Last year it was announced that the RAAF’s Hawk 127 lead-in
fighter trainers are to be upgraded to a configuration based on the so-called
new generation T2 model Hawk 128 flown by the UK Royal Air Force.
What is of interest here is that from the outset the RAAF
wanted a true lead in fighter (LIF) capability for its fast jet trainer, an
approach which led to the development of LIF capabilities in subsequent Hawk
designs including the Hawk 128, also known as the Advanced Jet Trainer (AJT).
This is evident from the amount of development work that
British Aerospace had to put in to satisfy the production contract for the
Australian Hawk 127. It is a touch ironic then that the Hawk 127’s current
upgrade is broadly aimed at achieving a similar level of capability as the
AJT.,
Some background may be instructive. When it was released
just nineteen years ago, an ITR for the fast jet trainer replacement for the
tired Macchi 326, was aimed at providing initial, cost effective training to
prepare RAAF aircrew for operational conversion to the F/A-18 Hornet fighter or
F-111 strike aircraft.
In tune with its role in training student fighter pilots in
systems management techniques, the avionics suite required needed to duplicate
that of the F/A-18, and its replacement, as much as possible. Also, high on the
list of priorities were head up displays (HUD) in the front cockpit (with
similar or repeater in the rear position) together with hands on throttle &
stick (HOTAS) controls, both of which were essential.
Essential for the HUD was the capability to display
continuous computed release and impact points (CCRP and CCIP). Another
essential requirement was for the fitment of multi-function displays (MFDs).
Although this may have taken some manufacturers by surprise, the Air Force was
looking for a modern cockpit with displays adapted to future developments. And,
in keeping with modern cockpit trends, colour displays were required, possibly
anticipating the upgrade of the F/A-18’s monochrome displays to full colour at
a later date.
The inclusion of radar warning receivers (RWR), and a
missile approach warning system (MAWS) were also desirable features. Other desirable
capabilities sought included a counter measures dispensing systems, ECM and
FLIR. Although radar was not required, there was a need for radar simulation
via signals input through a datalink.
Navy’s requirements for fleet support, including minimum
acceptable aircraft speed, were fully met by the ITR which also identified air
to air refuelling, by the probe and drogue method, as a desirable development
for this aircraft. On paper alone the future Hawk 127 LIFT was a pretty
formidable fast jet training capability.
In June 1997 an $850 million production contract was signed
with British Aerospace for 34 airframes, 33 operational and one static test.
Under an agreed concept of delivering interim levels of capability, delivery of
clean aircraft to commence fast jet pilot training began in November 2000 with
the software upgrade to LIF aircraft and the final Hawk 127 delivered by the
end of 2001.
According to BAE Systems, the company spent 1,500 man years
developing the definitive Hawk 127 for the RAAF, much on the glass cockpit –
more advanced than that found on many frontline fighters – featuring 3-colour
multi-function displays, F/A-18 compatible HOTAS controls, and an HUD with
F/A-18 symbolism.
As part of the deal, radar emulation and radar simulation
software was subsequently released and embodiment of the software load
completed on all aircraft by August 2008, with the completion of the Air 5367
project.
Hawk 127 LIFT
The current Hawk 127 is primarily used for initial or
lead-in fighter training to prepare aircrew for operational conversion to the
F/A-18 Hornet fighter. It is fitted with an integrated navigation and attack
system, and powered by a single Adour Mk 871 turbofan engine.
The avionics system is integrated via a 1553 multiplex
database, the principal components being two display and mission computers
(DMCs), which coordinate, process and command the display of information from
the communications, navigation and attack sub-systems. Each cockpit has HOTAS
controls.
The HUD in the front cockpit and three colour MFDs in each
cockpit present a range of flight information, ranging from aircraft
performance and attitude through to equipment status reports. Mission-specific
data can be pre-programmed by the pilot and downloaded into the system. Equipment
performance, aircraft fatigue and engine life data is monitored and recorded by
a health and usage monitoring system (HUMS).
The Hawk 127 armament system provides for the carriage,
aiming and release or firing of practice and Mk 82 bombs, AIM-9M Sidewinder
missiles and a 30mm cannon. The stores are carried on two wingtip missile
stations or pylon-mounted on four underwing and one centreline hardpoints. A
30mm Aden cannon carried in a gunpod can be installed on the centreline station
in place of the pylon. Stores are controlled by the integrated stores
management system.
The Hawk has been designed with through-life support
programs to allow for system upgrades to reflect evolving training
requirements. So what improvements can we expect from the upgrade to Hawk 128
configuration?
Hawk 128 Advanced Jet
Trainer
In July 2003, the UK Ministry of Defence announced that it
had selected the Hawk 128 as its AJT and an initial development contract was
signed in December 2004. The production contract for 28 aircraft was signed in
October 2006. The first production aircraft began flight testing in August
2008. The aircraft provides training for both Royal Air Force and Royal Navy
pilots as part of the UK military flying training system (MFTS).
Like those of its predecessor, the Australian Hawk 127, the
cockpit layout has displays and controls which are compatible with current and
projected front-line aircraft. Three MFDs present all the aircraft flight data,
navigation and sensor displays, weapons control, engine monitor, and radio and
radio navigation functions. All the information is available on any display and
is selected by the pilot, using computer-controlled ‘soft keys’.
The cockpit is fully compatible with the use of night-vision
goggles. The night-vision system gives 24-hour operational capability and
complements the forward-looking infrared sensor by allowing the pilots
all-round situation awareness.
The aircraft’s HUD has been updated to use symbols and data
used in more current combat aircraft. Other changes include HOTAS controls
which are fully representative of front line combat aircraft types, and twin
mission computers hosting simulations of a wide range of sensor and weapon
systems as well as a full featured IN/GPS navigation system with digital moving
map display.
Also fitted is the BAE Systems digital ground-mapping system
which is being upgraded with a ground proximity warning system (GPWS). The
avionics suite also includes a traffic collision avoidance system (TCAS) and
digital moving map.
The provision of an air combat manoeuvring instrumentation
(ACMI) pod allows real-time data transfer and recording of aircraft position
data, and provides post-mission analysis and debriefing material. Additionally,
in the case where a sortie involves two or more ACMI equipped aircraft, data
transfer between the ACMI pods gives the aircraft a radar simulation
capability.
Like the Hawk 127, the Hawk 128 has a data link which gives
the pilot synthetic radar for intercept training. The aircraft also has a
sensor simulation capability to allow realistic EW training against surface to
air missile (SAM) systems. Outside of the cockpit, the Hawk 128 AJT has a new
seven-station wing and will be fitted with the uprated 6,500lbs static thrust
Adour 951 turbofan.
Upgraded Hawk 127
So what new features can we expect from the $25 million
contract with BAE Systems UK to upgrade the RAAF Hawks to Hawk 128 AJT
capability?
Certainly upgraded mission and system computers, hosting
more extensive sensor and weapon simulations, a digital ground mapping system
with moving map display and ground proximity warning capability, the fitment of
ACMI pods and perhaps more realistic radar emulation and simulation
capabilities.
Full cockpit NVG capability is another likely feature to
complement the FLIR, both contributing
to crew situational awareness, but will the upgrade include fitment of the
uprated Adour 951 turbofan engine with 6,500 lb thrust, in place of the Adour
871 rated at 5,845 lb thrust?
New simulators are being acquired as part of the upgrade
with particular focus on simulator fidelity and overall breadth of training
capability. ADM understands that BAE Systems Australia, which has contributed
to the upgrade design, will be responsible for the construction of simulator
facilities, modification of the Hawk fleet, and in-service support of
equipment. All necessary mod kits and hardware will be provided by BAE Systems
UK to enable installation in Australia.
A characteristic of the Hawk 127 is the employment of live
weapons, whereas the Hawk 128 does not. The capability to employ live weapons
will be incorporated in the Hawk 127 upgrade.
Will the upgraded Hawk 127 provide a true lead-in fighter
training capability for the F-35? According to BAE Systems the Hawk 127 upgrade
is a significant step towards a complete fifth generation lead in fighter
training system, however the F-35 is expected to evolve far beyond its initial
delivered capability. As such the training system may also need to evolve
further in the future to be able to bridge training gaps that appear as the
RAAF develops its F-35 capability.
