The F-35 Comes to 2nd Marine Aircraft Wing: A Significant Capability for North American and European Defense

Posted on | by Robbin Laird | Leave a Comment on The F-35 Comes to 2nd Marine Aircraft Wing: A Significant Capability for North American and European Defense
09/11/2024

By Robbin Laird

The F-35 has finally come to Cherry Point.

VMFA-542 is the first of eight operational 2nd MAW F-35 squadrons, with six to be F-35B squadrons and two to be F-35C squadrons.

As 2nd Lt. John Graham, 2nd Marine Aircraft Wing, wrote in an article published on February 8, 2024:

Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing (MAW), became the first East Coast F-35B Lightning II Joint Strike Fighter squadron in the Fleet Marine Force to achieve initial operational capability, Feb. 5.

Initial operational capability means that VMFA-542 has enough operational F-35B Lightning II aircraft, trained pilots, maintainers, and support equipment to self-sustain its mission essential tasks (METs). These METs include conducting close-air support, offensive anti-air warfare, strike coordination and reconnaissance, and electronic attacks.

“VMFA-542 is the first operational fifth-generation squadron in II Marine Expeditionary Force, giving the aviation combat element the most lethal, survivable, and interoperable strike fighter in the U.S. inventory,” said Lt. Col. Brian Hansell, commanding officer of VMFA-542. “The F-35B is unmatched in its capability to support Marines against the advanced threats that we can expect in the future.”

The F-35 is a fifth-generation fighter jet with advanced stealth, agility and maneuverability, sensor and information fusion, and provides the pilot with real-time access to battlespace information. It is designed to meet an advanced threat while improving lethality, survivability, and supportability. The F-35B Lightning II is the short-takeoff and vertical-landing F-35 variant. This capability allows the aircraft to operate from amphibious assault ships and expeditionary airstrips less than 2,000 feet long.

“I am extremely proud of the Marines and Sailors of VMFA-542,” said Col. James T. Bardo, commanding officer of Marine Aircraft Group 14, the parent command of VMFA-542. “Achieving initial operational capability at the pace and precision of which they did truly demonstrates what an exceptional unit this is. This milestone demonstrates their hard work, ingenuity, and perseverance.”

Achieving initial operational capability also means that VMFA-542 is one step closer to achieving full operational capability and completing its F-35B Lightning II transition, a process that began in December 2022.

The F-35s at Cherry Point will be able to support USMC/US Navy expeditionary operations in support of North Atlantic or Mediterranean operations (including the Middle East), can be embedded in the Nordic nations and support fleet operations from the shore to the fleet,  and can integrate on the fly with the expansive fleet of F-35s flying in Europe and in Israel. These aircraft can fight as a wolfpack with seamless data integration at a level never achieved before by an airfleet and given that this aircraft is a multi-domain operating force this level of ISR and C2 integration can be available to the overall combat force.

I interviewed the VMFA-542 squadron commander, Lt. Col. Brian C. Hansell, when he was at MAWTS-1 in Yuma two times and this is I highlighted during one of those interviews

The F-35 is not just another combat asset, but at the heart of empowering an expeditionary kill web-enabled and enabling force.

As Major Hansell put it: “During every course, we are lucky to have one of the lead software design engineers for the F-35 come out as a guest lecturer to teach our students the intricacies of data fusion. During one of these lectures, a student asked the engineer to compare the design methodology of the F-35 Lightning II to that of the F-22 Raptor. I like this anecdote because it is really insightful into how the F-35 fights. To paraphrase, this engineer explained that “the F-22 was designed to be the most lethal single-ship air dominance fighter ever designed. Period. The F-35, however, was able to leverage that experience to create a multi-role fighter designed from its very inception to hunt as a pack.”

Simply put, the F-35 does not tactically operate as a single aircraft. It hunts as a network-enabled, cooperative four-ship fighting a fused picture, and was designed to do so from the very beginning.

As Major Hansell put it: “We hunt as a pack. Future upgrades may look to expand the size of the pack. The hunt concept and the configuration of the wolfpack is important not just in terms of understanding how the wolfpack can empower the ground insertion force with a mobile kill web capability but also in terms of configuration of aircraft on the sea base working both sea control and support to what then becomes a land base insertion force.[1]

Operating from the East Coast, not only can the F-35 squadrons enhance USMC/Navy integrated operations, European and Middle Eastern defense, but they can be part of a beefed-up capability to defend U.S. territory as well.

As my colleague Ed Timperlake put in an article published in March 2019 which highlighted how the F-35 can be part of an effort to deal with the Russian hypersonic missile threat to North America:

If a hypersonic missile is in the hands of an enemy it is a ship killer and now a direct strategic threat to the U.S. 

The Cold War USN Carrier Battle Group protection mantra against Russian Bombers with anti-ship cruise missiles was to try and first kill the archer not the arrows. Top Gun in the late eighties briefed “Chainsaw” tactics, and the F-14 was very well designed for long-range interception of threats against the Fleet. “Chainsaw” was a focus on reaching out as far a possible against any threats.

Now if Russian and/or PLAAF successfully air launch HSCMs or their missiles are launched from ground batteries or surface ships or subs (USN fast attack subs are of utmost importance in that battle) they will be engaging in their version of the S-3  formula.[2] 

Just like the USN and USAF they first need sensors to make it all work.  The order of the “S” words in the priority of formula is very important. If they develop a HSCM to empower their fighting force the F-35 does not have to fight in the stealth mode against HSCMs.  Even if HSCMs move at Mach 10 an F-35 sensor platform moves “trons” at the speed of light and this can make all the difference.

In other words, F-35s at Cherry Point can play a direct defense, or expeditionary engagement, or deployment within a European defense integrated capability, or to work in the Mediterranean and the Middle East.

The Marines will also be beneficiaries of the innovation driven by the Israelis and European F-35 partners and industry as well. They are uniquely positioned to be a major force in the structural redesign of American military operations integrated with allies.

That is why when one sees a single squadron now at Cherry Point one needs to look beyond into the not-too-distant future. Even though the Marine Corps F-35s have had almost a decade of operational experience in the Pacific, the East Coast F-35s are coming when a new chapter in U.S. and European defense can be written.

Reach of the F-35 integrated fleet is very significant and not the same as looking at the operational range of the individual F-35 aircraft. This aspect was highlighted in the interview I did during my July visit to Cherry point with Maj. Carlo Bonci, the executive officer for VMFA-542.

Maj. Carlo Bonci underscored that when operating in the Nordic region as part of Nordic Response 24, the reach aspect of the F-35s as a fleet was highlighted.

When operating in the region, his Marine Corps formation was able to hook up seamlessly with the British F-35s operating from the HMS Queen Elizabeth, the Norwegian F-35s and of course U.S. F-35s. As he underscored that the immediate integratability of F-35s facilitated by the MADL data link was very different from the challenges of working interoperability via Link 16 with coalition partners. When arriving in an allied or partner nation, it would take some time to work the data links to get interoperability.

With the F-35s integratability was built in with the MADL data links. This meant that his own formation of F-35s was integrated then several other coalition aircraft which expanded the reach of their own F-35s and they in turn contributed to the other F-35s in operation in the theater.

This obviously is a major advantage when thinking of the European theater of operations where Norwegians, Finns, Danes, Brits, Canadians, Belgians, Dutch, German, Polish, Italian, Swiss and Romanian F-35s will be able to provide a common operating picture over the European theater. The remains the challenge of how to best distribute and use the data collected by the F-35 considered as a fleet, but this is a question of finding ways to exploit your combat advantage but one which needs to be addressed.

And the USAF European command certainly gets this as they are building a common mission planning system which can be plugged into US and coalition F-35s as well to provide for common operational focus as well.

The F-35C model has advantages over the B model in terms of being able to carry more fuel and weapons, but the short takeoff and vertical landing capabilities of the B provide clear advantages to be able to work where traditional airfields are not available. But he told me of another advantage. In the Norwegian Air Force they have a large drag shoot to slow them down for landing on icy runways. In contrast, the F-35B can slow itself down and land vertically which allows them to operate in icy conditions.

But the engagement with the Nordics allows the Marines to operate in two very different ways in distributing their force. Force, the Nordic Air Forces operate from protected shelters and the Marines can tap into this structure. Second, they can operate from various locations with distributed fuel support (KC-130J or CH-53K, for example) and land, fuel and fly away.

Maj. Bonci has been a long time Harrier operator including MEU operations as well. The Harrier is being phased out of the Marine Corps, but now he is a member of the first operational F-35 squadron on the East Coast and in a position to be part of making Marine Corps aviation history engaged in the standup and operation of F-35 squadrons in the reworking of American and allied defense capabilities going forward.

[1] Robbin Laird and Edward Timperlake. MAWTS-1: An Incubator for Military Transformation (p. 140). Kindle Edition.

[2] S-cubed=sensors-stealth-speed of weapons can provide a new paradigm for shaping a combat force necessary for the U.S. military to fight and win in 21st century engagements.

Featured Photo: U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations.

02.13.2024

Photo by Lance Cpl. Madison Blackstock 

2nd Marine Aircraft Wing

 

U.S. Marine Corps Cpl. Quinten Westfall, an ordnance technician with Marine Fighter Attack Squadron (VMFA) 542, poses for a photo at Tyndall Air Force Base, Florida, Sept. 21, 2023. The Naval Weapons System Evaluation Program allowed VMFA-542 to safely conduct the loading and firing of live missiles at threat-realistic targets to test the squadron's ability, flexibility, and procedures while repositioned in unfamiliar locations. VMFA-542 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element for II Marine Expeditionary Force. (U.S. Marine Corps photo by Cpl. Christopher Hernandez)
U.S. Marine Corps Lance Cpl. Nathan Caldwell, an ordnance technician with Marine Fighter Attack Squadron (VMFA) 542, poses for a photo at Tyndall Air Force Base, Florida, Sept. 21, 2023. The Naval Weapons System Evaluation Program allowed VMFA-542 to safely conduct the loading and firing of live missiles at threat-realistic targets to test the squadron's ability, flexibility, and procedures while repositioned in unfamiliar locations. VMFA-542 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element for II Marine Expeditionary Force. (U.S. Marine Corps photo by Cpl. Christopher Hernandez)
U.S. Navy Lt. Cmdr. James J. Neil, left, a chaplain, and Religious Program Specialist 3rd Class Eleanor S. Lynde, both with Marine Aircraft Group 14, pose for a photo at Tyndall Air Force Base, Florida, Sept. 21, 2023. Neil and Lynde visited Marine Fighter Attack Squadron (VMFA) 542 during an exercise in Florida. VMFA-542 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element for II Marine Expeditionary Force. (U.S. Marine Corps photo by Cpl. Christopher Hernandez)
Religious Program Specialist 3rd Class Eleanor S. Lynde, a religious program specialist with Marine Aircraft Group (MAG) 14, poses for a photo at Tyndall Air Force Base, Florida, Sept. 21, 2023. Lynde visited Marine Fighter Attack Squadron (VMFA) 542 during an exercise in Florida. VMFA-542 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element for II Marine Expeditionary Force. (U.S. Marine Corps photo by Cpl. Christopher Hernandez)
U.S. Marine Corps Sgt. Logan Bilbrey, left, and Lance Cpl. Kyle Wisbey, both avionics technicians with Marine Fighter Attack Squadron (VMFA) 542, pose for a photo at Tyndall Air Force Base, Florida, Sept. 21, 2023. The Naval Weapons System Evaluation Program allowed VMFA-542 to safely conduct the loading and firing of live missiles at threat-realistic targets to test the squadron's ability, flexibility, and procedures while repositioned in unfamiliar locations. VMFA-542 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element for II Marine Expeditionary Force. (U.S. Marine Corps photo by Cpl. Christopher Hernandez)
U.S. Marine Corps Lance Cpl. Jesus Cuevas, left, and Lance Cpl. Camden Anderson, both fixed-wing mechanics with Marine Fighter Attack Squadron (VMFA) 542, pose for a photo at Tyndall Air Force Base, Florida, Sept. 21, 2023. The Naval Weapons System Evaluation Program allowed VMFA-542 to safely conduct the loading and firing of live missiles at threat-realistic targets to test the squadron's ability, flexibility, and procedures while repositioned in unfamiliar locations. VMFA-542 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element for II Marine Expeditionary Force. (U.S. Marine Corps photo by Cpl. Christopher Hernandez)
U.S. Marine Corps Lance Cpl. Camden Anderson, a fixed-wing mechanic with Marine Fighter Attack Squadron (VMFA) 542, poses for a photo at Tyndall Air Force Base, Florida, Sept. 21, 2023. The Naval Weapons System Evaluation Program allowed VMFA-542 to safely conduct the loading and firing of live missiles at threat-realistic targets to test the squadron's ability, flexibility, and procedures while repositioned in unfamiliar locations. VMFA-542 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element for II Marine Expeditionary Force. (U.S. Marine Corps photo by Cpl. Christopher Hernandez)
U.S. Marine Corps Lance Cpl. Averi Burke, left, and Lance Cpl. Andrew FunesMelara, both fixed-wing mechanics with Marine Fighter Attack Squadron (VMFA) 542, pose for a photo at Tyndall Air Force Base, Florida, Sept. 21, 2023. The Naval Weapons System Evaluation Program allowed VMFA-542 to safely conduct the loading and firing of live missiles at threat-realistic targets to test the squadron's ability, flexibility, and procedures while repositioned in unfamiliar locations. VMFA-542 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element for II Marine Expeditionary Force. (U.S. Marine Corps photo by Cpl. Christopher Hernandez)
U.S. Marine Corps Maj. Carlo Bonci, a Massachusetts native and F-35B Lightning II pilot with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, taxis at Marine Corps Air Station Cherry Point, North Carolina Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
A U.S. Marine Corps F-35B Lightning II with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, taxis to the runway at Marine Corps Air Station Cherry Point, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
A U.S. Marine Corps F-35B Lightning II with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, prepares to taxi at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
A U.S. Marine Corps F-35B Lightning II with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, prepares to taxi at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Lance Cpl. Madison Blackstock)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Warrant Officer Akeel Austin)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Warrant Officer Akeel Austin)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Warrant Officer Akeel Austin)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Warrant Officer Akeel Austin)
U.S. Marines with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, prepare F-35B Lightning II jets for flight at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)
A U.S. Marine Corps F-35B Lightning II with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, prepares to taxi alongside a row of parked C-130J Hercules aircraft at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, prepare to taxi at Marine Corps Air Station Cherry Point, North Carolina Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, prepare to taxi at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)
U.S. Marine Corps pilots with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, stage in formation at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)
A U.S. Marine Corps F-35B Lightning II with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, prepares to taxi at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)
U.S. Marines with Marine Fighter Attack Squadron (VMFA) 542, 2nd Marine Aircraft Wing, prepare F-35B Lightning II jets for flight operations at Marine Corps Air Station Cherry Point, North Carolina, Feb. 13, 2024. VMFA-542 is scheduled to deploy to Norway for Exercise Nordic Response 24. Exercise Nordic Response, formerly known as Cold Response, is a NATO training event conducted every two years to promote military competency in arctic environments and to foster interoperability between the U.S. Marine Corps and allied nations. (U.S. Marine Corps photo by Cpl. Adam Henke)

Ships Moored at Pearl Harbor and Ford Island during RIMPAC 2024

Posted on | by Robbin Laird | Leave a Comment on Ships Moored at Pearl Harbor and Ford Island during RIMPAC 2024

An aerial view of ships moored at Joint Base Pearl Harbor-Hickam and Ford Island during Rim of the Pacific 2024, July 3. Twenty nine nations, 40 surface ships, three submarines, 14 national land forces, more than 150 aircraft and 25,000 personnel are participating in RIMPAC in and around the Hawaiian Islands, June 27 to Aug. 1.

The world’s largest international maritime exercise, RIMPAC provides a unique training opportunity while fostering and sustaining cooperative relationships among participants critical to ensuring the safety of sea lanes and security on the world’s oceans. RIMPAC 2024 is the 29th exercise in the series that began in 1971.

07.03.2024
Video by Petty Officer 1st Class Hannah Mohr
Commander, U.S. 3rd Fleet

204th Airlift Squadron

Posted on | by Robbin Laird | Leave a Comment on 204th Airlift Squadron
09/09/2024

The 204th Airlift Squadron from the 154th Wing, Joint Base Pearl Harbor-Hickam, conducts LUU 2 Flare training from a C-17 Globemaster III during training with the Alaska Air National Guard held July 7, 2022, Kenai Peninsula Borough, Alaska.

The addition of high-intensity illuminating flares comes from the Hawaii Air National Guard’s continued support of NASA’s SpaceX Human Space Flight program. It enhances the airlift squadron’s ability to conduct contingency astronaut rescue operations in various lighting conditions.

07.07.2023
Video by Master Sgt. Mysti Bicoy
154th Wing, Hawaii Air National Guard

The Changing Communications Demand Side for Mobile Forces: Packaging Considerations

Posted on | by Robbin Laird | Leave a Comment on The Changing Communications Demand Side for Mobile Forces: Packaging Considerations
09/08/2024

By Robbin Laird

As the U.S. and allied militaries face the realities of the evolving threat based environment, shaping ways for enhanced force mobility, lower signature operating forces, and more rapid insertion capabilities are shaping the demand side of the military communications market.

To operate at the tactical edge or to manage forces operating at the tactical edge from a mobile strategic command post requires smaller footprint communications capability and ways to move that capability and to package that capability for more rapid set up and use.

Recently, I talked with Dominique Schinabeck, the CEO of DESAPRO, a firm which specializes in packaging for military force, notably in terms of customizable and scalable aluminum casing, about how the demand side is changing for her firm in terms of the communications shift.

She underscored that the “basic shift is upon the need to be able to set up secure 5G communications networks anywhere as needed.

“This can be done within our aluminum casing products in a way that an adversary does not even know what is inside of the casing.

“And we can build the product to allow rapid setup using the casing as well as part of the established system.”

A notable area of change is with regard to the overall trend line for transporting and setting up of satellite terminals.

With the evolution of microelectronics, smaller satellite terminals are being built which can be transported in smaller form factor packaging as well.

This also affects the question of how many soldiers are needed to set up and operate such a terminal.

Reducing the form factor and the manpower required is part of the shift in demand.

The other part of the mobility operational equation is the question of time to set up upon deployment.

As Schinabeck notes: “There is a desire among military customers to reduce the setup time from hours to minutes.

“And to be able to be moved throughout the battlespace by being able to disassemble and reassemble rapidly. They want to lower their signature and reduce their ability to be targeted.

“We are focused on ways to be able to package a smaller satellite terminal which can be set up rapidly, repackaged and moved reliably and securely as possible.

“We believe aluminum casing crafted with an ability to assist through its design in rapid setup and re-packaging and movement is a key part of the solution militaries are increasingly looking for.”

See also, the following:

The Paradigm Shift to Deployable Communications: Ripple Effects

An Inside View of the CH-53K

Posted on | by Robbin Laird | Leave a Comment on An Inside View of the CH-53K

By Robbin Laird

In this video produced by Lockheed Martin, CH-53K test pilots provide a tour of the CH-53K.

In a recent visit to 2nd Marine Air Wing, the current squadron where the CH-53K is operating talked about the aircraft.

In the article published on August 5, 2024, I discussed the visit.

During my recent visit to 2nd Marine Aircraft Wing, I visited Marine Corps Air Station New River and had a chance to meet with two members involved from the outset in HMH-461 standing up the CH-53K.

I first visited New River in 2010, where the focus was on the coming of the Osprey and its initial engagement in Iraq and later that year in Afghanistan. The Osprey is obviously a very different aircraft than the CH-46 it replaced, as is the CH-53K with regard to the CH-53E. It just doesn’t look that way in terms of a quick glance.

That is why I wrote a piece in 2020 where I suggested it should have been called something different, such as the CH-55. This is what I wrote:

To the casual observer, the Super Stallion and the King Stallion look like the same aircraft.

One of the challenges in understanding how different the CH-53K is from the CH-53E is the numbering part.

If it were called CH-55 perhaps one would get the point that these are very different air platforms, with very different capabilities.

What they have in common, by deliberate design, is a similar logistical footprint, so that they could operate similarly off of amphibious ships or other ships in the fleet for that matter.

But the CH-53E is a mechanical aircraft, which most assuredly the CH-55 (aka as the CH-53K) is not.

In blunt terms, the CH-55 (aka as the CH-53K) is faster, carries more kit, can distribute its load to multiple locations without landing, is built as a digital aircraft from the ground up and can leverage its digitality for significant advancements in how it is maintained, how it operates in a task force, how it can be updated, and how it could work with unmanned systems or remotes.

These capabilities taken together create a very different lift platform than is the legacy CH-53E. In a strategic environment where force mobility is informing capabilities across the combat spectrum, it is hard to understate the value of a lift platform, notably one which can talk and operate digitally, in carving out new tactical capabilities with strategic impacts.

During my July 2024 visit, I met with Capt. Jeffrey Stanton, assistant operations officer, and with Capt. Philip Wood, CH-53K pilot and pilot training officer.

In fact, at the beginning of the discussion, the officers noted my chapter in my CH-53K book which made the CH-55 point, and they fully underscored the core argument about the differences of the King Stallion from its predecessor.

Both officers were legacy heavy lift operators and came to the squadron at the same time and have been on the ground floor with the squadron as it has begun its CH-53K operations.

As Capt. Wood put it: “The CH-53K is a completely different aircraft from the CH-53E. The way you physically fly it, the way you plan for operations, and the way you maintain it are completely different.”

He went on to note that when he came to the CH-53K he was told not to treat it as an Echo but to change his mindset. And he noted that helped him to shape a different muscle memory capability to fly and operate the aircraft, again, completely different from the Echo.

Capt. Wood described the shift as follows: “It is more of mental than physical game in operating the aircraft.

“You are focused on manipulating everything the aircraft can do. You are focused outside of the aircraft on what the pilots can do to support operations. The pilots have much more situational awareness and can operate the aircraft to support the changing operations environments more rapidly.”

We then discussed an interesting case of the difference which I learned about when I visited MAWTS-1. This was the case of a downed Navy helo which had to be lifted out of a very difficult location, namely at the bottom of a ravine.

This is how 2nd MAW described the operation:

U.S. Marines with Marine Heavy Helicopter Squadron (HMH) 461 and 2nd Distribution Support Battalion (DSB), U.S. Navy Sailors with Naval Mobile Construction Battalion Four, and animal packers with the U.S. National Forest Service hike to the site of a downed U.S. Navy MH-60S Seahawk to prepare it for recovery at Inyo National Forest, California, Oct. 19, 2023.

The combined efforts of U.S. Marines, Sailors, and Forest Service personnel allowed HMH-461 to successfully recover the MH-60S Seahawk with a CH-53K King Stallion.

HMH-461 is a subordinate unit of the 2nd Marine Aircraft Wing, and 2nd DSB is a subordinate unit of the 2nd Marine Logistics Group, the aviation and logistics combat elements of the II Marine Expeditionary Force.

What I learned at MAWTS-1 was that the hover capability of the King Stallion was critical to being able to lift the downed Seahawk out of the ravine. During a visit to VMX-1 in 2020 with Lt. Col. Frank, he underscored the importance of precision hover as follows:

“We’re not used to anything like this. It’s very intuitive. It can be as hands off as you know, a brand-new Tesla, you can close your eyes, set the autopilot and fly across country. Obviously, you wouldn’t do that in a tactical environment, but it does reduce your workload, reduces your stress.

“And in precision hover areas, whether it’s night under low light conditions, under NVGs, in the confines of a tight landing zone, we have the ability to hit position hold in the 53K and have the aircraft maintain pretty much within one foot of its intended hover point, one foot forward, lateral and AFT, and then one foot of vertical elevation change. It will maintain that hover until the end of the time if required. That’s very, very stress relieving for us when landing in degraded visual environments.”

Capt. Stanton was part of the ground crew during the Seahawk recovery operation and underscored how the King Stallion facilitated the lift operation. He noted: “I was on the advance party we sent out to plan the operation. It was clear that using the CH-53K would reduce significantly the risk factors involved in such an operation. It was around a 2 minute precision hover to come in and allow the helicopter support team to rig the Seahawk and to have the CH-53K to lift the Seahawk. And we did some non-traditional hooking of the aircraft to the CH-53K as well.”

The two officers noted that the aircraft is going through its developmental progression so that new capabilities are being released as the aircraft tests out each of these capabilities. That means that the King Stallion has been largely limited operationally to what the Marines do with the CH-53E but as capabilities are certified and then available, they fully expect the squadron to drive significant new innovations with a fully operational CH-53K squadron.

And while doing the path to transition, they are doing even CH-53E tasks more efficiently and in a more effective manner. Notably when moving equipment off an amphibious ship, the CH-53K can carry what a CH-53E either cannot or not do as easily or efficiently. A case in point is the ability of a CH-53K to carry a JLTV ashore in one sweep.

Col. Fleeger in my recent interview with her underscored how she saw the innovation process associated with the aircraft as follows:

“The operating crews will drive the out of the box thinking about how we can use our heavy lift assets to do new things and work new thinking about what payloads we can and should carry. In the Marine Corps, there is not simply out of the box thinking, it is really about operational innovations, and such innovations will drive new ways to use the CH-53K forward and suggest innovations we can work with the remaining legacy heavy lift aircraft.”

Both officers underscored their agreement with this perspective.

As Capt. Wood put it: “There are a lot of things we could do now with the CH-53K that have yet to explore.

“And there are certainly things the aircraft can do that we have not even thought of.

“The fleet pilots will come up with new ways of doing things and employing its new capabilities.

“And it has capabilities were are not even realizing now.”

 

Michigan National Guard’s 127th Maintenance Group

Posted on | by Robbin Laird | Leave a Comment on Michigan National Guard’s 127th Maintenance Group
09/04/2024

Maintainers with the Michigan National Guard’s 127th Maintenance Group, agile combat employment team, referred to as the, “ACE Team,” paired with tactical air control party personnel assigned to the Kansas National Guard’s 284th Air Support Operations Squadron, creating a unique training dynamic in Alpena, Michigan, May 18-25, 2024.

The TACP Airmen communicate directly with fighter aircraft during close air support missions in joint combat environments, making them ideal trainers for the A-10 Thunderbolt II maintainers tasked with the new ACE mission set.

05.23.2024
Video by Master Sgt. Chelsea FitzPatrick
127th Wing

MRF-D 24.3

Posted on | by Robbin Laird | Leave a Comment on MRF-D 24.3
09/02/2024

U.S. Marines with India Battery, 2nd Battalion, 5th Marine Regiment (Reinforced), Marine Rotational Force – Darwin 24.3, and Australian Army Soldiers with 102 Battery, 8th/12th Regiment, Royal Australian Artillery, participate in Exercise Thunder Walk 24 at Mount Bundey Training Area, NT, Australia, May 26 to June 6, 2024.

U.S. Marines and their Australian Allies rehearsed delivering precision artillery fire, integrating the fire direction center, and enhancing the joint combat space.

This video contains music from USMC enterprise licensed assets from Adobe Stock: Corporate Cinematic Trailer Inspiring composed by Colorofmusic/Jamendo/stock.adobe.com and Horror Trailer Action Tension Hero composed by Chillsound/Musicrevolution/stock.adobe.com

MOUNT BUNDEY TRAINING AREA, NORTHERN TERRITORY, AUSTRALIA
06.15.2024
Video by Cpl. Migel Reynosa
Marine Rotational Force – Darwin