Simulation + Training: Fasten your seatbelt - this is not a drill | ADM May 08

1 May 2008

With major air platform projects coming to a close, Australia's two major simulator and training device specialists are examining other business opportunities in the defence sector, and preparing business cases for higher levels of simulation across the ADF.

By Gregor Ferguson, Sydney

Australia's two major simulation prime contractors, Thales Training & Simulation and CAE Australia, are coming to the end of a major purchasing cycle by the ADF.

The only future platforms which are likely to require a full flight simulator are the mooted replacement for the RAAF's Caribous under Phase 2 of Project Air 8000, and the manned replacement for the AP-3C Orion under Phase 2 of Air 7000.

The simulator for the C-17 Globemaster III heavy airlifter will probably be supplied by Flight Safety International (FSI) under the same US Foreign Military Sales (FMS) arrangement as the aircraft purchase, and that for the RAAF's Super Hornet Block 2 will probably be supplied by L-3 Communications Link, also under an FMS deal.

Meanwhile, CAE and Thales are working together on delivery of the full flight simulator for the ADF's new MRH-90 helicopters.

Under a sightly unusual arrangement, CAE Australia is prime contractor for these devices, but its principal subcontractor is Helicopter Training Media International (HTMI), a consortium formed by CAE's Canadian and European prime Thales, which is developing the training devices for the NH90 family of helicopters.

The first full flight simulator for Germanys NH90, which is the baseline for the ADF's MRH90, is undergoing final integration at Thales's Cergy-Pontoise facility near Paris.

The first ADF simulator is due for delivery in 2012; the ADF has ordered two so far, to be installed at Oakey and Townsville, with an option for a third which could be located at Nowra.

If the RAAF goes ahead with the purchase of the P-8A Poseidon maritime patrol aircraft under Air 7000 Ph.2, these aircraft will require a full-flight simulator for conversion and refresher raining.

In April CAE Australia's parent company announced it had won a contract from prime contractor Boeing to develop the Operational Flight Trainer (OFT) for the P-8A.

It's unclear what sort of acquisition strategy Defence might pursue: it's likely the RAAF mission system configuration will differ somewhat from that of the US Navy, so while CAE might have a strong claim on the OFT for the RAAF, the Operational Mission Simulator (OMS) for the sensor operators and tactical coordinator is probably up for grabs: Thales developed the OMS for the RAFs Nimrod MRA.4, whose Boeing-designed mission system architecture was part of the baseline for the P-8A, so is watching this related opportunity closely.

In a similar program, Thales has delivered the OFT for the RAAF's Boeing 737-based Wedgetail Airborne Early Warning & Control (AEW&C) aircraft at Williamtown; this received Level D accreditation in May 2006.

BAE Systems has completed the OMS and both are awaiting final completion of the aircraft before the OFT flight model and the OMS sensor and communications functionality can be delivered in full and the devices certified.

Thales and BAE Systems also delivered the OFT and OMS respectively, for the RAAF's AP-3C Orions.

Customer satisfaction
Both companies have found the ADF a demanding and ambitious customer.

In particular, it has asked for CASA Level D accreditation for its recent military training devices - in the civil market this provides sufficient fidelity for 'zero flight hour' conversion onto a commercial airliner.

In the military market the difficulties of achieving Level D accreditation for flight simulators are compounded by their military-specific functionality: they need to be able to replicate accurately the sight, sound and feel of tactical flight manoeuvres, weapon launch and military avionics display symbology and functions, including helmet-mounted sights (HMS) and Night Vision Goggles (NVG).

This has complicated certification procedures and resulted in some inevitable delays, but has put the ADF well ahead of much of the rest of the world in its use of simulators.

CAE was the first to climb this mountain with the full flight simulator for the Black Hawk helicopter, which incorporates a visual system with an unprecedented field of view.

The technical challenges resulted in delays, but the results were very satisfying for Army Aviation and for the company.

More recently, Thales encountered difficulties and delays in pursuing Level D accreditation for the twin-dome Full Flight & Mission Simulator (FFMS) for the Army's Tiger Armed Reconnaissance Helicopter (ARH).

When it received Level D accreditation late last year this was the world's first twin-dome flight simulator to reach this milestone, something the company and Army are immensely proud of.

The FFMS, located at the Army Aviation training centre at Oakey, is now in use, but is still awaiting final integration of some aspects of sensor and tactical training functionality before it can be used for the full conversion training syllabus.

These aspects are dependent on the evolving configuration of the Tiger ARH whose own certification process has slowed by delays in certification of the French Army's aircraft.

That final integration process, along with a baseline upgrade of the flight model to reflect the Tiger ARH's evolving operational flight program, will start at the end of this year and the FFMS will return to service during the second or third quarter of 2009.

In the meantime the training load at Oakey, and at 1st Aviation Regiment's new facility in Darwin, will be borne by Thales's Tiger Crew Procedures Trainer (CPT), which is currently undergoing on-site Test & Evaluation at Oakey.

This lacks the motion base of the FFMS and its visual system has a smaller field of view, but it has the same flight model and HMS and NVG functionality.

The CPT at Oakey is due for acceptance in November, when the 1st Tiger squadron stands up, with the second due to enter service in Darwin in 2009.

Caribou options
If the purchase of a replacement for the Caribou goes ahead under Air 8000 Ph.2 this will almost certainly require a full flight simulator also.

There are two contenders: The EADS-CASA C-295, for which CAE is EADS's preferred supplier of simulators and training solutions worldwide; and the C-27J, for which Alenia recently won a contract to build a flight simulator for the Italian Air Force.

However, if the RAAF were to acquire the C-27J under a US FMS contract, it's likely that this would closely match the configuration of the US Joint Cargo Aircraft, and so the simulator, like that for the C-17 and the Super Hornet, would almost certainly be something close to an off the shelf purchase under the same FMS arrangement.

With yet another ADF airlift study reported to be under way, there is still a window of opportunity for EADS to sell the Airbus A400M military airlifter into Australia, albeit against very strong entrenched opposition from Lockheed's C-130J.

If the RAAF does buy some A400Ms its likely that Thales will supply the simulators as it is already under contract to Airbus Military to develop these training devices.

Down at Richmond, CAE Australia is close to completing a major upgrade for the C-130H and -J Hercules simulators it built for the RAAF.

This will upgrade the visual systems for both devices and also enable them to be networked so that crews of H and J-model Hercules can interact with each other, fly in formation, and simulate a range of air operations.

The C-130J is assuming the roles of the older H-model aircraft, except where small but critical differences in role equipment such as EW Self-Protection dictate separate missions.

The company has also received a contract from EADS-CASA to build the full flight simulator for the RAAF's new KC-30B tankers at Amberley.

This will be installed adjacent to the C-17 training device at Amberley in 2010, and CAE will in addition carry responsibility for all aspects of flight crew training.

This reflects the new business model that CAE Australia is pursuing in Australia - in the absence of major training device manufacture and supply contracts, the company is pursuing training services contracts across the defence sector, but especially in aerospace.

The company will be a bidder for both Project Air 9000 Ph.7 and Air 5428, offering simulators, part task trainers and training services, and expects to announce teaming arrangements with aircraft providers fairly soon, ADM was told.

Until then, CAE prefers to keep its powder dry.

NACC
Both companies also have their eye on the New Air Combat Capability (NACC) program.

While much of the pilot and ground crew training, courseware and the associated training devices will be the responsibility of Lockheed Martin, there are opportunities for Australian training companies in the operation and support of the training system at a local level.

There could also be some local tailoring of the system to meet specific requirements such as, in the RAAF's case, the transition form the Hawk 127 to the F-35A.

But the majority of JSF-related opportunities for Australian training an simulation companies will probably arise from their engagement with the global JSF program through the JSF Industry Coalition (JIC) and Team Australia Integrated Capture Team (ICT).

As well as pursuing training services opportunities in support of the Tiger, and of course Air 9000 Ph.7 and Air 5428, Thales' global simulation interests provide some interesting opportunities for the Australian company.

The company has delivered nine ASLAV commander/gunner trainers which are used at Puckapunyal and elsewhere in Australia.

It believes there are opportunities also to provide training devices to support the Bushmaster IMV, M113 armoured personnel carrier and Army's new trucks.

In France Thales manufactures the TruST family of truck driving simulators, of which it has sold some 50 around the world to date.

At about $1 million or so each these aren't cheap, but they can save time and money and wear and tear on real trucks, while teaching novice heavy goods vehicle drivers.

Based on its experience in the civil market, Thales believes we that within two years of introduction of the training system, the TruST solution (which still includes the use of actual trucks), is cheaper on aggregate.

By year 4 it is about 20% more cost effective.

In addition to saving time and wear on Trucks, TRUST offers novice drivers the opportunity to train for hazardous situations (including driving in snow and ice) in complete safety.

This is not a simulation
The benefits of using simulators are illustrated by Army's experience using the Thales ASLAV simulator at Puckapunyal.

Previously gunnery training was constrained by the number of full-bore rounds allocated for training purposes.

Since May 2006, some 34 gunner/commander courses have seen 350,000 25mm virtual MPFD-T rounds fired; real rounds would cost $83 each.

Similarly some 150,000 APDS-T rounds have been fired at a nominal cost of $58 per round, and 500,000 virtual 7.62mm rounds at $0.70 per round.

While Army wouldn't normally fire this many rounds during peace time training, the total saving equates to $38 million in ammunition alone, and training value which the soldiers would not otherwise have received.

These figures don't take into account savings in barrel life and wear and tear on the vehicles themselves.

At a time when Defence is under pressure to save up to $1 billion a year for the next ten years, and Defence companies have been asked to cut costs on support and maintenance contracts by up to 5 per cent a year, wider use of simulators holds out the prospect of major long term savings.

The simulation firms are working out how best to build a business case for their products and services that delivers useful savings without causing undue pain up-front from capital acquisition costs.

Their cause may be helped by a recent proposal within Defence for a study of the cost of ownership implications of simulators.

While employing simulators frees up aircraft, for example, which would otherwise be devoted to training, operators have tended to focus until recently on the improvements this brings to aircraft availability and the simplification of fleet management.

Defence now seeks to put a dollar value on these benefits and capture savings which this exercise might expose: for example, if employing simulators reduces the number of flying hours required for conversion or continuation training, and results in a higher success rate in trainee pilots what are the implications for fleet size and for the number of aircrew trainees which the service needs to recruit?

This study could shape the market for simulation and training devices in the future, as well as re-drawing the parameters for justification of the business case for training devices in different applications.