Innovation in the USAF: A Look Back by Dr. Mark Lewis

08/01/2014

2014-08-01 By Dr. Mark Lewis

I had the pleasure of serving as Chief Scientist of the U.S. Air Force from 2004 to 2008, including all of the time during which Mike Wynne was our Air Force Secretary. Working with Mike, and the USAF Chief of Staff, Gen Buzz Moseley, will always stand out as a highlight of my professional career.

The Air Force is the only service that has a Chief Scientist who reports directly to top leadership, and can provide the sort of unfiltered, unfettered advice that is often required.

The very existence of the position is a tribute not only to the Air Force’s founders’ foresight, but to the technology-driven vision that infuses all that the Air Force does, and that marks it as the science and technology branch of the Department of Defense.

To be effective, the Air Force Chief Scientist has to work with engaged leadership.

That is inherent to the position, because while the Chief Scientist is a direct report to the Chief of Staff and Secretary, he really has no authority on his own.

Dr. Mitat A. Birkan, left, space power and propulsion program manager in the Air Force Office of Scientific Research’s Aerospace and Material Sciences Directorate, speaks with Dr. Mark Lewis, chief scientist of the Air Force, during a break at the Space Propulsion and Power Contractors Review held in Annapolis, Md. in October 2006. Credit: USAF
Dr. Mitat A. Birkan, left, space power and propulsion program manager in the Air Force Office of Scientific Research’s Aerospace and Material Sciences Directorate, speaks with Dr. Mark Lewis, chief scientist of the Air Force, during a break at the Space Propulsion and Power Contractors Review held in Annapolis, Md. in October 2006. Credit: USAF

The Chief Scientist doesn’t control anyone’s budget and doesn’t even have a staff to supervise, other than an executive assistant to run the office, and a colonel military assistant to keep him out of trouble.

In fact, the Air Force’s research budget and acquisition plans are made elsewhere, in Air Force acquisition and in Air Force Materiel Command.

As such, the only real authority that the Chief Scientist has is “associative” – the authority that comes from association with the real decision makers. With access and support from the Chief and Secretary, the Chief Scientist can do amazing things; without that, the Chief Scientist may as well break out the box of crayolas and head to a corner.

Mike Wynne understood this; in fact, he fully appreciated the importance of supporting all of his staff.  It was one of the many things that marked him as a truly great leader, and one of the reasons that each member of the Air Staff was in turn fiercely loyal.

Especially important to my job, Mike Wynne understood that the United States Air Force is a service that is built on science and technology, and the practitioners who employ that science and technology.  He was one of the greatest champions of S&T we could have asked for, helping to build a fence around our research portfolio and guard it against the vagaries of Pentagon budgeting. In this he was greatly reinforced by Undersecretary Ron Sega, who reminded us frequently that “science and technology cannot be bill-payers.”

Mike Wynne was also partnered with a forward-thinking Chief in Buzz Moseley, who lectured our Air Staff that “failure to invest in the future” was one of the reasons other air forces had failed. Taken together, Secretary Wynne’s term as SECAF was an almost magical time for Air Force science and technology, and his leadership is one of the reasons I knew I had the very best job in the entire Pentagon.

There are so many examples of S&T topics that we enabled with Mike Wynne’s interest and support, from low-cost composite aircraft materials, to laser treatment for metals, to my own pet passion, hypersonic flight.

He cared deeply about our scientists and engineers, both civilians and in uniform, especially the youngest members of the Air Force research community. And his door was always open for an important S&T topic; that access made my office especially respected.

Among the many technologies that we championed, I’d highlight alternate jet fuels as one of Mike Wynne’s finest efforts.

He had the vision to recognize the future need for alternate sources of aviation power. The reasons seemed quite obvious, considering that the USAF is the government’s single biggest consumer of fermented dinosaurs, with a yearly fuel bill of $7B, more than the Army and Navy combined.

The strategic need for an assured fuel supply was also a driving factor. The largest user of jet fuel in the inventory is the Air Force mobility fleet, which uses engines that are generally very similar to those used by commercial aviation.

Thus, we also knew that we could look to industry for partnering opportunities, but with the USAF leading the way.

Needless to say, when it was announced that the Air Force was interested in alternate fuels, we had many, many people who wanted to supply us with their favorite technology solutions, but they all wanted the Air Force to foot the bill.

Mike Wynne had the insight to invite partners, but make it clear we would not fund infrastructure. Rather, we would purchase fuel from non-fossil sources if it worked in our fleet. We would also support the testing required to certify those fuels. But we would not fund the building of plants.

An F-16 Fighting Falcon climbs out over Las Vegas in this USAF file image. Engineers at Arnold  began testing the engine used by most F-16s on a 50/50 mix of standard JP-8 jet fuel and a synthetic bio-fuel derived from the camelina plant. 7/2/10
An F-16 Fighting Falcon climbs out over Las Vegas in this USAF file image. Engineers at Arnold began testing the engine used by most F-16s on a 50/50 mix of standard JP-8 jet fuel and a synthetic bio-fuel derived from the camelina plant. 7/2/10

It was during this time that I especially appreciated Mike Wynne’s support and confidence.

Here is one quick anecdote to illustrate his style: In order to kick start the Air Force’s alternate fuel activities, an industry day was announced at the USAF’s Arnold Engineering Development Center in Tullahoma, TN.

Arnold is the Air Force’s premiere ground test and evaluation center, and was then doing early work to certify manufactured “Fischer-Tropsch” fuels in existing jet engines. The Fischer-Tropsch process was well-established, having been used by the Germans during World War II, and more recently by the South African aviation industry in place of petroleum-based fuels; as such, it was a logical starting point for our alternate fuels work.

The event at Tullahoma turned into one of the most poignant days I experienced on the Air Staff. A group of us flew down together with Mike on his milair flight – always a good experience, as we got uninterrupted quality time with the Boss. Part of the day was spent dedicating a memorial to Mike Wynne’s brother, who was lost in combat over the skies of Vietnam. To have been included in such a meaningful event with the entire Wynne family was one of those special moments that are hard to describe. Suffice it to say, it was an incredible honor to be there by the Secretary’s side, and to join a family that was mourning a loss of four decades previous.

Later in the day we witnessed a fuel test in an engine cell, and Mike Wynne impressed each of the engineers and technicians with his interest, knowledge, and engagement. What a thrill it was to tour lab facilities and test cells with him! Then we went to the industrial round table. The meeting began with Mike Wynne at the head of the table, and me at his right hand, with the leaders of industry on either side. Secretary Wynne suggested that we go around the room and introduce ourselves, and so we began.

When it was Mike Wynne’s turn, he explained of course that he was the Secretary of the Air Force, and spoke a little about why we were all in the room. Then, before I could speak, he jumped in and said “I don’t want this gentleman to introduce himself; instead, I’d like to introduce him to you all. This is Mark Lewis, my Chief Scientist. He is my ‘rod’ and my ‘staff,’ my right hand. When you are speaking with him, it’s the same as if you are speaking with me”

I’m not usually at a loss for words, but at that particular instance I was completely dumbstruck. That the Secretary of the Air Force had so empowered his Chief Scientist was amazing; it was also quintessential Mike Wynne. His words of course had the desired effect, as our industrial partners treated me accordingly and after the meeting I was the most popular man in the room.

One other event of that day is worth noting, for it says something else about Secretary Wynne. A few weeks before this trip, I had offered some technical advice on an issue, but Secretary Wynne disagreed and decided to go in a different direction.

On the flight home, in the middle of a conversation, he suddenly turned to me and asked, “by the way, are you still mad at me?” I insisted I was not, that I was mostly disappointed in myself for not making the convincing argument, but he was having none of it.

We talked about his reasons for disagreeing, he explained his reasoning, and at the end of the conversation  I realized there were some political dimensions to the technical issues that I had not considered.

That was also very special for me; the Secretary of the Air Force is under no obligation to explain himself to his subordinate Chief Scientist. At that moment it became clear that event though he disagreed with me, he respected me enough to explain why, and he wanted me to respect and understand his decision. I don’t think I could have ever appreciated him more than at that moment.

I had many more wonderful experiences and opportunities working with Secretary Wynne. Working with him was like taking a daily class in leadership, and my service on the Air Staff will always stand as a magical time in my career. With the hindsight of six years, I tell colleagues and friends that if I am very very lucky I may someday have a boss as good as Mike Wynne, but I will never have a better one. In every way, he was a Leader, with a capital “L.” More than that, he became a highly respected, much loved friend and mentor.

Editor’s Note: This is the fourth part of a series:

http://sldinfo.wpstage.net/the-wynne-legacy-generating-and-diffusing-innovation/

http://sldinfo.wpstage.net/michael-w-wynne-i-hate-logistics/

http://sldinfo.wpstage.net/innovation-inside-the-bureaucracy/

 

 

Operating the Harvest Hawk: Shifting the Operational Context and Next Steps

07/31/2014

2014-07-31 By Robbin Laird

During my latest visit to Second Marine Air Wing, I focused upon the USMC evolution of its use of the KC-130J.

I spent a morning in the KC-130J simulator watching Marine pilots hone their skills and did so from the tanker seat in the aircraft.

Captain Michael Jordan, Credit: SLD
Captain Michael Jordan, VMGR-252. Credit: SLD

After the simulation experience, I sat down with one of the pilots, Captain Michael Jordan, to talk about his experience working with the Harvest Hawk in Afghanistan.

The Captain is of the new generation of USMC pilots who have flown the KC-130J from the beginning and so the Harvest Hawk experience seems a “normal” evolution and simply preparing for the next transition, whereby the “mother ship” can handle data, C2 or ordinance dependent on the evolution of USMC concepts of operations.

The Harvest Hawk was first introduced into Afghanistan by 3rd MAW so the squadron went to the West Coast to learn their skills in preparation for their use of Harvest Hawk in Afghanistan in 2012.

We trained as Harvest Hawk co-pilots right before we deployed for Afghanistan last year.

And I would say that at least half of the hours we flew in Afghanistan starting in July 2013 through February of this year were Harvest Hawk missions.

After that I went to Spain and became part of the Special Purpose MAGTF.

He emphasized as well that it was different type of flying than on other KC-130J missions.

A lot of what you are doing is working in orbits, circling around targets, talking with people on the ground and managing the battlespace. 95% of what you are doing is flying, holding your orbit and then waiting for that 5% of the mission where you prepare to and then launch your ordinance.

And in flying the plane the operation from the cockpit is different as well.

With the Heads up Display you are flying the aircraft. Now you need to not just focus on just flying the aircraft and executing the mission but also work with the navigation radar to see where you are going and what you are doing within the battlespace.”

Harvest Hawk system on KC-130J at 2nd MAW: Credit: SLD
Harvest Hawk system on KC-130J at 2nd MAW: Credit: SLD

Question: What are the trade-offs necessary to operate a KC-130J as a Harvest Hawk?

Captain Jordan:

We lose the external tank on the left side as a sensor is placed on that tank.

We can not fuel from the tank.

This means that we reduce total fuel capacity.

A typical J would have a max fuel capacity of 60,000 pounds dependent upon fuel conditions.

With the Harvest Hawk configuration we can have a max fuel capacity of around 42,000 pounds. This reduces our time on station.

The Marine Corps is looking at an upgrade which would put the sensor on the front of the plane rather than the external tank and would recover the use of the tank.

The other aspect is that we lose the left side Aerial Refueling pod.

We have four hard points on the left side for the missiles; we can do refueling but with only one hose on the right hand side.

We can not have two houses serving the tanker mission.

Question: How are operations different from inside the aircraft to operate the Harvest Hawk mission?

Captain Jordan:

It is quite different.

In Harvest Hawk the pilot becomes more of a battle manager, while the co-pilot flies the plane.

In the back of the aircraft we have a different crew as well.

We generally have two officers in the back; a Fire Controls Officer sits in the right seat and operates the sensor to provide for target acquisition.

Typically, we have an assistant in the left seat to aid with the communications traffic and to assist the FCO.

Question: Where does Harvest Hawk go next?

Captain Jordan:

The entire Harvest Hawk experience highlights the utility of a “mother ship” in an air dominance environment.

There is no reason that we cannot take data from UAVs or the F-35s or the Harrier litening pods and be able to contribute to combat management or support to the ground commanders.

In the video above, VMGR-252 Squadron utilizes the KC-130J aircraft as the Harvest Hawk to support ground units in Afghanistan aboard Kandahar Air Field, Jan. 21

Credit: Regional Command Southwest:1/25/12

 

Meeting the Challenges of the Demand Side of the Distributed Laydown in the Pacific

2014-07-28 by Robbin Laird

In a recent article published by Leatherneck magazine, I have reviewed the nature of the distributed laydown mandated by the National Command Authority and the challenge of ensuring that a distributed force can work effectively organically, with the joint force and with allies.

The full article can be seen on the Leatherneck magazine website but I would like to highlight the main thrust of the impact of high demand for a distributed force:

The U.S. Marine Corps is in the throes of a significant shift in the Pacific in the disposition of its forces. Because two thirds of Marines are deployed to the Pacific, such a shift is a key event in shaping the Marine Corps stance in the decade ahead.

KC130J flying with Osprey and F-18. Credit: 1st MAW
KC130J flying with Osprey and F-18. Credit: 1st MAW

Just as the Marines are transitioning, so is the U.S. Air Force shifting toward a more flexible deployment stance as well.

That means that USAF lift is going to be dedicated increasingly to supporting the deployment of distributed airpower. That will enhance the importance of the U.S. Navy-Marine approach to sustainment with their own assets.

The demand to support distributed forces is rising and will require attention to be paid to the connectors, lifters and various support elements.

Part of that demand can be met as allies modernize their own support elements, such as Australia and Singapore adding new Airbus tankers which could be leveraged to support Marine Corps Ospreys as well as other aircraft.

Indeed, a key element of the distributed laydown of our forces in the Pacific is the fact that it is occurring as core allies in the region are reshaping and modernizing their forces as well as partners coming to the table who wish to work with and host USMC forces operating on a rotational basis with their forces. The military and political demands for the kind of forces that the Marines are developing also are what allies and partners want for their operations.

In turn, this drives up the importance of exercises in the Pacific with joint and coalition forces to shape new capabilities for the distributed force.

The distributed laydown, the evolution of the capabilities for distributed forces, the modernization of allied forces and the growing interest in a diversity of partners to work with the USMC are all part of shaping what might be called a deterrence-in-depth strategy to deal with the threats and challenges facing the United States and its allies in shaping a 21st-century approach to Pacific defense….

It is clear that as the distributed approach is shaped in the Pacific, the demand on support, connectors and lift is going to increase. There will be a need for Military Sealift Command ships and amphibious ships and to draw heavily on new ships like the T-AKE and USNS Montford Point (MLP-1).

The demand on airlift is significant, and it’s clear from developments in the Pacific and new approaches like Special Purpose MAGTFs that KC-130Js need to be plussed up.

LtGen Robling underscored the nature of the challenge: “The demand signal goes up every year while the cost of using the lift goes up every year as well. This has me very concerned.

“The truth of the matter is the Asia Pacific region is 52 percent of the globe’s surface, and there are over 25,000 islands in the region. The distances and times necessary to respond to a crisis are significant. The size of the AOR [area of responsibility] is illustrated in part by the challenge of finding the missing Malaysian airliner.

“If you don’t have the inherent capability like the KC-130J aircraft to get your equipment and people into places rapidly, you can quickly become irrelevant. General Hawk Carlisle uses a term in his engagement strategy which is ‘places not bases.’

“America doesn’t want forward bases. This means you have to have the lift to get to places quickly, be able to operate in an expeditionary environment when you get there, and then leave when we are done.

Marines with Marine Rotational Force – Darwin and Australian Soldiers with 1st Brigade stand in formation during an award ceremony aboard Robertson Barracks, April 22, 2014. Brigadier Michael Harris received the Bronze Star Medal with Combat Distinguishing Device from Lt. Gen. Terry Robling, commanding general, Marine Corps Forces Pacific, for his heroic actions in Vietnam while serving as the commanding officer of Delta Company, 1st Battalion, 9th Marine Regiment. Harris was the first non-American to lead Marines in combat during the Vietnam War. Read more: http://www.dvidshub.net/image/1263406/australian-brigadier-receives-bronze-star-service-during-vietnam. Credit: MRF-D, 4/22/14
Marines with Marine Rotational Force – Darwin and Australian Soldiers with 1st Brigade stand in formation during an award ceremony aboard Robertson Barracks, April 22, 2014. Brigadier Michael Harris received the Bronze Star Medal with Combat Distinguishing Device from Lt. Gen. Terry Robling, commanding general, Marine Corps Forces Pacific, for his heroic actions in Vietnam while serving as the commanding officer of Delta Company, 1st Battalion, 9th Marine Regiment. Harris was the first non-American to lead Marines in combat during the Vietnam War. Credit: MRF-D, 4/22/14

“Strengthening our current partnerships and making new ones will go a long way in helping us be successful at this strategy,” the general added. “We have to be invited in before we can help. If you don’t have prepositioned equipment already in these countries, then you have to move it in somehow.

“And, right now, we’re moving in either via naval shipping, black-bottom shipping, or when we really need it there quickly, via KC-130J aircraft or available C-17 aircraft. Right now, we are the only force in the Pacific that can get to a crisis quickly, and the only force that operates as an integrated air, sea and ground organization.”

Allies see the Marines clearly on the right path, and that path is a powerful one.

But funding for the capabilities needed and the proper training will not happen by itself.

Amazingly, the USMC exercise budget is under regular attack.

The KC-130Js are not being procured in the numbers needed, and too many inside Washington, D.C., have not recognized what the evolution of a tilt-rotor-enabled ground force can be for 21st-century operations.

The Marines are innovators; however, they need support to turn those innovations into the combat realities the United States will need in the decade ahead.

https://www.mca-marines.org/leatherneck/2014/08

And for a flip book version of the article:

https://sldinfo.com/flipbooks/Distributed%20Laydown/DistributedLaydown/

Evolving the Concept of Support with the KC-130J: An Interview with the Leadership of VMGR-252

07/30/2014

2014-07-23 By Robbin Laird

During my latest visit to Second Marine Air Wing, I focused upon the USMC evolution of its use of the KC-130J. The Osprey has been a dramatic addition to the USMC and has made it the only tiltrotar assault enabled force in the world.

What can be lost in the picture is the role of the KC-130J.

The pairing of the two aircraft is changing how the USMC operates and thinks about the range and speed of operations.

The pairing has allowed for the emergence of the Special Purpose MAGTFs, and to Humanitarian Assistance and Disaster Relief (HA/DR) missions such as in the case of the recent Philippine relief mission.

The Oppreys being refueled by a KC-130J during the Philippine relief mission. The Marines twin the assets to provide for greater range and endurance in the mission. Credit Photo: Lt. Col Brown
The Oppreys being refueled by a KC-130J during the Philippine relief mission. The Marines twin the assets to provide for greater range and endurance in the mission. Credit Photo: Lt. Col Brown

Earlier I had interviewed the CO of the Sumos – the KC-130J squadron which has just moved to Air Station Iwakuni — and he indicated how the pairing worked together to re-shape USMC operations.

https://sldinfo.com/kc-130-squadron-moves-to-air-station-iwakuni/

The pairing between the KC-130Js and the Ospreys has brought an ability to shape organic modularity for long-range insertion of force in the region. 

We want to be able to provide for long-range vertical insertion throughout the region and to be able to deploy widely throughout the region as necessary. 

It is part of the operational dynamic and part of deterrence as well.

I would add that since the arrival of the Ospreys, about 2/3rds of our tanking requirement is to support the long-range assault support capability, which the Osprey provides.

We can now power project vertical lift anywhere in the region for the MAGTF faster than before.

This is not just an abstract capability, but has been used with effect already in various situations, one of the most visible of which was coming to the aid of the Philippines as part of the shaping function to even set up a relief effort.

And the ability to assist in the Philippines and to leave expeditiously (along with the USAF and USN engagement) was part of background to which the Philippine government re-opened its facilities to US forces in the region.

Put in other words, an agile military capability enabled a political bargain important to the Pacific strategy of defense in depth.

As Lt. Col. “Sniper” Brown, the CO of the “Flying Tigers” or VMM-262 put it:

When the call to fly into the devastated areas came on Veteran’s Day weekend, the challenge was to put together the ability to fly. 

“We flew with the Sumos who kept us fueled and carried our logistical needs as well. 

But we needed to sort out where to go and what the priorities would be in the initial 72 hours.”

But this capability did not happen overnight; innovation takes time.

It is easy to forget that the KC-130Js preceded the Ospreys by a few years, and it took time to sort out how to use the new capabilities inherent in the KC-130J and with these capabilities to evolve the concept of support.

The introduction of the new aircraft had its challenges.

But the classic notion of lift and tanking associated with the C-130s broadened over time.

The KC-130J not only has broadened its range of mission sets, but has provided a foundational capability for expeditionary support.

It is about supportable reach; not just reach.

When the crew could operate at night operations, the crew broadened its support to the Marines on the ground. When the Harvest Hawk was added, direct fire support to the Marines on the ground became part of the KC-130J operational capabilities, which in turn has established the notion that the airplane can become something different in the future as ISR and C2 engagement expands with the inclusion of UAVs and F-35 systems pushing data to the aircraft.

The point can be simply put: the KC-130J is becoming a significant part of a broadened concept to the Marine Corps assault team.

In an interview with the CO of VMGR-252 and the Executive Officer of the Squadron, the evolution of the role of the KC-130J was the focus of attention.

The CO of the squadron is Lieutenant Colonel Scott M. Koltick and the Executive Officer is Major Ryan Pope, both are very animated, articulate and impassioned about what their squadron contributes to the USMC.

Lieutenant Colonel Scott M. Koltick and the Executive Officer is Major Ryan Pope. Credit Photo: SLD
Lieutenant Colonel Scott M. Koltick and the Executive Officer is Major Ryan Pope. Credit Photo: SLD

According to his official USMC biography, Lt Col. Koltick has extensive combat experience:

During his 20-year career Lieutenant Colonel Koltick has served in operational and staff billets at every level. He has completed four tours in support of Operation Iraqi Freedom and two tours in support of Operation Enduring Freedom. He was promoted to his current rank in February 2013.

And Major Pope most recently deployed to Afghanistan from July 2013 to February 2014.

The CO provided a succinct overview of how he saw the evolution of the KC-130J.

“When we first got the KC-130J in 2004 and 2005, we flew it exactly like the legacy aircraft.

Our first operational mission was to go to Iraq, and we did our missions in Iraq exactly as we did with the legacy aircraft. We did air refueling and moved cargo and personnel around Iraq and Kuwait. That was how we started.

As we gained more experience in the C-130J, we started evolving that and understanding the whole capability.

We started operating at night with NVGs and we had to learn how to do that from scratch.

And then from there we just incrementally kept expanding the envelope, adding missions as we gained confidence.

Until we’ve arrived at the point we’re at today where — I’m not going to say we’re anywhere near close to exploiting the full capabilities of the J, but widely different from where we were in 2004.

KC-130J configured as Harvest Hawk at 2nd MAW: Credit Photo: Second Line of Defense, June 2014
KC-130J configured as Harvest Hawk at 2nd MAW: Credit Photo: Second Line of Defense, June 2014

We are now doing long-range refueling of MV-22s over the Atlantic; we have introduced Harvest Hawk, both of which are game changers for us.

With Harvest Hawk we have an ordinance delivering capability and we have a sensor.

Nobody in the C-130 community had any experience with that.

But we went out to other communities asking for help, developing our expertise, and we have able to add those to our mission sets, and now we are at the point we have no external assistance helping us with the Harvest Hawk mission.”

Question: How would you describe the impact of the KC-130J-Osprey pairing on USMC operations?

Lieutenant Colonel Koltick: “The two obvious changes are in your time and in your distance.

Now we can operate much further and we can get there much faster when we pair the V-22 with the C-130J compared to a traditional Marine force.

The range that you get when you combine those two with the refueling and the situational awareness that the K/J has enabled and to be able to push that to the V-22s, changes the context. It’s hard to imagine now an environment on our mission where a MAGTF commander can’t deploy an assault force.

For instance, with Special Purpose MAGTF, they’re routinely thinking in terms of 1,000 nautical mile movements. Whereas a little over 10 years ago, when Gen. Mattis took us into Afghanistan after 9/11, Task Force 58 moved 400 nautical miles and that was groundbreaking.

That was a big deal, but with CH-53s and other helos, we had to land in Pakistan to do that insertion.

Now, a MAGTF commander can easily plan to fly 1,000 nautical miles with an assault package.”

The Operational Reach of the SP-MAGTF SR in miles. Credit Graphic: SLD
The Operational Reach of the SP-MAGTF SR in miles. Credit Graphic: SLD

Question: There are three KC-130J squadrons and with the introduction of the Osprey and the re-configuration of the assault force, can the fleet stand up to the demand? Or put another way, is demand outpacing supply?

Lieutenant Colonel Koltick: “The demand is high.

This means that we do not have enough assets available for training with the other parts of the Marine Corps, ranging from low end to high-end training.

We never have enough assets for force training.

The second issue is that the current operational posture of the Marine Corps – forward deployed, disbursed, and facing uncertain challenges in the near and middle term – creates a demand signal that is outstripping supply and we are only in the process of finishing the currently planned full procurement of KC-130Js for the USMC.”

Question: Put in other terms, the reinvention of operational capabilities has driven up the demand for KC-130Js or put in another way, the broadened concept of support, which the KC-130J can provide, has also driven up demand.

Is that a fair way to put it?

Lieutenant Colonel Koltick: “It is.”

Major Pope: “One way to look at the change is to look at the transformation from Iraq to Afghanistan. In Iraq we were largely doing lift and tanking.

By the time we were drawing down in Afghanistan, the KC-130J was a key element within the operations in a number of ways.

Obviously, lift and tanking remain a bedrock of its role.

But now the aircraft is part of the stack of air support and becoming in many ways a host mother ship, if you will.

We are providing communications relays, doing battlefield illumination, putting mission systems aboard the aircraft because we hear the coms and then we had the Harvest Hawk strike capability as well.

Each flight of a multi-function KC-130J becomes almost a sortie generation rate functional equivalent.

We can stay up 10 hours or more and what does that represent in terms of a Harrier sortie equivalent?

A major challenge facing the USMC as it leverages Ospreys and then F-35Bs will be supportable range.

The KC-130J is clearly a key part of any concept of supportable range for the assault force.

And with the evolving multi-mission capabilities of the KC-130J to play the role of a mother ship or to provide ISR and overhead strike, the notion of supportable range can also be broadened as well”.

Editor’s Note: Lt. General Robling, the current Commanding Marine Corps General in the Pacific, has also noted how the projected approach to the distributed laydown is also opening up a demand/supply gap for KC-130Js.

The truth of the matter is the Asia Pacific region is 52% of the globes surface and there are over 25,000 islands in the region.  The distances and times necessary to respond to a crisis are significant.  The size of the AOR is illustrated in part by the challenge of finding the missing Malaysian airliner.

If you don’t have the inherent capability like the KC-130J aircraft to get your equipment and people into places rapidly, you can quickly become irrelevant.  General Hawk Carlisle uses a term in his engagement strategy which is “places; not bases”.

America doesn’t want forward bases. This means you have to have the lift to get to places quickly, be able to operate in an expeditionary environment when you get there, and then leave when you are done.

Strengthening our current partnerships and making new ones will go a long way in helping us be successful at this strategy.  We have to be invited in before we can help.  If you don’t have pre-positioned equipment already in these countries, then you have to move it in somehow.

And, right now, we’re moving in either via naval shipping, black bottom shipping, or when we really need it there quickly, via KC-130J aircraft or available C-17 aircraft.  Right now, we are the only force in the Pacific that can get to a crisis quickly, and the only force that operates as an integrated air, sea and ground organization.

The Slideshow below provides a highlight of some VMGR-232 activities:

An MV-22B Osprey with Marine Helicopter Squadron 1 receives fuel from a KC-130J Super Hercules from Marine Aerial Refeuler Transport Squadron 252 over the Atlantic May 28, 2014.

The Osprey, along with three others from HMX-1, refueled mid-flight during the squadron’s first trans-Atlantic flight. 6/2/14

The photos are credited to 2nd Marine Air Wing, except for the last one which is credited to 3rd Marine Air Wing.

  • The next two photos show a KC-130J Hercules property of Marine Aerial Refueler Transport Squadron (VMGR) 252, refuels an MV-22 Osprey assigned to Marine Medium Tiltrotor Squadron (VMM) 264 and 266 over the Atlantic Ocean, off the coast of N.C., April 14, 2014. VMGR-252 conducted aerial refueling training with VMM-264 and 266.  04/14/2014
  • In the fourth photo, A KC-130J Hercules aircraft assigcned to Marine Aerial Refueler Transport Squadron 252, is staged at Camp Bastion, Helmand province, Afghanistan, Aug. 15, 2013. The aircraft was staged prior to flight.
  • In the fifth photo, an F/A-18 Hornet, from Marine Fighter Attack Squadron 314, connects to a refueling hose from Marine Aerial Refueler Transport Squadron 252, June 12. Marine Aerial Refueler Transport Squadron 252’s mission is to provide transportation of personnel, equipment and supplies, and to provide aerial refueling for fixed and rotary wing aircraft. 6/12/09
  • In the sixth photo, KC-130J Hercules with Marine Aerial Refueler Transport Squadron 252 cruises alongside a fellow Hercules from the squadron while conducting flight patterns during aerial refueling training May 22, 2013
  • In the photos from 7-9, an AV-8B Harrier aircraft receives fuel during an aerial refuel mission over Helmand province, Afghanistan, May 10, 2013. A KC-130J Hercules aircraft was responsible for executing the mission by resupplying other aircraft. 5/10/13
  • In the tenth image, an illustration shows North Atlantic Treaty Organization nations standard refuel rendezvous procedures for configurations, air speeds and communications when refueling fixed wing aircraft. “We work the aircraft left to right, low to high,” explained Staff Sgt. Paul Folk, crew chief with Marine Aerial Refueler Transport Squadron 252. “The system alleviates people from flying all over the place.” VMGR-252 worked with F/A-18 Hornets from Marine Corps Air Station Beaufort, S.C., and AV-8B Harriers from Cherry Point as part of a large-force exercise in the Eastern Carolina skies Jan. 26-27. 1/27/11
  • In the final photo, the “Harvest Hawk” mission kit uses a AN/AAQ-30 Targeting Sight System (left) and a AGM-114P Hellfire II weapons system (right) mounted on the left wing of a KC-130J. A fire control operator at a fire control station located in the rear of the aircraft monitors these systems.  8/29/09

And for a look at the Harvest Hawk configuration and its operational approach see the following video:

Harvest Hawk in Afghanistan from SldInfo.com on Vimeo.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Reflecting on the Tiltrotor Enabled Assault Force: The Perspective of a MAWTS-1 Osprey Instructor

2014-07-30 By Robbin Laird and Ed Timperlake

During our time at MAWTS-1, we had a chance to talk with Captain Justin “Lumbergh” Sing who represents the new generation of Osprey operators who have not transitioned from other platforms.

I have not flown any other fleet aircraft.

I went through the flight school syllabus and straight to the MV-22 FRS.

Captain Sing. Credit: Second Line of Defense
Captain Sing. Credit: Second Line of Defense

Captain Sing had just joined MAWTS and had been there only three days.

He had two tours at sea with the 26th MEU as part of VMM-266(REIN).

The 26th MEU was involved in the Odyssey Dawn Operation, but Captain Sing was part of the split Osprey force and was serving in Afghanistan during that operation. Sing served under Col. Romin Dasmalchi for his first tour and Lt. Col. Christopher Boniface for the second.

Readers of Second Line of Defense are certainly not stranger with regard to Lt. Col. Boniface.

During his time in Afghanistan, the Marines were expanding the operational envelope for the Osprey.

We started utilizing V22 aircraft for the named operations in a new area previously unoccupied by US forces while I was there.

Question: Day and night missions?

Both.

The first named mission I ever flew was a night insert.

The V22 community initially had issues with the dust cloud associated with brownout landings imposing an additional component to the “fog of war” encountered by the grunts during inserts.

It got worked out through TTP development and a good working relationship with the infantry.

He described one mission in Afghanistan in which the Osprey landed Marines and then quickly came back to move them out of harm’s way.

The quick turn-around capability of the Osprey is an important capability for the “devil dogs” coming out of the back of an Osprey.

Two Ospreys inserted troops to a particular landing zone, one on either side of a tree line.

We departed and repositioned to a laager point about 15NM away.

Fairly soon after, we were called back to move the Marines out of a suspected IED infested area.

They could not safely cross the tree-lined ditch at night.

The next day we found out that the Landing Zone (LZ) where we had conducted the insert had IEDs in it.

We just happened to not land on any.

That was our first operation after our unit had just arrived in Afghanistan.

Soldiers waiting for Ospreys
Marines awaiting inbound Ospreys at 29 Palms Exercise. Credit: USMC

Captain Sing highlighted the quick turnaround time, which the Osprey was able to provide to the troops on the ground.

From the time they called for immediate re-embark when we were on deck at the laager point, to the time they were repositioned, which included us landing, them loading, and us hopping the tree line and landing again was probably less than 15 minutes.

Captain Sing highlighted the impact of speed in an emergency medical situation as well.

We were onboard the ship, and had a sailor with a gallbladder issue. It was about to rupture and they needed to get him to a medical facility.

We were just north of Somalia in the Horn of Africa, and the closest medical care facility was in Mombasa down in Kenya.

This happened while a party was being held on the flight deck, with no flight ops schedule that day. We needed to get this guy to medical care.

The deck crew cleared the front half of the boat, and pulled the V22 out on spot within 45 minutes, and we were in the air 45 minutes later.

We had to tank on the way, but we had him on deck in Mombasa, Kenya roughly 1,100NM away within 4+30 hours after takeoff. 

When asked how the Osprey had advantages over rotorcraft in approaching LZs, the Captain highlighted the advantage of a lower audible signature.

We can maintain an audible standoff for a little bit longer by staying in airplane mode up at altitude and only descending when approaching the objective area.

It really reduces the enemy’s ability to know we’re coming,

The aspect of range was highlighted by a self-deployment discussed by Captain Sing.

When we were complete with required operations, we self-deployed from Afghanistan back to Greece.

It was the longest flight a V22 had done at the time.

It was longer than the flight across the Atlantic to go to Farnborough, which had been the longest flight before.

Osprey Operating in Afghanistan (Credit: USMC)
Osprey Operating in Afghanistan (Credit: USMC)

The deployment was necessary as part of the force build up for Odyssey Dawn.

We had four planes conducting alert for Odyssey Dawn when the TRAP mission in Libya was executed.

In order to reconstitute the unit we flew three V22s and two C-130s in one day, a 16-hour flight total time, from Afghanistan to Souda Bay.

The C-130s turned around the next day, flew back to Afghanistan, and then the following day conducted the flight again with the remaining three V22s.

All six V22s, flew a one-shot from Afghanistan to Souda Bay over a three day period.

The only real limiting factor in the time period for execution was the external tanker availability.

Captain Sing highlighted that the Osprey was both a very easy plane to fly but an unforgiving one as well if it was not properly respected.

It’s an easy plane to fly, it really is.

In VTOL you’re dealing with a rotor head with a vectored thrust component, and there’s a lot of aerodynamics at play.

The vectored thrust is what makes it unique and allows for an increased range of capabilities; but where we really see the gains are in the ability to fly like an airplane during the enroute portion of any mission.

It’s a great aircraft with a lot of capability.

The Captain was asked about his focus at MAWTS-1 on the next steps for the Osprey.

I think digital interoperability is the next step for us.

Also, the over-the-horizon capability, figuring out how we’re going to provide ourselves some eyes on the objective area before we get there, as we’re going to be the ones with the range capability to conduct those over the horizon inserts.

The Captain provided a sense of how he saw the path towards this end state.

We’re working on flying with a bigger communications package that allows us to have digital interoperability in communications with most wave forms.

This would increase our capacity to inform the ground force commander in real time on the way to the objective area and increase his situational awareness to help ensure preconditions for insert have been met prior to placing boots on the deck.

The ability to pull information from multiple sources in real time would be a significant enhancement to capability.

 

 

 

 

 

 

 

 

 

 

 

 

 

The French Prepare for a New African Counter-Terrorism Initiative

2014-07-30 By Oscar Nkala

French defense minister Yves Le Drian says his country will in early August deploy more than 3 000 soldiers to start military operations under its broadened trans-Sahel counter-terrorism initiative which is set to operate from a string of bases in Burkina Faso, Chad, Niger, Mali and Mauritania.

The regional force will have its main air force base in the Chadian capital N’Djamena, a regional operations base in the Malian city of Gao, a special forces base in Ouagadougou and an intelligence base in the Nigerien capital Niamey.

A French solider operating in Mali from a helo gunship. Credit: defenceWeb
A French solider operating in Mali from a helo gunship. Credit: defenceWeb

Code-named ‘Operation Barkhane,’ the new operation seeks to track down and disrupt several Islamist trans-Sahel jihadist militant networks, which retreated into the remote and largely ungoverned pockets of the Sahel to regroup after being pushed out of Mali by French forces early in 2013.

Le Drian said the new counter-terror operation, which spans five nations, follows the successful conclusion of ‘Operation Serval’ in Mali, which drove Al Qaeda in the Islamic Maghreb (AQIM), the Movement for Oneness and Jihad (MUJAO) and Ansar al Dine out of northern Mali early last year.

Speaking soon after the signing of a defense pact which provides for a long-term stationing of 1 200 French troops in the Malian city of Gao, Le Drian said 200 armoured personnel carriers (APCs), 10 heavy-lift transport aircraft, 6 fighter planes, 20 helicopters and 3 unmanned aerial vehicles will be deployed to meet the logistical and operational needs of the task-force.

He said the establishment of the trans-Sahelian counter-terrorism force is aimed at restoring security by improving the intelligence gathering capacities of member states, the training of local forces and intelligence-sharing by the security agencies of the participating regional powers.

Le Drian added that France believes most of Africa remains at risk of being turned into terrorist sanctuary.

“There still is a major risk that jihadists networks will continue to develop in the area that runs from the Horn of Africa to Guinea-Bissau,” Le Drian told Radio France International (RFI).

Commenting on the new mission, President Francois Hollande said through ‘Operation Barkhane’, France wants to secure all places deemed as safe havens for terrorism and militancy in the Sahel.

“There is no longer any safe haven for terrorist groups in Mali. Our nation’s total determination is to counteract the jihadists in the Sahel in order to strengthen France’s security and the stability of the states in the region,” Hollande said.

Strategic security analyst have warned that militant groups driven out of northern Mali have largely regrouped in remote and loosely governed stretches of the Sahel and pose a renewed security risk to all countries in the region.

In August last year, a new trans-Sahel militant group calling itself ‘The Mourabitounes’ was created by former Al Qaeda in the Islamic Maghreb (AQIM) regional leader Mokhtar Belmokhtar.

The group has since declared war on France and French interests in the region.

It has been blamed for a string of kidnappings of foreigners and recently claimed responsibility for a suicide car bomb attack which killed one French soldier and injured six others in northern Mali.

This article is reprinted with the permission of our partner defenceWeb:

http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=35664:french-army-to-launch-trans-sahel-counter-terrorism-operations-in-early-august&catid=49:National%20Security&Itemid=115

 

 

Prevailing in 21st Century Warfare: The Ukrainian Case

07/29/2014

2014-07-22  By Robbin Laird and Ed Timperlake

Rather than looking into Putin’s soul and figuring out our next step in the Ukrainian crisis, it would be better to look carefully at the emergence of the next phase of 21st century warfare.

War is always with us; but it mutates over time.

In an age of globalization, total war is not a strategic objective of any major global power.

Having said that, what kind of warfare do the adversaries of the United States see as sensible to roll back American power and to reshape the globe in their image?

At the end of 20th century we learned that bringing down the World Trade Center was a desirable objective seen as part of the broader picture of the Middle East regional conflict.  A similar effort was tried in France several years earlier, but was not recognized as such by analysts and policy makers.  The World Trade Center attack was simply a copy cat plan of the aborted effort to strike the Eiffel Tower.

What we have seen recently in Ukraine with the Malaysian airliner is the next strike in this decade’s reinvention of warfare. 

gor Girkin, aka Strelko, a Russian separatist leader in the Ukraine. Credit Photo: Reuters
gor Girkin, aka Strelko, a Russian separatist leader in the Ukraine. Credit Photo: Reuters

One could interpret this as an aberration requiring legal action, but this would miss the point of how it all started – the Russian seizure of Ukraine and the triggering the potential collapse of the Kiev government.

In a globally interconnected world, moves on one regional chessboard have consequences elsewhere, difficult to see at the time, but clearly happening nonetheless. 21st century warfare is about the use of hard power to gain advantage wrapped in the candy wrap of soft power.  The best moves are those that can allow one to move ones pieces on the global chessboard without losing your pieces nor providing an excuse to your adversary to up the ante dramatically.

The isolation of world events as factually separate based on the variable of time or t is how the media and policy makers and many analysts interpret a particular event.  The reality is that an event is always contextual, and that different actors operating in an event are working to shape an outcome to their advantage, the nature of which carries with it both past and future history.

When Putin seized Ukraine it was deliberate and seen as a relatively risk free opportunity to expand his energy empire and his place in the Mediterranean and the Middle East as well.  It has been risk free from the standpoint of what the West has done in reaction, for this event has been isolated and almost forgotten prior to the jetliner being shot down over Ukraine.

The opportunity for the West to re-engage in Ukraine and to stop Russian map making in its tracks is clearly there; and not taking advantage of the crisis will have its own consequences upon key actors in the region and beyond.

It is not an in and of itself CNN moment; it is part of the texture of 21st century re-shaping of Europe and a contributor to the next chapter of writing the book on 21st century warfare.

The Attack on Ukraine as 21st Century Warfare

In a seminal piece on the Ukrainian crisis by a Latvian researcher, new ground has been laid to shape a clearer understanding of the evolving nature of 21st century military power.

Neither asymmetric nor convention, the Russians are shaping what this researcher calls a strategic communications policy to support strategic objectives and to do so with a tool set of various means, including skill useful of military power as the underwriter of the entire effort.

The Russian Approach to 21st Century Military Operations. Credit: Janis Berzinš
The Russian Approach to 21st Century Military Operations. Credit: Janis Berzinš 

According to Janis Berzinš, the Russians have unleashed a new generation of warfare in Ukraine. The entire piece needs to be read carefully and its entirety, but the core analytical points about the Russian approach and the shaping a new variant of military operations for the 21st century can be seen from the excerpts taken from the piece below:

The Crimean campaign has been an impressive demonstration of strategic communication, one which shares many similarities with their intervention in South Ossetia and Abkhazia in 2008, while at the same time being essentially different, since it reflects the operational realization of the new military guidelines to be implemented by 2020.

Its success can be measured by the fact that in just three weeks, and without a shot being fired, the morale of the Ukrainian military was broken and all of their 190 bases had surrendered. Instead of relying on a mass deployment of tanks and artillery, the Crimean campaign deployed less than 10,000 assault troops – mostly naval infantry, already stationed in Crimea, backed by a few battalions of airborne troops and Spetsnaz commandos – against 16,000 Ukrainian military personnel.

In addition, the heaviest vehicle used was the wheeled BTR-80 armored personal carrier. After blocking Ukrainian troops in their bases, the Russians started the second operational phase, consisting of psychological warfare, intimidation, bribery, and internet/media propaganda to undermine resistance, thus avoiding the use of firepower.

The operation was also characterized by the great discipline of the Russian troops, the display of new personnel equipment, body armor, and light wheeled armored vehicles. The result was a clear military victory on the battlefield by the operationalization of a well-orchestrated campaign of strategic communication, using clear political, psychological, and information strategies and the fully operationalization of what Russian military thinkers call “New Generation Warfare”…..

Thus, the Russian view of modern warfare is based on the idea that the main battlespace is the mind and, as a result, new-generation wars are to be dominated by information and psychological warfare, in order to achieve superiority in troops and weapons control, morally and psychologically depressing the enemy’s armed forces personnel and civil population.

The main objective is to reduce the necessity for deploying hard military power to the minimum necessary, making the opponent’s military and civil population support the attacker to the detriment of their own government and country.

New Generation Warfare

By seizing Crimea, Russia set in motion internal pressures aided by direct support to continue map writing in Ukraine and to reduce the size of the territory under the country of the government in Kiev.  The Crimean intervention was destabilizing, and the enhanced role of Russian “separatists” aided and abetted by Moscow within the remainder of Ukraine is part of the Russian 21st century approach to warfare.

The problem is that as the Russian’s shape a new approach, others are learning as well.

https://pbs.twimg.com/media/BtJlw6OCcAA810y.jpg
https://pbs.twimg.com/media/BtJlw6OCcAA810y.jpg

With a swift destruction of a Malaysian airliner by the use of a sophisticated surface to air missiles shot from Ukrainian territory, a new instrument of terror in the hands of those who wish to use it has been clearly demonstrated. And in the world of terrorists, imitation of success is a demonstrated way forward.

Putting the entire civil aviation industry at its feet is a distinct possibility. When terrorists slammed into the World Trade Center and stuck the Pentagon, the effect on the civil aviation industry was immediate. With ground missiles in the hands of terrorists the same dynamic can easily be unleashed.

Unfortunately, this might not be a one off event, even though the specific context is clearly unique. For example, the loss of thousands of manpads from the Odyssey Dawn intervention has been a lingering threat overhanging global aviation or evident in threats directly against the state of Israel. By conducting air strikes against Libya in March 2011, the stockpiles of manpads were not destroyed. The decision to NOT put boots on the ground to secure the KNOWN Libyan manpads stockpile, but to strike without any real consideration of the OBVIOUS consequences of thousands of manpads escaping destruction or control.

One or simultaneous manpad attacks against civil airliners are possible.

Much like slamming into the World Trade Center was a new chapter in warfare, this current Ukrainian development could be as well.

The proliferation from Libya to Egypt and Lebanon has already been reported.  If a group associated with the former Libyan regime, based in Lebanon or Egypt sought to bring further focus on the crisis in Libya, attacking European airliners coming into Egypt would be plausible.

The initial reaction to such a manpad attack would clearly be to focus on the source of the attack.  Intelligence sharing would be crucial to determine who and where the source of the threat lies.  And there should be an immediate concern with copycat activities of other groups who might see an advantage from disrupting specific countries and to try to isolate them by using pressure to shut down airline based travel and commerce.

Within countries like Syria, Iraq, Egypt, Saudi Arabia, and ISIS, there are distinct advantages by outsider groups to use such tactics to shape the political process. In the wake of such an attack, Europe and the United States and Asia would go back to planning underway when the Bush Administration was in power.  The need to introduce defensive measures on airliners must be debated.

The threat of manpads now seen in terms of its more sophisticated brother has become a reality chilling the global aviation industry and providing a new chapter in the Russian-Ukrainian crisis

Which terrorists – whether state-sponsored, state-supplied or even worse able to gain access to lethal weapons and training to pop a civil airliner – remains to be determined, and that is an unacceptable strategic intelligence failure.

What Can the United States Do?

Simply asking Putin to man up and take responsibility is not going to get the job done.  The United States needs to shape its own capabilities for 21st century warfare.

We could start by trying to actually engage in the information war which the Russians are conducting.  Clearly, leveraging intelligence assets and putting the story into the Western press in DETAIL is crucial to position oneself for an effective information war engagement.

This is not about feeling good; it is about defeating the Russian information war gambit, which is holding the West responsible to trying to take advantage of the crisis for political advantage.  We may feel privately that his position is less than credible; but it can be clearly believed worldwide.

But we need a hard power response to go with the diplomatic kabuki dance in which we are not engaged.  And one clearly is at hand.

We argued in our book with Richard Weitz on Pacific strategy, that U.S. military power needed to be rebuilt around a modular, scalable force that could be effectively inserted in crisis.  We also argued for the economy of force, that is one wants to design force packages appropriate the political objective.

If this was the pre-Osprey era, an insertion might be more difficult, but with the tiltrotar assault force called the USMC a force can be put in place rapidly to cordon off the area, and to be able to shape a credible global response to the disinformation campaign of Russia and its state-sponsored separatists.   Working with the Ukrainians, an air cap would be established over the area of interest, and airpower coupled with the Marines on the ground, and forces loyal to Kiev could stop Putin in his tracks.

In other words, countering Russian 21st century warfare creativity is crucial for the United States to do right now with some creativity of our own.

Again it is about using military force in ways appropriate to the political mission.

Emerging Capabilities to Reinforce the Approach

The approach described here only gets better with the coming of the F-35 to US and allied forces.  The multi-mission capabilities of the aircraft means that a small footprint can bring diversified lethality to the fight.  An F-35 squadron can carry inherent within it an electronic attack force, a missile defense tracking capability, a mapping capability for the ground forces, ISR and C2 capabilities for the deployed force and do so in a compact deployment package.

In addition, an F-35 fleet can empower Air Defense Artillery (ADA), whether Aegis afloat or Patriots and THAAD Batteries, the concept of establishing air dominance is moving in a synergistic direction.  An F-35 EW capability along with it’s AA and AG capability will introduce innovate tactics in the SEAD mission. Concurrently, the F-35 will empower U.S. and Allied ADA situational awareness.  The current engagement of the IDF employment of their Irion Dome in conjunction with aviation attacks is a demonstration of  this type of emerging partnership being forged in battle.

To get a similar capability today into the Area of Interest would require a diversified and complex aerial fleet, whose very size would create a political statement, which one might really not want to make.

A squadron F-35B seen at Yuma on July 16, 2014. Credit Photo: Second Line of Defense
A squadron F-35B seen at Yuma on July 16, 2014. Credit Photo: Second Line of Defense

With an F-35 enabled ground insertion force, a smaller force with significant lethality and flexibility could be deployed until it is no longer needed for it is about air-enabled ground forces.  A tiltrotar enabled assault force with top cover from a 360 degree operational F-35 fleet, whether USMC, USN, USAF or allied can allow for the kind of flexibility necessary for 21st century warfare and operational realities.

Lt. Col. Boniface in forecasting a “tsunami of change” to come, understood without even saying so the evolving nature of warfare, and in this case was talking about the Osprey and the coming of the F-35B:

I sort of think of it like a game of chess….. If you have ever played chess it sometimes take a while to engage your opponent. 

We now have the ability to move a knight, bishop, or rook off of this same chessboard and attack 180 degrees towards the rear of our enemy.

We can go directly after the king.

Yes, it’s not really fair, but I like that fact.

Our politicians and strategists need to understand the changing nature of warfare and how to engage our assets for strategic advantage.  Our adversaries are certainly not waiting around for Washington to get smarter.

 

 

 

 

 

The KC-130J in Afghanistan: In Support of US and Allied Forces

07/28/2014

2014-07-28 By Robbin Laird

During my visit to 2nd Marine Air Wing in June 2014, I had a chance to meet with several of the members of the VMGR-252 squadron.

Major Montgomery. Credit Photo: Second Line of Defense
Major Montgomery. Credit Photo: Second Line of Defense

In this interview, Major Mark Montgomery, a KC-130J pilot, discussed his experiences in Iraq and Afghanistan.

He deployed in Iraq from 2006-2008 and then in Afghanistan in 2012.One of the things that has always amazed me over the years in discussions at 2nd MAW is how matter of fact the Marines I have interviewed are.

You talk with them and in the course of the conversation accomplishments are mentioned not really highlighted as amazing achievements.

It is a striking contrast to Inside the Beltway where one is constantly reminded of the importance of whomever you are talking with, notably at seminars.

In this case, Major Montgomery highlighted one key difference between Iraq and Afghanistan.  “In Iraq, we largely supported Marines; in Afghanistan we supported Marines, Aussies and Brits because our AORs were next to each other.”

With regard to the Aussies, the squadron provided various types of support such as transport of troops and Harvest Hawk Close Air Support.

With regard to the Brits, Major Hamilton mentioned an incident where they were tasked to provide Battlefield Illumination in support of a British Forward Operating Base.

“We received the tasking, and the crew was airborne very rapidly with 100 flares on board and we operated over the objective area for 8 hours and was able to support what the JTAC wanted in that situation.”

Flares dropped out of a KC-130J by Marines with Marine Aerial Refueling Transportation Squadron 352 burn bright in the night sky above Helmand province, Afghanistan, during a battlefield illumination mission July 18, 2014. Battlefield illumination missions are implemented to light up areas in support of nighttime coalition operations within Regional Command (Southwest).
Flares dropped out of a KC-130J by Marines with Marine Aerial Refueling Transportation Squadron 352 burn bright in the night sky above Helmand province, Afghanistan, during a battlefield illumination mission July 18, 2014. Battlefield illumination missions are implemented to light up areas in support of nighttime coalition operations within Regional Command (Southwest).

Major Montgomery underscored that the close working relationship among the crewmembers is what made the flexibility and rapidity of re-tasking work.

“We worked with the same group of guys and you learned to do things together rapidly.”

A difference in operating the Harvest Hawk configuration was highlighted by the pilot.

“In our normal mission sets, we are taking troops or equipment to a certain point and dropping off or operating airborne to provide tanker support.

With Harvest Hawk you are loitering to determine a strike position which needs to be VERY precise and in response to the demands from the JTAC.”

He also highlighted the importance of battlefield illumination and the various ways they operated in support of the forces on the ground with BI.

“We did terrain denial, deception through faints, and direct support for insertion of helicopters and Ospreys.”

For other interviews concerning the KC-130J conducted during the 2nd MAW visit see the following:

https://sldinfo.com/evolving-the-concept-of-support-with-the-kc-130j-an-interview-with-the-leadership-of-vmgr-252/

https://sldinfo.com/the-kc-130j-demonstrates-flexibility-training-training-training/

For a video which provides a look at a live fire exercise of the Harvest Hawk see the following:

Credit:Marine Aircraft Wing Combat Camera:3/20/13