all departments. To meet its large research and development (R&D) pipeline, the company has expanded its R&D team across all engineering fields, providing jobs for local talent. In 2020, AVT Australia relocated its R&D facility to expedite growth and meet critical milestones. The company sustained its rate of growth throughout 2020 during the COVID-19 pandemic. In 2021, AVT Australia continues to welcome new talent to its teams to support its contracts. “This is Australian content, designed to enhance our capabilities in Australia,” said chief technology officer, Philipp Senn. “We are extremely proud to be providing capabilities that will positively transform the duties of the personnel using our equipment.” What sets AVT Australia apart from other gimbal manufacturers is its heavy investment in R&D, its holistic business model, and its comprehensive services to its customers. With its expertise in engineering services, AVT Australia offers bespoke solutions to its customers, whilst encouraging engagement throughout the entire R&D process to ensure technology is fit-for-purpose. To continue to deliver world-leading capabilities for Australia and international allied nations, AVT Australia maintains a strong focus on its in-house engineering capability, which allows the company to expand into new markets, whilst developing pioneering technology solutions. Its latest generation of imaging systems includes a cutting-edge 5kg, seven sensor configuration compact payload, the CM234. It features mid-wave infrared (MWIR), short- wave infrared (SWIR), a 12MP EO core, a laser target designator and a laser range finder

Air Special Edition - 34 - www.defenceconnect.com.au Australian Designed and Manufactured Gyro- Stabilised Imaging Systems

in a 4-axis compact system. The CM234 offers superior capabilities to other gimbals of its size, weight and power. “We are able to exceed customer expectation due to our diverse, agile and committed team. With our advanced in-house engineering capabilities, including mechanical and electronics engineering, embedded software engineering, user interface software engineering, control systems, artificial intelligence and machine learning departments, we deliver world- leading capabilities that have not yet been achieved in the industry,” added Senn. “The knowledge that our Australian designed and manufactured surveillance systems are having a positive impact on our customers is extremely rewarding,” Senn continued. “We are extremely grateful to have been acknowledged for the skills within the company and the strong customer support that has allowed us to grow and increase our workforce.” As well as custom gimbal solutions, AVT Australia has a substantial history of offering mature, field-proven systems. The CM262 and CM202U gyro-stabilised optics are largely utilised by Australia’s allies, including the United States Marine Corps (USMC) and United States Air Force (USAF). These systems are providing advanced surveillance and C-sUAS capabilities in the field. AVT Australia’s commitment to delivering world-leading surveillance capabilities to strengthen the Australian defence industry is demonstrated through persistent innovation of new products and technology enhancements. As the company continues to meet critical deliverables outlined by its Australian and international customers, it foresees further growth of the organisation. AVT Australia is consistently looking to enhance its teams with motivated and talented personnel. To keep up-to-date on AVT Australia’s latest innovations or for information on careers within the company, visit www.ascentvision.com.au. www.defenceconnect.com.au - 35 - Air Special Edition ISR investment

File photos of MQ-4C Triton. Courtesy of Northrop Grumman. Image has been manipulated; Department of Defence

Air Special Edition - 36 - www.defenceconnect.com.au WE CAN’T ABANDON SHIP ON AIRBORNE ISR Drone, fixed wing and rotor aircraft are critical to a nation’s ISR capabilities. The Australian and US governments have confirmed this… so what is on the ISR horizon?

By Liam Garman, deputy editor, Defence and Space

he rate of technological change, as well as the growth in air fighting technology among our adversaries, have made Australia and her partners’ old fleet of rotor, fixed T wing and drone ISR aircraft increasingly outdated. In fact, the Commonwealth’s Integrated Investment Program has earmarked $195 billion for ISR investment to meet the strategic needs outlined in the Defence White Paper to 2025. This phenomenon isn’t isolated to Australia. The US National Defense Strategy Commission expressed that the US faces intense military competition from opposing global super powers for the first time in decades. To combat this, the House and Senate Armed Services Committees instructed the Future of Defense Task Force to undertake an examination of the importance of extended airborne ISR capabilities alongside the capabilities of the US’ adversaries. Put simply – the US government implied that it can no longer rely on its conventional fighting force as a sufficient deterrent. Like Australia, the US National Defense Strategy pinpointed ISR as a crucial area for the US’ defence modernisation priorities, with the Department of Defense expressing a desire to ensure that aircraft to have information sharing capabilities. Where the United States’ commitment to air superiority has waned over recent years, allies in NATO have begun acquiring a fleet of UAVs. It seems that NATO has likewise seen what the US and Australia have seen – that airborne ISR is paramount to national security. It is crucial that Australia maintains its commitment to the Indo-Pacific, and must sustain robust and technologically superior rotor, fixed wing and drone ISR capabilities. Intelligence, surveillance and reconnaissance aircraft will help Australia monitor threats, adapt to our adversaries and – if necessary – undertake military engagements on Australia’s terms, and not wait for our enemy. www.defenceconnect.com.au - 37 - Air Special Edition ISR investment

“Both Commonwealth and Defence have gone to great lengths to make sure that Australia procures world-leading ISR capabilities, having identified that ISR is a crucial component of Australia’s defence”

Drones As noted, both Commonwealth and Defence have gone to great lengths to make sure that Australia procures world-leading ISR capabilities, having identified that ISR is a crucial component of Australia’s defence. Australia is expected to continue its launch into the world of unmanned aerial vehicles with the acquisition of MQ-4 Tritons to bolster the nation’s ISR capabilities and provide additional support to the MQ-9 Predator/Reaper. Australia’s acquisition of the Triton is a venture between the US Navy and RAAF, with the UAV specialised to identify the presence of enemy submarines. Defence outlines that the UAV has a flight time of 24 hours and a can fly some 8,000 nautical miles. In fact, the Triton can oversee an area of 2,000 square miles. Critical to the defence of the Indo-Pacific, the Triton can be integrated with the P-8A Poseidon – the US Navy’s specialise ISR fixed wing aircraft – allowing a harmonious transition of data and information between the Australian military and our allies in the US.

Fixed wing While drones are becoming a staple of the international ISR market, they haven’t yet completely stolen the show. The P-8A Poseidon remains a stable feature among the ISR capabilities of Australia and its allies. The Poseidon possess an Advance Airborne Sensor which allows the aircraft to undertake 360-degree target identification and maintain tactical awareness, radio jamming and cyber warfare capabilities, as well as the capacity to trace the source of radio frequencies. Australia has also taken the crucial step to address the growing concern of irregular warfare with the procurement of four customised Gulfstream G550 aircraft. The aircraft possess electronic warfare capabilities, and will seek to provide a link between other aircraft as well as maritime and land units. Both aircraft contain crucial capabilities that are integral Australia’s war fighting capabilities across air, land and sea, and Australia must ensure that large fixed wing ISR systems retain the support that they need to provide a link between all units in the same area of operations.

Rotor ISR capabilities on rotor aircraft are at a historical technological junction. On the one hand, the US Army is looking to phase out a portion of its ISR helicopters which have been in rotation since the Cold War. On the other hand, the Turkish Aerospace Industries have developed unmanned ISR craft that are adapted to high altitudes and that are capable of electronic warfare and radio jamming. Two different nations with two radically different adaptations of rotor for ISR.

Air Special Edition - 38 - www.defenceconnect.com.au Chief of Air Force, Air Marshal Geoff Brown and party, are shown around a MQ-9 Reaper. Photographer: SGT W. Guthrie

In recent months, the United States has been trying to improve its rotor ISR capabilities, inviting Lockheed Martin-owned Sikorsky as well as Bell to submit two prototypes as part of the US Army’s Future Attack Reconnaissance Aircraft program, with the intention of replacing the Kiowa Warrior craft. It seems as though ISR is slowly slipping from the grasp of rotor enthusiasts. Indeed, even Viasat noted that helicopters are typically equipped with less robust SATCOM capabilities than many fixed wing alternatives. Regardless, the rate of technological change could mean that the next fit-for-service rotor ISR craft is right around the corner.

Close The next great technological leap in the war fighting arena is for militaries to provide seamless communication of ISR information and data between air, sea, land and cyber units. While Australia and its allies have flagged the uptake of importance in ISR capabilities, it is crucial that Defence does not put all its eggs in the one basket. Rotor, fixed wing and drones all have their place, and each has its own strengths and weaknesses. Regardless of the strengths and weaknesses, airborne ISR capabilities will continue to remain crucial for early detection of enemy units and thus the protection of Australia.

www.defenceconnect.com.au - 39 - Air Special Edition

Into the future LOYAL WINGMAN A THREE-YEAR JOURNEY FROM DESIGN TO FLIGHT A look into the future of RAAF air combat capability with Boeing’s latest drone technology, the Loyal Wingman

he Loyal Wingman – the uncrewed aircraft co-developed by Boeing and the Royal Australian Air Force capable of smart teaming with existing military aircraft – T represents many things. For Australia, the aircraft represents a turning point – the first military combat vehicle to be designed, developed and manufactured here in half a century. The Loyal Wingman – Advanced Development Program has created a unique opportunity between Defence and defence industry to disrupt air combat. For Boeing, the aircraft represents both technology and business innovation. The work in Australia is the basis for the Boeing Airpower Teaming System, the global program to bring this smart teaming capability to customers around the world. For global defence forces, the aircraft represents the future – a force multiplier capability many say is needed to stay ahead of future threats. A look back at the short history of this aircraft system shows what the future holds for Australia, Boeing and global defence forces.

Innovative design Rapid development from aircraft concept to flight in three years was achieved as a result of the strong partnership between the RAAF, Australian government, Boeing and an Australian industry team. With a global market demand for highly capable, but extremely affordable unmanned aircraft, Boeing applied company-wide innovation to achieve those goals. The aircraft was engineered using a digital twin to model its structures, systems, capabilities and full life-cycle requirements; manufactured with Boeing’s largest-ever resin-infused single composite piece; and assembled using proven advanced manufacturing processes. What is perhaps most unique about this aircraft design is the nose – it is completely modular and can be missionised to meet the needs of a particular customer or situation. www.defenceconnect.com.au - 41 - Air Special Edition Into the future

Air Special Edition - 42 - www.defenceconnect.com.au Loyal Wingman - Boeing

www.defenceconnect.com.au - 43 - Air Special Edition Into the future

ATS engine testing - Boeing

The modularity and flexibility enable customers to get a multi-role capability at a fraction of the cost, and it creates the valuable opportunity to manufacture the contents of that nose to enable sovereign capabilities.

Australian industry team More than 35 Australian suppliers in the Australian industry team, across four Australia states, have contributed to the aircraft development. Critically, 70 per cent of content on each Loyal Wingman aircraft is Australian. According to Boeing program director, Dr Shane Arnott, the industry team is credited with restarting aircraft production in Australia. “We’ve leveraged the skills of the local supply chain to build a Loyal Wingman that will work together with other airpower teaming assets to provide an unmatched capability for Australia and for our global customers,” he said. This includes investment partner BAE Systems Australia, which has been embedded with the Boeing test team on-site; AME Systems Australia, which is providing the wiring on the vehicle; Microelectronic Technologies, which provides the vehicle interface units; Allied Data Systems, which supplies power units; RUAG Australia, which provides the landing gear; and Ferra Engineering, which provides precision machine components and sub-assemblies.

Air Special Edition - 44 - www.defenceconnect.com.au “This is a truly historic moment for our country and for Australian defence innovation. The Loyal Wingman will be pivotal to exploring the critical capabilities our Air Force needs to protect our nation and its allies into the future”

The reveal Emerging from the cover of darkness into the light, a model of the Boeing Airpower Teaming System was unveiled at the Australian International Airshow at Avalon, Victoria, by then Australian minister for defence Christopher Pyne in February 2019. At the time, Pyne said the partnership would “produce a concept demonstrator of a low cost unmanned ‘Loyal Wingman’ aircraft, capable of operating in concert with Air Force’s fifth generation air combat capability”. “There is significant value investing in innovative, future leaning initiatives like this, particularly in the early conceptual stages where Defence can explore concepts and define the role such capabilities can play in our national security framework,” he said.

First aircraft rollout On 5 May 2020 the Boeing-led Australian industry team presented the first unmanned Loyal Wingman aircraft to the Royal Australian Air Force. “This is a truly historic moment for our country and for Australian defence innovation,” said Scott Morrison, Prime Minister of Australia. “The Loyal Wingman will be pivotal to exploring the critical capabilities our Air Force needs to protect our nation and its allies into the future.” As the first of three prototypes for Australia’s Loyal Wingman Advanced Development Program, Air Marshal Mel Hupfeld, Chief of Air Force, said the rollout of the first aircraft was a significant milestone in the Boeing Loyal Wingman project. “This project is an excellent example of innovation through collaboration and what can be achieved working together with defence industry,” said AIRMSHL Hupfeld. “This demonstrates the importance of the relationship Air Force has with Boeing Australia and defence industry more broadly. I look forward to exploring the capabilities this aircraft may bring to our existing fleet in the future.”

Final production assembly location In October 2020, Boeing joined the Queensland government in announcing the state would advance its aerospace and advanced manufacturing partnership – making Queensland the primary final assembly facility for the Boeing Airpower Teaming System, conditional on orders. Queensland Premier Annastacia Palaszczuk said a visionary new partnership with Boeing Australia meant more high-skilled jobs, local supply opportunities and defence industry stimulus. “The creation of additional new aerospace capability could see unmanned defence aircraft produced here by the middle of the decade, with prototype testing and certification taking place before that,” the Premier said.

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Loyal Wingman’s first flight - Boeing

“There is something very special about testing an aircraft that takes technology to the next level. It is iconic in its own way. Experiencing the enthusiasm of the Boeing and Air Force team reminded me of my early career testing aircraft. This is what innovation is all about – working together to achieve many firsts”

Boeing Australia, New Zealand and South Pacific president Brendan Nelson said the partnership with the Queensland government would build cutting-edge skills to stimulate the innovation ecosystem in Queensland. “This includes introducing technologies such as advanced robotics; investment in universities, small-to-medium enterprises and start-up companies; as well as creating global export opportunities for Australia’s supply chain.”

First taxi testing Just before Christmas 2020, the Boeing-RAAF partnership achieved another milestone, completing the first high-speed taxi test of the Loyal Wingman in preparation for first flight. RAAF Head of Air Force Capability Air Vice-Marshal Cath Roberts said seeing the aircraft in person during the December trials was extraordinary. “There is something very special about testing an aircraft that takes technology to the next level. It is iconic in its own way,” said AVM Roberts. “Experiencing the enthusiasm of the Boeing and Air Force team reminded me of my early career testing aircraft. “This is what innovation is all about – working together to achieve many firsts.”

First flight and program expansion The excitement was palpable at the Woomera Range Complex at the end of February 2021 – exactly two years to the day of unveiling the model at Avalon Airshow. The Loyal Wingman aircraft took to the runway and completed a successful take-off under its own power, making history for Boeing and Australia. “The Loyal Wingman’s first flight is a major step in this long-term, significant project for the Air Force and Boeing Australia, and we’re thrilled to be a part of the successful test,” said AVM Roberts.

Air Special Edition - 46 - www.defenceconnect.com.au ATS Taxi - Boeing

Following the history-making flight, the Australian government announced its intent to co-develop a further three Loyal Wingman aircraft to advance the air-teaming vehicle, payloads and associated support and training capabilities – increasing the aircraft’s production capability to six aircraft. “We’re honored to be opening this part of aviation’s future with the Royal Australian Air Force,” said Boeing Defense, Space and Security president and CEO Leanne Caret. “We look forward to showing others how they also could benefit from our loyal wingman capabilities.”

Next steps for Loyal Wingman In the short space of three years, Boeing Australia has designed, manufactured and now flown the Loyal Wingman with its RAAF and industry partners. Additional Loyal Wingman aircraft are currently under development, with plans for teaming flights scheduled for later this year. As part of the follow-on contract, Boeing is also jointly pursing export opportunities with the Australian government. Collaboration and facilitation between the Australian government and US government will support export of the Airpower Teaming System technology to the US in support of US programs. Meanwhile, countries around the world continue to show interest in this Australian designed and developed smart teaming capability. “It started with a handful of people, an innovative spirit and a determination to do something we’ve never done before,” said Dr Arnott, program director, Boeing Airpower Teaming System. “This is bringing the best of Australian industry forward and showing the world what we can do.” www.defenceconnect.com.au - 47 - Air Special Edition Training and simulation

EVOLUTIONS IN TRAINING AND SIMULATION The RAAF’s history of using flight simulators dates back more than 70 years, when the famous Link Trainer (or Blue Box) was used for basic instrument flight familiarisation

By Philip Swadling, technical director, Avionics, Thales Australia

ince then, most of the RAAF’s aircraft have been supported by a flight simulator, each generation of simulator more advanced and more capable than the last. The evolution of S technology driving the training and simulation ecosystem has accelerated enormously over the past 25 years. Modern simulators create a high level of immersion that engages the trainee on multiple sensory levels – generating environments and scenarios that are closer than ever to the real world. Driven largely by the entertainment and gaming industry, the increasing performance of personal computers and graphics processing has led to rapid improvements in the quality of computer-generated imagery to support training by dramatically increasing the complexity and realism that can be displayed. Some simulators are now providing eye-limiting resolution displays – the fidelity is so high that at certain distances the simulation is indistinguishable from a real-world environment. The use of game engines for training has been a major trend over the last 15 years or so, and while they are yet to fulfil all the requirements of a full flight simulator, they do provide significant capabilities for tactical and procedures training. As well as becoming more powerful and capable, the computers that power this revolution are shrinking in size at a dramatic rate - what was once a room full of computers now fits into a single rack. Additionally, they’re cheaper to acquire, and require less power to run. Similarly, virtual reality (VR) headsets are making amazing leaps, and are able to support tactical and procedural training in their current form. While VR headsets are showing rapid growth in the military pilot training area, they are yet to fully take hold in civilian pilot training as the regulatory framework is yet to catch up with the capability they can provide.

Air Special Edition - 48 - www.defenceconnect.com.au Internal view of the cockpit in the EASA/CASA Level D qualified Reality H AW139 Flight Simulation Training Device, in the Thales Lifeflight Simulation Centre in Brisbane

www.defenceconnect.com.au - 49 - Air Special Edition Training and simulation

External view, showing the Hexaline motion system

The advances in the technology supporting simulations are underpinned by another rapidly evolving technology trend – data science and artificial intelligence. This exciting technological frontier provides training organisations with the ability to analyse data captured from both simulators and live platforms to identify trends and patterns of behaviours that can be fed back into the training program to make improvements. Combined with advanced biometric sensors such as eye tracking and heart rate monitors, and technologies that assess the cognitive state of a trainee using this information, instructors are able to adapt training in real time and provide more objective feedback.

Over 25 years of training and simulation experience Some of this evolution of technology and capability can be seen in the range of different simulation platforms that Thales has provided to the RAAF over the last 25 years. Of course, the technology revolution can also be seen in simulators provided to the RAAF by other simulator manufacturers. Going back to the 1990s, Thales delivered a Mission Simulator to enable training for the F-111C Avionics Upgrade Program - a program which delivered an upgrade to the General Dynamics F-111C which had been in service with the RAAF since 1973. At the time it was delivered, the F-111AUP simulator was the most advanced flight simulator for a military fast jet aircraft in Australia, with a significant part of the development work completed in Australia. This simulator featured a complex tactical environment simulation and an Australian developed Image Generator. Thales provided maintenance and capability upgrades for the simulator, and training support, right up until the F-111 was retired from RAAF service in 2010.

Air Special Edition - 50 - www.defenceconnect.com.au “Virtual reality (VR) headsets are making amazing leaps, and are able to support tactical and procedural training in their current form. While VR headsets are showing rapid growth in the military pilot training area, they are yet to fully take hold in civilian pilot training as the regulatory framework is yet to catch up with the capability they can provide”

The F-111 Mission Simulator was followed by the AP-3C Advanced Flight Simulator, and then the Wedgetail Operational Flight Trainer. The AP-3C and Wedgetail were both based on civil flight simulator technology, the E-7A Wedgetail being a heavily modified Boeing 737, and both simulators were qualified to the standards used to qualify flight simulators for commercial airliners, with additional military aspects accommodated. The Wedgetail simulator incorporates a highly detailed air-to-air refuelling model, which is widely regarded as a world leading capability. The air-to-air refuelling model and the adaptations to convert the civil flight simulator to a Wedgetail were developed by Thales engineers right here in Australia. In this time, the improvement in imagery and reduction in computing and related infrastructure has become extremely evident across these projects. The F-111 has been retired, and the AP-3C is transitioning out, but the Wedgetail has a long life ahead. Supporting military flight simulators over an extended period of time poses unique challenges. With an increased level of COTS technology forming the core of modern flight simulator design, obsolescence is a constant challenge. Military aircraft are also constantly evolving, requiring close attention to ensure the training provided in the simulator is valid. There is also a need to support changes in operational employment of the aircraft by making updates to databases and tactical simulations. The need to maintain qualification standards requires close attention as well - simulation configuration changes need to be done in such a way as to maintain compliance with the qualification standards. Of course, it’s not just been the RAAF that has benefited from technological advancements made over the last 25 years. Major defence platforms have all benefited from the improved training capabilities offered by advanced simulation technology. The key to ensuring that simulators remain relevant and viable for training is ensuring a close alignment between technology development and the needs of customers. This not only includes delivery of systems that achieve the initial operational targets of the customer, but also operational through-life support and maintenance for the system, and providing appropriate supply chain support to ensure longevity. This close collaboration with both the customer and training organisations encourages technical innovation and solutions that deliver better skilled and equipped graduates for both civil and military environments. Ideally, an integrated team with trainers, training development specialists and simulation specialists collaborating to develop and sustain a training system is the best approach. Thales solutions have always been focused on ensuring the device provides a suitable representation of the aircraft while also providing strong support for the instructor.

www.defenceconnect.com.au - 51 - Air Special Edition Members of the NSW Police Force Training and Air Wing training on the EC135 simulation flight simulator at 723 Squadron, HMAS Albatross during the COVID-19 pandemic. Photographer: CPOIS Cameron Martin SUBSCRIBE & SAVE! Great reading, great photography and great value Enjoy our unique blend of insight and opinion and photography from Australia’s greatest aviation writers and photographers, 4 times a year. Receive the quarterly print magazine days in advance of it going on sale in newsagencies, delivered to your door.

In recent years, the focus has shifted to take full advantage of the capabilities provided by advances in data analytics, wearable biometric sensors, AI and cognitive neuroscience to enable optimal training at the individual level while respecting the needs of the training system as a whole. Ensuring problem solving, decision making and communications skills are gained from training as well as technical skills is becoming ever more important, as highlighted by ICAO’s Evidence Based Training initiative. The use of AI-based autonomous systems will have a significant impact of training requirements. These developments are taking place as simulation continues to expand outside of the training sphere and is applied to other areas of industrial innovation. The concept of a Digital Twin is a good example of this. Representing a link between the digital and real world, a modelling and simulation-based digital twin allows the design, build and test of a system in a simulated virtual environment and then monitor real world assets and design updates in the same virtual environment. Though in relatively early days, the use of highly detailed models and simulation in this way will have major benefits for many industry sectors, potentially saving users millions in maintenance and manufacturing costs. Subscribe online at australianaviation.com.au/subscribe The ability to understand and react quickly with innovative solutions has been a key driver of the simulator technologies over the last 25 years. With the rapidly changing technology landscape as well as constantly emerging operational needs, this agility and responsiveness is going to be increasingly important. The need for a highly-skilled Australian simulation workforce has never been greater.

Air Special Edition - 52 - www.defenceconnect.com.au

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AA_SubsAd_379.indd 2 23/03/2021 7:25:44 PM Q&A

Q&A with Nova Systems’ Tim Grabert TITANS OF T&E LEADING A NEW GENERATION OF TEST AND EVALUATION SPECIALISTS

Tim Grabert, newly appointed test and evaluation (T&E) capability lead at Nova Systems, discusses the group’s track record in the aviation sector, and explains how he plans to help drive the continued evolution of the firm’s offering in the years ahead

Q: For more than 20 years Nova Systems has been a sovereign leader in T&E capability. In a rapidly changing and increasingly integrated environment, what do specialist T&E services look like in Nova Systems’ future and how does your appointment support that? Tim Grabert: The test and evaluation (T&E) of complex systems is a core capability of Nova and it has been for 20 years. It was what our company was founded on and is something our company will continue to invest heavily in across all the domains of land, sea, air, cyber, and space. As an organisation, we’re deeply committed to continuing to be a sovereign leader in T&E, and we’re going to continue to invest in and grow this core capability and we’re particularly focused on the identified critical industrial capabilities of Joint Force Assurance and Complex Systems of Systems T&E. My appointment is going to play a part in ensuring we continue to grow and provide a capability that meets the evolving needs of defence both today and into the future.

Air Special Edition - 54 - www.defenceconnect.com.au SIAI-Marchetti S.211 used by Nova Systems in support of sovereign flight test trials

Q: What are some of Nova Systems’ success stories? Can you outline the projects that Nova has been involved in and the significance of T&E in those projects? Tim Grabert: There have been many over the last 20 years, but perhaps a small sample of key programs are: the F-35A Joint Strike Fighter project — our T&E professionals were able to provide the T&E roadmap to help introduce that capability into service; the E-7A Wedgetail platform — Nova Systems supported the delivery of initial operational T&E, and has since had teams of personnel supporting the aircraft including teams of T&E experts flying on the aircraft in support of that capability through its in-service phase; the AIR5428 program — the work that our T&E practitioners did on acceptance verification and validation during the introduction into service of the PC-21 training aircraft and simulators. This was a great demonstration of our System of Systems V&V capability; and the MRH-90 Helicopter project — our personnel have supported that capability for a very long time now. I think it is fair to say that there aren’t many recent major projects where we haven’t had an opportunity to provide some level of T&E support.

Q: What is it that sets Nova Systems apart? Tim Grabert: I would say our depth of T&E knowledge and experience across domains, and our continued investment in our T&E capability in the form of digital toolsets and personnel is what sets the T&E capability we provide apart. We’re really focused on being able to deliver a T&E Capability, not just T&E practitioners. www.defenceconnect.com.au - 55 - Air Special Edition Q&A

Team Nova Systems pulls a C-17 Globemaster as part of the Friends with Dignity fundraiser. Photographer: CPL Casey Gaul

We understand that T&E is all about providing information to the decision maker to allow them to make informed risk-based decisions about their respective capabilities. It provides decision-makers with critical information about operational effectiveness and operational suitability. That can be both on the operational side — making sure everybody, up to the Joint Force Commander is informed as to what capability they can project on any given day — or informing the government and organisations like CASG on matters relating to the acquisition and sustainment of capabilities. Our investment in T&E tools, processes, personnel, and training will ensure we are best positioned to characterise both the operational risks and acquisition risks that clients are facing well into the future.

Q. As Nova continues to grow and diversify across domains, how is Nova harnessing and codifying that knowledge and experience to ensure Defence is continually provided with a world-class T&E capability? One of the key ways we achieve this is through our continued investment in our T&E training program, and the continuous development of the training products that we offer both internally and to our clients. It’s something that Nova has always done; providing specialist engineering training to both Defence and the broader industry in order to build sovereign T&E capability. Our T&E practitioners are the people instructing our courses and developing the training offerings. As a T&E practitioner at Nova, you can be out there test flying aircraft or testing a mission system one week, but then the next week, you can be providing training to our

Air Special Edition - 56 - www.defenceconnect.com.au clients and partners, so they can go out there and do it themselves. That’s one way we codify our knowledge and experience; by taking what we’ve learnt from our consulting work and turning it into training programs accessible to our clients. We are also focused on developing T&E digital toolsets, and integrating traditional T&E methods with digital tools to ensure knowledge is captured, codified, and reused on future programs to achieve efficiencies for the client.

Q. In addition to recently being appointed the T&E capability lead for Nova Systems, your CV says you are both a flight test engineer and senior systems engineer. Can you describe the types of tasks and projects that T&E professionals like yourself perform and the link between T&E, engineering, and capability assurance? As a flight test engineer, my work involves testing aerospace systems, planning how to test systems, and identifying the information needs of decision makers to ensure systems are fit for purpose. The most satisfying part of my role is having the opportunity to connect the engineering and operational worlds. That might be as a result of a new modification or capability upgrade, or just to go out there and characterise what capability the system has in its current state. T&E is a key aspect of the systems engineering process. This is because systems engineering is about understanding the needs of the end-user and then deriving testable requirements from those needs. As T&E practitioners, we collect the evidence to either verify or validate that the system has met the needs and requirements of the user. The process of collecting verification and validation evidence is the basis of certification and systems assurance.

Q. How is Nova developing its T&E workforce, what skills, knowledge and training do you think the contemporary T&E professionals will need to support future capabilities, such as systems of systems? What do you think a modern T&E workforce/organisation will look like? We’re developing our future workforce through significant investment in training and workforce professionalisation. We’re also investing heavily in digital engineering toolsets; things like our model-based systems engineering capability, and our data integration and management tools to ensure we provide a truly world-class sovereign T&E capability to Defence and our industry partners. Systems of systems T&E will require T&E practitioners to have digital engineering skills and knowledge in order to collect and make sense of data faster than ever before. This is why we’re investing in our workforce and digital tools to ensure we remain ready to test the currently emerging types of complex and integrated systems of systems.

Q. Finally, looking ahead, what are your short and medium-term objectives? It’s no secret that we’re growing rapidly so continuing to professionalise our T&E workforce, our new starters, by training them through the deployment of our training products internally, to ensure our practitioners can access the 20 years of knowledge and experience we’ve gained. So my short to medium-term objective in this space is continued workforce professionalisation. My medium-term objective is to continue maturing our toolsets to make sure they are well positioned to conduct the type of system of systems T&E of the complex network capabilities that are being acquired and introduced into service. www.defenceconnect.com.au - 57 - Air Special Edition In transit EJECTING – TRANSITIONING FROM THE ADF Christian ‘Boo’ Boucousis explains how he successfully transitioned from the Royal Australian Air Force after his career as a pilot was cut short by adversity

Christian ‘Boo’ Boucousis, lead speaker and coach, Afterburner Australia

y career in the ADF flying F/A-18 Hornets, and on exchange flying Tornados in the UK, was to this day, one of the most rewarding periods of my life. It was M also a career cut short after the diagnosis of an autoimmune disease called Ankylosing Spondylitis, a big name for a degenerative condition that robs you of mobility and sets you up for a life of pain management and medication. So began the start of my transition from the RAAF into business and the beginning of a comfortable relationship with transition and change — a relationship I unwittingly developed as a fighter pilot. Now you’ll need to bear with me for a little bit, I’m going to talk about myself, something fighter pilots tend not to do. However, as this is a story about life transitions, especially transitioning out of the ADF, it’s a very personal and emotional one, so I need to set the scene for you. I was one of those pilots who always dreamed about becoming a fighter pilot. I don’t recall any other career aspirations as a child. I think I read every book ever written about fighter pilots in WWI, WWII, Korea, and Vietnam before I left high school. My sole focus and purpose was to make it into the cockpit of a single seat fighter, specifically the RAAF’s F/A-18 Hornet. I was lucky to have this focus! I wasn’t a particularly academic kid, preferring to focus on sport and to be honest, dream about a future of life in the cockpit. The time I should have spent in academics, was time spent washing aircraft at my local airport for pocket money, studying aviation at TAFE, and learning to fly at the Aero Club — I lived and breathed

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aviation. Without that aviation focus, I’m not sure what I would have done with my life in those formative years. I was also applying to join as a pilot with the RAAF, Army and Navy whilst studying at school, initially to join the academy, where the ADF demonstrated great insight and knocked me back, informing me; “You don’t seem to be motivated about a degree, it seems you just want to fly”. Yep, spot on! So, I joined as a direct entry pilot. A few years ago, I accessed my personnel file to renew my security clearances and I encourage every ex-ADF member to do so! It was a fascinating journey down memory lane, where every action I took or decision I made was forensically examined and critically assessed. Reading through this 20-year-old documentation, I was surprised by what those assessing me had to say. I was only 19 when I joined, however one of the traits mentioned during my officer selection panel was the “degree of maturity” I exhibited. I hardly felt mature at the time! This conclusion was reached based on the commitment I had shown to becoming a pilot, to quote, “Boucousis exhibits the determination and commitment to become a pilot by holding two jobs working seven days a week to fund his flying”. Did I mention I dropped out of university after six weeks? I couldn’t figure out how a degree in mathematics was going to help me and I was only doing the course because I watched a video where an F-111 pilot had a degree in mathematics. There were two motivators for this decision, the first, I wasn’t very good at maths, the second, the hours I spent in the lecture theatre were hours not spent in the cockpit or earning money to fly.

Air Special Edition - 60 - www.defenceconnect.com.au “I think I read every book ever written about fighter pilots in WWI, WWII, Korea, and Vietnam before I left high school. My sole focus and purpose was to make it into the cockpit of a single seat fighter, specifically the RAAF’s F/A-18 Hornet”

Needless to say, my pre-RAAF life wasn’t the most glamourous. Mowing lawns and landscaping during the day, and working in a pub as a general hand at night and on the weekends. In between I found the time to squeeze in a few hours of flying, ultimately self- funding my private pilot licence around the time I was selected for pilot training. The pilot training machine for the RAAF is a work of art. Reflecting on a 16-year career in business, there is nothing as sophisticated, focused, and reliable in turning out top-notch aviators — I’d go as far to say the best in the world. I believe Australia is uniquely placed to learn from big peers in the US and UK, yet be small enough that everyone knows everyone. When you’re “in”, it feels like it’s a little over the top, the organisation may be a little disorganised and for some reason, you don’t get every posting you want! However, compared to how other organisations run, it’s a well-oiled machine! I don’t remember much of the specifics between joining up and starting work in the Squadron as a newly minted D-Cat fighter pilot. I do remember how it felt, the people, the professionalism, and the environment. It was second to none, efficient, and aligned in purpose and execution. Now I may look back with rose-tinted glasses, the same way an-expat always talks up home, thanks to my early discharge. I don’t believe that though. Today, I am an entrepreneur, I’ve been able to indulge my dreams and ambitions, to lie on the greener grass on the other side. You know what? It’s not that green! Maybe for a day or two, however, it’s really just the same. Maybe I should step back quickly, to the year I was discharged and transitioned into the “real world” as a 30-year-old man with zero skills beyond flying jets at speed. This was a period of soul searching and exploration. I spent a little over a year ground bound filling a posting at the Australian Defence Force Warfare Training Centre at Williamtown. A magnificent posting in hindsight. I had no concept of how complex it was running a country! Here I learned about the many Defence and non-Defence players involved in defending our country and how it integrated into the Australian government’s agenda. It set me up with skills I still apply to this day.It was during this time we’d just finished operations in Afghanistan and Iraq. I’d come to learn a little more about NGOs, the UN and the private sector’s role in fulfilling the agenda of government and non-government agencies. So, with my discharge processes, I set up my first business with a very good friend I had made in the UK and we both jumped on a flight to Kabul and established a business, helping anyone who needed help! The short version of a very long story goes like this. The business succeeded beyond our wildest imaginings, we soon developed a reputation for integrity, getting the job done and always surpassing expectations. Attributes and traits instilled in me as a member of the ADF, just applied slightly differently. From Afghanistan it was over to Perth to build the world’s tallest prefabricated hotel, setting records for construction speed through the

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“It’s not the technical skills you learn in Defence, it’s the way of working, the way of thinking and most importantly the calibre of person you are. Don’t take for granted the system that recruited you, they know what they are doing! You were recruited because you are an outstanding individual with the traits required to be successful”

application of innovative construction techniques. I also transitioned into publishing, converting a paper magazine into an online global publication. Today, I have the amazing opportunity to tap into my past, helping companies grow using the same techniques and skills I learned as a fighter pilot. Possibly the most rewarding transition I’ve made, where I see the value of a career in Defence, applying my lessons learned there into the private sector. The success didn’t come easily though and there are certainly elements of the story where success was elusive. The successes were always the sum of the same parts. I’ve learned over time, some would say “the hard way”, that when you transition into anything, from anywhere, it’s harder and takes longer than you’d think. We always see the end result first. Whether it be a transition into a corporate role, a small business owner or directly across into the civilian workforce. What we aren’t so good at is preparing for the bit in between — the three years of sweat and tears expended as you equip yourself with the skills and knowledge to contribute within the field you are transitioning into. The key lesson here is, it’s not the technical skills you learn in Defence, it’s the way of working, the way of thinking and most importantly the calibre of person you are. Don’t take for granted the system that recruited you, they know what they are doing! You were recruited because you are an outstanding individual with the traits required to be successful. This is where the recurring themes of successful people start to become obvious. Success doesn’t care if you came from a military background, started on the streets or from a privileged background. I’ve seen success and failure in places you wouldn’t expect to find them.

What are these themes? 1. Focus – You must find something you can commit to mind, body and soul. Don’t transition for money. Spend time researching what it is you want to transition into. 2. Commitment and consistency – Show up everyday and jump through all the hoops. Just like the ADF, a lot of what you do won’t make sense at the time. Fortunately, you’ve been trained to just do it! 3. Never give up – When you transition into anything, you start again, right from the bottom. The good thing is though, with the skills you’re naturally equipped with, you have the ability to accelerate your journey to the top.

As a fighter pilot, I was always taught to deliver on three objectives with every mission, no more. To me these three objectives are the top three recurring themes I see in successful people. Being successful isn’t about winning big all the time. It’s about committing to the small wins each day, that ultimately lead you to the life you want to live.

Air Special Edition - 62 - www.defenceconnect.com.au Credits

EDITORIAL ADVERTISING ENQUIRIES: Deputy editor: Senior partnerships manager: Liam Garman Joe Vince [email protected] Contributors: Christian Boucousis Media strategist: Air Marshal Mel Hupfeld Andy Scott The Hon Melissa Price [email protected] Production manager: EDITORIAL ENQUIRIES: Lyndsey Fall [email protected] Senior production editor: Keith Ford

CREATIVE Senior designers: CONTACT Daniel Berrell Level 13, 132 Arthur St, Allisha Middleton-Sim North Sydney, NSW, 2060 Jack Townsend Phone: 02 9922 3300 Designer: Sheriel Paez Dominique Nava DEPARTMENT OF DEFENCE Photographers: Broadcast media manager: CPL David Cotton Todd Stevens CPL Colin Dadd CPL Casey Gaul OFFICE SGT David Gibbs Accounts: CPL Kylie Gibson SGT W. Guthrie Chris Brace CPOIS Cameron Martin Media coordinator: LAC Mark McConnell Anthony Lee SGT Tex Morten CPOIS Damian Pawlenko Marketing manager: S SGT Jensen Stidham Demii Kalavritinos Head of event production: Cover photograph: Jennifer Hardy CPL Craig Barrett Deputy head of content: Emma Ryan Director, commercial growth: Two Royal Australian Air Russell Stephenson Force F/A-18A Hornet aircraft from No. 77 Squadron, Director: conduct a handling display Alex Whitlock over RAAF Base Williamtown, New South Wales. www.defenceconnect.com.au - 63 - Air Special Edition Wiesel Armoured Weapons Carrier

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