The Way Ahead for Western Fighters

Posted on November 23, 2023 | by Robbin Laird | Leave a Comment

11/23/2023

By Robbin Laird

I have attended the International Fighter Conference in the past but missed this year’s offering. This year’s conference was held in Madrid, and I was interested in what was discussed at the conference as I am focused on the way ahead for Western air combat forces in the decade ahead.

First, I scanned recently press reports on the conference and really found two news threads. The first involved the Swedes and the fact that they had dropped out of the British led Tempest program and were now looking at their own requirements for their next combat jet. I am deliberately not using the characterization of next generation fighter for they may not indeed do such as my own view is that the air combat domain is changing way beyond consideration of a next generation fighter.

Gareth Jennings reported that Sweden had dropped out of the British led program.

“Speaking at the IQPC International Fighter Conference (IFC) 2023 under the Chatham House Rule, an official said that the national work followed the official termination of the country’s participation in the UK-led Future Combat Air System (FCAS) in 2022.

“We walked away from trilateral studies with [the] UK and Italy about a year ago, and launched a national study. I will not answer questions why it didn’t work with the UK and FCAS,” the official said on 7 November at the event in Madrid, adding only that had Sweden known in July 2019 when it signed up to FCAS what it knows now about its requirements, it would not have joined.”

Tim Martin in Breaking Defense also focused on the Swedish presentation.

“After joining and then leaving the UK-led Future Combat Air System (FCAS), the Swedish military is now holding off on deciding its path to a next-generation fighter jet until 2031, after it can assess the “risks and possibilities” with different approaches, an official said today.

“Three options are on the table for Stockholm: Either “build a system, develop a system with someone, or… acquire a system,” said the official, speaking under Chatham House Rules at the International Fighter Conference here in Madrid. “It’s an open question.”

“We did have both bilateral and trilateral cooperation with Britain and also with Italy on the FCAS program,” said the official. “We walked away from that about a year ago and started some national studies… connecting to what capabilities are needed for the future.” The official declined to comment on the reason behind Sweden ending collaboration with the UK and Italy.

“A decision has not been made by authorities so far on an Initial Operating Capability (IOC) date for whatever it chooses for a next-gen fighter, but a wide range of planning activities will inform the 2031 procurement decision.”

The only other story I found focused on Poland. There the emphasis was on the Polish air force looking at autonomous systems that would fly with the F-35 enabled Polish Air Force.

According to Shephard News:

“The Polish MoD has been evaluating the UAS market in search of a loyal wingman platform to work alongside its future fleet of Lockheed Martin F-35A fighter jet, the Deputy General Commander of the Polish Armed Forces has revealed.

“Addressing the International Fighter Conference 2023 in Madrid on 6 November, Maj General Cezary Wisniewski disclosed that the Polish Ministry of National Defence (NMD) was engaged in a comprehensive market assessment of the emerging loyal wingman uncrewed combat aerial vehicles (UCAVs) capability. The evaluation has formed part of the ministry’s efforts to meet the requirements of the Harpii Szpon (Harpy’s Talon) adjunct programme for the F-35 fighters.

‘We are not yet at the point of an acquisition,’ Maj Gen Wisniewski said. ‘We are [now] just waiting for more information to be sure that we don’t make a mistake – we just want to join the mainstream approach, [but] we think that industry is not ready to provide the capabilities yet.’

My own sense is that discussions of next generation fighters although interesting are a bit premature.

First, the dominance of the F-35 within Western nations will provide a significant input to redefining air combat going forward. And the United States will face a major challenge of adapting its legacy mindset on security to the technological realties of a fleet of aircraft that can move vast amounts of data within a combat area to shape the kind of multi-domain warfare capabilities which are often highlighted but ignoring what the arrival of a F-35 global enterprise could enable.

The key is sensor fusion and the ability to do this as a wolfpack. I was in England for the DSEI conference held in London in early September. One of the discussions highlighted by the DSEI organizers on their content hub was with my guru and guide for many years in the UK’s process of adopting the F-35, then Group Captain Paul Godfrey and now Air Vice-Marshal Godfrey. He has moved from dealing with combat air to the new space efforts being worked by the UK Ministry of Defence.

Air Vice Marshal Gary Waterfall (Retired) interviewed “Godders” about the challenges of setting up the new UK space command. As the first commander of UK space command, Godders has brought a wide range of experience in terms of working combat air with the broader force transformation effort being pursued by the UK, through the difficult periods of the Brexit transition.

A key theme which was discussed was the focus on being able to access space to deliver the kind of ISR-T and C2 information to a deployed force. Godders made a key point that sensor fusion from space assets was a key challenge facing the force and in doing so he highlighted a key point often neglected when talking about the F-35 and its impact on force transformation, namely, its revolutionary impact on sensor fusion in the cockpit of F-35s operating as a wolfpack.

This is what Air Vice-Marshal Godfrey highlighted:

“Data validation is key. If we both go back to a previous platform that we both worked with, the F-35, it shows one how it can be done. The data from the various sensors around the airplane are fused in the fusion engine. The radar might think that there’s a 70% chance it is x. Another sensor might indicate that it is 100% chance, or 99.9%. chance that it’s x. And data fusion then can present the pilot with that answer that it is 98% certain that it is x. The legal people have had a look at it and that might be enough for you to shoot at the target.

“That’s what I’m looking for in terms of how we bring data together or how we fuse it. When you scale that across the enterprise and pair data sources, where is that done? Do you do all of that at the source on a satellite? That’s why we’re doing this with some of our operational capability demonstrators. Or do you wait for that information to be sent down? Is your F 35 brain in the Space Operations Center? Is it done at edge processing?

“To provide answers, we’re doing experiments over the next couple of years to see what works, what doesn’t work for sensor fusion from our space data.”

What Godders is talking about is the data ecosystem which is being worked to deliver the kind of ISR-T and C2 capabilities necessary for the kind of force transformation underway. And it should not be forgotten what the F-35 as a global enterprise can provide.

Second, next generation UAVs, autonomous systems, are the other major driver of the dynamics of change for the air combat force. Although referred to as wingman they are not that at all. No fifth-generation pilot wants a wingman, that is legacy thinking par excellence.

The new generation of longer-range UAVs provide significant force multiplier capabilities for the outside force, and with ISR and C2 payloads to the inside force as well. It is not so much manned-unmanned teaming as it is filling gaps that currently cannot be filled or as complements to the crewed platforms in the current force.

With the growing impact of the global F-35 force, the next big thing is almost certainly going to be building up a next generation UAV force that fills the gaps and complements the force.

To get an update on what the news stories from the conference did not focus on, I talked with my colleague Billie Flynn who attended the conference to get his take on the way ahead for the fighter world and how the conference addressed this.

First, Flynn underscored his concern with regard to the future of the Royal Canadian Air Force in which he served for many years. Given the atrophy of Canadian airpower, the number of pilots has been significantly reduced. This means that although the CAF is finally to acquire the F-35, the CAF is facing a significant pilot shortfall. He raised these questions with the Canadian speaker who really had no answer as to how they were going to deal with this challenge. There does not appear to be a solution on how to produce enough fighter pilots to man the F-35s when they arrive in Canada which will have implications for NORAD and NATO alliances.

Second, he emphasized that the F-35 global enterprise was gaining momentum in ways that most European political leaders simply did not anticipate. But he saw a divide between the AUKUS three – the U.S., Australia, and the UK – and the rest of the F-35 global enterprise with regard to the kind of collaboration which the jet clearly empowers.

Third, he was very skeptical with regard to the European programs which have been generated, whether the British-led one or the French-led one. Much like the Tornado and Eurofighter programs of the past, the emphasis was on workshare and investment distribution, not lethality, effectiveness, or advanced technology integration. Where are the export opportunities? And what is their relationship to what the F-35 dominance in European air forces will yield in terms of change in air combat?

And he agreed that the priority impact of figuring out how to use the F-35 and the coming of autonomous air systems would predominate operational realities over projected new fighter projects.

Of course, a major impact will come from the B-21 and the entire process of weaponization which will have a decisive impact certainly on the way ahead for the USAF. A fifth generation fighter global enterprise plus autonomous air systems plus a new bomber plus new weapons will almost certainly dominate the real world of air combat evolution much more than development and acquisition of a new fighter.

Featured Photo: Royal Australian Air Force F-35A Lightning II and Republic of Korea Air Force KF-16U Fighting Falcon aircraft conduct air to air refueling with a Royal Australian Air Force KC-30A Multi-Role Tanker Transport and a Republic of Korea Air Force Multi-Role Tanker Transport in the skies around Darwin as part of Exercise Pitch Black 2022. Credit: Australian Department of Defence.

WTI-1-24: Working TRAP Missions at Sea

Posted on November 22, 2023 | by Robbin Laird | Leave a Comment

11/22/2023

One of the training missions being worked at MAWTS-1 with the increased focus on maritime operations has been upon the TRAP mission.

Already in the Libyan operations, the Osprey demonstrated its unique qualities in performing this mission.

Now MAWTS-1 is working to standardize the training for this important mission set.

The Execution of the TRAP Mission Over Libya

09/25/2011

During a Second Line of Defense visit to New River to discuss Osprey operations and experiences with the Osprey Nation, we had a chance to discuss the TRAP mission over Libya with the ACE commander and with one of the Osprey operators involved in the mission. Earlier we discussed this mission with the MEU commander.

In this interview Maj. B.J. Debardeleben discussed the mission after take off from the ship off of the coast of Libya.

After we took off, the autopilot took over. That is one of the great things on this plane versus the SEA KNIGHT is that it can fly itself through part of the operation. In a car, if you can set speed control, you can now be able to use your mind and do something else and focus on the road. And it’s exactly what we did on the plane and you’re monitoring the flying, but now you’re able to manage the mission better.

We were focusing on shaping our way to the moving recovery zone. We compared the mission plan to the unfolding operation. Let’s look at this, figure out some more things, and to make sure everything’s right that we did with our mission planning before we left the boat. So it gave us time to assess everything with the radio, talk to people we needed to, and build our situational awareness.

We immediately started talking to the Harrier operating above us. And he starts talking with the pilot and we can hear one side of the conversation and I can tell that things are getting worse on the ground.

We made the judgment that we had to accelerate the mission. We moved towards our top speed as the pilot was moving to a new location on the ground.

The pilot on the ground indicated that “they’re still going at us, and things are getting worse.” And he is clearly on the move.

We had the grid of the plane crash site and we got a new grid and realized that it was much further away from where the original crash site was. So he’d been on the move the whole time.

If I had been flying a SEA KNIGHT, by the time I had gotten the new information with regard to the shift in the grid, and flown for the 40 minutes under those conditions, I would have been relatively exhausted by the time I got there because you’re holding the controls, and you’re getting shaken the whole time.

On the Osprey, I am on autopilot. So I can take a sip of water, I’m assessing everything, and I’m listening to what’s going on very clearly. The V22s very quiet in airplane mode so we can hear the radios very well, but if I was in a SEA KNIGHT the noise would make it difficult to hear. The grunts in the back were able to look at a moving map that they can look at to have both SAs when we’re getting closer and closer to coast line.

And so in that flight task now they’re relaxed and comfortable instead of them shaking in the back because usually with all the shaking makes you groggy you sleep, so you have to wake them up when you land. So they’re in the back at least relaxed and calm before we drop them off.

We zoom all the way in, we get about ten miles off the coast, I drop down from 500 feet to about 200, 300, feet just to stabilize radars. Looking at the coastline, and I was expecting Libya to look Djibouti which presents a very dark profile. But it was light up, with the electricity grid.

And so we just picked a dark spot. We also had a visual map. So now I’m looking at where I’m going to fly, I look at it on the map and I say, “I’m going through there.”

Another thing I didn’t have in the SEA KNIGHT was that actual navigation. I had been holding a map with a flashlight trying to figure stuff out while the other person’s flying and shaking and you got to be able to do this without knowing where you’re going. With the terrain guidance you can make a rapid assessment of the terrain and how you are going to fly over that terrain.

Where you’re in a V22 you look at it and you get all the data right in front of you. It’s basically like having a smart phone versus using a dial telephone. All these things are helping you out in a difficult situation.

So they give me a new grid, and I’m looking for my needle, to where I’m supposed to go, a large town, and then I’ll look outside and I see a large town full of lights and probably that was an area the downed pilot was running from.

So I adjust my course a little bit to the left, go through the dark area, and then come through. I’m seeing pilot lines; I can mark all sorts of things on my map.

I’m flying inbound, the Harrier has built a picture for me, and he’s talking to me, telling me what I’m going to see, what the road looks like, where he is. Gives me that updated grid.

The F15 and F16 are now back on station and they start talking. They’re doing a good job of talking to the downed pilot and they know who he is, you know, they’re friends with him. They encourage him to have a drink of water and to calm down and to just stay where we was now.

Earlier, there was commotion going on at the response station, there’s people chasing him, and there’s cars chasing him. The Harrier used various means to kind of scare people away from him. That’s when he said,” say good bye to my wife”. I could hear in my guy’s voice that things were getting more serious.

One nice thing also about having people overhead is that they are in calmer environment able to look at the situation and give you more information. “Hey Ospreys, you guys have DF?” They said “ we have DF,” so they put it up, and cue somebody one, two, three, four, five, that other needle swings over on top of my navigation needle, now saying that he’s generally in that area that you’re headed towards.

The joint quality of the operation is important. One of the best things I think about it is, that we are joint enough in terminology and techniques and everything all relatively the same. You know, we may have differences that are minute, but our terminology is all the same and we can interop wherever we have to in such a situation

In fact, I learned later that we went to introductory aviation school together in Pensacola. When I went down to visit him in the hospital, we realized that we went to school together at Pensacola. You just never get how small the world’s going to get when somebody comes back from 11 years ago.

So we’re coming in. One of the other best things about the Osprey is so, besides it being comfortable for us, it is quiet on the outside in airplane mode. Nobody’s going to hear us until we’ve gone past them. And it just sounds like a whisper rush. And at night you’re not going to know anything about it. The SEA KNIGHT or any helicopter, you are hearing it from 10 to 15 miles away, you’re not going to hear anything from us until we’re at least beyond you.

But as I’m coming in, I hear him, he’s very quiet at this point, and I can hear the dogs barking in the background starting in my mind to envision where he is and what’s going on. And they’re talking about the vehicles pushing northwest and nobody knows where he is at that point, so it’s looking good. And so we’re all starting out thinking about where we’re going to land. And that zone wasn’t described as to what the surface was. He just said land it by this road.

We have an inertial navigation system, so get when I say plot of our plane in time and space. And so if we set up to land, we get a velocity vector that shows our movement on the earth and you don’t have to look outside to land.

And it’s an awesome capability because when the helo goes up, if you look at it and you look at gusts and the way it flows, it looks like it’s moving. Your helo is going backwards and it becomes very confusing for the helicopter pilot. And it’s always been one of the hardest things for us to do is land in the desert safely.

And in the Osprey they have fixed it. We can do this manually looking at the system, or the plane can fly itself to hover, and land directly down, you know, no questions asked, and it is amazing; both ways work 100 percent of the time.

As we’re coming to land we start to turn into a helicopter and we’re setting up to land. And as soon as we speed the motor blades up and then started bringing out, the noise comes on. And it is loud.

And as soon as I do that, the downed pilot starts yelling on the radio, he’s like “Don’t leave me, I hear you.” And I was like, “Hey we got it, we know where you are, we’re coming, you know, send your flare up.”

So he sends his signal early, it’s a high light night, very bright, a few clouds in the sky; it was just really not good for such a mission to go down. I get over him as he’s starting to talk as my crew chief finally says, you know, “I see him.”

We get a sparkle of the F16 and marks the spot. My guy comes in and lands right beside him, we’re pretty much about 20 feet away from him. He jumps up, hands up, you know, no sign of radio or pistol or anything, he said he never even pulled his pistol out of his holster the whole time.

He runs to the plane, pretty much jumps on, and sits down and puts on his seat belt and he’s like, “I’m ready to go.” The grunts spread out, to secure the zone for a second. Crew chief runs out there and grabs him, says everybody get back on the plane.

As I’m coming around I ask, “Do you have him on board?” I am told “Yup, my guy’s on.”

Because I am the second Osprey accompanying the one, which landed, I don’t even land I kind of come up beside him, I keep going, they pick up and then all together we leave.

The success of the mission was due in part to significant training. We trained for seven months as a team to do this. And then every time we had a chance on a boat in Djibouti or wherever we were, we trained to TRAP also. Because it’s the one way we can get the grunts on the back of the plane where we can use the jets overhead to work together and then land in the zone.

U.S. Marine Corps Cpl. Max A. OburnJoyce, an MV-22B Osprey aircraft crew chief with Marine Operational Test and Evaluation Squadron 1, from Lewistown, Pennsylvania, walks to his aircraft during Weapons and Tactics Instructor (WTI) course 1-23 at Marine Corps Air Station Yuma, Arizona, Oct. 28, 2022. WTI is a seven-week training event hosted by Marine Aviation Weapons and Tactics Squadron One, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assist in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

U.S. Marine Corps Cpl. Max A. OburnJoyce, an MV-22B Osprey aircraft crew chief with Marine Operational Test and Evaluation Squadron 1, from Lewistown, Pennsylvania, refuels an MV-22B Osprey during Weapons and Tactics Instructor (WTI) course 1-23 at  Marine Corps Air Station Camp Pendleton, California, Oct. 28, 2022. WTI is a seven-week training event hosted by Marine Aviation Weapons and Tactics Squadron One, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assist in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

U.S. Marine Corps MV-22B Osprey aircraft crew assigned to Marine Aviation Weapons and Tactics Squadron One (MAWTS-1), assemble a 495 Helicopter Rescue Basket before conducting live hoist drills during Weapons and Tactics Instructor (WTI) course 1-23, near San Clemente Island, California, Oct. 28, 2022. WTI is a seven-week training event hosted by MAWTS-1, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assist in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

U.S. Marine Corps Cpl. Max A. OburnJoyce, an MV-22B Osprey aircraft crew chief with Marine Operational Test and Evaluation Squadron 1, from Lewistown, Pennsylvania scans the ocean while conducting live hoist drills during Weapons and Tactics Instructor (WTI) course 1-23, near San Clemente Island, California, Oct. 28, 2022. WTI is a seven-week training event hosted by Marine Aviation Weapons and Tactics Squadron One, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assist in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

U.S. Marine Corps Cpl. Max A. OburnJoyce, an MV-22B Osprey aircraft crew chief with Marine Operational Test and Evaluation Squadron 1, from Lewistown, Pennsylvania, lowers a 495 Helicopter Rescue Basket while conducting live hoist drills during Weapons and Tactics Instructor (WTI) course 1-23 near San Clemente Island, California, Oct. 28, 2022. WTI is a seven-week training event hosted by Marine Aviation Weapons and Tactics Squadron One, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assist in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

A U.S. Marine Corps MV-22B Osprey assigned to Marine Aviation Weapons and Tactics Squadron One (MAWTS-1) conducts live hoist exercises with U.S. Coast Guard Cutter Benjamin Bottoms during Weapons and Tactics Instructor (WTI) course 1-23 near San Clemente Island, California, Oct. 28, 2022. WTI is a seven-week training event hosted by MAWTS-1, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assists in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

U.S. Marine Corps Staff Sgt. Christopher R. Hughes, an MV-22B Osprey aircraft crew chief instructor with Marine Aviation Weapons and Tactics Squadron One (MAWTS-1) from New Bern, North Carolina, retrieves a 495 Helicopter Rescue Basket while conducting live hoist drills during Weapons and Tactics Instructor (WTI) course 1-23, near San Clemente Island, California, Oct. 28, 2022. WTI is a seven-week training event hosted by MAWTS-1, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assist in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

A U.S. Marine Corps MV-22B Osprey assigned to Marine Aviation Weapons and Tactics Squadron One (MAWTS-1) conducts live hoist exercises during Weapons and Tactics Instructor (WTI) course 1-23 at San Clemente Island, California, Oct. 28, 2022. WTI is a seven-week training event hosted by MAWTS-1, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assists in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

U.S. Marine Corps Staff Sgt. Christopher R. Hughes, an MV-22B Osprey aircraft crew chief instructor from New Bern, North Carolina, left, and Cpl. Jackson E. Dukes, a combat graphics specialist from Fairfax, Virginia, both assigned to Marine Aviation Weapons and Tactics Squadron One (MAWTS-1), prepare to conduct live hoist drills during Weapons and Tactics Instructor (WTI) course 1-23, at San Clemente Island, California, Oct. 28, 2022. WTI is a seven-week training event hosted by MAWTS-1, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assist in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

A U.S. Marine Corps MV-22B Osprey assigned to Marine Aviation Weapons and Tactics Squadron One (MAWTS-1), conducts live hoist exercises during Weapons and Tactics Instructor (WTI) course 1-23 at San Clemente Island, California, Oct. 28, 2022. WTI is a seven-week training event hosted by MAWTS-1, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assists in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Cpl. Celestino HernandezSilvar)

The Coming of the CH-53K to the USMC: The Perspective of the CO of MAWTS-1

Posted on November 22, 2023 | by Robbin Laird | Leave a Comment

By Robbin Laird

During my visit to MAWTS-1 during the first week of November 2023, I had a chance to talk with Colonel Eric Purcell, the CO of MAWTS-1 about the coming of the CH-53K to the USMC. This is the third new air system I have seen come to the USMC since I have been coming to Yuma, but because it doesn’t look as different as the other two did from their legacy ancestors, it is often not fully realized how important it will be for the USMC and the joint force.

Purcell is the first CH-53 pilot to be the CO of MAWTS-1 which is propitious as the CH-53K has been part of this year’s WTIs at MAWTS-1. He has more than 3000 hours on the CH-53E and 130 hours on the CH-53D. He has had two deployments to Afghanistan and two to Iraq, and additional visits to both countries as well.

He noted that he wished they had not called it the CH-53 for the CH-53K is so different from the legacy aircraft. It is designed to fit into the deck space of an CH-53E and to have a reduced footprint for its maintenance as well.

But the big difference is associated with the broader changes across the Marine Corps. When I was last at MAWTS-1 in 2020, they were starting to work on how to enhance the deployability and mobility of the Marine Corps and to do so in formations smaller than the traditional MAGTF. During this visit, my discussions with the department heads underscored how much work they have done in terms of doing expeditionary basing, innovations in Forward Refueling and Re-Arming points and ways to reduce the signature of the deployed force.

U.S. Marine Corps Col. Eric. D. Purcell, Marine Aviation Weapons and Tactics Squadron One (MAWTS-1) commanding officer, conducts an operations brief in support of a salvage and recovery exercise during Weapons and Tactics Instructor (WTI) course 2-23, at Auxiliary Airfield II, near Yuma, Arizona, March 17, 2023. WTI is a seven-week training event hosted by MAWTS-1, providing standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assists in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Lance Cpl. Ruben Padilla)

The CH-53K, in Col Purcell’s view, contributed to that in a significant way. He focused on the ability of the King Stallion with its triple hooks to carry significant loads to operating locations without having to land and be on the ground for the time necessary to unload from the interior of the aircraft. He pointed out that the aircraft could carry significant fuel loads – 54,000 pounds of fuel — to locations the F-35B might operate from and could do so with external lift rather than having to land.

Both the Osprey and the heavy lift helo could carry fuel inside and work as fuel providers to aircraft at a FARP. But being on the ground for significant time to do this exposed the aircraft to much greater risk than coming in and dropping off fuel from their external three hook system.

He pointed out that the legacy aircraft two hook system could lead on occasion to “uncommanded” load releases whereby the system on the aircraft would not be able to judge correctly whether loads on the hooks were compromising the safety of the aircraft. Systems on the aircraft prioritized aircraft safety over carrying loads and might jettison a load.

The CH-53K’s systems can correctly determine whether the load being carried by the aircraft affect the center of gravity of the aircraft, which is central to its security, and can make more accurate decisions with regard to the safety of the aircraft.

He noted that the load carrying capacity of the aircraft meant that it could carry an Osprey which might be in a location where it could not get repairs needed to fly safely to a location where it could be repaired. Some of the weight, such as the seats, would have to be removed to do so, but it could be done.

Col Purcell underscored that in Afghanistan and Iraq many of the missions which the CH-53E did were medium lift. The CH-53K is optimized for heavy lift and both the Marine Corps and the joint force need to focus on its unique capabilities to support distributed logistics as no other rotorcraft can do in the force. It is optimized for heavy lift, and it is important to capitalize on its unique capabilities.

The CH-53K can be part of a logistic chain involving cargo aircraft like the C-17, the C-5 and the C-130, in that it can carry 463L pallets and work with fixed wing cargo aircraft to transfer their pallets to the Super Stallion and then deliver them in places only a rotorcraft can go.

The new motors on the King Stallion allow it to operate in conditions where one would not want to operate an aging CH-53E fleet. The power margins of the new aircraft are much greater than the legacy aircraft.

He concluded: “The force will see the impact of the revolutionary design of the CH-53K to carry heavy loads long range and to enhance significantly the logistical capability of the force and to move in and out of objective areas more rapidly than the legacy system.”

Featured Image: A U.S. Marine Corps CH-53K King Stallion helicopter, assigned to Marine Aviation Weapons and Tactics Squadron One, executes an external lift of a High Mobility Multipurpose Wheeled Vehicle during Weapons and Tactics Instructor (WTI) course 1-24 at Auxiliary Airfield II, near Yuma, Arizona, Oct. 3, 2023. U.S. Marine Corps photo by Lance Cpl. Elizabeth Gallagher.

U.S. Marines with Marine Aviation Weapons and Tactics Squadron One, conduct maintenance on a CH-53K King Stallion helicopter during Weapons and Tactics Instructor (WTI) course 1-24 at Marine Corps Air Station Yuma, Arizona, Sept. 29, 2023. WTI is an advanced, graduate-level course for selected pilots and enlisted aircrew providing standardized advanced tactical training and assists in developing and employing aviation weapons and tactics. (U.S. Marine Corps photo by Lance Cpl. Emily Hazelbaker)

VMFA-211 Operates on USS Tripoli: 2022

Posted on November 22, 2023 | by Robbin Laird | Leave a Comment

F-35B Lightning II aircraft attached to Marine Fighter Attack Squadron (VMFA) 211 conduct flight operations on the flight deck aboard amphibious assault ship USS Tripoli (LHA 7), April 2. VMFA-211 is embarked aboard Tripoli as part of the U.S. Marine Corps’ Lightning carrier concept demonstration.

The Lightning carrier concept demonstration shows Tripoli and other amphibious assault ships are capable of operating as dedicated fixed-wing strike platforms when needed, capable of bringing fifth generation Short Takeoff/Vertical Landing aircraft wherever they are required.

04.02.2022

Video by Petty Officer 1st Class Peter Burghart

USS Tripoli (LHA 7)

End of Course Video: WTI-1-24

Posted on November 21, 2023 | by Robbin Laird | Leave a Comment

11/21/2023

U.S. Marines along with coalition service members, foreign and domestic, all assigned to Marine Aviation Weapons and Tactics Squadron One participated in Weapons and Tactics Instructor (WTI) course 1-24 at Marine Corps Air Station Yuma, Arizona, Sept. 10, through Oct. 29, 2023.

WTI is an advanced, graduate-level course for selected pilots and enlisted aircrew providing standardized advanced tactical training and assists in developing and employing aviation weapons and tactics.

U.S. Marine Corps video by Cpl. Gideon Schippers, Sgt. Samuel Fletcher, Lance Cpl. Brian Bullard, Cpl. Ruben Padilla, Cpl. Alejandro Fernandez, Cpl. Tyler Raab, Lance Cpl. Emily Hazelbaker, Lance Cpl. Elizabeth Gallagher.

November 2, 2023

The Marine Corps Works the Next Phase of their Use of UAVs: The Perspective from MAWTS-1

Posted on November 21, 2023 | by Robbin Laird | Leave a Comment

By Robbin Laird

I wrote a chapter in the 2018 book entitled, One Nation Under Drones, which focused on the experience of the USMC with UAVs to date. I wrote this piece as the Marines were shifting from the primary focus on the land wars and to an enhanced focus on amphibious operations. During operations in Iraq and Afghanistan, the Marines joined in with the U.S. Army and used the Shadow unmanned aerial system, for similar operations as the U.S. Army was engaged in the land wars.

But concurrently with the introduction of Shadow into the Corps, the ScanEagle was also introduced. And this system would fit the trajectory of the evolution of the Corps as it moved from a primary occupation with the land wars to a “return to the sea” and the joining of unmanned systems to the significant evolution of the Amphibious-Read Group and Marine Expeditionary Unit pairing into a flexible amphibious ready task force, a change driven initially by the introduction of the Osprey but being reshaped as other manned aircraft systems come to the force and unmanned systems woven into the overall force insertion capability of the amphibious task force.

The Scan Eagle-Blackjack transition was part of the shift in focus from the land wars to amphibious at sea operations. When I wrote the essay the focus was upon shaping capabilities to be launched from a ship to support the ground maneuver element. At the time, the Marine Corps leadership was focused on a program called MUX (MAGTF Unmanned eXpeditionary UAS) which the aviation plan at the time projected initial operations in the 2025 time frame.

But as the then Deputy Commandant of Aviation, LtGen Rudder noted in 2020, that the MUX was being shelved in favor of a different approach.

“I think what we discovered with the MUX program is that it’s going to require a family of systems. The initial requirement had a long list of very critical requirements, but when we did the analysis and tried to fit it inside one air vehicle,” they realized they had competing needs, Rudder said.

“With a family of systems approach, my sense is we’re going to have an air vehicle that can do some of the requirements, some of the higher-end requirements, potentially from a land-based high-endurance vehicle, but we’re still going to maintain a shipboard capability, it just may not be as big as we originally configured.”

“The MUX program – formally the Marine Air-Ground Task Force (MAGTF) Unmanned Aerial System (UAS) Expeditionary – was meant to be a Group 5 UAS, the largest of the categories with highest altitude and greatest endurance. It would cover seven missions: command, control and communication; early warning; persistent fires; escort; electronic warfare; reconnaissance, intelligence, surveillance and target acquisition (RISTA); and tactical distribution…

“Program officials realized they had a huge task ahead of them with so many separate missions, though, and early industry talks showed it may become cost-prohibitive. The seven missions were later sorted into two tiers of priority.

“Still, as Rudder said, it became clear that those higher priority missions were incompatible with shipboard launch and recovery.

“Power output and weight capacity, obviously you get more weight and power output with a ground-based system with a longer runway, expeditionary runway, than you can coming vertically off the back of a ship. Shipboard compatibility continues to be a challenge for all our air vehicles,” Rudder said.”

What has happened since that time is the USMC is buying into the Reaper program and relying on a land based remotely piloted vehicle to provide the support Marines would require for their at sea and from the sea operations. The Marines leased two Reapers from General Atomics since 2018 but then moved from leasing to buying the aircraft in 2021.

When I visited MAWTS-1 in November 2023, I learned how the force was practically moving ahead. MAWTS-1 is a place focused on training an integrated USMC force, not pursing systems that are simply “fairy dust” as one Marine put it to me. It is about how to make the force ready to fight tonight and to do so more effectively.

I discussed the integration of the Reaper into USMC operations with the LtCol Edgardo Cardona, the Executive Officer at MAWTS-1, who is a former DASC officer and current MQ-9A Reaper pilot. LtCol Edgardo Cardona is one of the pilots where the Marines have created a new MOS, which is the 7318 MOS. The Marine Corps Reaper unlike its Predator brethren is not armed so there is not a competition between remotely piloted or manned systems in terms of being trigger pullers.

It is about enhancing the relevant ISR to provide for more effective insertion of force and enabling that force in terms of their operations. This is notably one the most significant changes since I last came to MAWTS-1 in 2020.

The career of the XO has paralleled that of the evolution of USMC experience in UAVs so that he is both a core officer in the evolution of USMC capabilities but has also embodied the transition from the Middle East and the Marines use of Shadow, Scan Eagle, Blackjack and K-MAX. He has been on the ground floor for the introduction of the Reaper to the Marine Corps.

The XO pointed out that his earlier experience at MAWTS-1 with UAVs, the focus was on deconfliction of the UAVs designed to provide ISR for the ground combat element. Now the focus is upon integration with the air element for the overall integrated operations.

The Reaper is working with the combat air elements in sharing a common operational picture and to enable those aircraft to have a view of the objective area prior to reaching it and to in turn to be able to enhance their ability to support the overall Marine Corps force being inserted into that objective area.

The XO underscored that MAWTS-1 was working closely with the USAF on Reaper operations and sharing experience and understanding their different operational requirements as well.

He underscored: “Our goal with Reaper operations is to create a common operational picture enabling ground force commanders or maritime component commanders to make real time decisions based on a plethora of information that we’re providing. And we’re also focused on fusing different data links that are coming down from different services together to create that operational picture.”

He went to note that “we see the MQ-9 as a good F-150 or a good reliable truck that can operate at long range and is reliable. But it is the payloads that are crucial to us and are ability to take the data generated by the payloads and use our digitally interoperable systems to distribute the data throughout the MAGTF.”

When he came to MAWTS-1 in 2020, he underscored: “We needed to figure out how to shape an MQ-9 program within the WTI focus of MAWTS-1. Training is a key piece in standing up a new capability and at MAWTS-1, it is about integrated MAGTF capability. We are not training a stand-alone force.”

The XO noted that they reached out to the Air Force to help validate their initial MQ-9 training approach, and now they share lessons learned and share training slots when appropriate. “We are working with the ACC and Headquarters USMC to set up an exchange program to foster the expertise required.”

“Any time I have excess capacity, I will take an Air Force student and make them a WTI. And then they will return to the Air Force community. We have a Marine currently in the Air Force 26 Weapons School training program who will graduate in December. So now we have a WTIs in the Air Force, and we’re going to have USAF weapons school graduates in the Marine Corps who are Marines. And it fosters a lot of TTP development, a lot of great relationships with the Air Force.”

He noted as well that they are tied in with the operational test community via VMX-1. They want to do integrated testing on new sensor suites and to be able to provide user input prior to the decision of what exactly gets produced and acquired.

Personally, I believe that the Marines will need to become major players in autonomous systems – airborne, and surface and below surface systems—but the Reaper is beginning the process. But certainly, the unique integrated mission sets the Marines work through a MAGTF will drive innovation which the joint force needs to note.

Featured Photo: U.S. Marines, assigned to Marine Corps Base Camp Pendleton, and U.S. Air Force Airmen, assigned to the 432nd Wing/432nd Air Expeditionary Wing, pose in front of an MQ-9 Reaper at Marine Corps Base Camp Pendleton, California, August 23, 2023. The agile combat employment (ACE) exercise known as Agile Hunter saw an Air Force MQ-9 remotely piloted aircraft land on Camp Pendleton, a Marine Corps base, for the first time ever. U.S. Air Force photo by Senior Airman Ariel O’Shea.

Marines Operating Aboard HMS Queen Elizabeth, 2021

Posted on November 20, 2023 | by Robbin Laird | Leave a Comment

11/20/2023

US Marines with Marine Fighter Attack Squadron 211 flying F-35B Lightning II’s conduct routine operations aboard HMS Queen Elizabeth while she conducts a double replenishment with RFA Tidespring and HNLMS Evertsen in the South China Sea on 29 July, 2021.

VMFA-211 is attached to the United Kingdom’s Carrier Strike Group 21, a UK-led international strike group including support from the U.S. Navy Arleigh Burke guided-missile destroyer USS The Sullivans (DDG 68) and The Royal Netherlands Navy HNLMS Evertsen.

July 29, 2021 Credit:

UK Ministry of Defence

Looking Back at the VMFA-211 Deployment on Queen Elizabeth: 2021

Posted on November 20, 2023 | by Robbin Laird | Leave a Comment

As we prepare our interviews from the MAWTS-1 visit in November 2023, which includes one with a Marine Corps officer that deployed on the new British carrier, we looked back at her deployment.

MARINE CORPS AIR STATION MIRAMAR, Calif. – (December 8, 2021) With the arrival of aircraft from Marine Corps Air Station (MCAS) Cherry Point, Marine Fighter Attack Squadron (VMFA) 211 completes a significant milestone in the redeployment from the United Kingdom’s Carrier Strike Group (CSG) 21.

“The Wake Island Avengers” of VMFA-211 have been deployed aboard HMS Queen Elizabeth since the end of April 2021. During the Royal Navy carrier’s initial operating deployment, VMFA-211 and the United Kingdom’s 617 squadron completed more than 1,278 sorties, flew more than 2200 hours, and conducted 44 combat missions in support of Operation Inherent Resolve.

“Deploying with CSG-21 was a premier opportunity for our Marines to train alongside our allies and for the Marine Corps to garner valuable lessons from operating on allied shipping in a combined environment across multiple theaters of operation,” said Maj. Gen. Bradford J. Gering, commanding general of 3rd Marine Aircraft Wing. “VMFA-211 continues to lead the charge in F-35 training initiatives that directly enhance future warfighting capabilities of Marine aviation.”

During the deployment, VMFA-211 conducted exercises with more than ten partner nations and allies, landed 5th-generation aircraft on flat-decks of three separate nations, and validated modern ordnance capabilities. Additionally, they were the first F-35B squadron to deploy as a 10-jet squadron as outlined in the Commandant’s Planning Guidance.

“As the U.K. Carrier Strike Group says ‘farewell’ to our Marine Corps colleagues, I wish to thank them for their commitment, loyalty, professionalism and great humor,” said Royal Navy Commodore Steve Moorhouse, U.K. CSG-21 Commander. “The achievements on this deployment have been ground breaking and raised the bar in terms of integration. As the saying goes, ‘If you want to go fast, go alone. But if you want to go strong, then go together.’ Semper Fidelis.”

In addition to the supporting the U.K.’s return to carrier strike, VMFA-211 learned from the proud traditions and experience of the Royal Navy. Whether conducting maintenance on aircraft in the hangar, flying integrated divisions in support of multinational exercises, or sharing a meal in the mess deck, the U.S. Marines and Sailors and the Royal Navy Sailors experienced CSG-21 together.

“The deployment with CSG-21 was extremely successful for VMFA-211 in many ways, from conducting combat operations from a foreign allied vessel to demonstrating interoperability with our

U.K. partners, along with multiple other strike groups, in the face of near-peer adversaries,” said Lt. Col. Andrew D’Ambrogi, the commanding officer of VMFA-211. “The hard work and fortitude the Marines demonstrated over the past eight months have been nothing less than impressive having just executed the first 10-plane F-35B operational shipboard deployment.”

VMFA-211 disembarked HMS Queen Elizabeth at Naval Station Rota on December 2, 2021. On Dec 5, the main body personnel and equipment flew from NAVSTA Rota to MCAS Yuma. A small contingent of Marines remained aboard HMS Queen Elizabeth to facilitate the movement of the squadron’s gear back to the United States.

“[Marines with VMFA-211] were tremendous representatives of the United States Marine Corps during Carrier Strike Group 21,” said Brig. Gen. Simon Doran, U.S. Senior National Representative to the United Kingdom’s CSG. “From the North Sea to the South China Sea, from supporting combat operations in Operation Inherent Resolve to landing on four different classes of ship from three nations, the Marines of The Wake Island Avengers embodied our core values and built on our Corps proud legacy.”

3rd MAW continues to “Fix, Fly and Fight” as the Marine Corps’ largest aircraft wing, and remains combat-ready, deployable on short notice, and lethal when called into action.

12.08.2021

Story by 1st Lt. Zachary Bodner

3rd Marine Aircraft Wing

A Marine with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21, launches an F-35B Lightning II aboard HMS Queen Elizabeth at sea on May 06, 2021. VMFA-211 was conducting night carrier qualifications to safely reintegrate back into the CSG. VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

Marines with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group 21 "The Wake Island Avengers" prepare to conduct night carrier qualifications in an F-35B Joint Strike Fighter Lightning II aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on May 06, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

A Marine with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group 21, conducts pre-flight checks on an F-35B Lightning II aboard HMS Queen Elizabeth at sea on May 06, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

Marines with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21 "The Wake Island Avengers" prepare to conduct night carrier qualifications in an F-35B Joint Strike Fighter Lightning II aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on 07 May, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

LCpl Jerry Lovings with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21 "The Wake Island Avengers" prepare to conduct night carrier qualifications in an F-35B Joint Strike Fighter Lightning II aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on 07 May, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance

A Marine with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group "The Wake Island Avengers" supervises night carrier qualifications of an F-35B Joint Strike Fighter Lightning II aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on May 06, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

A Marine with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21 "The Wake Island Avengers" prepare to conduct night carrier qualifications in an F-35B Joint Strike Fighter Lightning II aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on 07 May, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance

Capt Tanner Mayberry with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group 21, conducts pre-flight checks on an F-35B Lightning II aboard HMS Queen Elizabeth at sea on May 06, 2021. Mayberry is an F-35B pilot in VMFA-211, “The Wake Island Avengers.” Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

An F-35B Lightning II with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group 21, is secured to the flight deck aboard HMS Queen Elizabeth at sea on May 06, 2021. VMFA-211 will form part of the largest carrier 5th-generation air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

SSgt Francisco Cruz with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21 "The Wake Island Avengers" salutes Capt Gavin Holtz in an F-35B Joint Strike Fighter Lightning II aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on 07 May, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance

Capt Tanner Mayberry with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group 21, conducts pre-flight checks on an F-35B Lightning II aboard HMS Queen Elizabeth at sea on May 06, 2021. Mayberry is an F-35B pilot in VMFA-211, “The Wake Island Avengers.” Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

Maj Brian Kimmins with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group 21, walks across the flight deck to conduct pre-flight checks on an F-35B Lightning II aboard HMS Queen Elizabeth at sea on May 06, 2021. Kimmins is an F-35B pilot in VMFA-211, “The Wake Island Avengers.” Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

SSgt Francisco Cruz with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21 "The Wake Island Avengers" supervises F-35B Joint Strike Fighter Lightning II night carrier qualifications aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on 07 May, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance

F-35B Lightning II with Marine Fighter Attack Squadron VMFA-211 and the United Kingdom's 617 Squadron, both Carrier Strike Group 21, are secured to the flight deck aboard HMS Queen Elizabeth at sea on May 06, 2021. VMFA-211 and 617 Squadron will form of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

Capt Daniel Lengyel with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21, walks across the flight deck to conduct pre-flight checks on an F-35B Lightning II aboard HMS Queen Elizabeth at sea on May 06, 2021. Lengyel is an F-35B pilot in VMFA-211, “The Wake Island Avengers.” Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

Cpl Justin Lundstorm and LCpl Christian Flores SSgt Francisco Cruz with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21 "The Wake Island Avengers" conduct pre-flight checks on an F-35B Joint Strike Fighter Lightning II ns aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on 07 May, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance

A Marine with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21 "The Wake Island Avengers" conduct pre-flight checks on an F-35B Joint Strike Fighter Lightning II's aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on 07 May, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance

Ordnance Marines with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group 21, prepare to conduct pre-flight checks aboard HMS Queen Elizabeth at sea on May 06, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

Capt Tanner Mayberry with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group 21, stands in front of an F-35B Lightning II aboard HMS Queen Elizabeth at sea on May 06, 2021. Mayberry is an F-35B pilot in VMFA-211, “The Wake Island Avengers.” Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance.

Pfc Gibson, Sgt Cousins, and LCpl Ortizaispuro with Marine Fighter Attack Squadron (VMFA) 211, Carrier Strike Group (CSG) 21 "The Wake Island Avengers" prepare to conduct night carrier qualifications in an F-35B Joint Strike Fighter Lightning II aboard Her Majesty's Ship (HMS) Queen Elizabeth at sea off the coast of the United Kingdom (UK) on 07 May, 2021. Alongside the UK's 617 Squadron, VMFA-211 will form part of the largest 5th-generation carrier air group in the world. This deployment highlights the global reach of the U.S. and UK armed forces and their interoperability, and enhances the deterrence and defense capabilities of the NATO Alliance