According to 2nd Marine Wing, the attack helo squadron HMLA-269 after being sunsetted two years ago has now returned.

That is why we might call them the “Phoenix Squadron.”

In this story by 2nd MAW published on July 1, 2024 we learn about its rebirth:

Marine Light Attack Helicopter Squadron (HMLA) 269, 2nd Marine Aircraft Wing (MAW), reactivated during a ceremony aboard Marine Corps Air Station (MCAS) New River, North Carolina, July 1.

HMLA-269, known as “The Gunrunners,” previously deactivated on Dec. 9, 2022, in accordance with Force Design initiatives. Throughout the course of the squadron’s brief deactivation, the Marine Corps conducted analysis on force management in order to ensure that no operational commitments were left unfulfilled. This analysis identified the need for an additional HMLA squadron on the East Coast to provide sustained operational support to II Marine Expeditionary Force (MEF). This change within 2nd MAW represents incremental change to Force Design to meet the conditions described in recent national security and defense strategies.

The reactivation ceremony featured remarks from Col. David Fitzsimmons, commanding officer, Marine Aircraft Group 29, who thanked the various advocates at 2nd MAW, II MEF, and Headquarters, U.S. Marine Corps, that made HMLA-269’s reactivation possible.

“It was a decidedly somber day when HMLA-269 deactivated,” said Fitzsimmons. “That was certainly reversed today.”

Also present was Lt. Col. Jens Gilbertson, commanding officer, HMLA-269, who highlighted Marine Attack Helicopter Squadron (HMA) 269’s legacy as the Marine Corps’ first attack helicopter squadron and recounted the multiple pilots and aircrew within HMA and HMLA-269’s history who received the Distinguished Flying Cross. He noted that HMA and HMLA-269 was recognized eight times by the Marine Corps Aviation Association as the Marine Corps’ Light Attack Helicopter Squadron of the Year, more so than any other Marine Corps light attack helicopter squadron in history. Gilbertson also recognized the Marines of HMLA-269 who enabled the squadron’s reactivation.

“Ultimately, it was up to these Marines to get it done,” said Gilbertson. “They have discipline, and they have precision, and that’s the same discipline and precision they’re going to bring when they maintain and fly our aircraft.”

The squadron will resume operating the AH-1Z “Viper” attack helicopter and the UH-1Y “Venom” utility helicopter. Both aircraft are manned, trained, and equipped to fight from the sea into austere environments and confined littoral spaces, and support the Marine Air-Ground Task Force by providing offensive air support, utility support, armed escort, and airborne supporting arms coordination.

See also, the following:

The Strange Fate of HMLA-269: A Phoenix Squadron

By Robbin Laird

My recent discussions with LtGen Heckl and visits to MAWTS-1 have both reinforced the nature of the USMC and its role within the overall strategic shift the U.S. military is undergoing. The U.S. military is being reshaped to enhance its survival and lethality through an enhanced ability to conduct distributed operations in various forms which also allow it to maintain global presence.

In this shift, the role of logistics has gone up dramatically. There is no way to distribute force and have it operate effectively without logistical support delivered to the point of operational need. It is obvious that significant innovation is required to deliver such a capability.

One element of such innovation for the USMC resides in the evolution of its heavy lift helicopter fleet, the CH-53E and the addition of the new CH-53K. The expanded capabilities presented by the CH-53K are in line with several changes in the strategic direction of military innovation and the upgrades to the CH-53E allow it to engage in the key shift associated with the payload revolution.

While the heavy lift helicopters will continue to perform their historical function of carrying personnel and equipment in support roles, they will be carrying new payloads into the future, including operating in combined arms operations with unmanned systems as well.

In my recent conversation with Col Kate Fleeger, the NAVAIR program manager of H-53 helicopter programs, see emphasized this shift in the following words: “The heavy lift helicopter can carry significant loads, but those loads are changing over time. What payloads are we going to carry over time? With the roll on roll off systems we have and are developing, with new bolt on capabilities, we are limited only by our imagination with regard to evolving payloads to be carried into the future.”

We discussed both the CH-53K and the CH-53E modernization from this point of view. The CH-53K as a digital aircraft is built for the evolution of the U.S. military for a future of working with a variety of payloads, including unmanned systems. The upgrades of the CH-53 enable it to work with a new variety of payloads as well.

Col Fleeger provided an update on the CH-53K which highlighted essentially that they were on a solid path with the CH-53k. She noted: “14 aircraft have been delivered and we are expecting two more next month and another before the end of the year. The squadron at New River has been taking the aircraft through its paces, including participating at WTIs at MAWTS-1. Essentially it is business as usual.”

This digital aircraft is optimized to work with a variety of new payloads, notably with unmanned systems. But the upgrades to the CH-53E have not been as recognized as moving the legacy heavy lift forward into being able to work with new payloads as well.

On February 7, 2024, NAVAIR released a press release which highlighted an important modernization effort with the CH-53E.

The CH-53E Super Stallion heavy lift helicopter is breaking new ground for naval aviation. In December 2023, H-53 Heavy Lift Helicopters Program Office (PMA-261) started installation of a first-ever fully integrated, hard-mounted commercial off-the-shelf tablet functioning as a primary mission display on a naval aircraft. In doing so, the CH-53E Mission Data Extender team provided a replacement for a legacy capability while also enhancing current operational capabilities at a fraction of the development cost and schedule of a new mission display.  

“This is a huge step toward open architecture, innovative solutions to mission-data presentation,” said LCDR Neil Whitesell, PMA-261 In-Service Avionics Systems project officer. “We did it at low cost, fast, and we provided a major capability improvement to the warfighter.” 

Currently, the CH-53E Super Stallion uses two instrument panel-mounted Smart Multi-Function Color Displays (SMFCDs) as primary mission displays. The SMFCD presents hover cueing, ownship position, threat reports, route/waypoint information, moving map, and real-time Forward Looking Infrared (FLIR). The SMFCD is currently suffering from reliability and reparability issues that reduce availability on the flight line and hinder readiness. Due to the high cost and lengthy timeline to perform a technical refresh on the existing SMFCDs, the program office required an innovative solution.

The PMA-261 Avionics Integrated Project Team (IPT), in conjunction with the Tactical Mobility (TacMo) IPT at Naval Air Warfare Center, Weapons Division (NAWCWD), fleet, and industry partners, developed a cyber-resilient system of systems collectively known as the Mission Data Extender (MDE) to replace the aging SMFCD. 

MDE used a novel mix of developmental and non-developmental commercial/government off-the-shelf (C/GOTS) components to provide legacy SMFCD capability, while also enhancing operational capability. The system was comprised of a GOTS avionics bus reader (MOB HUB) developed by the China Lake TacMo IPT, and the COTS Miniature Encrypted Wireless Link (MEWL) and Marine Air-Ground Tablet (MAGTAB) provided by Kranze Technology Solutions (KTS). Additionally, MAGTAB required a cockpit instrument panel mount to allow for heads up FLIR presentation in the cockpit.

In close partnership with fleet users and an industry partner, Integrated Consultants Incorporated (ICI), the MDE team developed the first-ever permanent primary instrument panel mount for a COTS tablet in the naval aviation enterprise. The resulting Informant Mount provides for continuous tablet charging, quick mount/dismount of the pilots’ MAGTABs, and allows for swap-in/swap-out interchangeability with legacy SMFCDs.

The Informant Mount provided flexibility for the fleet operators to tailor their preferred mission display according to mission requirements and available hardware, and to utilize their MAGTAB as both an instrument panel mission display and/or a kneeboard.  The same physical MAGTAB can now be used for mission planning, assault package briefing, mission execution, and section debrief without the need for removable media.  

In addition to mounting provisions for the MAGTAB, the MDE system also provided much-needed permanent mounting provisions for carry-on data terminals widely used throughout the CH-53E fleet. As a result, the capability of the CH-53E mission display expanded to include a new Automatic Dependent Surveillance-Broadcast (ADS-B) capability, as well as Mobile User Objective System (MUOS) Data connectivity via carry-on ground radios. As an additional capability enhancement, the MDE was also designed to interface seamlessly with the newly fielded Link16 and ANW2 DI system being incorporated on the CH-53E during MDE development. 

Finally, MDE development required the creation of a new software application to provide the legacy hover cueing displays available in the SMFCD. The program office was able to leverage their existing Software Support Activity (SSA), Noetic Inc, to code and deliver a new application to the MAGTAB within a single design sprint. By virtue of hosting this capability on an open system tablet, mission display capability insertion can now occur on the order of months, and at a fraction of the cost of developing new proprietary software code.  

“The CH-53E now has an aircraft-powered, WiFi-based mission display capable of seamless interoperability with several carry-on data terminals, and capable of walk-on/walk-off expeditionary mission planning,” LCDR Whitesell said. In addition, the integration allows for rapid capability insertion through Modular Open Systems Approach (MOSA) concepts, he added.  

The MDE was an exemplary example of NAVAIR’s capacity for organic innovation and rapid fielding. Altogether, the MDE system managed to bring all legacy SMFCD capability forward, concentrate all digital interoperability data onto a single aircrew interface, and place that interface on the pilot instrument panel as a tablet-based primary mission display. MDE represented a huge leap in capability and readiness, at less than one-third of the cost and schedule to upgrade the legacy SMFCD display.  

PMA-261 manages the cradle to grave procurement, development, support, fielding and disposal of the entire family of H-53 heavy lift helicopters.

With this modernization, the CH-53E becomes more capable in handling “of walk-on/walk-off expeditionary mission planning” and supporting new payloads associated with roll on roll off and bolt on capability.

As Col Fleeger commented: “The CH-53K is a significant new capability for the Marine Corps but it does not mean that we are finished with our ability to modernize the CH-53E. We can add bolt-on systems which allow this heavy lift asset to become a mobile command station or a mobile weapons transportation system or into what kind of outside the box concept we can envisage for the aircraft.”

In my new book written with Ed Timperlake about MAWTS-1, we highlighted how the Marines work innovation from the bottom up within an overall effort of strategic redesign shaped by Marine Corps leadership. Col Fleeger very much emphasized the same.

She noted: “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.”

Featured Photo: U.S. Marines flying a CH-53K King Stallion heavy-lift helicopter transported an F-35C Lightning II airframe from the F-35 Integrated Test Force at Patuxent River (Pax ITF) to a Navy unit located at Joint Base McGuire-Dix-Lakehurst, New Jersey, April 24.

A Marine aviator from Marine Test and Evaluation Squadron 1 (VMX-1) piloted the most powerful helicopter in the Department of Defense that carried the inoperable airframe, which was without mission and propulsion systems, outer wings, or additional equipment, to the Prototype, Manufacturing and Test (PMT) Department of the Naval Air Warfare Center Aircraft Division (NAWCAD) Lakehurst for use in future emergency recovery systems testing.

See also, the folllowing:

The CH-53K Moves to Yuma: The Future is Now

Combined Arms Operations of Manned Aircraft with Maritime Autonomous Systems

And my book on the coming of the CH-53K:

In an article by Cpl. Nicholas Johnson, 3rd Marine Aircraft Wing, published on July 6, 2024, interchangeability between the RAAF and the USMC was emphasized as follows:

In a demonstration of the ever-increasing interchangeability between U.S. Marine Corps and Royal Australian Air Force aviation, two F-35B Lightning II pilots with Marine Fighter Attack Squadron (VMFA) 214, Marine Aircraft Group 13, 3rd Marine Aircraft Wing, flew RAAF F-35A Lightning II aircraft, June 13, 2024. 

“Interoperability is two different organizations figuring out ways to work together; interchangeability means the entire allied F-35 force can pool parts, maintainers, weapons, tactics — and now pilots and aircraft — to accomplish any mission,” said U.S. Marine Corps Lt. Col. Robert Guyette, commanding officer of VMFA-214.

Guyette and Maj. John Rose, executive officer of VMFA-214, took part in the bilateral training. The pilots flew RAAF F-35A jets alongside RAAF and USMC pilots in their respective platforms.

“Our formations are completely blended, and our pilots pull the same lessons learned from this incredibly realistic training,” Guyette said. “When the XO and I flew in the RAAF F-35As, we spent zero time briefing procedural differences in execution, because we have been adhering to the same standards as the RAAF from day one.”

Guyette flew alongside his counterpart, Wing Commander Andrew Nilson, commanding officer of No. 75 Squadron.

“The most impressive aspect of the exercise has been the depth of interoperability and interchangeability between our two nations,” Nilson said.

“It was a further demonstration of our cooperation that Marine Corps pilots were able to fly RAAF F-35A aircraft during the exercise, allowing the RAAF to share and learn tactics, techniques and procedures at a level of complexity that has truly tested the F-35’s capability.”

Incorporating two aircraft variants, pilots and maintainers from both teams introduced additional planning complexities at every organizational level.

“The mission planning factors for each event are very challenging, realistic, and relevant for high end conflict against the peer adversary,” Rose said.

“This ‘fight together’ mindset has also been enhanced by the personal relationships established between the Marine Corps and the RAAF,” Rose said. “VMFA-214 and RAAF No. 75 squadron were on the same tactical page from day one.”

VMFA-214’s transpacific deployment was preceded by a similar one executed by Marine Fighter Attack Squadron (VMFA) 314, Marine Aircraft Group 11, 3rd MAW, in the summer of 2023.

VMFA-314, an F-35C Lightning II squadron from MCAS Miramar, deployed four F-35C aircraft across the Pacific to RAAF Base Williamtown, New South Wales, and trained alongside RAAF No. 3 Squadron.

“VMFA-314’s detachment to Australia last year provided a winning template and really did an excellent job of setting the proper conditions for VMFA-214 to be successful this year,” Rose said.

“They passed on lessons learned, which VMFA-214 leveraged to efficiently deploy the squadron from MCAS Yuma across the Pacific to RAAF Base Tindal, Australia.”

After reviewing VMFA-314’s deployment, VMFA-214 was prepared to deploy an additional four jets this year, expanding the latitude of training options for both Marines and the RAAF. Beyond professional growth, the Marines of VMFA-214 forged personal connections and friendships with RAAF aviators during the deployment.

“I have some long-time friendships within the RAAF that go back to my first Marine Corps fleet tour,” Rose said. “It has been such a cool experience to see my old Australian friends and get the opportunity to fly in such high-level events with them.”

VMFA-214’s deployment honed combat readiness and strengthened enduring friendships that underscore the U.S.-Australia military alliance. Marine Corps and RAAF aviators will continue to “train together, fight together,” preparing for any challenge to the Indo-Pacific region.

And in an article by Flight Lieutenant Greg Hinks published on July 11, 2024, by the Australian Department of Defence, this cooperation was highlighted as follows:

The skies over the Northern Territory came alive with different variants of the F-35 Lightning II in May and June, with aircraft from RAAF and the US Marine Corps (USMC) training together for Exercise Magpie Lightning.

Magpie Lightning involved more than 200 marines from the USMC ‘Black Sheep’ – Marine Fighter Attack Squadron 214 (VMFA-214) – flying F-35B Lightning II aircraft to RAAF Base Tindal to work alongside RAAF F-35A Lightning II crews from 3 Squadron and 75 Squadron.

The exercise showed how both forces can seamlessly integrate by sharing aircraft and air and ground crews. 

Fast-jet pilots from USMC took the controls of RAAF F-35A Lightning II aircraft, conducting training in offensive counter air, defensive counter air, suppression of enemy air defences, and strike mission sets during the day and at night.

Commanding Officer 75 Squadron Wing Commander Andrew Nilson demonstrated the depth of interchangeability between RAAF and USMC by joining his counterpart from VMFA-214, Lieutenant Colonel Robert F. Guyette, in a formation flight.

“The most impressive aspect of the exercise has been the depth of interoperability and interchangeability between our two nations,” Wing Commander Nilson said.

“RAAF and USMC crews have conducted cross-platform maintenance work and the aircrew have conducted complex training sorties using the most contemporary shared tactics in mixed RAAF and USMC formations of F-35A and F-35B aircraft.

“It was a further demonstration of our interoperability that USMC pilots were able to fly RAAF F-35A aircraft during the exercise, allowing the RAAF to share and learn tactics, techniques and procedures at a level of complexity that has truly tested the F-35 capability.

“The exercise also demonstrated interchangeability of some of our weapons with USMC F-35B aircraft loading, carrying and employing Australian prepared and owned air-to-surface munitions.”

‘The most impressive aspect of the exercise has been the depth of interoperability and interchangeability between our two nations.’

Lieutenant Colonel Guyette echoed these sentiments.

“What we are seeing here is the RAAF and the Marine Corps moving past interoperability and on towards interchangeability,” Lieutenant Colonel Guyette said.

“Interoperability is two different organisations figuring out ways to work together. Interchangeability means the entire Allied F-35 force can pool parts, maintainers, weapons, tactics, and now pilots and aircraft, to accomplish any mission, anywhere, side-by-side with who and what we have on hand.

“We still have many opportunities to tie-in even closer, but these flights clearly demonstrate that there is no limit to the level of interchangeability we can achieve.”

The integration between the forces began well before VMFA-214 arrived in Australia for Exercise Magpie Lightning, when a 33 Squadron KC-30A Multi Role Tanker Transport aircraft from RAAF Base Amberley supported USMC’s Guam to Tindal portion of the trip.

33 Squadron provided aerial refuelling for two USMC F-35B Lightning II aircraft, travelling days after the first USMC aircraft departed due to the scheduled US tanker becoming unavailable.

Operations Officer VMFA-214 USMC Major John-Paul Reyes was impressed by the seamless cooperation between RAAF and USMC in getting the aircraft to Australia.

“When US refuelling capability was challenged and the Tanker Airlift Control Centre couldn’t get us to the finish line, the RAAF stepped up and got us there,” Major Reyes said.

“Coordination with RAAF HQ Air Command, RAAF Air Mobility Control Centre and 33 Squadron was seamless. Communication and connecting through different point of contacts was quick and exceeded expectations.

“It was clear they were all in to support the US. They prioritised our mission and understood the importance of US F-35Bs arriving in Australia to support follow-on tasking.”

It was equally important for Flying Officer Lachlan O’Brien, KC-30A co-pilot for the mission.

“It is an awesome opportunity to engage and develop further experience with the United States Marine Corps personnel and their F-35Bs, particularly for long-range air-to-air refuelling exposure,” Flying Officer O’Brien said.

This is the first iteration of Exercise Magpie Lightning involving aviators and aircraft from RAAF’s 3 Squadron and 75 Squadron, and VMFA-214 USMC.

Editor’s Note: I particularly like this one which highlights the Australian Airbus tanker refueling the USMC aircraft, as the Australians were the launch customer of the very successfully Airbus tanker, the one the USAF originally chose.

Featured Photo: JUL 8, 2024

Royal Australian Air Force F-35A Lightning II aircraft assigned to the RAAF No. 75 Squadron conduct a flyover during a bilateral training flight alongside U.S. Marine Corps F-35B Lightning II aircraft assigned to Marine Fighter Attack Squadron (VMFA) 214, Marine Aircraft Group 13, 3rd Marine Aircraft Wing, over RAAF Base Tindal, Northern Territory, Australia, June 20, 2024. Leaders with VMFA-214, a USMC F-35B squadron, flew the RAAF F-35A during bilateral training, exhibiting interchangeability between RAAF and U.S. Marine aviation. VMFA-214 deployed more than 200 Marines and eight F-35B Lightning II aircraft from Marine Corps Air Station Yuma, Arizona, to RAAF Base Tindal, Australia, to conduct bilateral training with the RAAF No. 3 Squadron and No. 75 Squadron. This iteration of bilateral training allowed for complete interchangeability between RAAF and USMC aviation forces when VMFA-214, an F-35B Lightning II squadron, leaders flew RAAF F-35A variant aircraft. (U.S. Marine Corps photo by Cpl. Nicholas Johnson)