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2016-11-28 The F-35B short takeoff/vertical landing (STOVL) variant is the world’s first supersonic STOVL stealth aircraft.
USS America, with VMX-1, Marine Fighter Attack Squadron 211 (VMFA-211) and Air Test and Evaluation Squadron 23 (VX-23) embarked, are underway conducting operational testing and the third phase of developmental testing for the F-35B Lightning II aircraft, respectively.
After my visit to the Albacete Air Base in Spain, I spent time in Madrid with Airbus Defence and Space.
During my time in Madrid, I was able to conduct two interviews, the first with the head of the tanker program, namely, Antonio Caramazana, and the second with Fernando Alonso, head of Military Aircraft and with the chief engineer of the A-400M, Lionel Rouby.
The A400M has been delivered to several air forces and will become a key part of their fleets for operations over the next 50 years.
Currently, the program is working through engine modifications, which has fixed a known problem with the gear boxes.
During a visit to the Bricy air base, the squadron leadership provided insights with regard to the French approach to the A400M and the squadron leader highlighted the importance in his view of the inherent upgradeability of the aircraft associated with its software systems as well as the promise of digital maintenance for shaping a new approach to fleet management.
In that interview, Lt. Col. Paillard highlighted the importance of keeping the aircraft common among the A400M users to get the maximum impact from the aircraft operating as a fleet.
“We do not want to end up like the Transall which was a common French and German aircraft but at the end became completely different aircraft.”
A key potential for leveraging commonality is derived from the digital nature of the aircraft.
The sensors onboard the aircraft and the various software upgradeable systems provide an inherent potential for the A400M to provide for inherent upgradeability and serviceability across the fleet.
Lt Col. Paillard seen in an A400M cockpit at Bricy. Credit: Second Line of Defense
Put in other terms, the digital nature of the aircraft is part of every A400M which enters the combat fleet and can provide a significant advantage over legacy aircraft. In that sense, the A400M is part of the strategic transition associated with other software upgradeable aircraft like the Wedgetail, the P-8, the Triton and the F-35.
My discussion with Fernando Alonso and Lionel Rouby focused on the sensors and software upgradeability of the aircraft built in and the potential impact of leveraging this inherent or built-in capability.
As Alonso put it: “Every A400M may look the same outside, but as the software evolves, new capabilities are generated for the aircraft.”
Question: How would you describe the software upgradeable quality of the A400M and field upgradeable capabilities associated with that upgradeability?
Lionel Rouby: The systems architecture of the aircraft, there are about 5,000 equipment (gathered in more than 200 systems/subsystems) onboard the aircraft and their around 130 of them – key ones – which are software upgradeable and could be uploaded by customers themselves.
You can upload software changes in the field. This makes the system quite flexible for upgrades.
The system is called the DLCS or data load control system, which manages the 130 systems for software upgrades featuring field loadable systems.
Fernando Alonso: For example, with the flight control systems we have software capabilities, which can be modified.
We are upgrading the flight control system to manage load shifts onboard the aircraft is dropping loads.
The center of gravity obviously changes as you drop loads during an operation.
By upgrading the software, although the airplane is physically the same, it now has a new capability associated with the upgrade.
The A400M at the Farnbourgh Airshow 2016. Credit: Airbus Defence and Space
And this capability is field loadable.
Lionel Rouby: Key computers onboard the aircraft operate this way, such as the flight management system, the mission management system, the load master work station, the flight warning system, the flight control system or the flight display system.
Obviously, the upgrades is not done in a few minutes but you can do this in a few hours as you ensure that the upgrade to the system has been properly installed and operating.
Question: This is very different from legacy aircraft.
This gives you a 50-year growth cycle and as you build up operational experience, which can shape as well the software changes, desired by customers.
Keeping the aircraft common allows the software upgradeable quality to give customers significant growth in capabilities over time.
But also the digital quality of the aircraft provides significant change in how maintenance can be done as well.
Could you describe this advantage?
Fernando Alonso: Onboard the aircraft are sensors which can provide real time data on the performance of the aircraft and this data can clearly provide key information to shape both an understanding of its operation but provide data for more effective maintenance.
Lionel Rouby: The sensors are there, but the system to exploit the data generated by the sensors is a work in progress.
We can shape a lifetime maintenance system.
We can process on the ground by the maintenance system which can process this data which can shape a customized maintenance system.
You can maintain the aircraft based on real need rather than having predetermined maintenance points.
When a set of conditions has been met, then the maintenance can be performed.
In effect, demand side maintenance can be provided rather than milestone maintenance.
We need to develop the algorithms which can translate the sensor driven data to shape the new maintenance regime which the aircraft can clearly deliver to our customers.
Fernando Alonso: From the standpoint of the airplane the data is there; shaping the systems to exploit the data is a work in progress but is inherent in the technology onboard the aircraft.
Question: This provides you with the opportunity to provide services to the customer to support the digital management process.
Could you describe these possibilities?
Lionel Rouby: We are opening the door to two new kinds of services to support the A400M.
The first is software maintenance whereby we provide for software upgrades to our customers.
The second is a customized solution by national customers based on mission driven operations.
Fernando Alonso: With the data coming from the aircraft, you can drive down to specific aircraft tails.
This allows customers to shape fleet management options, such as used in the commercial sector.
You can determine the correlation between the actual state of a particular aircraft against missions to determine how best to use the aircraft with its current operational state.
You can target the particular aircraft in its current operational state against lift, tanking, or Special Forces missions for a particular case.
And with the generation of data in flight, it is possible to deliver the data of the aircraft in flight to the ground to prepare the maintenance team PRIOR to the aircraft landing what maintenance needs to be done to get that aircraft back in flight more rapidly.
You can then generate better sortie generation rates by managing the data effectively.
In short, the digital nature of the aircraft provides for inherent upgradeability of the aircraft and new approach to modernization.
And the data generated by the sensors provides the basis for big data management for more effective and realistic maintenance approaches.
Yesterday, against all odds (at least the odds defined by the general media buzz for months), François Fillon, the French initial outsider for the Republican Primaries won by close to 70% of the votes against the initial favorite Alain Juppé.
This was in the second and last round of a long campaign aiming at designing who, out of seven candidates, would be best suited to win against incumbent socialist President François Hollande.
There is still a long way to go for the LR – “Les Républicains” – candidate to become the next President of France in May 2017, as there are several “nextgen” leftwing candidates who are pushing the door to fill in part the vacuum left by the defeat of center right candidates such as Alain Juppé and the current President François Hollande.
The next six months are going to be very conflictual on the left and on the right to win the hearts of a divided French population.
François Fillon following what was perceived by many as his surprise victory after the conservatives’ first round of voting. Credit: Getty Images
Speaking The Truth, Overcoming Divisions
Divided politically, economically, socially, ethnically… 1789 is back but with colors, and it is going to take a real Leader to gather all these colors.
These colors are not necessarily the “rainbow” ones, but the national ones. The same “blue-white-red” flag of French history can recall the past to shape a more viable and dynamic future for France and for Europe.
This is indeed the challenge posed to François Fillon already labeled since last week’s victory as a “divisive reactionnary”.
Sounds familiar to American voters?
One may not agree politically with a Donald Trump or a François Fillon who are rather different both in style (actually quite at the opposite of the spectrum in characters, although seemingly outspoken) and philosophy.
But there are an undeniable resetting of the rules of the political game and a common force on the move being currently unleashed: a force opposed to “political correctness.”
This is referred to in French as the “unique way for thinking” — a force opposed to the way the main stream media has been trying to influence the public opinion.
We are already seeing a different style of reporting with more emphasis on fact-checking and less opinion-preaching.
In addition, the thrust of debate is highlighting the need to shift from state-assistance versus hard-work and self-reliance;
A debate challenging an at times naïve globalization pulling everyone towards the lowest common denominator as opposed to a greater good based on well-understood self-interests;
An emphasis away from the excesses of a revisionist view of national histories which have been underscored in the recent years, in which only a minority can – maybe – recognize itself, with the risk of identity roots being pulled out at a time when they are most needed.
There is a true return to national pride and the need for traditional milestones both in the United States and in France.
Contrary to the way critics (will increasingly) portray François Fillon, he is very far from the far right, from a Marine Le Pen. He is perceived (at a minimum by close to 70% of the nearly 4 million Republican Primaries voters) closer to what a Charles de Gaulle or an Antoine Pinay[1] have been in the French psyche: no less than a savior, militarily in the first case, economically in the second case.
During this first part of the presidential election campaign, he talked the truth, restored a certain vision of the authority of the Presidential function (especially hurt by President Hollande’s recent confidences to Le Monde’s journalists[2]), but also of the role of France in the world: speaking one’s mind and not being a Russian or American pawn; being back to lead as the first Power in Europe “not for the sake of it”, but built on renewed economic strength[3]…
Transatlantic Clash or Joint Strength?
A Franco-American relationship under the twin impact of Trump and Fillon governments – if Fillon wins in France next May – might look more like the “love-hate” relationship which characterized much of the 1960’s transatlantic bond, but was one of mutual respect, and above all, a fundamental respect for each other’s own expression of national interest.
Based on each political leader’s statements, trade and environment negotiations will probably be rockier than they have been in the past.
But common ground is clearly there for solving the ISIS threat as a priority and riding the Russian Trojan horse might be a rational common course of action.
There is on both sides a clear priority to eradicate the terrorist Islamist threat affecting both countries and there is room for a fruitful cooperation which has been built up ever since 9/11.
Linked to the above, there is also the same desire to free oneself from oil dependency and Middle-Eastern politics and entanglements.
The US via renewed domestic oil and related energy production; France via relaunching nuclear energy self-sufficiency.
A new uncharted foreign policy territory may therefore open up for cooperation in which both systems seek to restore themselves to what would be perceived by each national electorate to their proper place in the world and in history.
There is also a similar determination to give the police and military – and their chiefs – the means and politico-legal backing to enable them to fulfill missions more attuned to serving national interests and global stability than the past decade of nation-building and long-term and open ended entanglements.
Climbing Towards France’s political summit (Credit Photo: Getty Images)
In any case, toughness and authenticity – as opposed to photo ops – could be the new motto of a Fillon government willing to reboot the system by fully “changing software.”[4]…
Footnotes
[1] Antoine Pinay restored a « strong France» as minister of Finances in the 50’s at a time when the French economy was suffering and the French population was doubting about its future. (see for instance >>> http://www.lepoint.fr/histoire/personnages/pinay-antoine-1891-1994-31-08-2013-1719732_1617.php)
[2] See: Un président ne devrait pas dire ça >>> https://www.amazon.fr/pr%C3%A9sident-devrait-pas-dire-%C3%A7a/dp/2234075483
[3] François Fillon, in last Republican Primary Debate, November 24th, 2016
[4] « changer de logiciel », cité dans : François Fillon, Republican Primaries’victory speech, November 27th, 2016
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2016-11-27 DTIII Testing for F-35B: Working an Integrated MAGTF at Sea
The F-35B short takeoff/vertical landing (STOVL) variant is the world’s first supersonic STOVL stealth aircraft.
USS America, with VMX-1, Marine Fighter Attack Squadron 211 (VMFA-211) and Air Test and Evaluation Squadron 23 (VX-23) embarked, are underway conducting operational testing and the third phase of developmental testing for the F-35B Lightning II aircraft, respectively.
The fourth ship to carry the name, the USS America (LHA-6) serves as the flagship for a new class of amphibious assault ships that is built specifically to support “aerial assault.”
The LHA class utilizes the area on assault ships typically occupied by the “well deck” to provide additional hangar space, increased are for shipborne aviation maintenance, and additional aviation fuel and weapons stores.
It was fitting that the F-35B would complete its Development Testing (DT-III) on an advanced US Navy (USN) platform named “America.”
The two platforms (United States Marine Corps (USMC) F-35B Lightning II and USN USS America) represent a quantum leap in Marine aviation capability, particularly when considered in combination with the MV-22B Osprey, AH-1Z, UH-1Y and incoming CH-53K.
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Pilots, engineers, maintainers and personnel from VX-23 (Air Test and Evaluation Squadron) of NAS Patuxent River, MD flew across the country with their two heavily instrumented F-35Bs for the shipboard DT-III late October through November 17, 2016.
They were joined by aircraft and personnel from VMX-1 (Marine Operational Test and Evaluation squadron) to support the maintenance phase of DT-III.
VMX-1 also participated in operational activity in preparation for the F-35Bs first shipborne deployment in about a year.
DT-III evaluated and validated the Short Take-off and Vertical Landing (STOVL) performance of the F-35B in high sea states, with full weapons loads (external & internal), with asymmetric loading (including taking off with a full load of externals, jettisoning one side and landing), live weapons and night operations.
Onboard maintenance activities involved the entire replacement of an engine, driveshaft and lift fan on one of the VMX-1 aircraft.
After replacement, the VMX-1 aircraft was flown off the deck.
USMC VMX-1 Commanding Officer, Col. George “Sack” Rowell, noted that the F-35B will equal or exceed the shipborne operational capabilities of the AV-8B Harrier in high sea states. Flight operations took place in winds of up to 47 knots from various angles, a deck roll of 5° and deck pitch of 3°. Maintenance work was accomplished (albeit with challenges) while the ship was rolling 9°!
DT-III was a great success achieving primary DT-III flight test points as well as numerous additional milestones for the F-35B;
Shipborne integration of Autonomic Logistics Information System (ALIS) V.2
Engine, driveshaft and lift fan removal and replacement aboard a L-Class ship
Live ordnance operations with the F-35B aboard a ship (from ship to MCAS Yuma Range)
F-35B integration with USN AEGIS validated
Operational Test aircraft flew Block 3F software at-sea
1st Royal Navy pilot F-35B carrier qualified
Joint Precision Approach and Landing System (JPALS) utilized for shipborne landing
Use of night vision goggles (NVG) for landing
Link-16 Integration with a variety of aircraft
The success of the tests validates the Marine Corps experience with the aircraft to date.
USMC Lt. General Jon Davis, Deputy Commandant for Aviation Marine Corps captured that experience,
I’d deploy tomorrow.
Tomorrow.
The commanding officer (CO) of VFMA-211 is chomping at the bit, he would deploy them.
So would the CO of VFMA 121.
They are ready.
These airplanes are highly capable and ready to go.”
The potent USMC/USN amphibious assault platform of F-35Bs, MV-22Bs, AH-1Z, UH-1Y and in years to come CH-53K will soon be sailing the seas.
It is natural to recognize the platforms support of a broad spectrum of military operations and missions.
However, it is important not to overlook the role the assault carriers (LHD) platforms have historically played and will continue to play; keeping sea lanes free and open for movement of global commerce, and supporting delivery around the globe of humanitarian aid following natural disasters.
The ongoing success of the USMC introduction of the F-35B fleet speaks to a certain reality.
In short order, the USS America (and companion ships) will be a foreboding presence to some and a welcome friend to others!
The Second Line of Defense team wishes to thank Sylvia Pierson, and Brandi Schiff, JSF/JPO PA; Capt. Sarah Burns & 1st Lt. Maida Zheng, USMC PAOs; Captain Joseph R. Olson, Commanding Officer of the USS America and entire crew; Lt. General Jon M. Davis, USMC Deputy Commandant for Aviation; and USMC VMX-1 Commanding Officer, Col. George “Sack” Rowell.
The photos and video were provided by the USN-USMC team.
For the companion piece by Todd Miller on his time on the USS America, see the following:
2016-11-20 By Michael W. Wynne, 21st Secretary of the Air Force
Summary:
Academics have known since 1934 that Turing computers were and remain inherently vulnerable to hacking as Godel and Keene Mathematically proved, and confidently expressed that proof in the years following.
The times were different; and computers were just aborning, and abandoning a rule of circuit design to firmly comprehend the relationship of every input to every output seemed acceptable when operating in isolation.
As society wallows in the deceit that a software patch can save the Turing Computing Machines that underlay the present Internet, we find even senior security officials such as the Chair and Co-Chair of the Intelligence Committee espousing the thought that protection is simply unavailable.
This is not fact based, but has grown to be the popular myth.
Returning to complex circuit design to mimic the intended digital circuit can and should underpin the ‘Designed in Security’ our society seeks, a proper defense.
Background:
The Internet was developed many years after the underlying flaw of the Turing Computing Machine was both invented and reviled during the 1930’s.
Turing is celebrated for his major contribution of code breaking, and as well the breakthrough in speed, using the phraseology in his topology of ‘this sentence is false’ leading to an acceptance of intent over precision in his computational mathematics.
Later as other mathematicians examined his processes, the fact of the endless recursive nature of the process allowed others to implant errors in this process, which essentially derailed the machine output. This has leading partially to the phrase “Garbage in Garbage out” as students who followed Turing grappled with the flaw.
My first encounter with computational mathematics was in an analog laboratory in junior high school where we were asked by the instructor to construct a difficult equation using classic ‘AND’ and ‘NAND’ logic based systems.
Looking back on that equation, there is no way to alter the setup without invading the circuit design. As well a bad answer would lead immediately to first a low grade, and second to a re-examination of the circuit for correction.
Thus every output had a known input.
Later, as a part of the autopilot design for the AC-130 gunship, which I and fellow Air Force Academy Instructors had compiled into an on board computer, testing at the Air Force Flight Dynamics Laboratory revealed a terrible anomaly was occurring.
Reflecting that they were in the analog world, and tested analog flight control systems, they took many hours of data illustrating a random control output that flapped the flaps, misguided the rudder, and generally was a disaster waiting to happen. With this information, from the digital perspective we were able to immediately discern that a flaw had been introduced into the program, and found a pointer looking at a random number generator, instead of the control table that we had carefully constructed. Thus, the anomaly was discoverd.
Looking back, there was a lesson, and that was that we had non-maliciously introduced this flaw in the digital domain, and it was detected by the rigor from the analog domain.
Thorough testing using solid circuit design requirements was the key to dealing with the anaomaly.
A shift from software patches to analog circuit design provides a way ahead. Source: Getty Images
Later still, my daughter was typing away in the college library, when an old fashioned image of a bomb appeared, counted down, and destroyed all of her unsaved work. This prank was a precursor to the current malicious code that can be introduced from distant locations, though it was local at the time.
As this was not the intent of the university Computer Center, it was an indicator that symptoms of our current problems were evident before the Internet was expanded to a universal norm.
Naturally, a software fix, searching for this particular ‘bug’, was introduced. This was also a precursor to our current fixation to software patches that even come to my home computer (windows based) many times a month.
Years later, as the then National Security Advisor, Condoleezza Rice, advised that the Internet was becoming the wild west; and images from the other side of our placid computer screen were shown to be violent, society began to realize we had a problem.
When I became Secretary of the Air Force, I introduced Cyber into the mission of the Air Force to mobilize for the defense of this new domain; where rested much of our Command and Control.
When the Air Force recruiting headlines for Cyber professionals began to emerge, the Air Force was excoriated by the legislature for being overzealous, and mis-judging the problem with the Internet.
All have since been validated; but the problem of defending the domain remains.
It is time for a serious conversation and shaping a new approach, notably because the President-elect has set a key goal as shaping new civilian infrastructure and strengthening the US military.
Current Situation:
It is often said that doing the same thing, but expecting a different answer to emerge is a sign of insanity, though we are all guilty of this flawed thinking.
Putting a software patch on top of a flawed hardware system to counter punch an invader may be fulfilling, but it is been proven over and over to be fruitless.
None-the-less, as an Eighteen billion dollar industry, not unfulfilling. Even now the National Institute of Standards has essentially declared out loud the futility of the many solutions it has encountered, citing the patience of the Advanced Persistent Threat in many papers. It as well stipulates that many penetrants never realize for many months or years that a penetration has occurred, until it becomes advantageous for the agent to disclose the information, or a separate patch unwittingly discovers the loss of data.
Many times the victim has no idea there was an issue. Corporate Boards are leery of liability, and thus in denial; or becoming part of the herd of software patch payers.
But society is slowly becoming aware that this is a scam, that they are riding an unending strife curve; and the alarms are beginning to sound as if the end of life as we know it is nigh again.
It is seeping into engineering and into design that those that have stayed with Analog are immune to this Internet, distant and malicious, threat. Whether aircraft safety systems, or in some of the most carefully protected areas; suddenly what is old is new again.
I would like to beat the drum for a ‘blast from the past’ and celebrate the re-emergence of computational analog circuit design.
As well; I would raise a ceremonial toast to a systems engineering rule for thoroughly understanding every input and output response before the system goes on line.
This is a marked departure than ‘crowd sourcing’ corrections to flawed software, which by its very nature invites malicious activity, while waving the flag of cooperation and collaboration.
When it comes to National Security; or to Public Infrastructure, this is flawed policy and needs to change dramatically.
Even the Internet of Things (IoT), now popular, requires re-evaluation when public safety in the form of vehicle control, or Grid, or Pipe, or Dam, is at risk.
Forward Look:
I recently gave a presentation in China at a University there, citing the Systems Engineering principles, and identifying the fatal flaw which has been like a virus that has never been extinguished, but instead tolerated for its good parts; but is now becoming a civil defense issue that should be addressed.
I would say for our National purposes, it is time that we followed some prescriptive advice and agree upon a path that will settle down the current rhetoric; and may create a level playing field, where Intellectual Property can easily be protected if desired; and our National Interests can be logically addressed.
For sure, the cited eighteen billion dollar industry is not going away; but can slowly morph into creating useful paths to a safer Internet.
Society is ready; and now the professionals have to decide on priorities, and action.
I would suggest that we should prioritize the goal that USG Web sites immediately be protected using frozen (e.g.; non reprogrammable) complex analog circuitry mimicking and replacing currently installed internet appliances.
Further; that Infrastructure Owners be tasked to put in place protected SCADA Systems, under the watchful eye of the Department of Homeland Security, which again are frozen analog complex circuitry, again mimicking and replacing the currently installed Internet appliance.
Internet Service Providers, router designers, and server designers can provide needed support to the agencies and public corporations to alter our present course, and they should be doing it.
I would further implore Financial Institutions and Corporations to recognize that this must be done to protect themselves, and their customers from the current economic losses.
Why Insurance Companies are not demanding change is a mystery?
Society is not stuck, but thought leaders are, time for a change.
It is Time for Analog as the solution set to deal with the vulnerability challenges associated with software.
This is not only possible, but has been available for a few years–the path is novel, but not unknown.
Vulnerability on the Internet is actually a choice, not a given outcome.
Let’s get on with it!
Editor’s Note: In the following article, published earlier this year by David Sax in Bloomberg Business Week, the author suggested that in the Age of Cybercrime, The Best Insurance May be Analog.
The article is an interesting companion piece to Secretary Wynne’s very clear call for a new way ahead to deal with a strategic vulnerability affecting civil and military defense systems.
Last September, Darpa launched the $36 million Leveraging the Analog Domain for Security (LADS) program, which is attempting to create a set of electronic ears that can detect malicious activity by monitoring the unintentional analog emissions of digital hardware, such as heat, sound, and changed frequencies.
“The advantage of an analog approach is that there’s no way for the malware to directly reach through air and affect the monitoring device,” says Angelos Keromytis, who runs the program.
If you wish to comment on this article you can do so on the Second Line of Defense Forum.
2016-11-26 DTIII Testing for F-35B: October 31, 2016
The F-35B short takeoff/vertical landing (STOVL) variant is the world’s first supersonic STOVL stealth aircraft.
USS America, with VMX-1, Marine Fighter Attack Squadron 211 (VMFA-211) and Air Test and Evaluation Squadron 23 (VX-23) embarked, are underway conducting operational testing and the third phase of developmental testing for the F-35B Lightning II aircraft, respectively.
The tests will evaluate the full spectrum of joint strike fighter measures of suitability and effectiveness in an at-sea environment and its support and enablement for the MAGTF.
The rumble of the MV-22B reverberated off the flight deck of the USS America (LHA-6).
The 12 F-35Bs onboard represented more F-35s than had ever gathered at sea.
The F-35B moving steadily towards deployment represents an unprecedented leap in capability, the future of formidable maritime power.
The gathering of assets was part of a joint US Navy (USN)/ US Marine Corps (USMC) “Proof of Concept” demonstration held off the coast of Southern California November 18-20.
PAO Capt. Sarah Burns indicated that the demonstration would explore the best way to integrate a large package of F-35Bs into the current USN/USMC structure to bring the most effective power projection from the sea.
Lt. General Jon M. Davis, Deputy Commandant for Aviation shared a core value of the Marine Corps demonstrated onboard, “No Marine Corps platform fights alone.”
The F-35B, MV-22B, AH-1Z and UH-1Y combined and integrated with the US Navy’s latest amphibious assault ship (USS America) complete a package that provides the Marine Air-Ground Task Force (MAGTF) with a broad spectrum of response options, and the most advanced mobile warfighting capability.
The MV-22B Ospreys speed and range have been a gamechanger for the USMC MAGTF, and now with the F-35B on hand the operational possibilities take yet another quantum leap.
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The sea based capability provides global mobility unrestrained by availability of land bases.
With a practical range of operations 450 miles from the ship, this integrated USN/USMC capability is ideal for the fight against terrorism, and/or the insertion of Marine infantryman or special forces deep in hostile territory.
The access is increased even more given the platforms ability to quickly relocate to austere forward operating bases.
Given the F-35Bs stealth, advanced sensors, situational awareness and weapons, it also provides the capability to operate in proximity of areas hosting Integrated Air Defense Systems (IADS) or Anti-Access/Area-Denial (A2/AD) environments.
The demonstrated integration of the F-35 and the US Navy’s AEGIS Ballistic Missile Defense System adds tremendous potency to an already capable system.
The F-35 can provide over the horizon targeting data to a readily available USN AEGIS platform that can quickly intercept ballistic missile, drone, or hostile aircraft with its SM-6 missile (widely believed to have a range beyond 200 mile).
This allows stealth detection of targets by the F-35, and a virtually unlimited (boatload) of missiles to utilize.
The F-35B replaces 3 Marine Corps aircraft, the F/A-18 Hornet, the EA-6B Prowler, and the AV-8B Harrier II.
Not only does it do the job of each aircraft better (Close Air Support (CAS), Suppression/Destruction of Enemy Air Defenses (SEAD/DEAD), Offensive/Defensive Counter Air (OCA/DCA), Electronic Warfare (EW)), it adds Intelligence, Surveillance & Reconnaissance (ISR) and Command & Control (C2) capability.
It adds this capability all while operating with the flexibility of a Short Take-Off and Vertical Landing (STOVL) platform.
The F-35B fulfills the USMC vision of “every Marine Corp aircraft a sensor, a shooter and a sharer.”
Once onboard the USS America the rumbling of the Osprey was quickly replaced by the near continuous roar of F-35Bs launching and landing.
The tempo of operations demonstrated the F-35Bs readiness for deployment and combat activity.
That should come as no surprise given the “B” has over 22,000 combined flight hours.
The F-35B advanced flight systems reduce pilot workload and increase safety in all aspects of flight. USMC pilot Lt. Col. Rich “VC” Rusnok an experienced AV-8B Harrier II pilot and slated to become the Commanding Officer (CO) of VFMA-121 in 2017 noted that, “hovering in the Harrier was like sitting on a one legged bar stool.”
His comment was complemented by USMC pilot Lt. Col. John “Guts” Price (slated to become the CO of VFMA-122 in 2018).
Price noted that his first hover in a F-35B found him realize his learned instincts in the Harrier to provide inputs created problems in the hover, and it was better to ease off the controls and let the F-35B do as it wanted!
Perhaps nowhere is this ease of flying more evident than in the speed of pilots Carrier Qualifications (CQs); in the previous 4 years only 8 USMC F-35B pilots had CQ’d, in the past 3 weeks 19 pilots CQ’d!
The Marine Corps lead the way with the F-35 program.
The deployment of VMFA-121 the “Green Knights” to Japan is motion to take place in January 2017, with further deployments slated for 2018.
It all speaks to the ongoing progress and maturity of the F-35 program.
This “aerial amphibious assault force” represents a new era of flexibility and capability for the MAGTF, and I anticipate we’ll regularly see the USS America serving the nations interests in strategic locations around the globe.
The Second Line of Defense team wishes to thank Sylvia Pierson, and Brandi Schiff, JSF/JPO PA; Capt. Sarah Burns & 1st Lt. Maida Zheng, USMC PAOs; Captain Joseph R. Olson, Commanding Officer of the USS America and entire crew; Lt. General Jon M. Davis, USMC Deputy Commandant for Aviation; Supporting F-35B pilots of VMFA-211 & the F-35B and MV-22B pilots and personnel of VMX-1.
