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The Defence Forces’ Logistic Command has received a mandate, on 11.1.2019, from Minister of Defence Jussi Niinistö to procure counter-battery radars for the Defence Forces.
The radar systems, training for the systems and spare parts will be ordered from the Israeli company ELTA Systems.
The new systems will provide the Army with capabilities to locate the opponent’s firing units and launch counter-battery activities.
The new capability will develop the Army fires while counter-battery activities restrict the opponent’s freedom to use fire power.
In addition to target acquisition for counter-battery activities, the modern multi-role radars can be used, at the same time, also for fire observing and air surveillance.
The Defence Forces invited international tenders and the selected system was tested in Finland in spring 2018.
It excelled in the tendering process and in meeting the requirements.
The radar system deliveries are scheduled for 2021; the contract also includes options for further procurements. Millog Oy and Telva Oy will be in charge of systems maintenance services.
Millog Oy is the Defence Forces strategic partner in maintenance and Telva Oy represents ELTA Systems in Finland.
In the latest Strategic Insights Report, we address the question of the way ahead with regard to a European Future Combat Air System.
As part of the revival of the Franco-German working relationship, the two governments have proposed to shape a future combat air system to replace both the Rafale and the Eurofighter in the 2040 time frame.
Certainly, it is reasonable to believe that if the two governments invest serious resources into the project, it could drive innovation and create a combat aircraft by 2040.
But that really is not the question.
The question is how will the dynamic decade ahead driven largely by the introduction of the F- 35 so significantly change the notion of what a fighter is reshape a fighter project?
Put another way, whether one buys or does not an F-35, the reality is that if you are a European Air Force you will adapt to the F-35 global fleet and the changes it will drive. And as combat learning is driven by the F-35 global enterprise, how will replacement systems be defined, crafted, built and deployed in the 2040s?
Or put another way, European Air Forces will change dramatically under the impact and influence of the F-35 and how will those changes drive the definition of new combat systems, and notably the teaming between manned and unmanned systems, which clearly is anticipated with the coming of the F-35 as a flying combat system?
A decade ago I was present at the creation of the Osprey nation and did many interviews and visits as the aircraft was stood up and supported in operations.
It was such a different aircraft from the CH-46 that the maintainers with whom I met a decade ago clearly new they had a new animal to work with.
This animal was a complicated beast, with some of the digital maintenance capabilities, which are now becoming central to new air platforms.
They had the initial manuals to work with on digital readers, but it was clear that this was going to be a challenging transition from the CH-46 to the Osprey for the maintainers.
And it has been.
With the CH-53K, it looks enough like a CH-53E to be a cousin.
But it is not.
It too is a very different aircraft, one which has left fully the mechanical age for the digital one.
And the Marines having learned from the Osprey experience are clearly focused on ways to ensure support for the K fleet as it is stood up.
The aircraft has been designed to simplify and reduce significantly the mechanical parts in the aircraft, in terms of an E to K transition. The plane has its health maintenance system built into the aircraft configuration, rather than being a bolt on system.
And the Marines are focused on the overall logistics sustainment infrastructure integrated into the evolving concepts of operations being considered for the aircraft, rather than treating logistics as an aftermarket effort.
This core focus and effort can easily be overlooked as part of the 21st century air systems revolution.
But what is envisaged is really revolutionary for a force like the USMC and unless you spend time with the team working what they call the log demo it would be easy to miss the significant and strategic change, which the Marines, NAVAIR and Sikorsky are shaping.
Recently, I visited New River and had a chance to talk with several members of the log demo team.
This is a very impressive group of Marines, NAVAIR officials and Sikorsky field representatives and support elements.
The aircraft in the hangar on which the log demo is worked will be one of the initial aircraft in the first operational squadron, which will be based at New River as well.
In this article I will focus on the discussion I had with two key team leaders, namely Lt. Col. Jade Campbell and Lt. Col. Stu Howell, both with the VMX-1 detachment in New River.
As our readers now, VMX-1 is headquartered now in Yuma with detachments at New River and in Pax River.
The detachment at New River is focused on the CH-53, both legacy and the new aircraft.
Lt. Col. Jade Campbell is an experienced CH-53E operator and has recently spent time in Australia working in the Australian Ministry of Defence, and clearly the Aussie innovation spirit both rubbed off and was influenced by such a Marine. Just prior to that he was the Commanding Officer for HMH-366 the heavy lift squadron based at New River.
We interviewed LtCol Stu Howell earlier and he is an experienced CH-53K pilot as well as having been involved in the Presidential helicopter program and being part of the squadron which flies the President.
We started by focusing on how radically different the K is from the E and how that would be reflected in a new generation of operators of the aircraft.
LtCol Campbell underscored that a core competence of the E pilot is an ability to hover in difficult conditions; because the K does this with digital systems, the pilots will focus more no how their aircraft operates within the broader mission effort.
As LtCol Campbell put it: “Unlike with the E, there’s no challenge hovering a Kilo on a moonless night in a dusty zone.
“And that allows the K pilot to have the mental bandwidth to think about the battlespace.
“We are talking about a generational shift from a primary focus on being to operate a mechanical aircraft in the battlespace to one where the pilots can focus on the battlespace and their role within it while the aircraft takes care of the functions that had to be done by the pilot while flying the E.”
The log demo encompasses several activities.
The baseline activity is to take the manuals as prepared to maintain the aircraft.
The team then is testing out every aspect of procedures to determine what works, what needs to be modified and what new procedures might be more effective with the aircraft.
With regard to the baseline, they are verifying and modifying and redesigning the manual for the K.
As LtCol Howell put it: “We’re not redesigning the aircraft, but we are creating better procedures or mitigating fixes to help improve the safety of the aircraft.”
While doing this core bread and butter activity, the team is looking more broadly at how the skill levels and mix are changing to do a K and focusing upon how the USMC might organize itself more effectively to optimize the kind of workforce which a K needs versus the legacy E.
As LtCol Howell emphasized: “We’re verifying the publications and the procedures, but we’re also writing the playbook on what should our table of organization be within a heavy lift maintenance department.
“Obviously, the E and the K are very different aircraft and will be maintained differently.
“How should we staff the heavy lift maintenance department in light of this change?”
“Is it appropriate for an 18-year-old straight out of high school with a year of training to do the kind of maintenance that we’re talking about?
“Or do we need to change that approach?”
“For the maintainers, it’s how do we support the fly, fix, fly regime which will be shaped for the Kilo?
“And how do organize to operate effectively for a fly, fix, fly regime for this new aircraft?
“It really is about having a logistical infrastructure inclusive of an effective maintenance approach in order to have the optimal support for the ops temp we need.”
And they are looking past the single aircraft they are working on getting ready for the fleet management side of it, which in part is being done by both NAVAIR and Sikorsky at Pax River.
There the focus is upon how to leverage the big data being generated by the fleet to better position NAVAIR and the Marines to have a supply chain, which empowers operations, rather than as operating an impediment.
How to ensure that right parts being available on a timely basis to support real world operations, rather than simply having a rigid and arbitrary schedule of parts delivery?
The US Navy is working the broader question of the support enterprise.
They are looking at how parts movement to support onboard ship operations might be optimized.
They are looking as well at the locations where the K will be based and focusing on how to ensure that the supply chain can be optimized to support both the land and sea bases.
As LtCol. Howell noted: “The rotor head was pulled off and put into its transportation box.
“How will that be tractor trailered to Connecticut for overhaul or to Cherry Point?
“Do the resources that are available at New River and Cherry Point account for that?”
Obviously, the lessons being learned at the log demo are being transferred to the initial operating squadron, which is on site at New River as well.
After the log demo what is next for the Kilo?
“The Marines will take four aircraft through initial tests and evaluation which then become the seed corn for the first operational squadron and the first training instructors.”
The featured photo shows Marine maintainers working a main rotor head install on the CH-53K. Credit: USMC
Editor’s Note: More than a decade ago, we were present at the creation of the Osprey as a new combat capability for the USMC, and visited New River frequently starting in 2010.
To provide a baseline comparison to what the Marines did then and now in terms of standing up a new air capability, we are republishing several articles from those earlier visits.
For the first article in the Osprey retrospective, see the following:
According to a story published on the UK Ministry of Defence website on January 28, 2019, the development of a next gen of UK deployable satellite antennas will receive a one million pound investment boost.
The ‘wrapped rib’ antenna is lighter, less complex and more cost-competitive than those currently available commercially. The antenna will be exclusively developed in the UK by Oxford Space Systems (OSS). It will make the UK the first European country with the capability of a flight-proven parabolic deployable antenna.
The lighter weight of the ‘wrapped-rib’ antenna means it can be transported to space more efficiently at less expense. This is critical in an industry where launch costs are high. The MOD funding will assist OSS to increase the antenna’s size and its performance to meet the needs of defence.
Defence Secretary Gavin Williamson said:
“I have been clear that we need to accelerate the development of new, innovative capabilities – especially those in the space domain. It is vital that we have homegrown affordable technologies like this pioneering deployable satellite antenna to maintain a commanding military advantage over our adversaries and competitors.”
In collaboration with the Defence Science and Technology Laboratory (Dstl) and the Defence Innovation Fund, this is the largest contract placed with a first-time supplier by the Defence and Security Accelerator (DASA).
The new antenna will be used to meet the needs of fine-resolution Low Earth Orbit Synthetic Aperture Radar (SAR) imagery. SAR permits all weather Earth observation, irrespective of time of day or night. This provides unique advantages for both civil and defence applications. The technology will enable the UK to deploy a number of antennas in space, providing more accurate and frequent satellite images.
The technology consists of a specialist carbon-fibre composite and utilises origami engineering techniques to create a unique, compact, deployable antenna. This results in an antenna that is compact and light weight when folded for easy portability and deployability but can unfurl to several metres when in space, just like a large pop-up umbrella.
“This contract represents a considerable stamp of endorsement by the UK Government for OSS on the global stage. The funding allows us to create high value employment in the space sector and grow our team of experts at our Harwell base.
“We can now focus on maturing the ‘wrapped rib’ antenna toward on-orbit demonstration. We view our antenna technology as a key enabler for the next-generation of communications and SAR services from orbit.
“The antenna is highly scalable and tunable and has been specifically designed for volume production, targeting smallsat constellations. As such, it’s suitable for a range of commercial opportunities not only here in the UK, but globally too.
“Our doors are open to international trade and we are excited about where future partnerships will take us.”
Head of DASA, Lucy Mason said:
“Our work with OSS ticks all DASA’s objectives, not only did we provide the initial stimulus to establish this partnership, but it will also open up opportunities for truly cross government collaboration, with the potential to meet the needs of both our defence and security customers.
“Additionally, the project will contribute to UK prosperity by creating jobs and increasing export opportunities. This is exactly why DASA exists.”
The move is just the latest defence involvement in the space sector.
The Defence Secretary has announced that he will launch a dedicated Defence Space Strategy, whilst the department is also supporting the UK Space Agency with work on a national alternative to the EU’s Galileo satellite system.
The RAF was also involved in the launch and operation of the Carbonite-2 demonstrator satellite; now in orbit, the satellite offers sovereign, full-motion colour video from space for the RAF for the first time.
With the usual controversy surrounding Australia National Day, it can be neglected to note the coming of the HMB Endeavour to mark the 250th Anniversary of Captain James Cook to Australia to be held in 2020.
According to a press release from the Prime Minister of Australia’s office on January 22, 2019, the preparation for the 250th anniversary was highlighted.
The Morrison Government is backing communities across the country to mark the 250th anniversary of Captain James Cook’s first voyage to Australia and the Pacific.
In addition to $5.45 million to support projects for the Cooktown 2020 Festival, the Morrison Government will provide $6.7 million to the Australian National Maritime Museum so its replica of Captain Cook’s HMB Endeavour can circumnavigate the country, hosting a series of events and activities at each of its proposed 39 stops.
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The circumnavigation will be funded from the Government’s existing $48.7 million package to mark the anniversary that includes exhibitions through the National Library of Australia, support for the Australian Institute of Aboriginal and Torres Strait Islander Studies to preserve and celebrate Indigenous culture and assistance for the NSW Government to deliver the Kamay Botany Bay National Park Master Plan.
Prime Minister Scott Morrison said the events would offer new generations an insight into Captain Cook, the Endeavour and the experiences of Indigenous Australians.
“As the 250th anniversary nears we want to help Australians better understand Captain Cook’s historic voyage and its legacy for exploration, science and reconciliation,” the Prime Minister said.
“That voyage is the reason Australia is what it is today and it’s important we take the opportunity to reflect on it.
“From Far North Queensland and the Cooktown 2020 Festival across to Bunbury and down to Hobart, our Government will ensure Australians young and old can see firsthand the legacy of Captain Cook and the voyage of the Endeavour.”
The Morrison Government’s $5.45 million investment in projects for the Cooktown 2020 Festival includes development of the Reconciliation Rocks Precinct, the Botanic Gardens and upgrades to the Gamaay Dreaming Track to not only commemorate the anniversary and local Indigenous culture, but provide a lasting economic contribution to Cooktown.
It will also support the Waymburr Milbi project to house artefacts used for the annual re-enactment of the story of Australia’s first act of reconciliation told by the Guugu Yimithirr people on the banks of the Endeavour River.
LNP Member for Leichhardt Warren Entsch said the investment ahead of the Cooktown 2020 Festival would ensure the local region was a focal point for the 250thanniversary events.
“Our region has an incredible connection to Captain Cook’s voyage and we want the rest of Australia to hear our stories,” Mr Entsch said.
“Our Government has listened to Cooktown and we’re delivering.
“This investment will help drive tourism for Cooktown and Far North Queensland. We’re bringing people from across the country to Cooktown not just to experience the Festival and hear our history, but to enjoy the local area’s incredible natural attractions and hospitality.”
Minister for the Arts Mitch Fifield said the Government’s investment in the replica Endeavour’s circumnavigation would be managed sensitively, and will present both the view from the ship and the view from the shore of Cook’s historic voyage.
“The HMB Endeavour replica will set sail from Sydney in March 2020, and head south to Hobart before turning north to commence a full circumnavigation of mainland Australia,” Minister Fifield said.
“The final itinerary, including the nature of HMB Endeavour’s replica visit to each of the proposed locations (anchorage, berth or sail by) and the associated dates, will be announced in the first half of this year following community consultations by the Australian National Maritime Museum.
“The voyage will provide many opportunities for Australians to see the HMB Endeavour replica, either at one of the ports it visits or when it anchors or passes by.”
Construction of the Australian-built replica commenced in 1988 and since undertaking its maiden voyage in 1994 the vessel has enabled hundreds of thousands of visitors to experience how Captain Cook and his shipmates lived.
The HMB Endeavour replica is expected to make the following stops:
Northern Territory – Darwin, Yirrakala
New South Wales – Botany Bay, Coffs Harbour, Eden, Jervis Bay, Newcastle, Sydney
Queensland – Aurukun, Brisbane, Cairns, Cooktown, Gladstone, Hamilton Island, Lizard Island, Mackay, Possession Island, Seventeen Seventy, Thursday Island, Townsville, Weipa, Yarrabah
South Australia – Port Adelaide, Port Lincoln, Port Pirie, Whyalla
Tasmania – Hobart
Victoria – Geelong, Melbourne, Portland, Williamstown
Western Australia – Albany, Broome, Bunbury, Carnarvon, Esperance, Fremantle, Geraldton, Port Hedland
The Australian National Maritime Museum will host a series of events and activities at each stop the HMB Endeavour replica makes throughout its March 2020 to May 2021 voyage.
And as part of this year’s celebration of Australian National Day, STS Young Endeavour youth crew members joined in aboard the replica of the famous ship in Sydney Harbour.
Last year we reviewed a new book on HMS Endeavour which provided a chance to look at the ship and the society and its culture which built the ship.
That review follows:
The recent announcement of the discovery of HMS Endeavour off of the waters of Newport Harbor highlights the age of exploration and enlightenment to a now “risk-averse society when it takes years for even a modest policy to be implemented and dozens of emails for a decision to be reached.”
Earlier this year, the British Library had an exhibit which displayed a number of the key artifacts from the voyages of Cook to the Pacific and Antarctica.
The drawings and scientific findings from his voyages were on display and really amazing to experience, as I did earlier this year during a visit to London.
But interspersed throughout the exhibit were several videos which undercut from my perspective the whole point of having the exhibit and which highlighted as well a challenge which contemporary society now faces.
Instead of providing understanding of how the explorers saw the world, or providing the sense of adventure with regard to the voyages, we were presented with several lectures on the negative consequences of these voyages from the standpoint of contemporary history.
In stark contrast to the lecturing on contemporary values which the videos at the exhibit provided for those willing to listen, Peter Moore’s book provided a solid understanding of the context and the nature of the age within which the Endeavour operated.
And what a history it was.
The Endeavour was built as a coal transport ship for the internal trade in the UK or perhaps traversing the North Sea.
It was born as the Earl of Pembroke and when commissioned by the British Navy for the voyages to the South Pacific became the Endeavour.
Joseph Banks established a new paradigm whereby naturalists would accompany the Royal Navy during voyages of discovery and because of their presence, much of the history we now have access to comes from their recorded discoveries.
When the First Fleet reached Australia in 1788, it was part of the post-liberation American history.
Until the revolution, the American colonies were the recipients of the convicts and adventurers onboard the First Fleet.
But prior to the First Fleet, Endeavour provided a clear link between the histories of the two countries.
Not only had Cook reached “New Holland” and explored Botany Bay and run into (quite literally) the Great Barrier Reef, but upon return to England, the Endeavour became a virtual relic only to be revived in time to participate in the American War of Independence.
The Endeavour was repaired and became the Lord Sandwich, which is certainly ironic given that Lord Sandwich probably without ever realizing it, the ship named after him actually was the same ship which he helped support for the Cook voyage!
Of course, Lord Sandwich was despised in the American colonies and was a key UK official responsible for generating the fleet which then went to restore order in the colonies during the revolution.
As the Lord Sandwich, the Endeavour, was part of the largest invasion fleet in history prior to D Day, namely, part of the task force which went to seize New York Island from General Washington.
The ship was part of the logistics task force which brought the Hussein soldiers to America to fight the rebels.
Then the ship went north to be part of the Rhode Island task force and served as a prison ship for rebels and then when the French navy came in support of the colonies, it was one of the ships selected to be sunk and to help block the harbor against the French fleet.
And it is from this last resting spot where the Endeavour has been recently found.
Peter Moore highlighted the twining of the life of the Endeavour with the dynamics of change in the American colonies.
“For the Lord Sandwich – as Endeavour must now be called – February 1776 marked the most unexpected of new beginnings.
“Looking back, it is striking to see how the arc of this ship’s life resembled the rise of the political strife in America.
“Her launch in 1764 came just months after the Sugar Act.
“Her purchase in 1768 happened as the colonists reacted to the Townsend duties.
“She approached New Holland as the Boston Massacre was taking place, and returned from her last voyage as the First Continental Congress opened.
“Now, after so long running in parallel, the bark’s life would interweave with events in America.”
(page 300).
I read this book slowly as it is crammed with fascinating details, quotations from original sources and insights on the age in which Endeavour sailed.
And how can you not like a book that has quotes like this one:
In describing reactions of American colonists to the Sugar Act and support of supporters of the British crown in the American colonies, one colonist was quoted as saying this about a Crown supporter:
“I think no Man ought to be hanged for his Looks, but I am thankfull to Providence, that the Dispositions of some Men are so strongly express’d in their Countenances that they only need to be seen to be despised.” (page 80)
With the coming of software upgradeable aircraft which have health management systems built in, there is a strategic opportunity or better put, a strategic imperative, to leverage those systems to gain knowledge and mastery of a combat fleet.
The opportunity is there to gain predictive knowledge about fleet performance and to shape a workforce and approach to enhanced aircraft availability and better ability to deal with the required ops tempo.
A case in point is the CH-53K.
It is a digital rich aircraft with its health maintenance system built in.
And the Marines along with NAVAIR and Sikorsky are currently working the logistics side of the aircraft at New River to determine best procedures to maintain the aircraft, and how to structure the workforce and shape a logistics infrastructure, which can be optimized for fleet operations and support.
Recently, I visited the Marine Corps-NAVAIR-Sikorsky team working the logs demo at VMX-1 to get an overview on the approach.
I am looking forward to returning later this year and to have a chance to talk with the entire team as they are present at the creation of a very different approach to combat aircraft.
An issue facing software upgradeable aircraft such as the K is the concurrency challenge. This challenge has most frequently been identified with the F-35 but it is at the heart of the change which software upgradeability brings to a fleet.
Because software drops can be placed directly into combat aircraft much more rapidly than the historical cycle of modernization, the new capabilities need to be reflected in both the pilot and maintenance simulators as well to ensure that there is integration of training, and operations across the fleet.
But the gap, which occurs between the software drop in the aircraft and the software on the simulators for both maintainers and pilots, is the concurrency challenge and one, which clearly needs to be addressed.
During my visit to New River, I had a chance to discuss this with the logs demo team but will return to this challenge and ways to resolve it in later articles.
During my visit, I had a chance to talk with Jim Lambert, the head field representative for Sikorsky working on the Log Demo. He is a very experienced CH-53 Marine who has worked with Sikorsky for a number of years in support of CH-53s operating worldwide.
He has brought that operational fleet experience to his work on the K and has been with the aircraft from before its birth and is being deployed to work with the K through its migration from factory to the logs demo to the first operational squadron.
Obviously, that kind of domain knowledge is crucial to getting the most effective combat aircraft to the force.
A key aspect of what we discussed was the opportunity to build out fleet knowledge from which aircraft availability would be enhanced over the experience of flying earlier generation CH-53s.
According to Lambert: “We’re actually collecting fleet-wide diagnostic data which has not been done before on this scale.
“Every aircraft is contributing to a metric showing usage and trending all these data points.
“Once the data is collected it is analyzed to identify any negative trends and adjust as needed to optimize the fleet and increase aircraft availability.
“This allows the fleet to identify possible part issues or new failure modes at the earliest possible point.
“This allows the operator to validate its logistics foot print real time and to be predictive with fleet needs to put parts in the system ahead of need.
“This is all done in the background of the user ensuring the maintainer has what they need when they need it.
“This sets up for a proactive based approach to fleet support as opposed to the current reactive approach.”
What I saw through the early years of the Osprey was a clear problem with lack of understanding of parts failures and lack of confidence or familiarity of Marine maintainers with the certain key parts performance which led to a more hit and miss approach to manage the parts flow.
This point was driven home to me in the interview I did with Col. Seymour prior to his retirement from the USMC, a senior Marine who knew the Osprey better than anyone.
In the exit interview I did with Colonel Christopher ‘Mongo’ Seymour in the summer of 2013 during the week prior to his retirement, the hard hitting and well-respected Marine Corps leader provided a look back and a way ahead with regard to sustainment of the Osprey.
QUESTION: A major challenge in fielding a new system is getting the supply chain up and working and getting the inevitably maintenance problems sorted out.
How have you worked through these problems?
Col. Seymour: There are three separate streams of activity which need to align to really get the new system up and running and integrated into operations.
The first is getting the Marines committed to owning the system and learning how to fix “new” problems, which come up with a new system.
The problems are different and have to be worked differently.
You need to get the maintainers to change their culture.
Sorting out problems with the gearbox is a good example of what needed to be done.
The gearbox on this airplane is very complex and central to its unique operational capabilities.
The gearbox inside the nacelle turns a rotor, and they were chipping.
This is high-end engineering.
But it was chipping and when it did so maintainers put it aside and waited for a new part.
This meant the fleet was going to be degraded.
The flight line needed to take ownership of the problem because a lot of it was self-inflicted gunshot wounds.
Maintainers would look to blame someone else when they had a Prop Rotor gearbox go bad.
As it turns out, the technology required was to use isotropic oil that actually absorbs moisture out of the air, so if you have a gearbox that’s not turning and boiling the oil out on a regular basis, it goes long term down.
It’s sucking in the moisture of the North Carolina Coast into the oil.
And the maintainers would leave it out on the flight line all opened up just breathing the air, and then when they finally got a part or piece, they try to fire it up and another gearbox would chip or another problem would manifest itself someplace else. It was an endless loop.
We took some ownership here on flight line, and shaped better maintenance practices, and to help industry.
Once we got that Prop Rotor gearbox moving back out of the red into the black, the internal culture of the community changed to become significantly more optimistic, you know.
The maintenance man-hours required to change a proper gearbox initially was estimated at 1800 maintenance man-hours.
We’re doing it now in about 380.
That’s how good we got at it.
What the logs demo with the CH-53k is focused on doing is putting the Marines on the side of the learning curve where the experience described by Col. Seymour is NOT repeated with regard to the CH-53k compared to the Osprey.
Lambert argued that working as a team from the ground up and having field representatives intimately familiar with the MAINTENANCE of the aircraft was crucial to getting the right kind of support in operations that the K would need.
In other words, how to execute the “Mongo” corrective with regard to the K?
As Lambert put it: “As field reps, we will stay on this flight line as long as we need to keep training Marines and assisting them troubleshooting airplanes.
“Our goal also is to bring fleet continuity of experience to ensure that the Marine maintainers are comfortable with the airplane and not doing what you have described as the Mongo challenge or corrective.
“We’re here to say, “No, it really is okay what you are doing. And here’s why it’s okay.”
“Our main goal is to remove insecurities generated by lack of familiarity or operating from the way the CH-53E is maintained and to try to provide them a little bit of comfort with the new approaches to sustaining a new aircraft.
“Because we’re in this crawl, walk, run environment as we stand up the K.”
In short, the Marines are pioneering a 21stcentury approach to maintaining a 21stcentury software upgradeable aircraft.
This is clearly not a CH-53E but a whole new animal which requires a whole new approach.
Editor’s Note: On defense.info in the featured defense system section, we are going back in time to when the Osprey was first being maintained by the Marines at New River.
More than a decade ago, we were present at the creation of the Osprey as a new combat capability for the USMC, and visited New River frequently starting in 2010.
To provide a baseline comparison to what the Marines did then and now in terms of standing up a new air capability, we are republishing several articles from those earlier visits.
We have just published the first in this series of insights into the brith of the Osprey Nation.
The featured photo is credited to VMX-1 and shows Marines working on the rotor head which is a major piece of what allows the aircraft to carry three times the weight externally compared to a CH-53E.
The elastomeric Rotor Head is designed to be much lower maintenance compared with the Rotor Head on the earlier version of the heavy lift helicopter and allows the blades to be removed and remounted significantly faster compared to the E.
The video is from July 2013 and highlights Col. Seymour’s perspectives on cultural change in the USMC with regard to maintenance.
As new aircraft enter the combat fleet, there is a clear opportunity to shape new approaches to sustainment for global operations.
This is especially true if the aircraft in question is bought and operated by allies as well as US forces.’
The core promise of the F-35 global enterprise rests on this strategic opportunity.
Fortunately, we have already seen the emergence of the approach with legacy systems, which can be built on as the new software-upgradeable aircraft enter the force.
A good case in point is the C-17.
Allies are not just customers but participants in innovation.
A case in point are the Aussies and their operation of the C-17.
A recent article published on the Australian Ministry of Defence website published on January 26, 2019 provides a look at a case where an Aussie innovated to the benefit not just of Australia but to the entire C-17 operating fleet.
Soon after posting into No. 36 Squadron, Corporal Kelvin Green noticed a problem with the C-17A Globemaster’s paint.
“I look at every aircraft in detail – I can spot a repair and can tell if paint is not going to last,” he said.
Corporal Green noticed paint was delaminating about three months after returning from a full repaint in the United States, instead of lasting five to seven years.
When he realised this was causing an increasing workload, Corporal Green wrote a defect report including how to rectify the problem.
Boeing sent a team of scientists and engineers to inspect the aircraft and test Corporal Green’s theories.
“It turns out I was correct,” he said.
“They took their findings back and made significant changes.”
No. 86 Wing sent Corporal Green to the United States to inspect the first Royal Australian Air Force C-17A painted after the changes.
“It was great to see my report on display for all Boeing’s aircraft surface finishers to see,” he said.
For his intervention, Corporal Green received a Conspicuous Service Medal in this year’s Australia Day Honours List.
Corporal Green said support and recognition from his chain of command made this possible.
“It’s always a battle convincing people that paint should be a priority as it does affect the aircraft life,” he said.
Corporal Green’s paint knowledge resulted in improved availability and reduced costs over the life of all C-17As.
The citation said his “extraordinary” vigilance and professionalism had a positive impact on the C-17A fleet worldwide.
“To actually receive it is unbelievable; it has still not quite sunk in,” Corporal Green said.
“For my mustering, such a small mustering; it’s an absolute honour.”
Because the C-17 is supported by a global sustainment contract, cross-learning is facilitated as well.
In this video insert from an interview conducted at PACAF at Hickam AFB on February 24, 2014, Jim Silva, Deputy Director, Logistics (A4D), discusses the parts sharing arrangement between the US and the Aussies with regard to the C-17.
