History, Politics And Current Affairs

With thanks to Mark Bailey and James 1978.

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Introduction.

With the ongoing Konftontasi 2 with Indonesia, the Australian Defence Force had, by 2005, a rather eclectic fleet of fixed and rotary-winged aircraft. This was due to a multitude of factors, three being dominant: the initial ‘knee jerk’ political responses to the totally unexpected strategic shock of the outbreak of Konfrontasi 2; the demands of exigency, and the final phase of proper strategic planning.

Some of these aircraft were of the most modern types available, while many were older, including second-hand types (some resurrected). That mix of aircraft, with some having been hurriedly bought to meet urgent requirements, led to something of a logistics nightmare for the Australian Defence Department. In the longer term, Australia planned to procure the most modern aircraft available, and reduce the number of different types operated. However, that plan was subject to world events. What resulted was something very different: reducing to the number of types required by the mission sets and accepting that many missions did not require expensive modern types. In turn this resulted in a radically unusual high-low mix.

The Royal Australian Navy

Fixed wing.

Grumman S-2GT Tracker
After initial withdrawal from service, the surviving RAN Trackers were stored at East Sale for sales which never eventuated. Two were retained one as a gate guard and one going to the Fleet Air Arm Museum. When a requirement for a short range Maritime Patrol Aircraft was identified during Konfrontasi 2, the stored Trackers were remembered and the United Aeronautical Corporation of Tucson Arizona’s Turbo-Tracker upgrade was noted. One of the Australian Trackers was used as a prototype for a turboprop powered upgrade. Once it was seen to be a success, the aircraft in storage were upgraded with assistance of UAC and more Trackers were purchased from UAC (which did a full airframe refurbish on ex-AMARC USN aircraft) and then upgraded at Avalon. Operated by the RAN, the Trackers freed up the RAAF's AP-3C fleet for longer-range patrols and above all to focus near-entirely on ASW. As in WWII with the Anson fleet, Trackers formed a very large Squadron administratively, but were distributed around the coast in semi-independent Flights, doing coastal maritime domain surveillance and littoral ASW.

Grumman C-1T Trader
A Carrier Onboard Delivery variant of the Tracker, four were procured at the same time as the Turbo Trackers. Used for cargo duties primarily in support of the Tracker fleet scattered around the immense coastline. The possibility of converting them into tanker-transports was being explored in 2005.

Grumman E-1T Tracer
A turboprop variant of the Tracer Airborne Early Warning variant of the S-2. The 11 surviving Tracers were already owned by UAC and were procured at the same time as the Trackers. Were fitted with an austere variant of the AN/APS-139(A) radar and associated systems used by the E-2C. While acquired specifically for maritime domain awareness to build a ‘common operating picture’ (COP) out to 1000nm (3 days steaming) from the coast, it would be a Tracer that would detect the missile attack on Canberra.

Hawker Siddeley HS 748
Procured in the 1970s to replace C-47 Dakotas, the HS.748 was used for light transport and training roles. Two aircraft were modified to act in the Electronic Warfare training role However, the aircraft lacked power generation to act as more than basic EW trainers and were retained in this training role. In 2005, the RAN continued to use its 748 fleet for light transport and occasional VIP transport duties. Replacing the ageing Rolls Royce Dart turboprops with Pratt & Whitney Canada PW127 engines (as used in the BAE Jetstream 61) was being pursued and some additional airframes, including aircraft with Large Freight Doors, were acquired.


Rotary-winged

Eurocopter AS350BA Squirrel
A single-engined helicopter primarily used for rotary-winged training. However, did have a light-transport role and was occasionally deployed aboard RAN vessels for flight-deck qualification and light utility work. Squirrels were also often deployed aboard Leeuwin class survey ships.

AgustaWestland AW109
Three of these aircraft were leased for training purposes in 2005. The AW109 also had a secondary rescue capability, though that was generally used to train potential SAR aircrew.

Westland Sea King Mk.50
Procured for service aboard RAN aircraft carriers in the ASW role, when HMAS Melbourne was decommissioned, the helicopters lost their ASW capabilities. A dozen of the Sea Kings were refitted with dipping sonars to allow them to once again take on the ASW role when deployed to HMAS Kanimbla. Eight other aircraft continue to operate in the utility role. The utility aircraft would be designated the Mk.50A, while the ASW were Mk.50B. By 2005, the RAN Sea King fleet was considered to be overdue for replacement.

Sikorsky S-70B-2 Seahawk
The main ASW helicopter of the RAN, which primarily operated from frigates. Was broadly similar to the SH-60B of the US Navy. The Seahawk was capable of both ASW and ASuW. The RAN was planning to replace most of the S-70B-2 fleet with MH-70R dipping sonar helicopters, as it had been worked very hard and replacement was considered cheaper than an upgrade.

Kaman SH-2G (A) Super Seasprite
Procured to operate from smaller warships, like the Anzac Class frigates and the RAN River III class (based on the RN operated Batch 2 Castle class corvettes) Coastal Frigates which they could only land on to refuel. The programme was somewhat troubled, which was considered odd, as the entry of the SH-2G into US Navy and RNZN service had been successful. Somehow the Gremlin that seems to occasionally affect ADF helicopter procurement had settled on the SH-2G as a target. By 2005 the helicopter was in front-line service, but the RAN was not fully satisfied with its performance. Should a suitable helicopter become available, it is likely that the SH-2G will be replaced. There were rumours that the RNZN has expressed interest in acquiring the RAN helicopters if they are withdrawn.

Sikorsky MH-60R Seahawk
The replacement for the existing S-70B-2 fleet, the MH-60R was not yet in front-line service in 2005. Just equipping a training squadron. It was planned that the MH-60R would only initially replace the older Seahawks, with a later batch replacing the Sea Kings, though that plan had recently changed. However, there were strong indications that more MH-60R may be purchased to replace the troubled SH-2G (A).

AgustaWestland Merlin HM.51
The RAN had not planned to procure the Merlin; they were included as part of the Type 45 deal. The RAN would really have preferred to buy additional MH-60R, however the Merlins were included at less than cost-price (BAES had bought the aircraft from Augusta Westland and sold them for less than the value of the airframes). Although they did not want the helicopters the RAN was very satisfied with the Merlin HM.51.

The Australian Army

Fixed Wing

Beechcraft King Air B350
A twin-engined light-transport aircraft used for a variety of roles, including communications, medical evacuation, and aerial surveillance and survey. The aircraft were extensively used in East Timor, some being lost there.

GippsAero GA-8 Wirraway II
A small single-engined utility and transport aircraft designed for use in remote areas and from austere air strips. The Australian Army used it in the transport, ISR and search and rescue roles. Wirraway IIs were, for example, used to support the Regional Surveillance Brigade. Both inserting patrols and providing resupply. The aircraft was also used in the Forward Air Control (Airborne) role, being equipped with smoke rockets to mark targets. The army Wirraway II were not supported to carry weapons, that supposedly being reserved for RAAF examples, though that rule has more been honoured in the breach, most especially in East Timor.


Rotary-winged

Bell UH-1H Iroquois
Originally procured during the Vietnam War for use by the RAAF, the Iroquois fleet would be transferred to the army in 1989 and 1990. While replaced by more modern helicopters, the UH-1H was in 2005 used for training and support of army units assigned to Home Defence duties.

Bell UH-1N Twin Huey
An urgent procurement from US stocks to provide additional helicopter capacity for operations in East Timor, pending arrival of more modern helicopters. The Twin Huey fleet equipped two squadrons that supported 2nd Division. Replacement was due around 2007-2010, depending on available finance.

Bell AH-1F Cobra
Urgently procured from US stocks as interim capability pending delivery of AH-1V. Will be replaced by AH-1V as production allows. As with the UH-1N, the AH-1F supports 2nd Division.

Sikorsky S-70A
The Australian derivative of the UH-60 Blackhawk. While initially the helicopters were equivalent to UH-60A, they have been upgraded to a similar standard to the UH-60L. In 2005 the S-70 equipped three squadrons, primarily supporting 1st Division.

Sikorsky MH-60K
A Special Operations derivative of the Blackhawk. A single squadron, part of 6th Brigade, was equipped with the variant.

Bell AH-1V (Aus) Taipan
The Australian Army has for a long time had a requirement for an attack helicopter. The Franco-German Tiger was identified as a possible candidate, however the urgency of the situation in East Timor led to a different path being taken with the urgent procurement of the AH-1F. A four-blade derivative of the AH-1W SuperCobra, similar to the CobraVenom offered to the British Army, was chosen as a longer-term solution. The Taipan would be similar to the slightly later AH-1Z Viper used by the USMC and the Australian helicopter would be brought up to a similar standard. Two squadrons of Taipans supported 1st Division in 2005, with further orders having been placed to replace the AH-1F.

Boeing CH-47D Chinook
Originally earlier variants of the Chinook were operated by the RAAF between 1974 and 1989 before being retired on cost-saving grounds. The ADF soon found that its other helicopters could not replace their capabilities and four CH-47C were upgraded to D standard and returned to service in 1995. Although, with the Australian Army instead. Additional D models were procured and by 2005, two squadrons of the army were equipped with the Chinook.

The Royal Australian Air Force

General Dynamics F-111 Fleet (F-111A/C, C & D)
The backbone and 'crown jewels' of the RAAF fast-jet fleet, the F-111C give the air force a capability almost without peer in the Indo-Pacific region.

The F-111 situation after 1999 was complex and the RAAF devoted serious effort to expand and rationalise the fleet. By 2005 the Fleet had been modified during the confrontation period as follows:

1. The F-111A/C all upgraded to F-111C standard.
2. The F-111D upgraded to specialise in land strike.
3. The F-111C specialised in maritime strike.
4. Four F-111A purchased and converted to RF-111C

By 2005 thay gave a fleet of
F-111C: 15 (2 lost 2003)
RF-111C: 6
F-111D: 17
EF-111D : 4
Training/Development and Experimentation Support
F-111A/C(T): 4 Purchased as training aircraft for aircrew and maintainers.*

* The four F-111A/C also formed something of an attrition reserve.


The RAAF fleet was included in the same upgrade pathway as E, F and G model USAF aircraft, which gave them a new digital avionics suite and greatly expanded PGM capability. The Australian aircraft also had the capability to carry the AGM-84 Harpoon, AGM-42 'Popeye' and ALARM missiles. Four of the original fleet were equipped as the RF-111C, which had a reconnaissance pallet fitted in the weapons bay. The reconnaissance pallet contained four cameras and an infrared linescanner unit and was fitted in the F-111's weapons bay. The RF-111Cs retained their strike capability, though it was highly unlikely that they would have been risked in that role. A number of surplus F-111A were acquired from the United States over the years to serve as attrition replacements, being brought up to C standard. Two former F-111A were modified in 2001 to RF-111C standard, bringing the fleet up to the originally planned six aircraft. The RAAF did express interest in acquiring the similar G model (ex-FB-111A), however the USAF retained all of these aircraft for the Air National Guard.

General Dynamics F-111D
Surplus USAF F-111D were purchased on the initiative of the then Minister of Defence, without consultation with senior leadership of the RAAF. Senior officers were privately appalled by the deal, as the D model was very different from the existing C and conversion to the same standard would be prohibitively expensive (the RAAF did not have the budget available to do so in any case). Of the 21 purchased, four would be converted to EF-111D 'Spark Pigs' (see below). The remainder were re-worked and the avionics made as common as possible with the C model. The D model was optimised for land attack in RAAF service which made the upgrade cheaper than upgrading to C standards, which would have demanded re-engining.

General Dynamics EF-111D
While the RAAF leadership wrestled with issues over the purchase of the D model 'Pig', a group of middle and junior ranked officers and NCOs spotted an opportunity. While the aircraft could not be brought up to C standard without the outlay of a great deal of money, they could be modified to a similar standard to the EF-111A Raven. It was convenient, therefore, that the USAF was in the process of an upgrade of its Raven fleet, which included the conversion of some surplus D models. The RAAF joined the programme, the resultant quartet of aircraft being very similar to the American EF-111B. Although, some electronics would differ slightly, and the 'Spark Pig' would be cleared to carry the ALARM, rather than the HARM.

McDonnell Douglas F/A-18A/B Hornet
Sometimes designated the (A)F/A-18A/B, the Hornet is still very much the backbone of the RAAF fast-jet fleet. The Hornet is generally the aircraft of choice when the RAAF conducts foreign deployments. Other than the first aircraft, all Australian Hornets were assembled at the Government Aircraft Factory at Avalon. While most Hornets are based at RAAF Williamtown, a single squadron was forward based at RAAF Tindal to defend northern Australia. With only three front-line squadrons, the F/A-18 fleet was always stretched and it reached critical levels during the Hornet Upgrade Programme, which was needed to repair dire cracking problems with the centrebarrel. By the mid-90s many of Australia's neighbours had procured advanced fighters, for example there was increasing concern about Indonesia buying advanced Soviet fighters. There was a very real possibility that the RAAF's Hornets would be outclassed and the HUG was supposed to address this. The upgrade was intended to bring the fleet up to a similar standard to the C/D, for example the APG-65 radar would be replaced by the APG-73 and the aircraft would gain enhanced PGM capabilities. Some aircraft suffering from fatigue and airframe damage would have their centre fuselages replaced. The intention had been for HUG to be implemented through three phases. However, with the deteriorating situation, especially when it came to relations with Indonesia, the upgrade was accelerated. With priority to re-equipping No.75 Squadron at RAAF Tindal first. Unfortunately, the upgrade programme and the need to replace many centre fuselages meant that the number of Hornets available dropped to dangerously low levels and the RAAF was forced to seek interim solutions to keep numbers up. The obvious solution, a buy of surplus Hornets from the United States was organised in 1999 although only 4 F-18A were delivered at that time,. The RAAF eventually acquired a total of 42 F-18A against growing USN concerns by 2004. What allowed delivery of the final tranche of 17 in 2004 was agreement for the USN to have numbers of its F-18A refurbished in Australia, adding an entirely new industrial capability which was paying major dividends by 2005. By 2005, most Hornets had completed the HUG and the fleet was back up to required strength despite losses.

McDonnell Douglas F/A-18D Hornet
One of the solutions to the shortage of Hornets was to procure a small batch of the D model which occurred during the late 1990s via FMS off the US production line at the tail end of F/A-18C/D production. Aircraft were configured the same as USMC F/A-18Ds. They equipped a single squadron, which was focussed on Night/All Weather CAS and Fast-FAC, which freed up the A model from those tasks.

Dassault/GAF Mirage IIIO/D
Procured to replace the CAC-27 Avon Sabre, by the 1990s the Mirage IIIO and two-seat IIID had all but disappeared from RAAF service. A small number were used by the Aircraft Research and Development Unit (ARDU) at RAAF Edinburgh for supersonic trials. The ARDU aircraft were retired in 1996, but remained in storage. Those aircraft acted as the core of a new fighter squadron that would also be equipped with Mirage IIIO sold to Pakistan in 1990 and re-purchased, and others from various sources. The squadron would be forward deployed to Baucau to take over air defence duties. Pressed into ground attack, it suffered heavy losses. Detachments were deployed to RAAF Learmonth to provide air defence of the north-west shelf oil and gas fields. By 2005 the Mirage IIIO was obsolete, being limited to AIM-9 missiles, cannon and 'dumb' bombs. That said, it still served a useful purpose in lower-threat areas, freeing up more modern aircraft. It was being retired to training roles when WWIII commenced.

Hawker Hunter F.74S
The conflict in East Timor and confrontation with Indonesia threw up a requirement for a cheap to operate and rugged jet aircraft capable of CAS, BAI and limited air defence. The RAAF initially used Hawk 127 aircraft, but that took them away from their primary training role. It was therefore, with some good fortune that the RAAF discovered that Australian based warbird broker, Pacific Hunter Aviation Pty, had purchased 21 airworthy Hawker Hunters from the Republic of Singapore Air Force a few years previously. Those aircraft had been extensively upgraded, with the ability to employ AIM-9L, AGM-65 and other PGMs. They also were relatively young in terms of airframe life. The purchase also included the FR.74S reconnaissance variant and the two-seat T.75S trainer. The Hunter would equip a single squadron of the air force, which would be forward deployed to Baucau. This Squadron was unusually large as Hunters flowed in from various sources and others were assembled from components at the old Brisbane international airport terminal, converted (by Pacific Aviation) into a remanufactory for them.

McDonnell Douglas F-4E Phantom II
The RAAF leased twenty-four F-4E between 1970 and 1973 while waiting for its F-111C. The air force would have liked to have retained them, but could not afford it. The Phantom returned to RAAF service as part of the development of the Home Defence Fighter Program HDFP (see below). It was not intended to place the unmodified F-4s into service, however, in 2005 the strategic emergency was recognised, so one Squadron (18) of F-4E were pressed into service in March 2005. Older WSO, who had served in the F-111 community were rapidly trained to be backseaters in Phantoms. Once the Greyfalcon began to enter service in numbers, the dwindling number of Phantoms were dispatched to lower-threat areas, relieving Mirage IIIO.

McDonnell Douglas/Aerospace Technologies of Australia AF-4I Greyfalcon
Officially the Home Defence Fighter Program (HDFP). The RAAF had identified that it needed around six squadrons of interceptors. It was aimed at quickly providing a fast, relatively inexpensive single-purpose deterrent to the new threat to the nation’s once-invulnerable industrial/population centres. However, it was also openly and unabashedly an industrial development program first and foremost. The Greyfalcon was intended to be an interceptor, pure and simple, armed with eight BVR missiles in the AIM-7, or AMRAAM class, plus two to four WVR missiles in the AIM-9 class. It would be single-seat, although there had been some RAAF officers who advocated for a WSO.
The plan was completed in 2000 with extensive IAI (from their very successful Kurnass 2000 program) and McDD help. In 2001 22 F-4E had arrived in country, 12 were sent to program, 10 to ARDU as developmental aircraft and trainers. In 2002, a steady stream of F-4 arrived and the total order increased to 90 airframes. During year 64 F-4 were delivered for a total of 86. In 2003 the Australian Government panicked over the strategic situation and a production line was established at Fisherman’s Bend, prototypes and pre-production AF-4I were built. In 2004 AF-4I prototype flights commenced, 4 prototypes were in service with 6 pre-production aircraft in manufacture by EOY. The production line was established and started to function with the pre-production and initial production run aircraft. 53 more F-4 were delivered during the year for a rolling total of 139. The Australian Government had authorised purchase of 210. The first AF-4I were pressed into service in May 2005. 35 F-4 were delivered during the year for a total of 174 of the 210 planned.

Lockheed AP-3C Orion
An Australian variant of the P-3C, which was an upgrade of the existing P-3C-II fleet. The upgrade was a bespoke Australian project, as no 'off-the-shelf' that met the requirements of the RAAF. The project was completed in 2003, giving the RAAF a Maritime Patrol Aircraft as good as, if not better in some areas, as its counterparts in other air forces. It is now known that two aircraft, designated AP-3C(EW), were modified for the SIGINT/ELINT role under the then secret Project Peacemate.


Support, Tanker and Transport Aircraft

Boeing E-7A Wedgetail
Based on the 737NG airframe, as of 2005, the E-7A was probably the most advanced Airborne Early Warning & Control aircraft in the world. For example, it had a fixed AESA radar, rather than the rotating one on aircraft like the E-3 Sentry. The confrontation with Indonesia caused development of the Wedgetail to be accelerated and by 2005, five of a planned fleet of seven were in service. Albeit, with a slightly reduced capability than planned. Even in that degraded condition, the E-7A was still more capable than any other AEW&C aircraft flying.

McDonnell Douglas KC-11
Four ex-Swissair MD-11 converted to KC-11 tankers, fitted with flying boom and 2 probe-and-drogues. Survivors of 5 Swissair MD-11, all refitted with glass cockpits and new avionics after the disastrous loss of Swissair MD-11 off Newfoundland, with all aboard. Were completed just as the airline went into liquidation. Purchased by RAAF and converted to tankers by IAI; equivalent to USAF KC-10.

McDonnell Douglas C-17A Globemaster III
The ADF deployment to East Timor highlighted the need for a heavy-lift transport aircraft. The existing C-130 fleet had been unable to carry some large and heavy vehicles, and other equipment used by the Australian Army. The ADF also identified a requirement to rapidly move equipment from bases in the south to the north and north-west of Australia. Four aircraft entered service in 2002-2003, with four more joining them between 2004 and early 2005.

Lockheed Martin C-130E Hercules
The 1958 acquisition of C-130A by Australia made it the first operator of the Hercules after the United States. In 1966 the C-130As were joined by twelve C-130Es, which equipped No. 37 Squadron. The C-130As were replaced by twelve C-130Hs in 1978, and the C-130Es by twelve C-130J Super Hercules in 1999. With the start of Konfrontasi 2, the C-130E were not seriously considered for disposal and were placed into semi-reserve and never actually stopped flying. They remain in service as a dedicated reserve Squadron, performing routine lift on-continent to relieve the H and J fleet of these missions.

Lockheed Martin C-130H Hercules
Twelve H model Hercules were procured in 1976 to replace ageing E models bought to replace the A models bought in 1958. Those aircraft have been worked very hard and are due for replacement after 2010. A single aircraft was modified for the signals intelligence role under Project Peacemate. The H model was also amongst the first RAAF aircraft to be modified to allow its crew to use Night Vision Goggles.

Lockheed Martin C-130J-30 Super Hercules
While externally similar to previous Hercules, the J model is to all intents and purposes a new aircraft that just happens to resemble the previous generation. The RAAF was the second international customer after the RAF; the J model procured to replace the first generation E model. Twelve J model Hercules were in service by 2005, with the RAAF having also taken out an option to buy up to a further twenty-seven aircraft. It was planned that additional J models would replace the H.

Alenia C-27J Spartan
A twin-engined transport aircraft sometimes referred to as being a 'mini' or 'pint-sized' Super Hercules. Developed from the earlier G.222, the C-27J shared engines and some avionics with the C-130J. That commonality made it attractive to the RAAF as a replacement for the DHC-4 Caribou (but see below). The Spartan has proven its use, operating into airfields that were too confined for the larger C-130J. In 2005, the RAAF was considering procuring a second batch of Spartans.

Boeing B-707 Tanker and Transport
The RAAF acquired a total of six B707, four were converted to probe-and-drogue tankers and two to transports. All are operated by 33 Squadron. One of the latter was lost in an accident. Scheduled for final replacement by 2008 by four KC-11 (see above), the aircraft have been kept in service mostly to support the F-18 force mostly in non-front-line roles. Had been withdrawn to storage, but were returned to service and largely flown by volunteer reserve crews.

Boeing 737 BBJ
Two of the BBJ variant of the 737 were operated by the RAAF primarily for the VIP mission. Though they did have a secondary role providing emergency transport during humanitarian operations. While crewed by RAAF personnel, the aircraft were leased and maintained by contractors.

Bombardier Challenger 604
A small Canadian built business jet used primarily in the VIP transport role. However, they also had the same secondary mission as the BBJ. Three Challengers were in service in 2005.

de Havilland Canada DHC-4 Caribou
Procured in the 1960s, the Caribou carved out a very important niche for itself in the RAAF. Seeing extensive service in the Vietnam War. The aircraft also saw service in East Timor, although its role there taken up by the Spartan and then the C-47. In 2005 the Caribou was generally found supporting Australian and allied forces in Papua New Guinea and the Solomon Islands. It's phenomenal STOL capability gave it the ability to land in small, rugged airstrips and this kept the Caribou in service well past when it might have been expected to have retired. The RAAF being unwilling to operate the C-27J from some smaller, restricted locations found in places like PNG and the Solomons. The RAAF has sourced additional airframes from a private company in the US and has prepared plans to upgrade the type using the ‘standard upgrade pack’ being used for the Dakota, Tracker, Trader and Tracer. This is a backup to the Buffalo program, as needed.

Viking Air DHC-5NG Buffalo
On the basis that the best replacement for a DHC-4 was another DHC-4, in 2004 the RAAF chose to procure the next best thing, the DHC-5 Buffalo. Viking Air, of British Columbia, a manufacturer of replacement parts for all out-of-production de Havilland Canada aircraft, purchased the type certificates from Bombardier Aerospace for all versions of the DHC-1 through DHC-7 series aircraft, giving Viking exclusive rights to manufacture and sell new aircraft of those types. With the RAAF and potentially the Canadian Forces looking for a new aircraft in the Buffalo's class, Viking Air chose to launch the DHC-5NG. When the RAAF learned of the launch of a new generation Buffalo, it nearly bit the hand off Viking Air. There was no other aircraft out there, other than the Buffalo that could match the ageing Caribou's capabilities and it was considered a 'no-brainer' to procure the aircraft. The DHC-5NG had Pratt & Whitney Canada PW150 turboprops, a glass cockpit, enhanced vision and night vision goggle capability. Four aircraft were in service in 2005, with more on order.

GippsAero GA-8 Wirraway II
Used by two reserve squadrons of the RAAF in the tactical light-transport, communications, medical evacuation and SAR roles. RAAFVR aircrew also trained for the FAC(A) role and the very light-strike role with podded machine guns, light bombs and rockets.

Douglas C-47 Dakota
In 1999 three Dakotas remained in RAAF service with the ARDU. The confrontation with Indonesia and operations in East Timor threw up a requirement for a rugged, cheap to operate transport aircraft. The RAAF was able to rapidly equip a reserve squadron with six C-47 is obtained in Australia, which would serve alongside the Wirraway II. While that squadron was establishing itself, the air force scoured Australia and then the world for C-47 and DC-3. During that process the RAAF would even acquire a pair of the older DC-2, both having been impressed into the RAAF in 1939! An Australian company was contracted to manufacture R-1830 parts, with the expectation that they would be building a small number of engines within a year. That company would partner with a US firm specialising in rebuilding R-1830 engines. In 2001 the RAAF started to procure PT6A powered TurboDaks, which would equip a second reserve squadron, which had also earlier been established to operate the Wirraway. The TurboDaks would be used on supply flights in northern and western Australia, taking advantage of their greater range. The conventional Dakotas would be used to support operations in East Timor. By 2005, the RAAF would have acquired almost all of the available DC-3 and C-47s on the world market. The two reserve Squadrons (22 and 28) had reached remarkable size by 2004 with over 40 aircraft each (DC-3, C-47 and GA-8): both were hybrids, being full operational Squadrons and also administrative Squadrons for detached, mostly independent Flights scattered across the continent. For example, 22 Squadron had independent Flights at Tindal and the 3 bare bases, each with about 4 Turbodaks and 4 GA-8.


Training Aircraft

Pacific Aerospace Corporation CT/4 Airtrainer
A New Zealand built basic trainer. Was used to provide initial training for RAAF and RAN aircrew. A few were also used by the ARDU.

Pilatus PC-9/A
A turboprop powered advanced trainer; the Australian examples were assembled and built under licence by Hawker de Havilland in Australia. While most PC-9/A were used for training new aircrew, some were used by the Forward Air Control Development Unit to train RAAF pilots in FAC. Some of the FAC equipped PC-9/A were used in that role in East Timor as an interim measure.

BAES Hawk 127
The Hawk primarily served as a Lead In Fighter Trainer, but was also used to provide support to Army and RAN exercises. Like its RAF counterparts, Australian Hawks could be armed for air-to-air and light-strike roles. Prior to the procurement of ex-Singaporean Hunters, the Hawk was used in the CAS and BAI role in East Timor. However, that led to a shortage of aircraft for its primary training role. Even after the Hawk was relieved in that role by Hunters, some Hawks would be used to supplement Hornets in the defence of northern Australia. In 2005 the RAAF had committed to upgrading its existing Hawk fleet and procuring additional aircraft.

Hawker Siddeley HS 748
The RAAF had two basic 748 variants, the C.2 (A10-A) and the T.2 (A10-B). The former variant was used for light transport and VIP duties. The latter was a flying classroom used for the training of navigation and air electronics officers for the air force and observers for the RAN. At the end of the '90s the two C.2 were fitted with large freight doors and two additional second-hand 748s so fitted were procured. As well as their primary roles, the 748s were used for SAR, maritime surveillance patrols, ferrying emergency supplies and evacuating refugees. The RAAF's 748 were upgraded to keep them in service, and like the RAN, the air force was in 2005 pursuing re-engining its aircraft with PW127 engines.

Beechcraft King Air 350
Procured as a replacement for the HS 748, though it would end up supplementing it instead. The King Air 350s have been heavily modified and were used in three main roles: for Air Combat Officer and Maritime Aviation Warfare Officer; for low-level tactical and maritime operations training under the auspices of the School of Aviation Warfare; and as light transport aircraft.

Future Aircraft


RAN

Eurocopter EC135
Planned to be the replacement for the AS350BA Squirrel. The new training helicopters should enter service after 2010. The helicopters would be jointly operated with the army.

AgustaWestland Merlin HM.52
In 2005 the RAN had already committed to joining the RN in an upgrade programme for its existing Merlin helicopters. It was also planned to procure further Merlins to replace the Sea King fleet, with consideration that some of the aircraft may be Tactical Transport Helicopters, similar to the RAF's HC.3, to replace the utility Sea Kings.

Common Support and ASW Aircraft
In 2005 a requirement for an aircraft that could replace the Tracker, Tracer, Trader and HS 748 fleet had been formally established. A common platform that could be adapted to the roles of those aircraft was preferred. However, no suitable aircraft had yet been identified, although the V-22 had been suggested as a possible candidate for the ASW and transport roles.

Uncrewed Air Vehicles
In 2005 the RAN was beginning to experiment with a variety of small UAV. Based on those experiments it was expected that a requirement for maritime UAV would be issued.


Australian Army

Sikorsky UH-60M Black Hawk
It was planned to procure M variant Black Hawks to replace the older S-70A and the UH-1N Twin Huey. No date for entry into service has been set.

Boeing CH-47F Chinook
The Australian Army planned to upgrade its existing Chinook fleet to F standard, partly by rebuilding existing helicopters, as well as procuring new aircraft. Some consideration was being given to including some Chinooks modified for the Special Forces support role.

New Generation Attack Helicopter
While the army planned to procure additional AH-1V to replace the AH-1F, it had also begun planning for what would eventually replace the Taipan. Any new attack helicopter would likely not enter service before the end of the 2010s.

Uncrewed Air Vehicles
The army already had a number of UAV in service in 2005, but was planning on acquiring more and larger vehicles. There was some consideration of procuring a UAV that could take over some of the more dangerous role of the GA-8.


RAAF

BAES Hawk 128
The RAAF was planning in 2005 to upgrade its two-seat Hawks to a new standard, the 128. That variant would have new, more advanced avionics.

BAES Hawk 218
With the Hunter fleet having a limited lifespan, the RAAF has decided to procure a variant of the Hawk 200 as a medium-term replacement. The Hawk 218 will share a lot of avionics with the planned Hawk 128 variant. The new single-seat Hawk variant should enter service around 2010.

Boeing P-8A Poseidon
While the AP-3C fleet is not in need of replacement within the next ten years, the RAAF is well aware that within that time-frame that the US Navy will have replaced its P-3 fleet with the new P-8A. Regarding commonality with the USN as being vital for operations in the Pacific, the RAAF has committed to a long-term procurement of the Poseidon.

Uncrewed Air Vehicles
The RAAF had a small number of small to medium sized UAV in 2005 that it was experimenting with. In co-operation with the army, it was considering a UAV capable of light-attack and reconnaissance. The air force is also considering procuring a large UAV in the Global Hawk class to support the future P-8A fleet.

Interim Medium Strike/Reconnaissance Aircraft
For over a decade, the RAAF had been painfully aware that time was running out for its F-111 fleet. It had been assessed that it might be forced to retire the fleet as early as 2010. From 1999 planning started in earnest as nobody was building a F-111 replacement able to reach the northern reaches of the South China Sea from Australia. This was a major strategic problem so planning included ‘going it alone’ with US assistance (see below). It would be several years before any replacement would enter service. Therefore, as a backup, in late 2004 the RAAF started the process of trying to identify an aircraft that could be procured quickly as an interim replacement. The F/A-18E had been identified as an aircraft that could serve in the interim, although it would not be capable in many roles. However, it would be available in the timescale.

Future Tanker/Transport
While the existing quartet of KC-11 have proven to be effective in their role, they were limited in number. The RAAF would like to expand its tanker-transport fleet and sought new aircraft to fulfil that role, rather than second-hand. The Airbus A330 MRTT emerged as the favourite, as it would offer commonality with airliners used by Qantas.