Operation Gravedigger

08/09/2024

U.S. Marines with Marine Aerial Refueler Transport Squadron (VMGR) 153, Marine Aircraft Group 24, 1st Marine Aircraft Wing, conduct flight operations as part of their deployment for training (DFT) at Davis-Monthan Air Force Base, Tucson, Arizona, May 3 to 23, 2024. The DFT provides VMGR-153 pilots and aircrew unit level training that enhances combat readiness, aircrew progression, joint operational capabilities and continues progress toward full operational capability.

06.06.2024
Video by Lance Cpl. Dezmond Browning
1st Marine Aircraft Wing

MRF-D 24

08/07/2024

U.S. Marines and Sailors with Marine Rotational Force – Darwin 24.3 embark on HMAS Adelaide (L01) at Larrakeyah Defence Precinct, Darwin, NT, Australia, June 2, 2024.

Marines and Sailors embarked on HMAS Adelaide (L01) alongside their Australian Allies to participate in the Wet and Dry Exercise Rehearsal, transiting from Darwin to Townsville from June 2-20, 2024.

During WADER, elements from the MRF-D Marine Air-Ground Task Force will conduct MV-22B Osprey deck landing qualifications, a live-fire deck shoot, medical subject matter expert exchanges, enhance amphibious fires, command and control, and initiate a ship-to-shore movement in order to set conditions for future operational tasking.

DARWIN, NORTHERN TERRITORY, AUSTRALIA
06.02.2024
Video by Gunnery Sgt. Kassie McDole
Marine Rotational Force – Darwin

The CH-53K Progressing on Pace: The Perspective from HMH-461, MCAS New River

08/05/2024

By Robbin Laird

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

This is how 2nd MAW described the operation:

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

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

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

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

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

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

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

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

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

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

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

Both officers underscored their agreement with this perspective.

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

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

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

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

Featured Image: A U.S. Marine Corps CH-53K King Stallion helicopter, assigned to Marine Heavy Helicopter Squadron (HMH) 461, conducts an external lift at Auxiliary Airfield II near Yuma, Arizona, March 28, 2023. The CH-53K King Stallion performed the heaviest lift by a U.S. military helicopter outside of developmental testing with a total load weight of 36,000 pounds. HMH-461 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element of II Marine Expeditionary Force. (U.S. Marine Corps still image extracted from video by Cpl. Jaye Townsend)

The Strategic Shift and the Role of the Heavy Lift Helicopter in the USMC

VMM-268 Marines “Down Under”

U.S. Marines with Marine Medium Tiltrotor Squadron 263 (Reinforced), Marine Rotational Force – Darwin 24.3, land an MV-22B Osprey on the flight deck of HMAS Adelaide (LO1) as part of deck landing qualifications during a Wet and Dry Exercise Rehearsal, in the Arafura Sea, June 4, 2024.

Marines and Sailors embarked on HMAS Adelaide (L01) alongside their Australian Allies to participate in WADER, transiting from Darwin to Townsville from June 2-20, 2024.

During WADER, elements from the MRF-D Marine Air-Ground Task Force will conduct MV-22B Osprey deck landing qualifications, a live-fire deck shoot, medical subject matter expert exchanges, enhance amphibious fires, command and control, and initiate a ship-to-shore movement in order to set conditions for future operational tasking.

ARAFURA SEA
06.04.2024
Video by Gunnery Sgt. Kassie McDole
Marine Rotational Force – Darwin

EABO and Reworking Aviation Ground Support: The View from 2nd Marine Wing

08/02/2024

By Robbin Laird

As the Marines rework how they approach distributed operations, a key focus is upon how to shape what they call Expeditionary Advanced Operations or EABO. This requires reworking how the air and ground elements operate together to shape a more effective distributed force with reduced force signature and an ability to operate at the point of interest more rapidly and effectively.

The Aviation Ground Support or AGS element of the air wing is of enhanced importance in such operations, but also faces significant challenges in being able to shape the infrastructure for such operations as well.

When I have visited MAWTS-1 over the past few years as the EABO concept has been worked, the AGS personnel I have talked with believed that their role is enhanced and calls for its inclusion as the 7th function of Marine Corps Aviation.

As we wrote in our recent book on MAWTS-1 about a visit to MAWTS-1 in September 2020:

A key element for an evolving combat architecture clearly is an ability to shape rapidly insertable infrastructure to support Marine air as it provides cover and support to the Marine Corps ground combat element. This clearly can be seen in the reworking of the approach of the Aviation Ground Support (AGS) within MAWTS-1 to training for the execution of the Forward Air Refueling Point mission.

During a visit to MAWTS-1 in early September 2020, I had a chance to continue an earlier discussion with Maj. Steve Bancroft, Aviation Ground Support (AGS) Department Head, MAWTS-1, MCAS Yuma. In this discussion it was very clear that the rethinking of how to do FARPs was part of a much broader shift in in combat architecture designed to enable the USMC to contribute more effectively to blue water expeditionary operations.

The focus is not just on establishing FARPs, but to do them more rapidly, and to move them around the chess board of a blue water expeditionary space more rapidly. FARPs become not simply mobile assets, but chess pieces on a dynamic air-sea-ground expeditionary battlespace in the maritime environment.

Given this shift, Maj. Bancroft made the case that the AGS capability should become the seventh key function of USMC Aviation. Currently, the six key functions of USMC Aviation are: offensive air support, anti-air warfare, assault support, air reconnaissance, electronic warfare, and control of aircraft and missiles. Bancroft argued that the Marine Corps capability to provide for expeditionary basing was a core competence which the Marines brought to the joint force and that its value was going up as the other services recognized the importance of basing flexibility, But even though a key contribution, AGS was still too much of a pick-up effort. AGS consists of 78 MOSs or Military Operational Specialties which means that when these Marines come to MAWTS-1 for a WTI, that they come together to work how to deliver the FARP capability.

As Maj. Bancroft highlighted: “The Marine Wing Support Squadron is the broadest unit in the Marine Corps.  When the students come to WTI, they will know a portion of aviation ground support, so the vast majority are coming and learning brand new skill sets, which they did not know that the Marine Corps has. They come to learn new functions and new skill sets.”

His point was rather clear: “if the Marines are going to emphasize mobile and expeditionary basing, and to do so in new ways, it would be important to change this approach.”

Major Bancroft added: “I think aviation ground support, specifically FARP-ing, is one of the most unique functions the Marine Corps can provide to the broader military.

Clearly, senior USMC leadership recognizes the evolving role of AGS in an ability to do EABO.

For example, in the May 2023 Tentative Manual for Expeditionary Advanced Base Operations,  2nd Edition, it is noted about AGS:

Marine aviation has unique logistical and engineer support requirements that enable sortie generation. Support for expeditionary aviation necessitates consideration of these capabilities outside the conventional GCE/LCE support system. AGS enables ACE employment in an expeditionary manner. The MWSS is responsible for providing AGS and does this through execution of the six activities of AGS: forward aviation combat engineering operations, airfield operations, base recovery after attack (BRAAT) operations, airfield damage repair (ADR) operations, FARP missions, and aircraft salvage and recovery (ACSR) operations.

To counter peer and near-peer competitors the Fleet Marine Force must persist and win within the WEZ while operating from dispersed and disaggregated locations. The MWSS must be able to rapidly deploy capabilities from the sea and air to subsequently employ, integrate, and displace while simultaneously generating aviation sorties as part of an integrated naval force. EABO success requires integration and employment of AGS capabilities to support Marine, Naval, Combined, and Joint aviation forces across the competition continuum.

AGS focuses on establishing, maintaining, and repairing expeditionary airfields, landing strips, landing zones, and FARPs. Support can be tailored towards fixed wing, rotary wing, tilt-rotor, and unmanned aircraft. Specialized aviation planning and design is required to accomplish these tasks and is provided by subject matter experts resident within the expeditionary airfield company of the MWSS.

Once an airfield is established, the primary tasks of AGS is providing airfield services to include expeditionary airfield (EAF) services, expeditionary firefighting and rescue (EFR), aviation fuels distribution, and explosive ordnance disposal.

The MWSS provides the technical expertise, equipment, and personnel necessary to operate the flight line (e.g., emergency response, aircraft arrestment, aviation refueling, EOD response, managing flight line hours, lighting and marking, and establishing parking).

Another dedicated mission conducted by the MWSS is BRAAT. This is the assessment and restoration of essential airfield operations following an enemy attack involving damage or destruction to the airfield. Aviation units must be restored to the minimum level of combat effectiveness.

The objective of BRAAT is to determine the minimum operating strip, which is the minimum amount of area required to launch and recover aircraft. ADR is conducted concurrently with BRAAT, once areas are cleared to begin repair operations. It is initiated to restore an airfield to the minimum operating capability by using materials, procedures, and techniques for rapid repair of damaged operating surfaces to provide for tactical aircraft launch and recovery operations.

ADR involves extensive engineer, airfield operations, and coordinated support efforts. Specialized ADR planning is required to ensure the proper personnel, equipment, and materials are available to rapidly restore the airfield to a state of sortie generation. The MWSS is responsible for calculating estimates for repair time, material requirements, and executing the mission.

Specific missions performed by the MWSS include FARP and ACSR. A FARP provides fuel and ordnance necessary for highly mobile and versatile helicopter, tiltrotor, and fixed wing operations. The size of the FARP varies with the mission and the number of aircraft to be serviced. The ultimate objective of a FARP is to minimize response time and decrease turn-around time in support of sustained operations. This is achieved by minimizing flight time to-and-from the refueling and rearming point and reducing the refueling and rearming time.

The MWSS is often augmented with personnel from the Marine aviation logistics squadrons for aviation ordnance operations, and Marine aircraft control group personnel to provide air traffic control and communications. Salvaging or recovering an aircraft involves the action of removing an aircraft from a mishap site to facilitate clearance of landing zones, recovery of assets, and repairs to the aircraft.

Execution is for the specific purpose of the safe salvage and/or recovery of aircraft without unnecessary damage to the aircraft. The composition of an ACSR mission may vary and each mission requires a planning process where the quantity, minimum operating strip, and billet of each member taking part in the mission shall be determined to meet mission requirements to support the mission.

Recently, I visited 2nd Marine Wing and visited MWSS-272 to discuss how they were doing in shaping such a significant transition.

In a photo released in 2023, the activities of the wing were recognized and their role identified as follows:

U.S. Marines with Marine Wing Support Squadron (MWSS) 272 pose for a photo at Marine Corps Air Station New River, North Carolina, May 25, 2023. MWSS-272 earned the 2023 James E. Hatch Award for Marine Wing Support Squadron of the Year, given to the most outstanding wing support squadron that enhanced support to aviation by furnishing transportation, engineering, and communication essentials. MWSS‐272 is a subordinate unit of 2nd Marine Aircraft Wing, the aviation combat element of II Marine Expeditionary Force.

These combat engineers face a significant challenge in terms of working a different kind of mobile operations and will need in my view need to need some new equipment and investments in order to do so.

During my July 2024 visit to New River, I had a chance to talk with Maj. Thomas Cofer, the operations officer at the squadron. Cofer has served in Iraq with the Marines and the Army in Afghanistan and is an experienced combat engineer. And he is working in the squadron to help shape its way ahead.

Throughout the discussion with Maj. Cofer underscored the clear need to reshape their support capabilities to enable to enabled distributed operations. This is how he put it: “You have to have support that can be tailor made to deploy and project power forward.”

This means that you have revamp the force to have support equipment which can be moved more rapidly than legacy gear. The Marine Corps has introduced new equipment and technology to the MWSS that facilitates their ability to accomplish their mission quicker and more efficiently to include advanced technology for BRAAT and ADR mission. However, replacing earth moving equipment is difficult due to the nature of its mission. This is clearly a work in progress.

As he put it: “Some of our support equipment are too heavy to be transported, right?

“We have recently done an exercise in the Bahamas for Distributed Aviation Operations Exercise, and we had to scale some of our planning back because of the limited ship-to-shore connectors available, and the weight of some of the support equipment.

“We need to be able to provide support with a lighter and more mobile package. I think that’s going to be the key to success moving forward.”

German JTACs at Townsend Bombing Range

Soldiers with the German Army’s 6th Battery, 345th Artillery Battalion, perform close-air support training at Townsend Bombing Range, Georgia, Feb. 21, 2024.

Joint branch training with NATO allies ensures personnel utilize similar procedures and can operate together.

02.21.2024
Video by Lance Cpl. Christian Cutter
Marine Corps Air Station Beaufort

The New Revolution in Military Affairs and Force Structure Change: The Perspective of LtGen Heckl

08/01/2024

By Robbin Laird

I had the chance recently to meet with LtGen Heckl, the Commanding General, Marine Corps Combat Development Command, and the Deputy Commandant for Combat Development and Integration, at his office in Quantico. He is retiring from the USMC this month, so this is my exit interview with him.

As such, I asked him to look back at his time with the command and the general challenge of force structure change to deal with the evolving global military set of challenges.

He emphasized three key developments which have shaped his time at the command.

First, he underscored that the U.S. military and its allies are facing a revolution in military affairs. When that phrase was coined, it referred to the significance of precision warfare leading to an ability to enhance force capability to defeat an adversary who did not have such capability.

As Peter Munson noted in a 2013 article:

When you read more deeply about the RMAs, for example in Williamson Murray and Macgregor Knox’s masterful edited volume, The Dynamics of Military Revolution: 1300 – 2050, you can see that the RMAs were much more than military revolutions. They were revolutions in socio-political affairs. Knox and Murray list:

The seventeenth century creation of the nation-state and the “large-scale organization of disciplined military power”

The French Revolution’s merging of “mass politics and warfare”

The Industrial Revolution and the subsequent ability to “arm, clothe, feed, pay, and move swiftly to battle” the masses unleashed by nationalism

The First World War, which combined the nationalistic fervor of the French Revolution with the refined legacy of the Industrial Revolution in a now-familiar pattern of modern warfare

And finally, the advent of nuclear weapons as the technological crown of total war

All but the last of these revolutions were more socio-political and economic than technical, though each created huge organizational, technical, and tactical changes. The military revolutions were only smaller included pieces of much larger changes. The military progression, however, cannot be extracted from the socio-political context or vice versa. As Charles Tilly famously said, “War makes the state and the state makes war.”

When LtGen Heckl spoke of his understanding of the current RMA, he underscored the coming of autonomous systems and machine learning as infusing change in the force and requiring the force to adapt and incorporate changes associated with these developments into on ongoing force design.

But to Munson’s point cited above, such a change is also associated with socio-political and economic changes, and for this variant of the RMA, it is unfolding in the context of the emergence of significant authoritarian powers and movements, and the need for liberal democratic allies to find more effective ways to work together rather than just relying on a single global power which was the United States and its military.

This RMA is associated with the opportunity and necessity for the United States and its allies to more effectively collaborate in dealing with proliferating threats and challenges from authoritarian states and movements.

That led to his second change. He underscored the importance of the U.S. military working with allies. As he put it: “You will never see me saying JADC2. I always say CJADC2 or coalition C2 and the need to work together from a common operating picture.”

This is of course hard, but LtGen Heckl noted that the new Neller Center at Quantico had been stood up in part to facilitate such change. LtGen Heckl emphasized that the wargaming and analysis center will be able to facilitate greater allied collaboration of the type he considers necessary as part of the new RMA, with data-driven outcomes to facilitate better decision-making

The Marine Corps now integrates allies and partners into exercises and experimentation more frequently, has expanded its coalition training opportunities, and is working to create relationships that support a more globally dispersed logistics framework.

Third, there is an emphasis on speeding up the incorporation of technology into the force.

Here the emphasis has been upon introducing protypes into the force and having the warriors determine their utility and, if demonstrated as such, finding ways to incorporate that technology.

As LtGen Heckl said, “I am not focused on multiple FYDP acquisitions; I am looking for ‘the future  is now’ capabilities.”

This includes collaborating more closely with industry, navigating a complex acquisition process to field technologies sooner and changing training to ensure tactical proficiency at the lowest level.

In this regard, he focused on counter-UAV technologies, and he pointed out that four different capabilities are coming into the force next year. The basic approach is to enable ground combat Marines to deal with UAV threats and have the air arm of the Marine Air Ground Task Force  deal with broader air defense issues.

He also underscored the central significance of C2 modernization, notably when distributing the force.

A key part of the strategic redesign of U.S. and allied forces is force distribution for survival, but C2 is critical to tie those forces together to get the kind of lethality the force needs to prevail.

LtGen Heckl highlighted that two prototype units have been developed and used by the Marines to provide for C2 at the tactical edge. These two TENX or tactical edge node expeditionary units have provided for movement of data for C2 successfully and could be adopted more generally in the force.

LtGen Heckl also mentioned that the Army and the Marine Corps are pursing rapid acquisition of attack and logistics drones and autonomous systems. They are programs built by different defense companies, but the two services are cooperating in understanding the common possibilities of use.

The Marine Corps has been transformed by its air capabilities, from the MV-22 Osprey to the F-35 Lightening II to the CH-53 King Stallion. The new RMA leverages these platforms and their capabilities in various ways. Much of the dynamic changes are associated with payloads and their rapid upgradeability associated with more attributable platforms co-joined with the payloads.

For example, TENEX can be carried by an Osprey, and the speed, range and ability to be at height allows it to be available for a variety of combat capabilities that can be clustered together by a common C2.

Additionally, the ability of the global F-35 fleet to share common data and provide an ISR “blue blanket” is a key part of being able to leverage new capabilities generated by the new RMA.

But it is about force structure change within strategic redesign of U.S. and allied military policies and the technological advances providing expanded capabilities that allow the Services to meet the challenges of the new landscape.

Author’s Note: I found this article published in 2023 as very suggestive of the kind of changes which LtGen Heckl was highlighting. And not surprisingly, this was done by his previous command, I MEF.

Pacific Marines Conduct Command and Control Exercise

13 Feb 2023

By Chuck Little

CAMP H.M. SMITH, Hawaii —

“The Future is Now.” That phrase is as true today in the United States Marine Corps as it is anywhere.

In late January through early February, Pacific Marines from California and Japan demonstrated their ability to work together and synchronize all-domain effects from Hawaii across the Indo-Pacific region for the Joint force and interagency partners.

During the exercise, Marines from I MEF’s Marine Air Control Group 38, and other critical enablers including the I MEF Information Group and Fires and Effects Coordination Center, deployed to Hawaii from southern California and Arizona. In Okinawa, Japan, III MEF forces brought together capabilities at the task-force level in the First Island Chain, and served as a higher-echelon node for the I MEF team now operating in Hawaii.

“We rapidly went from an idea to establishing a fully-functional command and control structure that can connect two MEF-level Task Forces as Pacific Marines, stretching from Okinawa to Oahu,” said Col. Jeremy S. Winters, the commanding officer of MACG-38, 3rd Marine Aircraft Wing

Once on the ground in Hawaii, this team established and operated an expeditionary command and control node from an austere location using both organic equipment as well as equipment provided by III MEF forces.

“We fell in on 3rd Marine Littoral Regiment equipment to show the interoperability of the MLR with the MEF-level command and control systems, which also connect into the Joint force,” said Winters.

The Hawaii C2 node, which can operate in contested terrain, was comprised of a Multi-Function Air Operations Center and a Multi-Domain Operations Center. These were plugged into an All-Domain Operations Center that was established in Okinawa by III MEF.

The MAOC’s mission is to generate an integrated tactical picture of the operating environment in order to control aircraft and missiles, enable decision superiority, gain and maintain custody of adversary targets, hold those adversary targets at risk, and enable the engagement of targets in all domains as directed in support of Marine Corps, Naval, Joint, Ally and Partner forces.

The MDOC executes deliberate and dynamic kill chains via the fusion of command and control, intelligence and fires. The ADOC in Okinawa had a similar mission, but coordinated command and control, intelligence and fires at a higher echelon – at the Task Force-level.

This multi-echelon, all-domain C2 system was linked into every service and functional component command and control system in U.S. Indo-Pacific Command. It was also linked into organic, Joint and interagency sensors, and intelligence and space/cyber elements. Together, these created a common intelligence picture and a common operating picture of the Indo-Pacific maritime environment, to include possible threats. These pictures inform decision-making and enable the Marines to synchronize organic, Joint, and/or interagency fires – both lethal and non-lethal – across air, sea, land, space and cyber to achieve specific, desired effects.

The ADOC/MDOC-led all-domain C2 system conducted six days of Joint and partner exercises inside the first island chain. A full mission debrief was given Feb. 7, 2023, to Adm. John Aquilino, commander, USINDOPACOM, Lt. Gen. William Jurney, commander, U.S. Marine Corps Forces, Pacific, and other senior leaders from each of the Hawaii-based component commands.

“As the multi-domain space grows, we wanted to demonstrate how the Marine Corps’ traditional approach to Marine Air-Ground Task Force operations – the ‘single battle concept’ – offers a good example for the rest of the Joint force. Once you get people out of their functional or service stovepipes and oriented on a single, integrated Joint battlespace, we can really start to create operational and tactical tempo as a Joint force. It’s about combined arms, in multiple domains,” said Winters.

The MAOC was linked into a MDOC, as well as organic, Joint, and interagency sensors, widely dispersed throughout the operating area. These included an AN/TPS-80 Ground/Air Task Oriented Radar S-band radar and a Composite Tracking Network, which integrates ground, surface, and airborne sensors. Together, these systems fed a common intelligence and operating picture of the maritime threat environment, stretching from the continental United States, through Hawaii, out to the first island chain.

Winters described his Marines’ function this way. “Our job is to take all these Joint kinetic and non-kinetic Joint force shooters, integrate them via a fused, tactical picture containing both intelligence and tactical track data, and enhance the lethality at the tactical edge. We leveraged the existing relationships and technologies that Marine Air Control Groups and MIGs have with our Joint and partner forces to really integrate all their disparate domain-centric pictures, into an integrated, single-battle picture,” Winters added.

This innovative approach to multi-domain operations is yet another fleet-led initiative to achieve the Marine Corps’ Force Design 2030 plan. FD2030 calls for new ways of thinking and operating, especially in the Indo-Pacific theater, relying on smaller, agile units capable of sensing and making sense of potential adversary movements and actions, putting – and holding – those potential adversaries at risk, and redeploying before being held at risk themselves. This is a challenging task, especially given the vast distances over which forces may have to operate in the Indo-Pacific, but Marines have never been known to back down from a challenge.

The Marines’ ability to establish this expeditionary, all-domain integration node in contested terrain bolsters the Joint force and coalition partners, integrated deterrence, and the National Defense Strategy.

“It’s really about all-domain, combined arms,” said Winters. “You don’t have to own the thing to integrate the thing. MACG-38 doesn’t normally work with space and cyber people, but my goal is to deconflict and integrate our operations from theirs and sequence them in space, time and effect to have an out-sized impact on our adversary. This MDOC is the first time we’ve had space and cyber there and made a fires and effects plan with them. That’s super powerful, and exactly what our combatant commander is looking for.”

Featured image: US Marine Corps LtGen. Karsten S. Heckl, Commanding General, Marine Corps Combat Development Command and Deputy Commandant, Combat Development and Integration, and a native of Stone Mountain, GA, speaks to US Marines from Marine Wing Communications Squadron 38, 9th Communications Battalion, Marine Corps Tactical Systems Support Activity, and the Marine Corps Warfighting Laboratory during Project Convergence Capstone 4, March 04, 2024 at Camp Pendleton, CA.

PC-C4 is an Army-hosted, all-Service and multinational experiment. During PC-C4, the Marine Corps Warfighting Laboratory tested new technologies and capabilities and emerging concepts, including the multi-domain corridor. The Marine Corps’ participation in PC-C4 supported Force Design initiatives, integrated Joint force and Coalition capabilities into experimentation, and demonstrated the Marine Corps’ commitment to the Joint Warfighting Concept .

CAMP PENDLETON

03.04.2024

Photo by Kevin Ray Salvador 

Marine Corps Warfighting Laboratory | Futures Directorate

VMFA-312 Distributed Aviation Operations Exercise 24

07/31/2024

U.S. Marines with Marine Fighter Attack Squadron (VMFA) 312 conduct flight operations over Naval Air Station Key West, Florida, June 4, 2024.

VMFA-312 supported Distributed Aviation Operations Exercise 24, which is designed to distribute command and control of aviation forces across echelons of command, pushing authorities to the lowest levels, while keeping forces moving between airfields and air sites.

NAVAL AIR STATION KEY WEST, FLORIDA,
06.04.2024
Video by Lance Cpl. Orlanys Diaz Figueroa
2nd Marine Aircraft Wing