The Crisis in Veteran’s Health Care: Get Back to Basics

07/09/2014

2014-07-07 By Bill Jayne

The battle for the future of the Veterans Health Administration (VHA) in the U.S. Department of Veterans Affairs (VA) is shaping up as a typical D vs. R skirmish over money.

The D’s say that everything will be ok if the stingy R’s just cough up some more money.

The R’s don’t want to seem unpatriotic so they slap the breast pocket of their suit coat, scratch around their rear end and find several more billions like a diner who really doesn’t want to cover the check but figures he’s been backed into a corner.

This totally misses the point.

Missing the Point

Here’s why.

On March 3, 1996, VA Secretary Jesse Brown testified at a pivotal hearing before the House Veterans Affairs Committee. The subject of the hearing was VA’s FY 97 budget and all the typical witnesses were called and there was enough partisan rancor displayed to make it clear that a primary purpose of the hearing was to point fingers at the other side.

Yet, it occurred at a time of great change for VHA.

Under the Clinton Administration, VHA began to change course from a “bricks-and-mortar” system that used the number of hospital beds to measure the capacity of care to a contemporary system based on ambulatory care visits and outpatient clinics. VA was also undergoing huge staffing cuts in an effort to save money. How the transition was implemented would be crucial for veterans.

Representative G.V. “Sonny” Montgomery (D-Miss.), probably the last of the true non-partisan veterans affairs leaders in Washington, asked the big question: “…even though you are shutting down beds and closing wards…Can you still take care of the veterans? And I guess you are going to tell me it is the money problem.” VA Secretary Jesse Brown, a straight shooter, said, “Yes, it is the money.

The bottom line is that we could make anything work in terms of resources that are provided to us, but the problem with that is that it will have the effect in the end of locking veterans out of our facilities.”

My memory of the hearing was that Jesse Brown was even more blunt but this is what made it into the sanitized hearing record. What he was saying was that the Administration plan would not generate enough revenue and cost savings to fully serve all the new veterans expected to enter the system. And this was before the wars in Iraq and Afghanistan.

The problem was in the “out-years.”

The Administration’s budget was showing rosy forecasts of declining costs and rising revenue from third-party payers like veterans’ private health insurance companies. They were saying that VA could serve more veterans—open the doors to virtually all veterans, not just those with service-connected medical problems or obvious financial needs. And, it wouldn’t cost more taxpayer money.

A Look Back

How did it work out?

In 1996 there were more than 26 million living veterans and 2.6 million of them were eligible for health care in a creaky, old-fashioned system full of empty wards in historic buildings. VA was asking for a budget of $39.3 billion in FY 1997 with a total of 217,747 full-time equivalent employees (FTEE).

Today, VA estimates there are 22 million veterans and about six million are enrolled for health care. Enrollees are assigned to one of eight priority groups and their priority number determines when they will receive appointments.

This year, VA is asking for $163.9 billion—about four times the 1996 request—and 321,381 FTEE (an increase of almost 50 percent) amid horror stories of cooking the books to hide the fact that veterans are dying while waiting for appointments.

Jesse Brown was right.

How did we get to this point?

We know the general history.

The center of the bullseye, however, should always be the severely service-connected disabled. If VA can't serve them better than any other part of the medical industry, then VA should be shut down.
The center of the bullseye, however, should always be the severely service-connected disabled.
If VA can’t serve them better than any other part of the medical industry, then VA should be shut down.

After WWII VA built a huge hospital system based on expansive, scenic campuses and buildings full of beds for extended patient stays. By the early 60’s they found that they couldn’t fill the beds in the hospitals even though, in most areas of the country, VA could treat any veteran for virtually any ailment. By the end of the Vietnam War, VA had so badly neglected the hospitals that we encountered “Born on the Fourth of July” sorts of horror stories of badly wounded men being kept in hallways where they had to fend off rats at night when no one was around.

In the cash-strapped era of the 70s and 80s, the hospitals once again emptied and VA found itself in the double bind of trying to maintain a huge infrastructure that was not being used and, probably more importantly, trying to please the medical industry executives who found that the veteran clientele wasn’t serving their purposes for “educating” the customers of their medical industry schools; that is, future doctors.

By the Clinton era the government mustered the political will to change the VA system by building a base of service on an expanded clientele of veterans with minor or no service-connected disabilities and no pressing financial need.

President George H.W. Bush’s VA Secretary, Ed Derwinski, was excoriated for suggesting that the health of the system could be maintained by also serving the family members of veterans, but this was really just a harbinger of the loosening of the priority system. The Clinton strategy, quite obviously, served the needs of the bureaucracy and its allies in the medical schools, Congress and the veterans organizations.

The George W. Bush administration began with a new binge of building clinics and attempts to demolish some of the historic buildings that were no longer needed.

Cleverly, the scheme was given the tag of CARES (Capital Asset Realignment for Enhanced Service). “LSMFT: Lucky Strike Means Fine Tobacco.”

The situation was manageable until recently although it was obvious from the beginning that the “recovery” of costs from third-party insurers, etc., would never come near the real costs of providing care.

It was a situation similar to mass transit in which user fees (fares paid by the users) never come close to offsetting the cost of a heavily capitalized infrastructure and top-heavy management. Finally, the high cost of treating severely wounded veterans from the terrorist wars—coupled with administrative malfeasance—has removed the veil covering a system that was dishonest from the beginning.

The Way Ahead

So, what’s the solution?

Get back to basics.

VA should be serving severely wounded and service-connected veterans and the needs-based pensioners who have nowhere else to go. VA should work to become a world-class expert in providing wound care, orthopedic treatment and recovery, burn care, care of patients with environmental diseases connected to military service, care of psychological trauma and other ailments that are directly tied to military service. They can also serve elderly veterans who are truly in need.

The center of the bullseye, however, should always be the severely service-connected disabled.

If VA can’t serve them better than any other part of the medical industry, then VA should be shut down.

In 1983, ten years after the “Paris Peace Accords” ended our country’s involvement in the Vietnam War, the Woodrow Wilson Center in Washington, DC, under the estimable leadership of Peter Brasestrup, held a conference titled “Vietnam as History.” The University Press of America published the proceedings in a book with the same title. The last word in the conference and the book went to Col. Harry G. Summers, Jr., USA (ret.). Author of the classic On Strategy: A Critical Analysis Of The Vietnam War, Harry Summers said, “If Vietnam proved nothing else, it proved that the equivalent of a declaration of war – that is, the fixing of public will and the sharing of the responsibility for the war among the American people and the Congress and the Executive – is absolutely vital for any future war of the United States.”

Korean War veterans, distinguished observers and meaningful writers, both Braestrup and Summers have left us too soon; their counsel would be most welcome today. I would like to ask their opinions but I think what we are seeing in the VA healthcare crisis is the predictable result of waging war without “fixing the public will and the sharing of responsibility.” War has become worse than a “racket” (Major Gen. Smedley D. Butler, USMC).

Now it’s just one more political program—like building highways—and taking care of those who fought the wars has become the equivalent of the annual resurfacing programs on the highways: an unpleasant task that gets put off as long as possible. It’s also a task full of pork-barrel politics and myriad inefficiencies intended to serve some particular cause other than the basic mission of maintaining the highways.

What of those who have fought these terrible “limited wars”?

Gary Sinise, “Lt. Dan,” is doing an admirable job of raising funds to provide severely disabled young veterans with custom-built “smart” houses that will enable them and their families to lead better lives.

I heard him interviewed during a San Diego Padres baseball game recently and one of the announcers asked him what the young veterans tell him. Sinise said, “They tell me the thing they worry about most is being forgotten.”

It’s obvious that the burden of responsibility for these wars has not been shared equally and it’s quite likely that the majority will eventually grow tired of paying the bills “for him [and her] who shall have borne the battle.”

Bill Jayne, was Marine infantryman wounded at Khe Sanh who was given the great opportunity to make a career of serving his fellow veterans and their families.

For an earlier piece see the following:

http://sldinfo.wpstage.net/reworking-the-veterans-administration-from-the-ground-up-revisiting-title-38/

 

 

Looking Back and Looking Forward: The Commanding General of the 2nd Marine Aircraft Wing Underscores the Challenges of Innovation

07/08/2014

2014-07-08 By Robbin Laird

During my recent visit to the 2nd I have had the opportunity to visit the 2nd Marine Aircraft Wing for a number of years.

The Wing has been an important force for innovation in the period in which I have been visiting. KC-130Js, and Ospreys are certainly two parts of that innovation, but the Special Purpose MAGTF generated from here as well.

But innovation takes time.

My visits over the years to your Osprey squadron are certainly a case in point.

During one of my first visits, an Osprey pilot pointed out that one challenge in Iraq was convincing Marines to get off of the plane for “we can’t be there yet.”

Later another member of what the Marines call the “Osprey nation” noted that a sign of progress was “we are no longer a bar act.” Now the Marines are only tiltrotor enabled assault force in the world and you are moving ahead with other innovations enabled by this capability.

Passengers board an MV-22 Osprey before a flight June 3. Marine Medium Tiltrotor Squadron 162 transports troops and civilians day and night in support of Operation Iraqi Freedom. June 3, 2008. Credit: USMC 3rd MAW
Passengers board an MV-22 Osprey before a flight June 3, 2008. Marine Medium Tiltrotor Squadron 162 transports troops and civilians day and night in support of Operation Iraqi Freedom. June 3, 2008. Credit: USMC 3rd MAW

Question: Looking back how do you view the process of change?

MajGen Hedelund: If I reflect back on my own experience with the Osprey and can certainly underscore that innovation takes time. When I was getting ready to get my wings in Pensacola, a senior Marine came and shook my hand and said that I was going to be a lucky Marine. Why I asked? He said “you are going to the East Coast CH-46s for one deployment and then to the MV-22 for the rest of your career.”

That was 1985. My next checkpoint along the way was a stop at the Boeing plant in 1988 to see the first Osprey on the planet.

This was the aircraft they rolled out for General Gray and it was pained in in General Gray’s camouflage. And there I was, Captain Hedelund, looking into to the cockpit with excitement, and at a cockpit that would never be used in an operational Osprey.

In 2001, I was slated to become a VMM commander but became an HMM commander because the V22 program was in an operational pause. So I became the CO of HMM-162, but then next up was Karsten Heckl, now Assistant Deputy Commandant for Aviation, who then became the first VMM-162 Commander.

When I became the CO of MAWTS-1 in 2006, I had my first crack at flying the airplane.

And the experience was an eye opener with regard to what a key platform it could be for the USMC and change the way we did amphibious assault.

Iraqi operations was really the first time that MAWTS-1 got their hands on a living, breathing V-22 and our task at the time was to integrate the plane into Iraqi operations and also for the weapons and tactics instructors course.

BHN_Nov_2007__final_

Question: When I first came to New River several years ago there were very few Ospreys on the tarmac.

When I came down earlier this year with Murielle Delaporte she was surprised the number of Ospreys on the tarmac, and as frequent visitor and interviewer of the French Air Force, she pointed out that numbers matter.

MG Hedelund: We are only talking now a few years, but the changes in that time have been truly stunning.

Cpl. Sean Moberly with Marine Medium Tiltrotor Squadron (VMM) 266, 26th Marine Expeditionary Unit, runs preflight checks on an AV-8B Harrier on the flight deck of amphibious assault ship USS Kearsarge in preparation of Operation Odyssey Dawn missions. In OD, the Osprey was used as rapid mover of parts from Sigonella to the Kearsarge and tripled th expected sortie rates for the Harriers. Credit: US Sixth Fleet Public Affairs,
Cpl. Sean Moberly with Marine Medium Tiltrotor Squadron (VMM) 266, 26th Marine Expeditionary Unit, runs preflight checks on an AV-8B Harrier on the flight deck of amphibious assault ship USS Kearsarge in preparation of Operation Odyssey Dawn missions. In OD, the Osprey was used as rapid mover of parts from Sigonella to the Kearsarge and tripled the expected sortie rates for the Harriers. Credit: US Sixth Fleet Public Affairs

And we are taking that operational experience and marrying it with a wide range of innovative thinking as well, with regard to anticipating the F-35, to the use of UAVs, to the integration of electronic warfare, and with regards to digital integration of the assault force.

For us, innovation is blended with a combat culture that innovates for a purpose – to succeed in difficult circumstances.

With the Osprey we are not thinking rotorcraft terms.

We are thinking in big chunks of operational space and figuring out how to operate more effectively within the expanded battlespace.

When I say speed is life, I think that you can do things with a force that is relatively light by being ahead of them as far as situational awareness and reach so you can get in, get something accomplished and get out before the adversary knows that you’re in their backyard.

https://sldinfo.com/another-step-in-the-maturation-of-the-osprey-long-range-and-high-altitude-ops/

http://breakingdefense.com/2013/07/maturing-of-the-osprey-first-v-22-pilots-awarded-dfcs/

Question: I am able to spend time with your KC-130J squadron and the warriors operating Harvest Hawk. They are really expanding the notion of sustainment and really are crucial to what one might call sustainable reach.

MG Hedelund: The KC-130J and Osprey pairing is changing the way the USMC operates, and another major change on the way is with regard to electronic warfare.

We are working with UAVs, Prowlers and with the F-35 when it gets here, to reshape how we think about electronic warfare.

A capability like Harvest Hawk has revolutionized how we look at NTISR and delivery of precision fires – game changer simply said.

Tactical electronic attack is an art form that enables thinking through how to operate a force in a contested operational area.

The Marines have pioneered electronic warfare, and at 2nd MAW we are working the problem hard.

Question: You have raised the point about evolving and future oriented capabilities. How is 2nd MAW getting ready for the future, including the introduction of F-35s into the MAGTF?

MG Hedelund: We want to accelerate the innovation, which the F-35 can bring to the USMC.

We are digital immigrants; the operators of the F-35 are going to be the digital natives.

USMC RQ-21 UAV as seen at 2nd Marine Air Wing, June 2014. Credit: Second Line of Defense
USMC RQ-21 UAV as seen at 2nd Marine Air Wing, June 2014. Credit: Second Line of Defense

And those natives are going to pioneer how the plane will be used. My job is to facilitate their efforts.

When you visit our UAV squadron, you will see the squadron pushing the envelope on change.

We are flying a modified scan eagle or the RQ-21 Blackjack. We are operating it currently in Afghanistan to find out what it can and cannot do, and where we want to go with this capability.

We have put in new capability while preparing to exit Afghanistan, which highlights our approach to squeezing out innovation from combat experience.

And we are focusing less on the air vehicle than on the innovations with regard to payloads carried by the air vehicle.

The RQ-21 is not a huge evolutionary jump as an air vehicle but it enables us to work with an operational capability which can be used ashore or off of a ship to support our operations. The critical piece here is the wide spectrum of payloads it can carry. And, with the right connectivity it can go the distance to build the situational awareness of the battlespace we need to start ahead of our foes.

We have used the Shadow but it is not mobile and not expeditionary. It is not our future in the unmanned world.

Question: What observation might you make about your approach to the future?

MG Hedelund: We certainly do not want to repeat one key experience from introducing the MV-22 into the USMC. It was poorly described as a “medium lift replacement” for the CH-46.

The F-35 is not a replacement for anything; it is a whole new capability for the MAGTF, and needs to be approached from the outset as such.

And we do not want to be flatfooted when we get the next good idea for combat innovation, but that is always a challenge.

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

Question: Clearly, the role of VMX-22 with MAWTS-1 provides a good push in that direction.

You were the CO of MAWTS-1, and how do you view their role in getting the USMC ready for the F-35 and the F-35 ready for the USMC?

MG Hedelund: It is central.

The ADT&E Division within MAWTS-1 will be hungry for operational capability of the JSF.

There will be natural magnetism between those in 121 who want to kill the enemy sooner and those at MAWTS-1 who want to standardize and integrate how to do it.

And it’s not happenstance that the CO of 121 right now is a former MAWTS-1 instructor and who worked for me when I was the CO out there.

Lt. Col. Gillette was in the F-18 Division when I was the CO out there.

It’s a very healthy thing that VMX-22, VMFA-121 and MAWTS-1 will be sharing their backyards.

The smart guys and gals in those units will drive innovation like nowhere else in our Corps – or anywhere else.

It is clear that relationship is absolutely vital to getting as much out of that squadron as we can both before they deploy and once they do deploy.

The biography of Major General Hedelund:

A native of Pompano Beach, Florida, MajGen Hedelund received his bachelor’s degree from Florida Atlantic University and was commissioned a Second Lieutenant in April 1983. He was designated an unrestricted Naval Aviator in May 1985.

As a CH46E pilot, MajGen Hedelund has deployed overseas with HMM-264 (1985-1988), HMM-365 (1991-1994) and HMM-162 (2001-2003). He was a Basic and Advanced Helicopter Flight Instructor at Helicopter Training Squadron 18 at NAS Whiting Field from 1989-1991. MajGen Hedelund served as a CH46E Instructor and Assault Support Department Head at Marine Aviation Weapons and Tactics Squadron One (MAWTS-1) in Yuma, AZ (1995-1998).

Major General Hedelund after the Second Line of Defense Interview on June 25, 2014. Credit: SLD
Major General Hedelund after the Second Line of Defense Interview on June 25, 2014. Credit: SLD

Command assignments include Commanding Officer, Headquarters Squadron, Marine Aircraft Group 29, MCAS New River in 2000. In 2001, he assumed command of HMM-162. The Golden Eagles deployed with Marine Aircraft Group 29 in support of major offensive combat operations during Operation IRAQI FREEDOM from January to May 2003.

MajGen Hedelund also served as the Commanding Officer, MAWTS-1 from July 2006 to June 2008.

From August 2009 to February 2011 MajGen Hedelund was Commanding General, Marine Corps Warfighting Laboratory; serving concurrently as the Vice Chief of Naval Research at the Office of Naval Research (ONR).

MajGen Hedelund is a distinguished graduate of The Basic School and Marine Corps Command and Staff College. He attended the Air War College, Montgomery, AL during the 2004 academic year and has also attended the Joint Forces Staff College, Norfolk, VA.

Staff assignments include selection as a member of the Marine Corps Strategic Studies Group serving the Commanding General, Marine Corps Combat Development Command (1999). MajGen Hedelund has also served at US Joint Forces Command where he was assigned to the Joint Warfighting Center/J7, responsible for Joint Force Training and Exercise support for US Northern Command.

He reported to the Pentagon in July 2008 to serve as Military Assistant and Marine Aide to the Secretary of the Navy and finished his tour there as the Secretary’s Senior Military Assistant.

From February 2011 to May 2013, MajGen Hedelund was assigned duties as Director, Marine and Family Programs Division (MF), M&RA, HQMC in Quantico, VA.

MajGen Hedelund assumed command of 2D Marine Aircraft Wing May 22, 2013.

The following photos were shot during a visit to New River in February 2014.

[slidepress gallery=’ospreys-and-landing-zone-flexibilities’]

 Credit Photos: Second Line of Defense

 

 

Looking Back and Looking Forward with the Leadership of VMX-22 (Updated)

2014-07-08 Second Line of Defense visited 2nd Marine Wing in late June 2014, and we covered the VMX-22 change of command.

As part of this effort, we sat down with the departing commander, Col. Michael Orr and with the newly appointed commander, who had been serving as the Executive Officer for VMX-22, Colonel Robert L. Rauenhorst.

The new CO has a diversified and impressive background to lead this important innovation squadron for Marine Aviation and for the MAGTF.

His bio can be read at the end of this article.

Question: Col. Orr, what do you view as the major achievements of your command during your time as the CO?

Col. Orr: I think the biggest achievement has been the transformation of the squadron from a V-22 specific unit that was really focused on the Osprey to a unit that is really focused on all of Marine aviation.

Col. Orr is preparing to relinquish command in the presence of DCA General Davis and Sergeant Major Clive C. O'Connor. Credit Photo: Second Line of Defense
Col. Orr is preparing to relinquish command in the presence of DCA General Davis and Sergeant Major
Clive C. O’Connor. Credit Photo: Second Line of Defense

We are now focused on all the type model series of Marine aviation and on making those Marine aviation platforms better contributors to the Marine air ground task force in supporting the larger MAGTF mission.

And the way we did that was really to bring in subject matter experts from the other type model series, from UAS’s from the Marine Air Command and Control system, to better integrate our F-35 testing that’s out of Edwards to bring those Marines closer to the fold.

This is allowing us to shape truly aviation-centric MAGTF officers that understand how to bring technology and better enable present and future missions that Marine aviation may be called upon to support the warfighter on the ground.

That’s probably the thing that I’m most proud about.

Question: Col. Rauenhorst under your command, VMX-22 will move to Yuma Air Station and become a key partner with MAWTS-1, and over time consolidate all type/model/series that include the MV-22B, AH-1W/Z, UH-1Y, F-35B, CH-53E/K, Unmanned Aerial Systems, and Marine Aviation Command and Control Systems.

But what do you view as your initial challenge?

Col. Rauenhorst: The first challenge will be embarking the squadron’s MV-22Bs onboard the USS AMERICA and working the integration of the Osprey with the new amphibious assault ship.

Col. Orr and Col. Rauenhorst preparing for the change of command. Credit Photo: Preparing for Change of Command: Credit PhotoL Second Line of Defense
Col. Orr and Col. Rauenhorst preparing for the change of command. Credit Photo: Second Line of Defense

We will be working on logistics and new operational capabilities off of the ship as she travels towards its initial homeport in San Diego.

We will be onboard for about two months, and she is leaving mid-July from where she was built.

We have limited shipboard experience for our maintenance personnel, so that will be a major focus of attention during this at-sea period.

We will marry up on board with the command element of the Ground Combat Element with the 1st Reconnaissance Battalion and logistics Marines all coming from the West Coast to the ship.

As part of Special Purpose Marine Air Ground Task-South, we will look to support theater security cooperation missions with our fellow Marine counterparts in the southern hemisphere, and show case the operational capabilities of the MV-22B.

And clearly the move under way to Yuma is a major task and opportunity.

This will give us a great opportunity to work with all of USMC aviation, and MAWTS-1 as well in developing an aviation center of excellence for the MAGTF of the 21st century.

The Bio of Colonel Rauenhorst

Colonel Rauenhorst enlisted through the Delayed Entry Program in 1983 and completed recruit training at MCRD San Diego in August 1984.  After completion of motor transportation mechanics school at Camp Johnson in February 1985, he joined RS Mankato, MN and served as a recruiter’s aide.  In September 1985, he reported to MWSS-471 in Minneapolis, MN as an active reservist and attended Mankato State University.  He was promoted to the rank of Corporal, and upon graduation from college he was commissioned as a 2nd Lieutenant in June 1989 through the Platoon Leaders Course.

He reported to The Basic School in September 1989.  After graduation from The Basic School in April 1990, he completed the Infantry Officer’s Course and reported to NAS Pensacola in September 1990 for flight school.  He was designated a Naval Aviator in August 1992 at NAS Chase Field, Beeville, TX.

First Lieutenant Rauenhorst completed F/A-18 transition training at NAS Cecil Field with VFA-106 in December 1993 and reported to VMFA-312 at MCAS Beaufort, SC where he served as CMCC Officer, Quality Assurance Officer, and Assistant Aviation Maintenance Officer.  During this tour he embarked with the “Checkerboards” onboard USS ROOSEVELT (CVN-71) for two Mediterranean cruises as part of Carrier Air Wings EIGHT and THREE.  While serving with the “Checkerboards,” he graduated from the Marine Corps Division Tactics and Weapons and Tactics Instructors courses and participated in Operations DENY FLIGHT, DELIBERATE FORCE, DELIBERATE GUARD, and SOUTHERN WATCH.

In November of 1997, Captain Rauenhorst was reassigned to 75 SQN, Royal Australian Air Force, at Tindal, Australia for duty as USMC exchange F/A-18 pilot.  While at 75 SQN, he graduated from the Australian Aviation Safety Officers course and served the Squadron Aviation Safety Officer and B-Flight Commander.

He was then reassigned to Doctrine Division, Marine Corps Combat and Development Command, Quantico, VA, as an action officer for aviation publications from January to August 2000.  Major Rauenhorst attended Marine Corps Command and Staff College and received a Master’s degree in Military Studies.  Upon graduation from Command and Staff College in June 2001, he was reassigned to U.S. Strategic Command, Offutt AFB, Omaha, NE.

At the end of the change of command ceremony, Col. Rauenhorst is now the VMX-22 Commander as the CG of the 2nd Marine Air Wing, MG Hedelund participates in the ceremony. Credit Photo: Second Line of Defense
At the end of the change of command ceremony, Col. Rauenhorst becomes the VMX-22 Commander as the CG of the 2nd Marine Air Wing with MG Hedelund, CG of 2nd MAW, seen in the background. Credit Photo: Second Line of Defense

While serving at USSTRATCOM, he was assigned to the J-3/4 Airborne Division as an Airborne Operations Officer and Airborne Launch Control Systems Officer as a battle staff member onboard the command and control platform, E-6B Looking Glass.

Major Rauenhorst received orders to VFA-106 for refresher training in June 2003.  Upon completion, he reported in December 2003 to MAG-31 where he served as the Current Operations Officer.

In May 2004 he reported to VMFA-115 and served as the Aircraft Maintenance, Operations, and Executive Officer.  While embarked with the “Silver Eagles” onboard USS TRUMAN (CVN-75) as part of Carrier Air Wing THREE, Lieutenant Colonel Rauenhorst participated in Operation IRAQI FREEDOM, and redeployed with VMFA-115 in support of a six-month Unit Deployment Program to MCAS Iwakuni, Japan in July 2006.  In March 2007 he transferred to MAG-31 as the MAG Training Officer Cell OIC, and subsequently assumed the duties as Executive Officer for MAG-31 in September 2007.

Lieutenant Colonel Rauenhorst assumed command of VMFA-312 in May 2008.  During his tour as Commanding Officer, the “Checkerboards” returned to carrier-based operations with Carrier Air Wing THREE onboard USS TRUMAN.  The squadron completed 12 deployments for training, and was selected as the Secretary of Defense Small-Unit Level Maintenance Department of the year in 2008 and nominated in 2009 by Headquarters Marine Corps, and earned the CNO Safety Award in 2009.  He relinquished command of VMFA-312 in January 2010 and was assigned as Maintenance OIC for Marine Aviation Training and Standardization Squadron at MAG-31.

In July 2010, Lieutenant Colonel Rauenhorst attended the Air War College at Maxwell Air Force Base and graduated with a Master’s degree in Strategic Studies.  In October he was awarded the 2010 Marine Corps Tailhooker of the Year by the Tailhook Association and promoted to his present rank.

Colonel Rauenhorst reported to U.S. Marine Corps Forces, South in July 2011 and assumed the duties as MARFORSOUTH, AC/S G-3.  As Operations Officer, he coordinated, planned, and oversaw the execution of U.S. Marine forces in the SOUTHCOM AOR supporting the national security strategy to Counter Transnational Organized Crime, including a SPMAGTF embarked onboard USS OAK HILL, over 80 theater security cooperation events, and additionally he served as OIC for a detachment of 200 Marines and Sailors in support of Operation MARTILLO from Guatemala.

In July 2013 he reported to VMX-22 and was temporarily assigned to VMMT-204 for conversion training in the MV-22B.  Upon completion of his initial qualification in the Osprey, Colonel Rauenhorst assumed his current duties as the Executive Officer for VMX-22.

Colonel Rauenhorst has flown over 3,100 hours, with over 2,700 in the F/A-18.  His personal decorations include the Joint Meritorious Service Medal, Meritorious Service Medal, Air Medal, Air Force Aerial Achievement Medal, Navy and Marine Corps Commendation Medal, and Navy and Marine Corps Achievement Medal.

Editor’s Note: That did not take long. 

MARINE CORPS AIR STATION NEW RIVER, N.C. –

Approximately 72 Marines and Sailors with Marine Operational Test and Evaluation Squadron 22 (VMX-22) stationed aboard Marine Corps Air Station New River deployed Wednesday in support of Special Purpose Marine Air Ground Task Force-South (SPMAGTF-South) aboard USS AMERICA (LHA 6).

SPMAGTF-South will make multiple port visits to conduct different types of engagements with our partner-nation counterparts.  

AMERICA is the Navy’s newest America-class amphibious ship and will be traveling around South America in transit to her home port in San Diego.

It is the first ship with the ability to facilitate maintenance on more aircraft simultaneously at a significantly faster rate than older ship designs due to enhanced aviation maintenance and hangar facilities.

Col. Robert L. Rauenhorst, the commanding officer of VMX-22, will lead the squadron in its first deployment which is expected to last two months.

20140709_VMX-22_deploys_to_support_SPMAGTF-South

For our look at the impact of Yuma and VMX-22 on 21st century innovation see the following:

https://sldinfo.com/vmx-22-comes-to-yuma-the-third-leg-of-the-dynamic-development-of-the-f-35-b/

https://sldinfo.com/an-update-from-vmx-22-usmc-aviation-works-the-futuread-of-usmc-aviation/

https://sldinfo.com/mawts-and-vmfa-121-prepare-the-marines-for-the-entry-of-the-f-35b/

Second Line of Defense will visit MAWTS-1 later this month.

And for a look at the MAWTs-121 dynamic see the following as well:

https://sldinfo.com/mawts-and-vmfa-121-prepare-the-marines-for-the-entry-of-the-f-35b/

https://sldinfo.com/mawts-and-the-yuma-f-35-squadron-evolving-capability-into-operational-reality/

And for two related stories from the current visit to 2nd MAW (with more on the way:

https://sldinfo.com/looking-back-and-looking-forward-the-commanding-general-of-the-2nd-marine-aircraft-wing-underscores-the-challenges-of-innovation/

https://sldinfo.com/the-change-of-command-at-vmx-22-general-dog-davis-highlights-the-units-key-role-in-innovation/

 

 

Turmoil in the Middle East: Western Engagement?

2014-07-03 by Kenneth Maxwell

On the eve of Ramadan, the Islamic state of Iraq and the Levent (Isis), an violently extremist jihadi group, having seized territory in both Iraq and Syria, tore down the boundaries between them, and established a Caliphate, a sovereign state, believed by many Muslims to be the inheritor of the prophet Muhammed’s temporal and spiritual power.

The first caliphate was created in the 7th century after the death of the prophet. The last Ottoman caliphate was abolished in 1924.

The Isis leader has taken the name of Abu Bakr Al Baghdadi, – a reference to the first caliph in 632 –  and calls himself caliph Ibrahim.

Isis began has been active in Syria and Iraq since 2004, but the startling success of Isis on the battlefield over the past month, where the Iraqi army disintegrated overnight in the Sunni north and west of Iraq, leaving behind all of its American supplied equipment, including tanks, surface-to-air and anti-tank missiles, and helicopters, has sent shock waves through the Middle East and beyond.

ISIS Convoy in Iraq as Pictured by ISIS twitter lead.
ISIS Convoy in Iraq as Pictured by ISIS twitter lead.

Isis was already well funded. It controls oil fields captured in eastern Syria. Now it has funds looted from Iraqi banks. Isis seized Mosel, Iraq’s second city, on June 10. It seized the Baiji oil refinery on June 18th. It then took Tekrit, hometown of the former Iraqi dictator Saddam Hussein.

Kurdish fighters, the seasoned  Peshmerga, have deployed along the borders of the semi-autonomous Kurdish region and have taken control of the oil rich Kirkuk province.

Kurdistan is now cut off from Baghdad by the Sunni insurgents.

The Kurds have long objected to the sectarian policy and lack of resources provided by the Shiia dominated central government in Baghdad led by the Shiia prime minister Nouri al-Maliki.

The victories of Isis have made strange bedfellows. Iran supports the Shia dominated government in Baghdad, so does the beleaguered Alawite dominated regime of Bashar al-Assad in Syria, and so apparently, after a fashion, does President Barack Obama.

The US is flying surveillance unmanned drone missions over Iraq and has sent three hundred special forces advisers to assess conditions and needs. Iran has also sent drones and advisers.

My colleague Robbin Laird refers to this as Obama’s strategic triad: NSA, drones and Special Forces.

Iraqi lacks an Air Force.

It needs not sophisticated high priced complex fighter jets but effective, easily maintained, ground support jet fighters like the Brazilian Super Tucano.  

But Russia has already delivered 5 Su-30k fighter jets fighters by large Russia jumbo transport plane, as well as Russian experts. These jets are being reassembled in Baghdad and a second shipment is on the way.

The US has not provided the promised F-16 fighter jets, delayed until September or October by Congress, nor the promised attack Apache helicopters, which in any case will require months of pilot training.

Obama wants a unity government of all the factions in Baghdad.

But it is too late for this. Maliki is not inclined to step down.

Nor are the Sunnis and Kurds prepared to accept him any longer. In fact the Kurds are moving towards a referendum on the establishment of new Kurdish State.

In face of the rapid expansion of Isis control in Iraq and in Syria, and with the abandonment of border crossings by Iraqi forces, Saudi Arabia has already mobilized 30,000 troops on its border with Iraq.

With events moving so quickly and unpredictably on the ground, neither time, nor history, is on the US side this time around.

One thing is certain: The US and the West desperately needs a strategy and it needs one quickly. 

The Coming of the F-35 and the Dynamics of Change in Air Force C2 Systems

07/07/2014

2014/7/03  The F-35 is both cause and consequence of change in US and allied air power. The first Second Line of Defense publication, which addressed this, was called The Renorming of Air Power and the title was crafted to capture the interactivity between the new aircraft and new concepts of operations.

How will the USAF operate its C2 systems and re-shape its approaches as it rolls out its F-35 fleet and works with the emergence of a joint and coalition fleet of F-35s as well?

To gain insight into this dynamic, Second Line of Defense discussed the interactivity between the F-35 and evolving C2 systems and approaches with former USAF Colonel Robert Evans.

8/1/2010 - U. S. Air Force Lt .Gen. Dana Atkins, Alaskan Command commander and Air Force Col. Robert Evans, Joint Base Elmendorf-Richardson/673d Air Base Wing commander, pay respect to the colors presented by a joint color guard during the 673d ABW's July 30, 2010 activation ceremony, and Joint Base Elmendorf-Richardson, Alaska. (U.S. Air Force photo/Master Sgt. Jeremiah Erickson)
8/1/2010 – U. S. Air Force Lt .Gen. Dana Atkins, Alaskan Command commander and Air Force Col. Robert Evans, Joint Base Elmendorf-Richardson/673d Air Base Wing commander, pay respect to the colors presented by a joint color guard during the 673d ABW’s July 30, 2010 activation ceremony, and Joint Base Elmendorf-Richardson, Alaska. (U.S. Air Force photo/Master Sgt. Jeremiah Erickson)

It is clear that Evans’ background as an Air Force officer and now industrialist provides him with significant operational insight into the challenges facing the USAF C2 approach.

According to Evans:

I retired from the Air Force in September 2012, after more than 28 years of service. I flew as a weapon systems officer on the F-111F and F-15E, and later had the opportunity to serve in a variety of command and control related positions, including leadership roles in Air Operations Centers in Germany, Korea and the Middle East.

I also served on the Air Staff and was privileged to command from the squadron to the wing level.

I started with Northrop Grumman in August of 2012, and I’m the Director of Strategy for the Command and Control Division in our Information Systems sector.

Question: When we talked with PACAF Commander “Hawk” Carlisle, it is clear that he is very concerned with shifting C2 approaches to allow the USAF to operate in a very flexible manner, included disaggregated and distributed operations. To succeed at this effort, clearly change in C2 is required.

How do you view the challenge?

Evans: I think there are three drivers of change for the USAF with regard to command and control.

The first are the enormous advances in technology that now enable the USAF to view the challenge of command and control in new ways.

We can now think about shifting from highly concentrated and capable centralized computer systems to distributed technologies.

The core image, which the General put on the table of where the transition needs  to go, is the ability to shape a combat cloud as a key element of the  battlespace within which the various deployed aircraft interact together to  shape air dominance to achieve joint force objectives. With a fifth generation enabled combat capability, one could put the pieces in place to deliver the operational situational awareness critical to joint forces, but this would be difficult if one does not have the fifth generation aircraft in the numbers required. Credit Images: Bigstock
The ability to shape a combat cloud as a key element of the battlespace within which the various deployed aircraft interact together to shape air dominance to achieve joint force objectives is a key way ahead. With a fifth generation enabled combat capability, one could put the pieces in place to deliver the operational situational awareness critical to joint forces, but this would be difficult if one does not have the fifth generation aircraft in the numbers required. Credit Images: Bigstock

Cloud computing, miniaturization, virtual machines, and ubiquitous networking are changing the technological foundations, and allowing the USAF to envision a true C2 enterprise.

The second is the growing threat, including challenges in cyberspace, to a centralized C2 system. Future adversaries will likely attack our command and control systems to degrade our combat capability, driving the need for increased resiliency in the scheme of C2.

The third is a renaissance in how some senior USAF officers are thinking about C2.

A perfect example is PACAF, where General Carlisle has made agile and flexible command and control a key element of his strategic plan. We’re seeing senior leaders open the dialogue about how they command and control air power.

In the past, the prime tenant of centralized command, decentralized execution was alone sufficient to describe the command and control paradigm.

Now warfighters are talking about centralized command, distributed control and decentralized execution … a subtle, but important change.

Question: A key change is moving beyond linear air power and sequential tasking which clearly challenges the classic USAF C2 paradigm.

How do you view the potential shift?

Evans: In the past, we might measure an Air Operations Center by the number of sorties it could task in an Air Tasking Order or ATO. We would talk about an AOC that had the capability to task a thousand-line ATO, a thousand sortie ATO, and that was kind of the measure of merit if you would.

The processes were designed to support sequential planning.

In other words, at some point in the process, we would conduct deliberate targeting, and in another point we would develop the master air attack plan.

At some other point, we would develop the actual tasking order, which would then be sent to the units to execute.

This process takes from 72 to 96 hours depending on where you begin, with joint force commander’s guidance or with the receipt of guidance at the air component.

This process, centered on detailed planning, was well-suited to the forces of that earlier era; because, our ability to see in the battlespace in real-time was limited, and, frankly, our ability to react was limited.

S-400 Russian mobile missile defense system in transit.  Credit: Novosti
S-400 Russian mobile missile defense system in transit. Credit: Novosti

For example, during Desert Storm, if a Scud missile somewhere in the desert of Iraq, maybe emerging from an underground culvert or bridge emplacement, was moving into launch position, our ability to detect that was somewhat limited. It wasn’t a given that we could see that missile move or find it and track it.

But let’s assume that we did see it. Our ability to communicate that to an aircraft or a weapon system that could strike it with any certainty was limited. In the days before ubiquitous precision or even smart weapons, before GPS and before data links, it was a real challenge. If somebody had re-tasked an F-111, for example, or an F-16 to go find this mobile missile, the ability to strike it would be significantly limited.

Today, in contrast, our ability to see into the battlespace is incredible.

People talk about the data avalanche and information overload. The tremendous advances in intelligence, surveillance and reconnaissance capabilities now enable warfighters to see and understand the battlespace, and dynamic events, in a way that we couldn’t even dream of before. Their ability to see and sense in the battlespace from national sensors to tactical sensors is enormous, and that changes the way that we think about C2.

And furthermore, their ability to react to that is incredible.

Today, air component commanders we can easily task an aircraft with GPS-aided weapons, or other advanced capabilities, to strike emerging targets and exploit opportunities in the battlespace.

Unfortunately, potential adversaries have increased the challenge … it is more than just hunting Scuds.

Warfighters now must contend with the emergence of very highly advanced air defense threats, very lethal and highly mobile. To deal with these new threats, and take advantage of the capabilities of a modernized force, requires a highly agile C2 system.

The notion of taking down an Integrated Air Defense System … if the IADS comprises fixed sites that warfighters can collect on and map and image; then the legacy process is sufficient. If the IADS is in fact mobile and adaptive and resilient, then I would argue that that’s not the best way to do it.

So that’s another change, it’s collapsing the planning and execution cycles, driving toward a continuous planning and execution cycle, agile and flexible C2.

In the past, going back to the first order, we would have the air tasking order with deliberate targets, fixed targets assigned to packages, and perhaps that would change by something like 5 percent in execution.

In other words, 95 percent of what was planned would be flown exactly as tasked and those airplanes would hit those targets.

The delta, sorties that did not execute as planned, might be time-sensitive targeting, where something has popped up, perhaps it’s a Scud missile in the Desert Storm example.

And, we might re-task somebody to deal with that emergent threat. We would call that time-sensitive targeting or dynamic targeting depending on the target type in contrast to deliberate targeting which occurs earlier in the process, and it typically represented a small percentage of the total air effort

During Operation Odyssey Dawn, planners introduced a new term for targets that might emerge or be detected after the deliberate targeting phase had occurred, at a discrete time in the cycle. They weren’t so urgent that they had to be struck immediately, so they didn’t become time-sensitive targets to be struck immediately.

They were significant enough that they needed to be addressed before the next deliberate targeting phase, so they introduced this term “deliberate dynamic targeting” or “dynamic deliberate targeting”. That suggests that this sequential process as modified is no longer sufficient, and what we need is a much more dynamic and faster C2 cycle at the operation level.

United Kingdom Royal Air Force Squadron Leader Frankie Buchler, became the first international student-pilot to fly a sortie in the F-35B Lightning II March 19 at Eglin Air Force Base, Fla. (U.S. Air Force photo/Maj. Karen Roganov)
United Kingdom Royal Air Force Squadron Leader Frankie Buchler, became the first international student-pilot to fly a sortie in the F-35B Lightning II March 19 at Eglin Air Force Base, Fla. (U.S. Air Force photo/Maj. Karen Roganov)

Warfighters must be able to take advantage of their increased ability to see and sense, and their increased ability to act, and do it with a speed of command that outpaces an adversary.

Another element that’s changed is the capabilities of individual platforms. The span or sphere of influence of an individual platform has dramatically increased.

In the past, a fighter had limited radar and we would stack radar coverage so that collectively you might see some space out in front of the formation. You would use AWACS to provide that longer look and help direct fighters to places they couldn’t see, but you could map very clearly what is the span of influence of that formation, and then you would task that entity or control it within what it could influence.

… Mission commanders or flight leads operating within their span of influence.

Question: What is the impact of the coming of the F-35 on C2?

Evans: It is very significant.

It brings an entirely new set of capabilities to the fight.

Although it can be tasked in exactly the same way a legacy fighter is tasked, by a legacy AOC that may not be the best way to exploit the capabilities it can bring.

It can see far beyond itself in 360-degree space and share situational awareness with others; it can fuse information to comprehend the nature of the battlespace and to determine the best means to achieve the commander’s intent. It can do far more than simply attack the tasked target and then return to base.

And it can magnify the capabilities of other assets … it makes the entire team better.

In football terms, the classic fighter pilot and squadron were like the college quarterback given plays sent in from the bench and tasked to execute along the lines set by the coach. Now the F-35 pilot and squadron will function more like Peyton Manning, coming to the line of scrimmage looking over the defense and determining where to attack and with which tools on his side of the ball.

The past and the future on an Edwards AFB runway.  Credit: Lockheed Martin
The past and the future on an Edwards AFB runway. Credit: Lockheed Martin

Now, the F-35 is like having Peyton Manning in every position.

To continue the analogy, formations of F-35s can work and share together so that they can “audible” the play. They can work together, sensing all that they can sense, fusing information, and overwhelming whatever defense is presented to them in a way that the legacy command and control simply cannot keep up with, nor should keep up with.

That’s what F-35 brings.

If warfighters were to apply the same C2 approach used for traditional airpower to the F-35 they would really be missing the point of what the F-35 fleet can bring to the future fight.

In the future, they might task the F-35 fleet to operate in the battlespace and affect targets that they believe are important to support the commander’s strategy, but while those advanced fighters are out there, they can collaborate with other forces in the battlespace to support broader objectives.

The F-35 pilot could be given much broader authorities and wields much greater capabilities, so the tasks could be less specific and more broadly defined by mission type orders, based on the commander’s intent. He will have the ability to influence the battlespace not just within his specific package, but working with others in the battlespace against broader objectives.

Collaboration is greatly enhanced, and mutual support is driven to entirely new heights.

The F-35 pilot in the future becomes in some ways, an air battle manager, or a Peyton Manning-style quarterback who is really participating in a much more advanced offense, if you will, than did the aircrews of the legacy generation.

And going back to my comment about the convergence of planning and execution, and a warfighter’s ability to see and sense in the battlespace … that’s only relevant if you take advantage of it, and the F-35 certainly allows warfighters to take advantage of it.

You don’t want to have a fifth-generation Air Force, shackled by a third-generation system of command and control.

Question: To be clear, the F-35 fleet and its pilots are not operating without guidance, but really what is changing is how tasking and command and control will operate.

How would you describe this shift?

Evans: I think the way you can task F-35 formations and capabilities in the future is through formulating and communicating commander’s intent.

What are the boundaries and constraints? What level of risk is the commander willing to accept? What are those things I want you to look for and exploit?

Today, warfighters define time-sensitive targets very specifically. They’re approved by the joint force commander who says, “If you see this, this or this, those are time-sensitive targets. You strike them using the most expeditious means, with all necessary resources.”

And so now, if a formation on its way to the target, detects one of those targets “this, this, or this,” then they attack it, because the joint force commander has told them it is of higher value and, very likely, an immediate threat.

I think an F-35 in the future will operate a little more broadly than that.

What are the effects the commander is trying to achieve in the battlespace, and does he now have the ability to influence those effects? The Commander may task an F-35 sortie differently than an F-16, in order to fully exploit its tremendous capabilities.

: Two new Air Force variants of the F-35 Lightning II taxi in to Eglin Air Force Base, Fla., for the first time June 5, 2013. The 33rd Fighter Wing received the F-35A Lightning II jets bringing the total to 12 Air Force joint strike fighters.  Including the Marine Corps variant of the F-35 based here, the training fleet grew to 25 F-35A and F-35B joint strike fighters. The Navy F-35C variant is slated to arrive in the coming weeks. (U.S. Air Force photo/Staff Sgt. Nicholas Egebrecht)
Two new Air Force variants of the F-35 Lightning II taxi in to Eglin Air Force Base, Fla., for the first time June 5, 2013. (U.S. Air Force photo/Staff Sgt. Nicholas Egebrecht)

Question: We clearly are taking about the F-35 as a driver for change, but the broader point is that the evolution or perhaps significant shift in the approach and technologies to do C2 is equally important. How do you view the C2 side of the technological equation?Evans: The emergence of technologies that allow warfighters to see in the battlespace in a way they couldn’t before, gives us an opportunity to enable commanders at lower levels to exercise more control.

Warfighters recognize that a single point failure in a command and control system could be catastrophic. They are dependent on command and control, because that’s how they control the application of lethal force to support national objectives. If they have a system that’s fragile then that’s just unacceptable. This is particularly so against an adversary that can threaten a centralized C2 system.

The concept of dispersing aircraft on airfields is well understood. Rather than park them wingtip-to-wingtip, commanders might disperse them across broader geographies, so that at worst case, an adversary could take out one or two airplanes, not the entire fleet. And this idea of dispersing for survival is well accepted.

But the same kind of concept is not generally applied to command and control at the operational-level with the same level of effort.

Dispersing command and control for survival or distributing command and control in a way that one can pick up the slack is essential.

If the CAOC goes away and the Joint Force Air Component Commander is unable to C2 the forces, then, who are the subordinate commanders?

And, and what ability do they have to continue to fight in terms of operational-level command and control?

For the current fight, the tactical-level C2 elements, the air battle managers on board the AWACS for example, will continue to fight the current fight. But, what happens next?

And so, I think a wing commander in the future will have to have ability, in the same way a brigade commander does in land warfare, to exercise appropriate command and control over his forces absent the higher authority … centralized command, distributed control, decentralized execution … mission command for the air component.

Editor’s Note: For additional sources regarding the evolution of air combat systems and related issues see the following:

https://sldinfo.com/the-pacaf-commander-and-reworking-pacific-defense-the-aor-will-become-a-caoc/

https://sldinfo.com/the-re-shaping-of-pacific-defense-the-usaf-and-building-out-from-todays-force-towards-tomorrows-capabilities/

https://sldinfo.com/shaping-the-way-ahead-for-airpower-general-hostage-focuses-on-the-future/

https://sldinfo.com/download-pdf-the-us-vs-ussr-in-tacair-lessons-learned-from-a-hot-cold-war/

https://sldinfo.com/re-norming-the-asymmetric-advantage-in-air-dominance/

https://sldinfo.com/wp-content/uploads/2014/02/The-Next-Phase-of-Air-Power-Crafting-and-Enabling-the-Aerospace-Combat-Cloud.pdf

https://sldinfo.com/flipbooks/Renorming%20Air%20Power/RenormingAirPower/

http://www.au.af.mil/au/afri/aspj/digital/pdf/articles/2014-Jul-Aug/SLP-Deptula.pdf?source=GovD

 

 

 

 

An Update on the A400M, June 2014: Turning Promise Into Reality

07/04/2014 By Robbin Laird

Last year after attending the Airbus Military Trade Media briefing, I looked at what the promise the A400M provided to users and the marketplace.

Journalists who attended were given the opportunity to fly the aircraft for more than an hour. Francis Tusa, the well-known British journalist and hardly a Euro hugger, underscored what we all felt:

The lack of noise within the aircraft was noticeable compared to the C-17, C-130 or other aircraft.  The seats are more comfortable as well.  I did not hear the engines start up, and so was surprised when the aircraft took off.  And then the incredibly rapid takeoff demonstrated its capability to lift from very, very short fields. The plane had a very stable performance in flight.  And all of this is happening inside a very large cargo aircraft.

The A400M features C-130-like ability to use a wide variety of airfields with the capability to carry oversized loads of the sort that the C-17 currently carries. The aircraft will be able to deliver equipment and personnel closer to the point of attack than the C-17 with C-17 type loads.

Another look at the promise of the aircraft for operators has been provided by General Mercier, the Chief of Staff of the French Air Force, in an exclusive interview with our partner Soutien, Logistique et Défense.

According to Mercier, the A400M is a key logistical asset which itself would be more maintainable than current airlifters in the French fleet. And the ability of the A400M to combine strategic with tactical missions was of core significance to the French forces.

In Mali, strategic lift transported equipment and support from France to Bamako. 

This was done by allies and by charter aircraft.  We then offloaded the equipment and transported it by land, which significantly reduced our tempo of operations. 

With the A400M, we could bring those same loads directly into the north of Mali  which would have completely changed our operational life. 

He also emphasized the key role the plane will play in not having to stockpile equipment and troops in key locations, but rather deliver capability much closer to the point of attack. [ref] The complete interview can be found here (in French): http://www.sldmag.com/fr/current-issue/article/143/les-nouveaux-paradigmes-de-l-armee-de-l-air-l-activite-au-cyur-du-mco-aeronautique-l-entrainement-differencie-au-cyur-de-l-activite).[/ref]

At this year’s Airbus Defence and Space Trade Media Briefing held in Spain in early June 2014, the head of the A400M Program within the company, Rafael Tentor-Aunon, emphasized that “by 2014 several of the promises of the program are now realities.”

Clearly, a key highlight for the program has been the entry into service of the aircraft in both France and Turkey, with two in service in France and one in Turkey.

7. A400M

The French aircraft has already seen operational use.

The first operational use of the aircraft was the delivery of 22 tons of equipment for the French forces engaged in Operation Serval. The flight occurred on December 29, 2013 and took 6 hours and 40 minutes to deliver to the point of use.

Another flight of note was moving helicopters from France to French Guyana and back.

According to an Airbus Defence and Space press release from 27 March 2014:

After recent deployments to Djibouti and to Mali , the second French Air Force A400M “Atlas” MSN8 known as “Ville de Toulouse” made its inaugural deployment to French Guiana and the French West Indies resulting in the aircraft’s first transatlantic flight.

On 10 March 2014, a FAF AS.555AN Fennec light helicopter, with associated freight and support personnel were loaded on board A400M “Ville de Toulouse” to be airlifted to Cayenne in French Guiana via Espargos-Sal International Airport (Cape Verde).

The Airbus Helicopters AS.555AN Fennec light helicopters based in the French Guiana are used to observe and monitor the launch area prior to every Airbus Defence and Space Ariane 5 rocket launch. It is worth noting that the French Air Force has three Airbus CN235 transport aircraft, 4 Airbus Helicopters AS.555AN Fennec helicopters and five SA.330 Puma based at Cayenne AFB.

After the successful compatibility testing of the air force base infrastructure for A400M operations, a Fennec was loaded in the A400M to be shipped back to France for deep maintenance. The A400M then headed to Fort-de-France airport in Martinique (French West Indies) to successfully test the compatibility of its base infrastructure.

From there, A400M “Ville de Toulouse” performed the longest operational non stop flight of more than 10 hours between Fort-de-France in Martinique and Istres in France, covering the strategic distance of over 3800 nm (7000 km) and thus achieving the very first transatlantic flight of the aircraft type. Over such a range the A400M can transport up to 15 tons of payload (33 000 lb).

The aircraft was first delivered in September and operational by December 2013.

This short turn around was facilitated by the fidelity of the training systems used by Airbus Defence and Space.

FAF AS.555AN Fennec light helicopter being unloaded from French Air Force A400M “Ville de Toulouse” at Cayenne AFB. (Copyrights R.Nicolas-Nelson © Armée de l’air)
FAF AS.555AN Fennec light helicopter being unloaded from French Air Force A400M “Ville de Toulouse” at Cayenne AFB. (Copyrights R.Nicolas-Nelson © Armée de l’air).

My colleague, Murielle Delaporte, recently visited the French squadron at Orléans-Bricy Air Base in France and interviewed several members of the French Air Force A400M team.

What she found was that the airlifter is part of reworking the entire approach to how the French Air Force will do airlifting in supporting operations.

The workflow is changing to take advantage of the rapidly reconfigurable airlifter, and the ability to shape load to mission in a rapid turn around scenario.

The ability to carry troops and equipment, which can exit the aircraft from the side and back, respectively, provides an interesting operational capability as well.

According to the warfighters she interviewed, the training provided by Airbus Military on their facilities in Spain was very accurate and very high fidelity which allowed them to stand up and operate the training center in France virtually from the start.

And indeed, the training system set up by Airbus Defence and Space is an important part of the learning and upgrade curve, whereby the lessons learned at Orléans can be fed back into the overall training system and distributed to fleet users.

(For a look at how to look at the A400 M training system see the following: https://sldinfo.com/multi-national-training-the-entry-into-service-of-the-a400m/).

(For a briefing which provides an overview on the training program to date presented at the Trade Media event in June 2014 see below.)

According to Rafael Tentor-Aunon, the plane is being produced through a global supply chain which requires focus and attention from the prime contractor and as Rafael noted the production system is only as strong as its weakest link.

It is not just what one sees in the final assembly area, which represents the flow of production; in 21st century aerospace production, including military aircraft, the flow of planes through a global supply chain is key to what leaves the factory and enters an operational fleet.

And this is integral to effective sustainment strategies as well; for the parts suppliers for building the plane and sustaining the planes are really the core providers.

The capabilities of the plane are being rolled out with the delivery of aircraft, but by 2015 it is anticipated that a “complete A400m with full up tactical capabilities” will be delivered.

Additive Process

And the head of the program noted in his presentation that many of the key features of the promise of the aircraft are already delivered with others in flight test for delivery by 2015.

Achievements

The head of the program noted that 90% of the flight-testing is now done with 6343 flight hours and 2278 flights conducted.

And in a separate briefing by Eric Isorce at the Trade Media event, the status of A400M flight status through early June 2014 was provided.

The 10% of flight-testing that remains really focuses on enhancements of what the aircraft can further provide for a combat force.

2014 A400M Flight Testing

A key one is clearly air-to-air refueling as both tanker and receiver.

An additional aspect is the testing night vision operations which are an important element of 21st century combat capability.

And finally, finishing the testing of defensive aids for the modern airlifter needs to be able to the point of attack to provide support for 21st century operations.

In short, the A400M is now in service, and its in service experience will now inform the further development of the aircraft as a key enabler of operations.

It will be less about developmental flight testing, and moving to support of the aircraft and evolving its capabilities through real world experience.

Also see, Murielle Delaporte, “Assaut Vertical Depuis l’A400M Atlas” in the Science section of the French weekly, Valeurs actuelles (26 June 2014), p. 54.

VALEURS4048_054

For a set of videos which highlight various tests of the A400M see the following as well:

Shaping a 21st Century Presence and Assault Force: Visiting the USS America, Military Sealift Command and Second Marine Air Wing

07/06/2014

2014-06-29 By Robbin Laird

Recently, I have had the chance to visit the USS America, interview with Ed Timperlake the head of the Military Sealift Command and to spend several days with Second Marine Air Wing, including watching the change of command for VMX-22.

We will have several pieces coming out over the next few weeks which will capture in detail the thoughts and approaches being taken by the players shaping the future of core aspects of the USN-USMC team in facing the twenty-first century.

But having done this unusual confluence of visits, several observations certainly suggest themselves more generally about the evolution of 21st century capabilities being generated by the Navy and the USMC.

Clearly, new technologies are being introduced to shape new capabilities and approaches.

And there will be a creative tension between the new and the old, with the ongoing challenge of reshaping concepts of operations to stay ahead of the game.

We will always have the reactive enemy, and the cycle of innovation is not just a game, it is as Mike Wynne often has said the challenge of avoiding the fair fight.

MV-22 Osprey Landing Aboard the USNS Robert E. Peary during the Bold Alligator exercise.  Shaping an ability to move systems around on platforms, and islands or on Allied bases will be a key to shaping a new Pacific strategy.Credit: USN
MV-22 Osprey Landing Aboard the USNS Robert E. Peary during the Bold Alligator exercise. Shaping an ability to move systems around on platforms, and islands or on Allied bases will be a key to shaping a new Pacific strategy.Credit: USN

It is clear at the same time that the technologies being introduced will not always be understood and their integration into the force takes time, and several years of hard work undergone before the nascent capabilities become realized.

Nowhere is this clearer than with regard to the Osprey.

In the forthcoming interview with the Commanding General of the 2nd MAW, Major General Robert F. Hedelund, the CG reflected on his own career and noted that he was slated to become a VMM or Osprey commander but it did not happen and he became an HMM or helicopter commander instead.

Innovation takes time.

The interview with MG Hedelund highlights a look back and a look forward with regard to the 2nd MAW.

In my own experience of having come to 2nd MAW each year for a number of years, the key role of the command in USMC innovation is clear.

When I did my first interviews with regard to the Osprey, not only was 2nd MAW the only place one could find them, there were not many to find.

2nd MAW is where the Ospreys deployed first to Iraq and then to Afghanistan.

2nd MAW is the birthplace of the Special Purpose MAGTFs.

And Harvest Hawks, the latest iteration of KC-130J innovation, can be found here as as well.

2nd MAW is no stranger to innovation.

The Osprey flight line as the MEU prepares to deploy from New River. Credit Photo: SLD, 2012
The Osprey flight line as the MEU prepares to deploy from New River. Credit Photo: SLD, 2012

When Murielle Delaporte and I visited this past February, she noted that the tarmac was filled with Ospreys and given her experience with European Air Forces was clearly impressed with the sheer size and scope of what had become of the maturation of the “Osprey nation.”

The Osprey has become completely integrated into the USMC so much so that one can speak of the USMC as the only tiltrotar enabled assault force in the world.

This means that the “devil dogs” can insert at a reach and range that no other ground force in the world can aspire to.

Recently, a senior Marine was asked: “What will the next generation of tiltrotar aircraft look like?”

An interesting question, but the core point is that the cultural change, which has accompanied the Osprey, has simply reshaped the USMC.

If one does not go through the cultural changes and reshape the concepts of operations, the technology will not be effective or maximized.

This point was highlighted by the new Deputy Commandant of Aviation who himself was the CG of 2nd MAW when honoring the outgoing CO of VMX-22.

“Dog” Davis underscored that taking good ideas and putting them into reality required a key proclivity towards innovation.

The innovation which VMX-22 fostered in close cooperation with other elements of the Marine Corps was really about taking the Osprey and wring out its full operational value and truly making the Marines a tiltrotar assault force.

The USS America

Visiting the USS America highlights how significant the Osprey has become to the future of an amphibious assault force.

This graphic focuses upon the USS America deck synergy and the workflow thereby facilitated. Credit: Second Line of Defense
This graphic focuses upon the USS America deck synergy and the workflow thereby facilitated. Credit: Second Line of Defense

This is the first ship ever built with the Osprey in mind. It can now be fully maintained below deck as opposed to sharing time on the flight deck to do maintenance duties.

The visit along with the interviews with Captain Hall and Major “Fez” Schreiner (forthcoming) highlighted the impact of such a ship as a lead element in shaping an amphibious task force.

According to Captain Hall:

The flight deck is about the size of a legacy LHA. But that is where the comparison ends. By removing the well deck, we have a hangar deck with significant capacity to both repair aircraft and to move them to the flight deck to enhance ops tempo.

With the Ospreys, we will be able to get the Marines into an objective area rapidly and at significant distances. And when the F-35B comes the support to the amphibious strike force is significantly enhanced.

And we will be able to operate at much greater range from the objective area.

With the concern about littoral defenses, this ship allows us the option to operate off shore to affect events in the littoral.

This is a major advantage for a 21st century USN-USMC team in meeting the challenges of 21st century littoral operations.

VMX-22 Coming to the USS America

And in an interview with the new CO of VMX-22, Col. Robert L. Rauenhorst, highlighted his first major task as flying to the USS America in route around South America and working the integration of the Osprey with the ship.

It will not hurt that the Colonel has recently served in SOUTHCOM and knows the geographical area well as well.

Colonel Rauenhorst reported to U.S. Marine Corps Forces, South in July 2011 and assumed the duties as MARFORSOUTH, AC/S G-3. 

As Operations Officer, he coordinated, planned, and oversaw the execution of U.S. Marine forces in the SOUTHCOM AOR supporting the national security strategy to Counter Transnational Organized Crime, including a SPMAGTF embarked onboard USS OAK HILL, over 80 theater security cooperation events, and additionally he served as OIC for a detachment of 200 Marines and Sailors in support of Operation MARTILLO from Guatemala

Shaping an Amphibious Task Force: The MSC Contribution

The visit to Military Sealift Command underscored the importance of understanding the changing nature of the amphibious task force, and the supply chain to support its operations.

The head of the Military Sealift Command, Rear Admiral Thomas Shannon, in a forthcoming interview, highlighted the importance of re-shaping the MSC working relationship with the USN-USMC team to deliver more effective capabilities for what might be called an amphibious task force.

The Mobile Landing Platform Module Package to Support Aviation. Artist's Conception: Credit USN
The Mobile Landing Platform Module Package to Support Aviation. Artist’s Conception: Credit USN

Our interview will be published soon, but in a piece published earlier this month, the Admiral was quoted along these lines:

“We are not out to replace, for example, amphibious warfare,” Shannon said.

“We have a fantastic amphibious warfare capability within our Navy.

But these new classes of ship under construction … are going to be involved in operations that lean towards the littoral environment where amphibious warfare takes place.”

A good illustration of the innovation generated from the MSC to the USN-USMC team is the USNS Montford Point.

Earlier this month, testing of the capabilities of the ship to work to deliver significant infantry vehicles to the shore was conducted. The USNS Montford Point will be part of the task force enabling the fleet to deliver the necessary ground support mobile elements.

And the new variant of the USNS Montford Point will deliver new capabilities as well. MLP-3 and its successors will have a flight deck to support broader support operations as well.

The difference between the two designs of the USNS Montford Point has been described as follows:

The main difference in these two ship’s design will be a large elevated flight deck that will be capable of supporting relatively large forces of heavy and light helicopters.

There will also be hangar facilities and expanded jet fuel storage capacity to ensure continuous flight operations even in very remote areas of the world.

Visiting 2nd MAW: June 2014

This month’s visit to 2nd Marine Air Wing also provided significant insights into other forms of innovation, which are being pursued by the USMC.

The first aspect during my visit was a chance to talk to many of the members of Marine Aerial Refueler Transport Squadron 252.

The problem is that the name of the squadron does not really capture what it has become within the context of changing USMC concepts of operations.

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

A better way to understand the evolution is to highlight the broadened concept of support, which the KC-130Js and their crews provide the MAGTF and deployed Marines.

The Harvest Hawk has introduced significant change in how the crew aboard a KC-130J operations, and it itself, is simply a transitional experience, as the F-35 and the UAVs are introduced into the force and send data to the KC-13OJ as a potential node in the battlespace.

And finally, time was spent with the CO and his team for working the UAV equation.

Lt. Col. Kristopher Faught, VMU-2 Commanding Officer, highlighted the contextual role of UAVs in the evolving concept of how the Marines thought of Information War and Electronic Warfare and saw the F-35s and UAVs working closely together in the future digital fight.

Obviously, tight resources will constrain the ability to shape the full up capabilities from innovative efforts.

The demand side on MSC ships, KC-130Js and other support assets is very high and going up as the Marines execute the distributed laydown in the Pacific.

The nation will have to address these shortfalls in order to ensure complete mission success.

And military leaders will need to focus upon and invest in where we are going, not where we have been.

And recognizing that assets such as the Osprey and the F-35 are not a replacement for anything; they are a pathway to the future.

 

 

 

 

 

 

 

 

NATO Ships Deployed to the Black Sea

2014-07-06 Four NATO ships entered the Black Sea July 3, 2014 in a regularly scheduled deployment to enhance NATO solidarity and readiness in the region.

The ships are from the Standing NATO Mine Counter-Measures Group TWO (SNMCMG2), one of four NATO fleets that operate on a rotational basis.

The NATO commander leading the formation is Captain Giovanni Piegaja of the Italian Navy.

His flagship is an Italian Navy frigate, the ITS AVIERE, which is accompanied by the ITS RIMINI, also of the Italian Navy, the TCG AKÇAY of the Turkish Navy and the HMS CHIDDINGFOLD of the Royal Navy (UK).

SNMCMG2’s deployment to the Black Sea will include a visit to the port of Burgas, in Bulgaria on 4 July and participation in the Bulgarian Navy led Exercise BREEZE. Later in July the NATO ships will visit Romania, where additional collective training has been organized.

Credit Video: Natochannel

7/3/14