us navy by Michael Jane

AIRCRAFT • PERSONNEL • SQUADRONS • MISSIONS • PROGRAMS

US NAVY & Marine CoRps

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air power yearbook 2017

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CONTENTS. 4

WELCOME This year sees many significant milestones in US Navy and Marine Corps aviation, with fleet readiness and personnel retention grabbing the headlines.

UNITED STATES MARINE CORPS IN 2017 Interview with Lt Gen Jon Davis The Marine Corps may be the smallest of the US military services, but its air component is admired around the world. Jamie Hunter meets Lt Gen Jon Davis, the US Marine Corps air chief.

14 UNITED STATES NAVY AND MARINE CORPS AVIATION A YEAR IN REVIEW A review of the major news stories around Navy and Marine Corps aviation from mid-2016 to the present.

20 MASTER JET BASE Naval Air Station Oceana, Virginia, is the home of Strike Fighter Wing Atlantic. Jamie Hunter visits two of its most famous squadrons, Strike Fighter Squadron (VFA) 103 ‘Jolly Rogers’ and VFA-211 ‘Fighting Checkmates’.

30 MARINE TESTERS Jamie Hunter details VMX-1, the Marine Corps’ specialist operational test unit, which has brought together all the elements that are shaping the future of Marine aviation.

38 RIDING WITH THE KING When Sikorsky decided to name the brand-new CH-53K the King Stallion it knew the engineering challenges that lay ahead. Yissachar Ruas explains how developing a new aircraft is never straightforward, but that things are now coming together for the new heavyweight.

46 STAYING THE COURSE Tom Docherty profiles the venerable C-2A Greyhound, now in the twilight of its career, and recalls operations with the US Navy’s last ‘hook and wires’ carrier on-board delivery type.

54 FORD GOES TO SEA Jamie Hunter looks at the US Navy’s new aircraft carrier, which is progressing towards commissioning later this year.

An AV-8B+ Harrier II of VMA-223 ‘Bulldogs’. Jamie Hunter

56 OLD, BUT STILL JAMMIN’ The Marine Corps’ Grumman EA-6B Prowler fleet may be old and nearing retirement, but it is still in demand and still messing with the enemy’s heads, as Rich Cooper finds.

64 ALL-AMERICAN BULLDOGS VMA-223 celebrates its 75th anniversary this year and its AV-8B Harrier IIs are still proving their worth. Rich Cooper reports.

68 UNITED STATES NAVY AIR POWER REVIEW Tom Kaminski and Jamie Hunter provide an extensive overview of US naval air power including a detailed directory of units, bases and aircraft.

86 UNITED STATES MARINE CORPS AIR POWER REVIEW Tom Kaminski and Jamie Hunter present an in-depth look at the units, bases and aircraft that comprise US Marine Corps air power in 2017

Below: Check six — an F/A-18F weapons systems officer scans for trouble. US Navy

EDITOR Jamie Hunter GROUP EDITOR Nigel Price DESIGN Dominique Maynard PRODUCTION MANAGER Janet Watkins ADVERTISING SALES Ian Maxwell ADVERTISING PRODUCTION Debi McGowan GROUP MARKETING MANAGER Martin Steele MARKETING EXECUTIVE Amy Donkersley COMMERCIAL DIRECTOR Ann Saundry PUBLISHER AND MANAGING DIRECTOR Adrian Cox EXECUTIVE CHAIRMAN Richard Cox PRINTED BY Warners (Midlands) plc, The Maltings, Bourne, Lincs PE10 9PH (UK) DISTRIBUTED BY Seymour Distribution Ltd 2 Poultry Avenue, London EC1A 9PP (UK) +44(0)20 7429 4000

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PUBLISHER Key Publishing Ltd Printed in England

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WELCOME. UNITED STATES NAVY AND MARINE CORPS

AIR POWER YEARBOOK 2017

An F-35C undergoing external weapons testing from NAS Patuxent River, Maryland. Lockheed Martin/Andy Wolfe

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W An F/A-18D Hornet of VMFA(AW)-224 ‘Bengals’ from MCAS Beaufort, South Carolina. Jamie Hunter

ELCOME TO THE 2017 edition of the US Navy and Marine Corps Air Power Yearbook. In this annual publication we aim to provide a round-up of the most exciting action from the ranks of two of the world’s premier air arms, including insightful interviews and reporting from the cutting edge of naval aviation. Readiness is a theme that recurs this year. In our exclusive interview with Lt Gen Jon Davis, the deputy commandant for Marine aviation, he is clear that a key priority to address is recapitalization of ageing aircraft fleets. The Marine Corps is working hard to replace its EA-6B Prowlers, F/A-18 Hornets and AV-8B Harrier IIs with

F-35B/Cs as quickly as possible. Another major challenge affecting all US services is personnel retention. A tough schedule of deployments both at home and abroad, coupled with a hungry commercial aviation industry, is leading to seasoned personnel leaving for the airlines. Pilot and maintainer shortages are critical, and steps must be taken to retain both the influx of enthusiastic, young and sharp individuals, as well as to retain the more experienced leaders of tomorrow.

Jamie Hunter, Editor E-mail: jamie.hunter@keypublishing.com

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INTRODUCTION

Interview With LT GEN jon Davis

UNITED STATES MARINE CORPS IN 2017 The Marine Corps may be the smallest of the US military services, but its air component is admired around the world. In charge of this, and its cutting-edge projects, is Lt Gen Jon Davis, the US Marine Corps air chief. report and photos: Jamie Hunter

T GEN JON ‘Dog’ Davis took over as the deputy commandant for aviation, headquarters Marine Corps in June 2014. He has more than 4,500 mishap-free hours in the first Marine short take-off and vertical landing (STOVL) aircraft, the AV-8 Harrier, as well as time in the F-5 and F/A-18. He has also served as a co-pilot in every type/model/series of tilt-rotor, rotary-winged and aerial refueling aircraft in the US Marine Corps inventory. During his tenure at the helm of Marine Corps aviation, Lt Gen Davis has spearheaded a drive to introduce a new generation of equipment and meet the challenges that have resulted from years of combat commitments for his service. This has included the declaration of initial operating capability (IOC) with the F-35B Lightning II. ‘The Marine Corps aviation component is designed to be small in size and in a high state of readiness’, Davis explained, during an exclusive interview for this magazine. He points out that the Marine Corps is America’s crisis response force — it is seen by most as the world’s most capable expeditionary force. However, he warns: ‘Fifteen years of hard fighting and over-utilization of our airplanes and a deployment-to-dwell ratio [the time spent deployed versus time at home station] that has reduced from one-to-three to one-to-two has basically worn out some of the aircraft early and exhausted spare parts and people. So we are in a rebuilding phase right now, while still technically in a surge deployment rate.’ Davis outlines two main ways the Marine Corps is tackling this massive readiness challenge. ‘Replacing the old metal with new, in particular the Hornets, Harriers and Prowlers — replacing them with F-35Bs

and some F-35Cs. Then on the heavy-lift front we are replacing the CH-53E with the new CH-53K.’ He adds: ‘The [new] V-22, H-1 and C-130 assets are in place, but we need to complete that procurement.’ The second element of the regeneration plan involves ‘taking much better care of the old aircraft’. Davis explains: ‘A high operational tempo in a constrained fiscal environment means we had to take risks in our maintenance and spare parts, and this has caused problems.’ A four-tier recovery strategy is now in place to address this. ‘We have to ensure we have the spare parts: that’s our number one deficiency and we are tackling that aggressively. We now have our own budget authority, so we are able to prioritize. Our spares models were inadequate for our usage rates, so we are able to fully fund that now and prioritize it.’ Maintenance training for enlisted Marines is the next part of the strategy. ‘Over the past two-and-a-half years we have revamped how we train our maintainers and sought to identify and retain those with advanced qualifications. Our phase-level maintenance was inadequate, so we needed more personnel to get the right number of maintainers for our units. The depot-level maintenance — the long-term ‘hospital’ — is not as big a deal for us as it is for the US Navy. It’s the in-service repairs — that’s what has been kicking us. That’s when an airplane needs a doctor but my Marine can’t make the repair. So, a doctor has to come and make a house call, and there are not enough doctors. ‘At MCAS Beaufort, for example, we had three man-years of work built up for in-service repairs. The older airplanes need more in-service repair work. That could be a crack that’s been found and repaired,

A division of F/A-18Ds from VMFA(AW)-225 ‘Vikings’, which will now transition to the F-35B in 2020.

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LEADERSHIP OVERVIEW

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INTRODUCTION

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LEADERSHIP OVERVIEW but we need the repair authorized and signed off. Those have been stacking up. So, we added personnel, plus we are also looking at private-venture initiatives to help us achieve better states of readiness.’ Earlier this year, Davis said 439 of the Marine Corps’ 1,065 fixed- and rotary-wing aircraft were not flyable at the end of 2016. In fact, only 72 of the 171 F/A-18s under Marine Corps control (around 42 per cent) were flyable on December 31. Although the Corps is responsible for 280 ‘legacy’ Hornets, 109 of the aircraft were either undergoing or being prepared for depot-level maintenance at that time. However, the signs are clear — the recovery plan is working, and Davis says the service is on the ‘glideslope’ to have this fully in check by 2022.

Transition plan Independent readiness reviews have been used to great effect in recent years to troubleshoot particular aircraft types. One of the first examples of this was carried out on the Marine Corps’ AV-8B Harrier II fleet, which was suffering from a particularly poor readiness record. Says Davis, ‘We fully funded it and now it has a great availability readiness rate.’ The Harrier fleet, which is scheduled to be retired in 2026, has recently seen a 23

per cent increase in ready base aircraft, the USMC’s metric for aircraft that are ready to fly. Indeed, the improvement in the Harrier fleet has led to the transition plan for the F-35 being adapted in this year’s Marine Aviation Plan. ‘We want to get out of Harrier and into F-35 as fast as we can, but we also want to get out of F/A-18 and into F-35 as fast as we can. When we first made the decision to retire the Harrier faster the main problem was our supply base. We’ve normalized that now and we have a few more flying hours remaining on the Harrier than we do on the Hornet. ‘The Hornet has been a wonderful airplane for us but it’s old. It’s a great aircraft but it’s just not as reliable as it used to be. Once it’s on the flight line I’ve got about a 55 per cent break rate. It’ll probably be OK for the first ‘go’ of the day, but not for the second. So, we are changing our transition strategy [to the F-35] in order to burn down risk in the Hornet community. That strategy is to get out of [the] ‘legacy’ F/A-18 while maximizing the utility of that platform.’ This has resulted in the next three tactical aircraft (TACAIR) units that will transition to the F-35 being Hornet squadrons. Marine Fighter Attack

Left page top to bottom: Readiness within the Hornet community has been a major issue in recent years, and this has been at the forefront of recent planning in terms of spares and maintenance. The Marine Corps has recognized the need to retain and train its maintainers, as well as beefing up numbers on its squadrons. Below: The Marine Corps is looking to acquire additional F-5s to enable an increase in its adversary fleet.

‘The Hornet has been a wonderful airplane for us but it’s old. The strategy is to get out of the ‘legacy’ F/A-18 while maximizing the utility of that platform’ LT GEN JON ‘DOG’ DAVIS

Squadron (VMFA) 122 ‘Werewolves’, which operates F/A-18Cs at Marine Corps Air Station Beaufort, South Carolina, will become the service’s third operational Lightning II unit. The ‘Werewolves’ replace Marine Attack Squadron (VMA) 311 ‘Tomcats’, which flies the AV-8B at MCAS Yuma, Arizona, and which had been tapped as the next unit to transition to the F-35B. VMFA-122 will relocate to MCAS Yuma, Arizona once its conversion to the Lightning II is completed. VMFA-314 ‘Black Knights’ will now transition from the F/A-18C to the F-35C in Fiscal Year 2019, with Marine Fighter Attack Squadron (AllWeather) (VMFA[AW]) 225 ‘Vikings’ trading its F/A-18Ds for F-35Bs from late FY 2020. VMFA-314, which is stationed at Miramar alongside the ‘Vikings’ as part of Marine Aircraft Group (MAG) 11, will be the first of four Marine squadrons to make the switch to the F-35C carrier variant. Lt Gen Davis has said that increasing F-35B procurement from the planned rate of 20 to 37 aircraft annually from 2018-21 would allow both the AV-8B and the ‘legacy’ Hornet fleets to be phased out by 2026. Looking ahead at the next round of F-35 transitions, Davis says: ‘We’ll probably see two more Hornet squadrons transition before we get back into the Harrier squadrons’. On the subject of Harrier outof-service dates, he adds: ‘We are aiming for 2026 right now, but we may need to keep it longer. However, in my perfect world I’d be out of both [the Harrier and Hornet] in 2026, but we’ll go as fast as budgets and Congress allow us to go.’ Current fleet migration plans are based on existing F-35 delivery rates. These foresee that the Marine Corps’

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INTRODUCTION

Hornet training unit Marine Fighter Attack Training Squadron (VMFAT) 101 ‘Sharpshooters’ at MCAS Miramar will shut its doors in FY 2023, with VMFA-323 ‘Death Rattlers’ assuming the training role through to FY 2029. For the Harriers, Marine Attack Training Squadron (VMAT) 203 ‘Hawks’ will continue training until 2022 at MCAS Cherry Point, North Carolina, at which point VMA-231 will take on the Harrier training role until 2025. All West Coast VMAs will have transitioned by 2022. The Harrier is due to remain in service at Cherry Point until 2026.

Technological advance The Marine Corps has placed itself as a technologically advanced service. With types such as the V-22 Osprey and the F-35B, criticism has sometimes been leveled at it for operating overly complex

aircraft for austere missions. Davis dismisses this. ‘In 1942, the Marine Corps received the [F4U] Corsair and we took those into combat in Guadalcanal. We were at the leading edge of F-4 Phantom deliveries, then we got into STOVL in the Harrier and then the tilt-rotor with the Osprey. Then we become the first to IOC the F-35. The Marine Corps is the nation’s force-in-readiness — that’s written in law — so when the call comes we have to deploy being ready for anything and everything. ‘With the F-35 we have a very technologically advanced airplane that can go up against anything, anywhere. When the threat isn’t as high, we can put pylons on them [to increase the weapons load]. We project air power and defend the national interest — it’s rarely a home game. So, think of what we did at

FOB [forward operating base] Dwyer in Afghanistan. We hot-refueled Harriers out there, and flew three ‘goes’ a day. We can go and lay out 3,000ft of tin for a C-130, fly in fuel and weapons. So with a 12-ship of F-35s, we can really pump up the sortie rate — that’s the power of that aircraft.’

Above: The MV-22B is the subject of a major ‘re-baselining’ project aimed at creating a more coherent fleet standard.

Rotary revolution

Right top to bottom: AV‑8B Harrier II readiness has been transformed thanks to an independent review of the fleet.

A two-tiered approach to the CH-53 fleet is well established. The current Marine Corps force construct comprises eight active-duty and one reserve component Heavy Helicopter Squadron (HMH) flying 146 CH‑53Es. However, an active upgrade line and high deployment tempo have resulted in a shortfall in overall available aircraft. This spurred the CH-53E readiness recovery effort to assist the CH-53E community until full operational capability (FOC) of its CH-53K replacement in 2029.

New engine nacelles are planned to significantly improve Osprey reliability.

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LEADERSHIP OVERVIEW

The recovery plan is expected to be a three-year process extending through to FY 2019. The ‘reset’ of all 146 aircraft is the main effort. Reset specification consists of all maintenance requirement cards (MRCs) including phase cycle and calendar/special inspections, improving serviceability and the material condition of the aircraft. By 2020 all 146 CH-53Es will have been ‘reset’. Of the CH-53K, Davis says: ‘We are tracking it very closely and we are sticking with our $87.1-million flyaway cost.’ The Osprey is under continuous review and improvement, too. The V-22 was the Marine Corps’ third type to enter a readiness review. It triggered a host of significant efforts. ‘The way the V-22 was developed and fielded meant it was coming off the production line and US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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LEADERSHIP OVERVIEW

going right into combat. We ended up with 77 different variants of the V-22’, says Davis. ‘It made it very hard to plan spares requirements. So now we are rebaselining the entire fleet under the V-22 CCRAM [common configuration reliability and maintainability] program that adds new wiring, new common avionics and new engine nacelles. The nacelles present 52 per cent of our readiness challenges in the V-22. ‘We are also looking at V-22 capability. We are looking at a new main sensor as part of CCRAM, which will allow the crew to zoom in on a landing zone at night or support a weapon. You’ll see the V-22

acting more like a Harvest HAWK KC-130J with precision weapons. Plus we have the VARS [V-22 aerial refueling system] that’s tracking for a 2019 introduction to fleet.’

High-end training To bring in this cutting-edge technology, the Marine Corps must have the right people in place to turn concept into workable reality. The US Air Force has made no secret of its pilot shortfalls, and Davis has similar concerns. ‘I am very worried about pilot retention’, he admits. ‘It’s not just about having the numbers, it’s also about the key players, the patchwearers, the instructors — these are the

Main image: The F-35 Lightning II is pivotal to recapitalizing the Marine Corps’ tactical aircraft inventory. Inset: Lt Gen Davis is pushing to increase F-35 delivery rates in order to retire older fast jet types by 2026.

people who are in the highest demand from the airlines. I need these highcaliber individuals to meet our transition aims’. Davis says the Marine Corps is looking very closely at this issue and ‘addressing it’. He is also focusing on the standard of training, particularly for the high-end requirements demanded by the F-35. The USAF has a huge adversary air requirement and the Marine Corps is examining this too. Davis adds: ‘We are looking at contracted air services, but the solution I’m after is that they provide me with an airplane and I put my pilots in there. We are also looking at getting more F-5s, plus as we ‘sundown’ F/A-18s we will roll some of those into the adversary role, as long as we can keep them serviceable.’ It looks like Marine Fighter Training Squadron (VMFT) 401 ‘Snipers’ will be expanded to embrace detachments at both Miramar and Beaufort, before splitting off a second squadron to be permanently based at Beaufort, and supporting a detachment at Cherry Point. This will ultimately enable the Marine Corps to retain reserve aviators in the adversary community. These will offer a high level of experience with which to train the new F-35 pilots who will form the bedrock of the future of Marine aviation.

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AIR POWER REVIEW

UNITED STATES NAVY AND MARINE CORPS AVIATION A YEAR IN REVIEW Combat Aircraft reviews the major news stories around Navy and Marine Corps aviation from mid-2016 to the present.

Osprey works up COD mission An MV-22B operated by Marine Operational Test and Evaluation Squadron (VMX) 1 ‘Argonauts’ supported testing aboard the aircraft carrier USS Carl Vinson (CVN 70) off the coast of southern California on June 12, 2016, when it carried out a series of landings and take-offs. The events allowed flight crew and flight deck personnel to become familiar with tilt-rotor operations aboard the carrier. The

US Navy is moving forward with plans to replace its fixed-wing C-2A Greyhound carrier on-board delivery (COD) aircraft with a new variant of the Osprey. An MV-22B operated by the ‘Thunder Chickens’ of Marine Medium Tilt-rotor Squadron (VMM) 263 also conducted the type’s first landings and take-offs from the US Navy’s 6th Fleet flagship, the USS Mount Whitney (LCC 20), on May 23,

2016. The Osprey completed four starboard and three port landings and hot refueling on board the ship before returning to Morón air base, Spain. The squadron is currently deployed to the Spanish base and serves as the Air Combat Element of Special-Purpose Marine Air-Ground Task Force Crisis Response — Africa. Forward-deployed to Gaeta, Italy, the Mount Whitney evolutions were planned as a shipboard flight deck

An MV-22B flares to land on the flight deck of the aircraft carrier USS Carl Vinson (CVN 70) on June 12, 2016. US Navy/MC3 Matthew Brown

familiarization exercise for the ship’s crew and for VMM-263. On the subject of the USS Vinson trial, Lt Col Brett Hart, VMX-1 executive officer, said: ‘These operations present an opportunity for our flight crews to gain experience landing on an aircraft carrier as opposed to landing on an amphibious ship. It allows us to become accustomed to a different set of operating procedures, and additionally allows air department sailors on board Carl Vinson to become accustomed to landing and handling tilt-rotor aircraft.’ The US Navy plans to tap into the Marine Corps’ MV-22 program for its new COD requirement for a planned fleet of 44 aircraft. The new CMV-22 is expected to incorporate an extended-range fuel system, high-frequency radio, and public address system on to the existing MV-22-standard aircraft. Production is expected to begin in Fiscal Year 2018 with deliveries following in 2020. Flight-testing and carrier trials will support an expansion of the flight envelope for both MV-22B and CV-22B variants, as well as the Navy’s COD version. The rolling take-offs and run-on landings will permit the Osprey to take off and land at a higher gross weight due to the aerodynamic advantage known as translational lift.

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NEWS HIGHLIGHTS

Carrier strikes Aircraft operating from the deck of the aircraft carrier USS Harry S. Truman (CVN 74) carried out the first strikes against the so-called Islamic State group from the eastern Mediterranean Sea on June 3, 2016. The Carrier Strike Group had begun its journey home to the US at the conclusion of a seven-month deployment and exited the Suez Canal when the latest round of combat strikes began. Since arriving in theater during December 2015, Carrier Air Wing (CVW) 7 had carried out 1,407 sorties and delivered 1,110 weapons. Numerous strikes were carried out in Iraq and Syria. On May 2, the ship’s seven-month deployment was extended for an additional 30 days. Truman departed from its home port in Norfolk, Virginia, on November 16, 2015. Operating from the

Mediterranean was planned as a strategic demonstration that the US can launch anti-IS strikes from the west as well as the south-east, but also adjusts the US carrier deployment profiles by spending more time with the 6th Fleet. Meanwhile, the USS Dwight D. Eisenhower (CVN 69) departed from Norfolk, Virginia, at the start of a planned deployment on June 1, 2016. The carrier strike group was to relieve the Truman strike group and conduct maritime security cooperation operations in the US 5th and 6th Fleet areas of operations and support air strikes against IS. CVN 69 passed through the Strait of Gibraltar and arrived in the Mediterranean Sea on June 13. The event meant that the US Navy had two aircraft carriers in the 6th Fleet area of operations.

‘Silver Eagles’ on the road VMFA-115 left MCAS Beaufort, South Carolina, at the start of a six-month deployment to MCAS Iwakuni, Japan, on July 7, 2016. The ‘Silver Eagles’ relieved VMFA-122, which had been deployed to

Japan since March 2016. The ‘Werewolves’ flew to RAAF Base Tindal, Australia, on July 21 for participation in Exercises ‘Pitch Black’ and ‘Southern Frontier’ before returning to Beaufort in late August.

F/A -18C BuNo 164720 of VMFA-122 taxies to the runway at RAAFB Tindal during Exercise ‘Pitch Black 2016’. USMC/Cpl Nicole Zurbrugg

Triton production approved The US Navy’s Northrop Grumman MQ-4C Triton received a Milestone C approval that allowed the unmanned aircraft system (UAS) to enter low-rate initial production (LRIP), on September 22, 2016. The MQ-4C will be a land-based, forward-deployed, autonomously operated system that provides persistent maritime intelligence,

surveillance and reconnaissance (ISR) within a range of 2,000nm (3,219km). The Triton’s multi-sensor mission payload, which includes maritime radar, electro-optical/ infra-red (EO/IR), electronic support measures (ESM), automatic identification system (AIS) and basic communications relay, will provide a 24-hour on-station capability.

A VX-9 F-35C (BuNo 168735/CF-08) drops a GBU-31(V)2 JDAM on the China Lake Weapon Impact Range during surge testing in July. Lockheed Martin

F-35 weapons testing Marine Operational Test and Evaluation Squadron (VMX) 1 and the F-35 Joint Operational Test Team (JOTT) deployed three F-35Bs from Edwards AFB, California, to Eglin AFB, Florida, for AIM-120 AMRAAM testing from August 9 to September 1, 2016. This was intended to evaluate operational employment scenarios and validate and develop tactics, techniques, and procedures for all three variants of the Lightning II. During testing the detachment completed multiple engineering flights before expending five AMRAAMs and a single GBU-12 laser-guided bomb (LGB). During one mission an F-35B pilot engaged a target with a GBU-12 while simultaneously engaging a QF-16 drone with an AIM-120. The F-35 Integrated Test Force also recently completed a series of weapons evaluations that comprised 12 weapons delivery accuracy and 13 separation tests using Block 3F software. Testing

Following the decision, Northrop Grumman was awarded a $255.3-million modification to an existing contract for the procurement of three LRIP Lot 1 MQ-4Cs, one main operation control station and one forward operation control station, plus associated equipment and services. The contractor also received a $49.4-million contract that provides for the purchase of long-lead

was carried out over a 31-day period. Five of the test events included multiple weapons, and testing involved 30 munitions, including Joint Direct Attack Munitions (JDAMs), 250lb (113kg) GBU-39 Small Diameter Bombs, laser/GPS-guided bombs, AIM-9X and AMRAAMs. The F-35B is scheduled to make its first shipboard deployments aboard the USS Wasp (LHD 1) and the USS Essex (LHD 2) in 2018. The Essex is currently in mid-life maintenance and will receive F-35B-specific updates while it is in the shipyard. The US Navy has now confirmed that VFA-147 ‘Argonauts’ will be the first operational squadron to transition to the F-35C. The unit will begin the process in 2018 and will make its first Lightning II deployment from Naval Air Station Lemoore, California in 2020. Marine squadron VMFA-314, which currently operates the F/A-18C, will be the second operational squadron to convert to the F-35C in 2019.

items in support of the second production MQ-4C LRIP lot. The Triton will initially be fielded by the Navy’s Unmanned Patrol Squadron (VUP) 19, which expects to receive its first operational MQ-4C in August this year and will initially deploy two air vehicles to the Pacific island of Guam in 2018. The squadron’s total complement will comprise 12 Tritons once it reaches full capacity.

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AIR POWER REVIEW

‘Seahawks’ return home Marine Tactical Electronic Warfare Squadron (VMAQ) 4) ‘Seahawks’ returned home to Marine Corps Air Station Cherry Point, North Carolina, on October 10, 2016, following the unit’s last operational deployment with the EA-6B Prowler. It completed a six-month deployment with United States Central Command

USMC

‘Bloodhounds’ Gulfstream The US Navy has issued a request for proposals (RFP) associated with the development of a tri-band telemetry system for the Gulfstream G550-based Range Support Aircraft that will

replace the NP-3D of Air Test and Evaluation Squadron (VX) 30 ‘Bloodhounds’ at Naval Air Station Point Mugu, California. The US Navy purchased a single Gulfstream G550 under Phase

I of the Range Support Aircraft program at a cost of $91 million. It will feature the same physical modifications as the G550 airframes that are produced for modification to airborne early warning aircraft configuration for Israel, Singapore and Italy and

F-35B test aircraft BF-05 departs USS America on November 11, 2016, with four inert 500lb GBU-12 Paveway II laserguided test bombs on the underwing pylons. Lockheed Martin/Darin Russell

F-35B embarked aboard USS America Five of a planned complement of seven Lockheed Martin F-35Bs touched down on the amphibious assault ship USS America (LHA 6) on October 28, 2016. Two of them supported the third shipboard phase of developmental test (DT-III) and five were tasked with operational testing over a period of three weeks. Conducted by Air Test and Evaluation Squadron (VX) 23 at Naval Air Station Patuxent River, Maryland, and the F-35 Integrated Test Force (ITF), DT-III was intended to evaluate Block 3F softwareconfigured F-35B short take-off and vertical landing (STOVL) operations in a high sea state, shipboard landings, and night operations. Operational testing (OT), performed by Marine Operational

Test and Evaluation Squadron (VMX) 1, involved simulating extensive maintenance aboard a ship, including the replacement of a power module and engine. It also prepared maintenance crews and pilots for the first deployment of the F-35B aboard the USS Wasp (LHD 1), in 2017. The first ship of its class, USS America incorporates key design elements to accommodate the F-35B. Its features include an enlarged hangar deck, realignment and expansion of the aviation maintenance facilities, and a significant increase in storage for parts and equipment, as well as increased aviation fuel capacity. The USS Wasp is changing its home port from Naval Station

Norfolk, Virginia, to Sasebo, Japan, in 2017. Wasp will replace USS Bonhomme Richard (LHD 6) as part of the Navy’s forward-deployed naval forces in Japan. Bonhomme Richard will change its home port to Naval Station San Diego. The Wasp was the first ship modified to accommodate the F-35B and aircraft from Marine Fighter Attack Squadron (VMFA) 121 ‘Green Knights’ will make the debut deployment to the Western Pacific aboard the ship as part of the 31st Marine Expeditionary Unit (MEU) in the fall of 2017. The Wasp-class USS Essex (LHD 2) is receiving upgrades that will allow it to field the F-35B. The updates, part of planned maintenance availability at San

(CENTCOM) at Incirlik Air Base in Turkey. According to Lt Col Paul K. Johnson III, commanding officer of VMAQ-4, the Marines conducted electronic warfare and disrupted so-called Islamic State communications in Iraq and Syria in support of Operation ‘Inherent Resolve’. VMAQ-4 is to be deactivated this summer.

will be delivered in 2018. The multi-band airborne telemetry system will be developed under Phase II. The RFP stipulates that the integrated Range Support Aircraft shall be delivered no later than 51 months after contract award.

Diego, are due for completion in March 2017. The work will make Essex the third ‘big-deck’ platform to receive the upgrades. The US Navy confirmed that the F-35C carrier variant will make its first deployment in 2021 when Strike Fighter Squadron (VFA) 147 ‘Argonauts’ embarks in the USS Carl Vinson (CVN 70). The ‘Argonauts’ will transition from the F/A-18E to the F-35C in 2018. Under current plans, VMFA-314 will be the second squadron to convert to the F-35C, beginning in 2019. In preparation for these moves the Navy will form a second fleet replacement squadron (FRS) at NAS Lemoore, California, when VFA-125 ‘Rough Riders’ is reactivated in January 2017. The F-35C is due to reach initial operational capability (IOC) with Block 3i software as early as August 2018 but will undergo another round of at-sea operational testing in spring 2018. It will achieve IOC after an operational squadron has been equipped with 10 aircraft, is fully manned with trained personnel, and its aircraft equipped to conduct assigned missions. The future carrier air wing structure will comprise two squadrons of Lightning IIs, two with F/A-18E/Fs, and a single squadron with EA-18Gs.

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First live ‘trap’ for AAG ‘Rough Raiders’ Naval Air Systems Command has advanced testing of the Advanced Arresting Gear (AAG) with an F/A-18E (BuNo 165537), operated by Air Test and Evaluation Squadron (VX) 23, being ‘trapped’ by the system. The test was conducted at the Runway Arrested Landing Site, which is located at Joint Base McGuire-Dix-Lakehurst,

New Jersey, on October 13, 2016. Prior to the full arrestment, more than 200 roll-in arrestments had been completed since late March. Additionally, in excess of 1,300 dead-load arrestments were made before manned aircraft tests began. Developed by General Atomics, the AAG is installed aboard the aircraft carrier USS Gerald R. Ford (CVN 78).

arrive at Lemoore Strike Fighter Squadron (VFA) 101 Detachment Lemoore was redesignated as VFA-125 at Naval Air Station Lemoore, California, on January 12, 2017. The squadron’s first F-35Cs were handed over on January 25 when four Lightning IIs were formally transferred from VF-101. Prior to being deactivated in October 2010 the ‘Rough Raiders’ served as an F/A-18 Fleet Replacement Squadron (FRS). It becomes the Navy’s second squadron to operate the advanced fighter and will serve as the West Coast-based FRS. Meanwhile, the first two of 10 F-35Bs operated by VMFA-121 ‘Green Knights’ arrived at Marine Corps Air Station Iwakuni, Japan,

The first four F-35Cs for VFA-125 arrived at NAS Lemoore, California, on January 25. Dan Stijovich

US Navy

Milestone Poseidon delivered The 50th P-8A was delivered by Boeing to NAS Jacksonville, Florida, on January 5, 2017. The first production Poseidon arrived with patrol squadron VP-30 in March 2012. Since the initial contract award the contractor has reduced production costs by more than 30 per cent, resulting in savings of

$2.1 billion to the US Navy. All six of the Atlantic Fleet patrol squadrons have completed conversion from the P-3C to the P-8A and transition of the first Pacific Fleet squadron is under way. Boeing is building 117 of the modified 737s for the Navy; conversion of the entire fleet is scheduled for 2019.

Marine Corps Lightning II fielding plans shifted As part of its 2017 Aviation Plan the US Marine Corps has revised its F-35B fielding schedule. The deputy commandant for aviation, Lt Gen Jon Davis, announced on February 8 that Marine Fighter Attack Squadron (VMFA) 122, which currently operates F/A-18Cs at Marine Corps Air Station Beaufort, South Carolina, will become the service’s third operational Lightning II unit. The ‘Werewolves’ replace Marine Attack Squadron (VMA) 311, which flies the AV-8B at MCAS Yuma,

and joined Marine Aircraft Group (MAG) 12 on January 18. Three more arrived on January 19 and the final group of five touched down on January 24. The ‘Green Knights’ will receive six additional F-35Bs later this year. According to the Marine Corps deputy commandant for aviation Lt Gen Jon Davis, the deployment required too many refuelings as a result of US Air Force plans that required the aircraft to fly through Alaska. Support was provided by four KC-10As. VMFA-121 conducted its first missions around Okinawa during the second week of February and operated from MCAS Futenma and Kadena Air Base.

Arizona, and had been tapped as the next unit to transition to the F-35B. The decision was made after the service’s independent readiness review of the Harrier force concluded that the fleet was in better shape than had been anticipated. The Harrier fleet, which is currently scheduled to be retired in 2026, has recently seen a 23 per cent increase in ready base aircraft, the USMC’s metric for aircraft that are ready to fly. VMFA-122 will move to MCAS Yuma once its transition to the

Lightning II is completed. It will be followed by Marine AllWeather Fighter Attack Squadron (VMF(AW)) 225, which operates the two-seat F/A-18D variant at MCAS Miramar, California as part of Marine Aircraft Group (MAG) 11. VMFA-314, which is also stationed at Miramar as part of MAG-11, will be the first of four Marine squadrons to transition to the F-35C carrier variant. During the briefing Davis said that increasing F-35B procurement to 37 aircraft annually from the planned

rate of 20 from 2018-21 would allow both the AV-8B and the ‘legacy’ Hornet fleets to be phased out by 2026. The moves come on the heels of the announcement by Davis that more than half of all Marine Corps fixed- and rotary-wing aircraft, 439 of 1,065, were not flyable at the end of 2016. In fact, only 72 of the 171 F/A-18s under the Marine Corps’ control (around 42 per cent) were flyable on December 31. Although the corps is responsible for 280 ‘legacy’ Hornets, 109 of the aircraft were either undergoing or being prepared for depot-level maintenance at that time.

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‘Tigertails’ arrive in Japan Mayport selected as Triton base Five E-2Ds operated by Carrier Airborne Early Warning Squadron (VAW) 125 arrived at Marine Corps Air Station Iwakuni, Japan on February 2, 2017. The ‘Tigertails’ will replace ‘Liberty Bells’ of VAW-115 as

the early-warning squadron assigned to Carrier Air Wing (CVW) 5, which is assigned to the USS Ronald Reagan (CVN 76) Carrier Strike Group as part to the US forward-deployed naval forces.

E-2D BuNo 168989 from VAW-125 taxies after landing at its new home at MCAS Iwakuni on February 2, 2017. The ‘Tigertails’ moved in from Naval Station Norfolk, Virginia. US Navy/MC1 Gabriel S. Weber

King Stallion costs increase The US Marine Corps deputy commandant for programs and resources confirmed that the cost of its heavy-lift CH-53K King Stallion helicopter has risen by 22 per cent over initial estimates. The service confirmed the increase during a March 10 hearing held by the House Armed Services Tactical Air and Land Forces sub-committee. The increase is below the 30 per cent window that would require the DoD to notify Congress of the breach in accordance

with the requirements of the so-called Nunn McCurdy provision. According to the latest estimates the initial King Stallions will cost around $122 million per copy compared to initial estimates of $95 million each. The Marine Corps plans to purchase 200 CH-53Ks from Sikorsky Aircraft. Although the project has experienced a number of technical difficulties the Marine Corps is confident that the King Stallion will reach initial operational capability in 2019.

Air Wing 14 deactivateD The Navy’s 10th carrier air wing was disestablished when carrier air wing CVW-14 stood down at NAS Lemoore, California, on March 31. The air wing, which has not deployed since 2011, had originally been scheduled for deactivation in 2012. Although those plans were reversed the Navy has not had sufficient squadrons to fill the wing. It is being deactivated in accordance with the 2017 National Defense Authorization Act, which permits the Navy to reduce the number of CVWs to nine until it has as sufficient number of deployable aircraft carriers to justify a 10th air wing, or until October 1, 2025, whichever comes first.

Three squadrons that had been assigned to CVW-14 will be disbanded. The affected units comprise helicopter sea combat squadron HSC-15 at NAS North Island, California, strike fighter squadron VFA-15 at NAS Oceana, Virginia, and carrier airborne early warning squadron VAW-112 at NAS Point Mugu, California, which respectively operate the MH-60S, F/A-18C and E-2C. Whereas HSC-15 deactivated on March 31, VFA-15 and VAW-112 stood down on May 31. The comes at the same time as President Trump has called for the size of the Navy’s carrier fleet to be increased to 12 ships.

US Navy Fleet Forces Command has announced plans to operate its East Coast-based MQ-4C Triton unmanned air systems from Naval Station Mayport’s Admiral David L. McDonald Field in Jacksonville, Florida. The Tritons will be operated by personnel assigned to unmanned patrol squadron VUP-19 located nearby at NAS Jacksonville. The decision to base the air vehicles at Mayport followed environmental assessments that also considered NAS Key West, Florida and the National Aeronautics and Space Administration (NASA) Wallops

Flight Facility in Virginia. Because the main body of VUP-19 is located at NAS Jacksonville, alongside the manned P-8A squadrons, it will be considered the main operating base (MOB), and around 400 maintenance personnel will be assigned to the forward operating base (FOB) at Mayport. Construction of a new Triton facility at Mayport will begin later this year and the first of eight MQ-4Cs will arrive at the station in 2020. Tritons and Poseidons will operate alongside one another as part of the Navy’s manned/unmanned teaming.

A CH-53K returns to the Sikorsky Development Flight Test Center in West Palm Beach, Florida, after completing the King Stallion’s first gun firing test mission on March 22, 2017. US Marine Corps

CH-53K King Stallion production approved Sikorsky’s CH-53K Heavy-Lift Replacement program has received approval from the Department of Defense’s acting Under-Secretary of Defense for Acquisition, Technology and Logistics to place the King Stallion into low-rate initial production (LRIP). The contractor received the Milestone C decision on April 4. Development of the CH-53E replacement began in 2006. Since making its first flight in October 2015 the fleet of four engineering development and test aircraft has chalked up nearly 500 total flight hours. A ground test vehicle at West Palm Beach has logged 491 hours of evaluation and has been stressed to 140 per cent of its design loading. Testing has thus far been carried out at Sikorsky’s Flight Development Center in West Palm Beach, Florida, but will be moving to NAS Patuxent River,

Maryland in the near future. Two additional system development test articles are under construction and Milestone C decision allows production of two Lot 1 LRIP helicopters to get under way. Development is scheduled to be completed in spring 2019 and the King Stallion will achieve initial operational capability (IOC) in 2021 with eight examples delivered. A full-rate production decision will follow by fiscal 2021. Annual deliveries will reach 24 aircraft per year in fiscal 2026 and will be completed in 2031. Whereas production of the developmental aircraft was carried out at the Florida facility, final assembly will be relocated to the contractor’s Stratford, Connecticut location. The Marines plan to acquire 200 CH-53Ks that will be operated by eight active-duty squadrons, one training squadron, and two reserve squadrons.

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Navy T-45 Goshawks grounded VADM Mike Shoemaker, commander, Naval Air Forces, extended an initial three-day grounding for the US Navy’s fleet of T-45 Goshawk fast jet training aircraft in April amid reports from pilots of oxygen starvation in the cockpit, leading to hypoxia. Pilots raised concerns about safety and the risks associated with physiological episodes (PEs) being caused by the oxygen breathing system in the T-45C. The Navy implemented an operational pause for its T-45C fleet on April 5. In a statement released following a visit to NAS Meridian, Kingsville and Pensacola, VADM Shoemaker released a statement: ‘It was important for me to hear directly from the pilots and share with them all the ongoing efforts to tackle this problem. I have been tracking these events in both the

The Navy returned its T-45s to limited flight operations as of April 18. US Navy

T-45 and F/A-18 fleets, but a recent spike in T-45 events was cause for the operational risk management (ORM) pause the pilots initiated and my directed operational pause that followed. ‘Although we have taken an ‘unconstrained resources’ approach to this problem, meaning we are dedicating our best people to find solutions and allocating necessary money toward mitigation measures despite current fiscal constraints, we are still seeing a rise in these events. ‘As I have shared before in messages to the force, I am fully prepared to limit or curtail flight

MQ-8C tested at sea The US Navy’s unmanned MQ-8C completed dynamic interface testing aboard the littoral combat ship USS Montgomery (LCS 8) on April 11. The tests verified the MQ-8C launch and recovery procedures and interoperability between the unmanned helicopter and the ship. Additionally, the testing was used to determine the flight envelopes

to safely execute MQ-8C flights from Independence-class ships under a variety of pitch, roll and wind limits. The Fire Scout test team carried out more than 37 recovery evolutions over seven days. The MQ-8C variant received approval to enter low-rate initial production in early April and it begin initial operational test and evaluation in fall 2017.

Northrop Grumman personnel conduct ground turns and telemetry tests of MQ-8C BuNo 168455 aboard the USS Montgomery at Naval Base San Diego, California. US Navy/MC3 Zachary Eshleman

operations if our fleet leadership team determines the risk to our aircrew cannot be mitigated to an acceptable level. After frank discussions with the aircrew, leadership staffs and engineers, I will extend the operational pause for at least a week to allow time for our engineers to do a deeper dive into T-45 systems and for leadership to determine additional mitigation measures that will reduce the risks associated with the T-45 oxygen breathing system. ‘We are seeking input from the pilots and they have shared some innovative ideas that we are

evaluating as possible paths forward as we continue to identify the root causes of the PEs. During the calls, I reinforced the importance of the ORM process, and acknowledged the instructors’ concerns and the use of that tool as the mechanism for last Friday’s pause.’ Testing has been carried out on the T-45’s on-board oxygen generating system (OBOGS) and finding a solution is said to be a top priority. Indeed, squadrons were reported to be back in limited flight operations from April 18, though student flying had not recommenced.

Sea UPGRADE plans The US Navy is making plans to upgrade its MH-60R and MH-60S Seahawk helicopter fleets. It will begin a service-life analysis program (SLAP) for the MH-60S next year with another for the MH-60R following in 2020. The SLAPs will support development programs for the structural airframe, electronic and hydraulic improvements structural life extension and mid-life upgrade programs, planned for the mid-2020s. The upgrades will be incorporated as retrofit kits for installation from around fiscal 2027. Coinciding with the service life-extension, the Navy plans to install avionics, mission system, computing,

sensor and targeting capability improvements along with lift and power upgrades. Those efforts will likely include new main and tail rotor blades and upgrades for the helicopter’s General Electric T700-401C engines. The Navy plans to retain both models until the 2040 time frame when development of the ‘MH-XX’ Seahawk replacement aircraft should be completed. The MH-XX will likely be developed from the US Army-led Future Vertical Lift (FVL) program. The Navy has already accepted its entire fleet of 275 MH-60S models and just 37 of the planned fleet of 280 MH-60Rs remain to be delivered.

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BASE REPORT VFA-103’s ‘CAG bird’ returns to the flight line at NAS Oceana after a local air-to-air training mission in April.

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MASTER

JET BASE Naval Air Station Oceana, Virginia, is the home of Strike Fighter Wing Atlantic. The Yearbook caught up with two of its most famous squadrons, Strike Fighter Squadron (VFA) 103 ‘Jolly Rogers’ and VFA-211 ‘Fighting Checkmates’.

report and photos: Jamie Hunter O FEWER THAN 16 US Navy strike fighter squadrons call NAS Oceana, near Virginia Beach, home. Little wonder it’s known as a ‘Master Jet Base’. There are more jets here than in most respectable air forces. It’s a place where you truly feel the scale of the US military. Along with scale comes capability. Strike Fighter Wing Atlantic Fleet, which is headquartered at Oceana, is the cornerstone of the US Navy’s air power might on the east coast, which in turn underpins a constant succession of carrier air wing (CVW) deployments that project strategic might around the world. With only a handful of ‘legacy’ Hornet squadrons remaining, Oceana is very much the domain of the Super Hornet. Squadrons don’t come much more famous than the ‘Jolly Rogers’, which returned to Oceana from a recordbreaking cruise last July and are now gearing up for their 75th anniversary next year. Formed as Fighter Squadron (VF) 17 — an F4U Corsair unit — in January 1943, the ‘Jolly Rogers’ have had a number of guises, now as VFA-103. They have

been flying the F/A-18F Super Hornet since 2005. ‘On January 1, 1943, VF-17 started the ‘Jolly Rogers’ right in the middle of WW2, and 75 years later here we are as VFA-103’, says commanding officer CDR Dave ‘Omed’ Casteel. ‘It has such a history, such a famous logo, that people wanted to keep it. When VF-84 got decommissioned in 1995, the boss of VF-103 changed [the squadron name from] being the ‘Sluggers’ to the ‘Jolly Rogers’. We honor the ‘Sluggers’ every Thursday when we wear ‘Slugger’ patches. We’ve gone through several designations but the ‘Jolly Rogers’ have endured.’ VFA-103’s last operational deployment was with Carrier Air Wing (CVW) 7 aboard the USS Harry S. Truman (CVN 75) from late 2015 into 2016. It saw the unit spending eight months away from home and notching up some impressive milestones in Operation ‘Inherent Resolve’ in the Fifth Fleet area of responsibility (AOR). ‘We came home having dropped almost 500 bombs’, says Casteel. ‘It was the greatest number of precision-guided bombs a naval squadron has ever dropped on a deployment’. CVW-7 as a whole expended 580 tons of ordnance during 1,407 sorties against the so-called Islamic State (IS), exceeding the weight and numbers dropped by all previous carrier deployments. Casteel adds: ‘The beauty of the two-seat [Super Hornet] community is that we can task-share. As the pilot is maneuvering the jet, the WSO

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[weapons system officer] is making sure the systems are set up to get the weapons on target. We think we can do it faster and more efficiently.’ Casteel’s squadron is now back home at Oceana. ‘We are in our maintenance phase right now, concentrating on getting our airplanes back up to speed after the long deployment and [completing] aircrew qualifications’. The ‘Jolly Rogers’ are actually in an enviable position, having received a complement of 12 brand-new Lot 35 F/A-18Fs when they returned from deployment. ‘It’s nice having new jets — they are holding up very well’, says Casteel. A squadron’s maintenance phase is much more than just a time to fettle the jets. Navy life is tough, with long deployments, so it’s important for the squadron’s personnel to have some downtime at home with their families. ‘Normal work’, as Casteel calls it, ‘because once we start work-ups, it all ramps back up; we get very busy ahead of our deployment.’

Versatile all-rounder You’d struggle to find anyone at Oceana who has a bad word to say about the Super Hornet. It can turn its hand to a wide range of missions, and do them all well. However, most pilots will tell you that it is not in the performance class of an F-15 or F-22, and that additional thrust would be high up their wish-list.

CDR Casteel is a graduate of the US Naval Test Pilot School at NAS Patuxent River, Maryland and has flown operational assignments as both a radar intercept officer (RIO) in the F-14B Tomcat and a WSO in the F/A-18F. ‘Our balance of air-to-air versus air-to-ground in between deployments is roughly 60-40’, he comments, ‘but as we ramp up towards deployment it shifts to us doing more air-to-ground’. This reflects the real-world role that is absorbing most of the US Navy strike fighter community’s time at present. He adds: ‘Air-to-air is more challenging, as there’s a lot more to know about that role. If we are flying DCA [defensive counterair], for example, we might call upon our sister squadrons for Red Air support, and then we would reciprocate. Plus we have been on the road working with the F-22s down at Tyndall, plus to Nellis to fly CAS [close air support] with the A-10s out there. The US Air Force has been vocal about its need to enhance its air-to-air training capabilities and is now turning to contractor air services for nearterm support. For the Navy at Oceana, Nordeen says that a large proportion of the air-to-air work is conducted in-house, with some support from the likes of ATAC (Airborne Tactical Advantage Company), which operates out of nearby Newport News.

Right: Upon returning from its recent combat deployment, VFA-103 traded in its existing F/A-18Fs for new Block 35 models. US Navy/ LT Charlie Escher Above left to right: A TOPGUN graduate pilot and WSO walk out to their F/A‑18F on the flight line at VFA-32. CDR Dave ‘Omed’ Casteel, commander of VFA-103 ‘Jolly Rogers’.

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NAS OCEANA ‘We have some contractor support in our air-to-air evolutions, and that’s great because we get to have dedicated professionals in our simulated scenarios, plus it means we don’t utilize our assets to produce our own Red Air. We also have the chance to detach and work with fourthand fifth-generation aircraft for fighter integration. In our maintenance phase we probably have three or four opportunities to detach to a different base for two weeks to work with local assets and we’ve done this recently with F-22s and F-35s — it’s important to understand each other’s capabilities.’ Typical day-to-day flying from Oceana sees the squadrons working out over the Atlantic Ocean range complexes. They also remain current in low level, flying inland over the West Virginia Mountains, plus dropping training rounds on the east coast weapons ranges.

Training at home station A short walk along the flight line at Oceana takes you past a succession

of hangars emblazoned with the unmistakable insignia of many famous naval fighter squadrons. VFA-211 ‘Checkmates’ is no exception, and its Brutus character badge heralds your arrival at yet another prestigious unit. The ‘Checkmates’ CO is CDR Michael ‘BC’ Nordeen, a former Tomcat pilot with over 2,000 hours in the Grumman fighter. VFA-211 is assigned to CVW-1, and is a little further down the deployment cycle, having returned from its last cruise aboard the USS Theodore Roosevelt (CVN 71) in November 2015. Like VFA-103, the ‘Checkmates’ fly the F/A-18F and spent most of their last deployment flying missions over Iraq and Syria in the Fifth Fleet AOR, again exclusively flying CAS in its combat roles, but also operating as tankers and the important role of protecting the carrier strike group. ‘We’ll start a deployment cycle very soon’, says CDR Nordeen. ‘We’ll start to fully flesh out our full complement of 17 aircrews to operationally support 11 strike fighters. Our flying hours will also

‘The beauty of the two-seat Super Hornet community is that we can task-share. As the pilot is maneuvering the jet, the WSO is making sure the systems are set up to get the weapons on target’ CDR DAVE ‘OMED’ CASTEEL US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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start to increase substantially, and we will increase the complexity of our mission sets in terms of size, scale and scope.’ Of the requirements as the squadron turns its focus towards a new deployment, Nordeen says: ‘You want at least four or five pilots that can lead a division [fourship], plus a couple of air wing mission commanders. As we go through our workups, some of the more senior aircrew that have multiple deployments under their belts will be trained in a syllabus for the air wing-size mission. We can do that here, or maybe up at Fallon.’ Each F/A-18F squadron typically includes two training officers — one pilot and one WSO. They will both be ‘patch-wearers’: graduates of TOPGUN, the Navy Fighter Weapons School at Fallon, Nevada. ‘They are specifically tasked with training the squadron on the tactical side’, explains Casteel. ‘They are right up to date on the

latest strike fighter weapons and tactics syllabus that the young new lieutenants go through when they arrive here on the squadron.’ Those newly fledged naval aviators will have completed a level one syllabus at the Fleet Replenishment Squadron (FRS). They arrive at the fleet squadron having had a basic grounding in tactical flying, and are ‘ready to be trained as a combat wingman’, as Nordeen adds. This is the level two syllabus. ‘Over the first six months we evaluate them, teach them how to aerialrefuel from all platforms; they only get a basic introduction to tanking on the FRS. We get them qualified at night on NVGs [night vision goggles] and flying with JHMCS [the Joint Helmet-Mounted Cueing System].’ Once a new pilot achieves combat-ready status as a wingman the subsequent major milestones are level three: flight

lead [two-ship], and level four: division leader [four-ship]. Nordeen says: ‘The goal is that your average aircrew achieves division-level qualification during an operational tour.’ Delving further into the typical construct of a Navy strike fighter squadron, Casteel adds: ‘The training officers are typically mid-career. When they are in the squadron they are typically picking up LCDR. In addition to the training officers, we have several other TOPGUN graduates who are our department heads’. These are similarly prestigious and important posts covering administration, safety, maintenance and operations. Squadrons also have subject matter experts (SMEs) on specific weapons types and systems. ‘If we have questions about a specific capability, these are our go-to guys’, says Nordeen. ‘At TOPGUN they

Above: CDR Michael Nordeen pre-flights his F/A-18F Super Hornet for a mission from Oceana.

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Below: The two-seat Super Hornet community is specialized in the Forward Air Controller (Airborne) mission.

with the Hawkeyes from NAS Norfolk frequently’, says Nordeen. ‘They control our training events and we are highly integrated with them.’ Casteel adds: ‘We have an air wing staff on the base and they act as the go-betweens with our sister squadrons. In the Hornet community we remain in constant contact through our operations officers. In fact, we are always doing things together because we’re on the same deployment timeline.’ Once a deployment is scheduled, the squadron’s focus shifts from the maintenance phase into work-ups, which will encompass the full range of potential missions. ‘We start work-ups with the traditional ‘crawl, walk, run’ approach’, says Casteel. ‘SFARP [Strike Fighter Advanced Readiness Program] is a squadron-based training event, and we have both air-to-air SFARP and airto-ground. It can be conducted here, or down at NAS Key West, or out at Fallon’. The SFARP program is tailored to ensure an individual squadron has the building blocks in place for its work-ups. ‘We start to work much more with our air wing partner squadrons, ultimately ramping up to work as an entire carrier strike group [CSG] in a joint environment’, Casteel describes. Indeed, the CVW will deploy to the carrier for a number of training evolutions including Air Wing Fallon and COMPTUEX in which they execute the full scale and scope of the Air Wing mission, integrating with the carrier and the strike group.

Mission sets Both the single-seat F/A-18E and two-seat F/A-18F squadrons share very similar mandates, the only real delineation being the forward air controller (airborne) mission. This is the sole domain of the two-seat community, and commands a special qualification. ‘The F-model squadrons are the only units in the strike fighter community that do the FAC(A) mission’, describes Casteel. ‘We spin that qualification up in the maintenance phase; in fact we have a couple of guys going through it right now. They become our CAS experts. The simulator is really useful for that work-up initially because they can see how it all works before they do it for real in the jet. We can get them into some target complexes; they can see artillery and bombs going off.’ The F/A-18F is well equipped for this role, the WSO having a large 8 x 10in multi-function display with which to view imagery from the ATFLIR pod. An iPad system is available on combat operations, able to display annotated and labeled maps of particular ‘kill boxes’ as well as charts and other pertinent information. In Casteel’s words, ‘FAC(A) is about a crew taking control and directing other strike assets. We only did this once during our last deployment and it’s more geared towards the bigger fight with our ground forces’. He explained that in Operation ‘Inherent Resolve’ the FAC(A) is often unable to get a clear picture of what’s happening on the ground, and that rules of engagement often precluded its use.

become unparalleled SMEs in specific topics. They then teach the weapons school and act as our training officers. TOPGUN is ultimately responsible for training the trainers who then become our weapons school instructors. We have one weapons school here and one at Lemoore. They regularly embed with us for tactical training evolutions and fly with the squadrons to evaluate the flight upgrades — they give us an outside viewpoint and their recommendations. They are also focused on fleet integration, they provide lectures, and prepare us for our deployment work-ups.’

Work-ups During the maintenance phase, each squadron plans some level of interaction with its sister air wing squadrons, typically the locally based units. ‘We work

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‘We took [AGM-65] Maverick on some missions while we were deployed, but it’s typically used to attack armor. The GBU-54 Laser JDAM [Joint Direct Attack Munition] was our weapon of choice for moving targets’. Fast jets have often been down low strafing targets, but Casteel says his squadron didn’t do much of this on the last deployment. ‘There are certain situations where we do it, but we didn’t see those’. He adds that it’s seen as a riskier tactic, but one that will be undertaken if the situation demands it. While recent combat operations have been largely biased towards CAS in an uncontested environment, the Navy strike fighter community is well aware of the need to retain high-end skills.

There is a useful read-across between the two situations. ‘The high-end mission training is translatable’, says Nordeen. ‘If you can do it in a denied, non-permissive environment, it becomes much simpler in an uncontested scenario.’ Weapons such as the 500lb GBU-54 are not only very accurate, but also make the Super Hornet more versatile. The jet is unable to recover to the ship with a heavy load-out due to weight restrictions, so the smaller weapons allow it to ‘trap’ even if the weapons haven’t been expended. ‘We have 11 weapons stations, and that would be a lot to bring back to the ship’, explains Casteel. ‘It would mean we’d have very little fuel when we hit the ramp for the first time. You want at least a couple of looks

at the recovery. If you hit it just right the hook can bounce and you miss the wires’. For a Super Hornet it’s a case of retaining sufficient recovery fuel, but not at the expense of bringing unused weapons back to the ship. The tanker mission is a less glamorous, but equally important, role for the Super Hornet. ‘After flying intense combat missions it’s nice to jump in the tanker and enjoy flying for a bit’, says Casteel. CDR Danny ‘WAD’ Westphall is the executive officer at VFA-103. He adds: ‘The tanker fit with five tanks creates a lot of drag. It makes recovery to the ship and flying the ‘ball’ a little bit more challenging — you’re susceptible to wind gusts, for example — but it’s a nice change of pace when you’re on combat operations.’

Left: AIM‑9Xs and an inert 500lb iron bomb await loading at Oceana. For the more complex weapons such as the AGM-154 JSOW, crews will hone their skills in the simulator, rather than with live rounds. Below: Super Hornet crews rave about the reliability of the jet, which is known affectionately as the ‘Rhino’.

Back to the boat In addition to the complex range of missions that Super Hornet crews are expected to undertake, there is of course the day-to-day routine of operating from an aircraft carrier when on deployment. Flying from the boat has always brought with it a unique set of challenges, from the burden of fatigue

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Magic Carpet will also have a profound effect on the way a landing signals officer (LSO) does business. ‘Training a new LSO takes literally thousands of passes’, explains Nordeen. ‘For a deployment we target having four LSOs and we have one from each squadron out on the deck every day’. Naval aviators pinpoint bad weather as one of the most demanding factors in carrier recoveries. ‘I’ve landed zerozero’, Nordeen continued. ‘In those poor weather conditions, when the LSO sees your lights he or she starts talking to you. It’s literally a two- or three-second look at the boat before you touch down!’

Squadron ethos

on the aircraft to the need for the pilots to maintain constant currency. Nordeen remarks: ‘Launching from the ship you’re really just along for the ride. The main concern for me is a malfunction; you’re slow and heavy, flying just 60ft above the water. So, you maintain a constant scan to check everything is working correctly. You set your trim based on weight and load-out, set the throttle for launch and then put your right hand up on the bar. Once you’re safely away from the carrier you grab the stick and fly away. It’s not autopilot, just trim. ‘As we ramp up towards a deployment we have dedicated periods where we focus on landing. In fact, it becomes the primary training objective. I wouldn’t say it’s a big demand, but it’s not insignificant. Here at the field we have a Fresnel lens and dummy deck marked out on the runways, so every single approach is flown as if we are at the boat. We also get a few opportunities to fly out to a carrier off the coast from here. Generally opportunities arise as they accommodate an FRS and we can tag onto that.’ The Navy is, however, rolling out a new system that is starting to revolutionize the way it flies approaches to the carrier, known as Magic Carpet. This flight control software package developed by the Navy and Boeing means the pilot essentially chooses a flight path and the computer keeps the aircraft on it. ‘I’ve seen it and it’s proving to be really effective’, says Nordeen. ‘For a new aviator without a great deal of experience, these investments will make it considerably safer and simpler to operate from the boat — it significantly reduces the workload,

Above: CDR Danny ‘WAD’ Westphall is the executive officer at VFA-103. Below: CDR Nordeen performs his walk-round checks preflight.

and so time and effort spent on the admin of getting aboard the ship can be directed towards other training.’ ‘The feedback is really good’, says Westphall. ‘It reduces the bolters [missed traps] and increases safety. The pilot puts the velocity vector where he or she wants to touch down. You can input the speed of the ship and the system generates a computed impact point. The pilot still has to input the line-up corrections and make minor glideslope corrections, but this has added a level of automation.’ Magic Carpet could have a major impact on the burden of training for carrier landings. The results have been astounding. It has reduced pilot inputs in the final phase of flight by as much as 90 per cent.

The often unsung heroes of a squadron are the maintainers. A typical strike fighter unit will have a complement of 220 dedicated mechanics. Nordeen says: ‘The vast majority of the maintenance work is done here in our hangar by our maintainers. They too follow a training model, working up to being a plane captain, qualified mechanic, and then qualified journeyman. We build them in house and so over time we get the experience we need. Living and working on the carrier is cramped and hard work but we are still able to attract the right caliber of people — they are proud to contribute to the team. Squadron ethos gives that added value.’ This year, VFA-211 won the covered Mutha Trophy at Oceana, awarded to ‘the best fighter squadron’. Nordeen attributes the win to hard work, plus the squadron’s espirit de corps. ‘We have a tight-knit group that made it a goal to win.’ Acknowledgement: The author thanks Mike Maus, public affairs Naval Air Force Atlantic, and all at VFA‑103 and VFA-211 for their assistance in the preparation of this feature.

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UNIT REPORT

MARINE TESTERS VMX-1 is the Marine Corps’ specialist operational test unit. It has brought together all the elements that are shaping the future of Marine aviation. report and photos: Jamie Hunter

ARINE CORPS AVIATION is changing. The vision from the very top of the command chain is one of integration of advanced assets. Think F-35, MV-22, AH-1 and unmanned systems, to mention just a few of the pillars that will support the future of the Aviation Combat Element (ACE). Pivotal to this vision is the establishment of a single unit to oversee the advances that

are in train and ensure the harmonization of various advanced platforms. This unit is Marine Operational Test and Evaluation Squadron (VMX) 1. The importance of VMX-1 is such that its commander reports directly to Marine Corps headquarters and to the head of Marine aviation. ‘[VMX-1] is a single conduit for all Marine Corps aviation across the spectrum’, explains Col George ‘Sack’ Rowell, the commander of the most diverse flying unit in the Corps. ‘It’s about the breadth and depth of what this

squadron touches and the influence it has on Marine aviation.’ Headquartered at Marine Corps Air Station Yuma, Arizona, VMX-1 maintains a clear watch on a wide range of programs, from the MV-22B Osprey tilt-rotor to the RQ-21 Blackjack unmanned aerial vehicle and the F-35B Lightning II. Redesignated from VMX-22 in May 2016, the unit’s new identity coincided with the centralization of its headquarters at Yuma, so that it can sit side-by-side with the resident Marine Aviation Weapons

With the magnificent Picacho Peak in the background, Maj Jack Cronan flies a VMX-1 F-35B at sunset during a mission from MCAS Yuma.

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VMX-1

and Tactics Squadron (MAWTS) 1 to create the synergy desired to drive the concept forward. ‘Yuma is a special place in Marine aviation’, says Rowell. ‘The vision to bring VMX-1 here is something we are working hard every day to realize. I believe this place is having an impact because we touch every TMS [type, model, series].’ The MV-22B, AH-1W/Z, UH-1Y and unmanned sectors, as well as command and control, have been centralized here. Others remain distributed for the time being, but the ambition exists to co-locate most of these at Yuma by the end of the decade. The CH-53K King Stallion is currently at the Sikorsky facility at West Palm Beach, Florida, and will move to Naval Air Station Patuxent River, Maryland. The VMX-1 CH-53E team remains at MCAS New River, North Carolina, while Harrier and Hornet testing has stayed at Naval Air Weapons Station China Lake, California and may well continue to do so. ‘All of my F-35 guys are currently up at Edwards AFB’, explains Rowell. ‘I have a detachment commander there, Lt Col John ‘Guts’ Price,

who is the slated commander of Marine Fighter Attack Squadron [VMFA] 122 ‘Werewolves’, the next operational F-35B squadron.’ Lt Col Brett Hart is the executive officer (XO) at VMX-1. An experienced MV-22 pilot of 11 years, Hart has a diverse role at Yuma.

‘We are a unique test and evaluation agency covering everything — manned, unmanned and aviation-related ground systems. The idea of pulling together Marine Corps aviation under one agency is new, but it’s no coincidence that we are here at Yuma. It was designed for us to

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UNIT REPORT

sit alongside MAWTS-1. Our work often involves developing the initial TTPs [tactics, techniques and procedures] for each community and system, so we work closely with MAWTS-1 in that regard. ‘I’ve got to keep my eye on everything’, explains Hart. As well as keeping tabs on staffing, the administration, maintenance and communications within the squadron, he is the senior Osprey pilot. ‘All of our pilots are operationally experienced aviators and combat veterans. That’s an important part of our mission, because we need to look at these new systems with operationally representative aircrews and maintainers to judge if they are suitable for operational Marines under real-world conditions. While we don’t have brandnew pilots, a handful of our maintainers are fresh out of school.’

Osprey test Maj Nathaniel Ross is the operational test director for the V-22 at VMX-1, responsible for the various Osprey test projects and the planning, execution and subsequent reporting. ‘We have a good relationship with people out in the fleet, but being right next to MAWTS-1, they work and train with the fleet squadrons all the time’. He explains that a lot of the operational testing is fairly black and white — measuring a set of parameters and using that data to endorse findings on a particular system. ‘We work closely with the development test V-22 guys at [Air Test and Evaluation Squadron] HX-21. In an attempt to streamline testing — we often found that separate testing ended up collecting the same data — we often combine for what we call integrated test.

This would mean you’d have an HX and a VX pilot in the front seats, and we’d then go off and separately analyze the results. ‘The Osprey is now really in its third stage of evolution. The first phase was to just get it into service. We see phase two as when our commanders began to recognize the value of this platform, so it was things like long transoceanic deployments. That kind of thing made people nervous initially, but now it’s common. Phase three is about the new capability sets, things the Osprey was never designed for such as in-flight refueling and weaponization. We are also looking at electronic warfare roles with the Intrepid Tiger Block X and VMX-1 will be a big part of that.’ Ross and his team are in the middle of a project to evaluate an upgraded radar threat detection system. This is an

The MV-22B is being evaluated with a new defensive aids suite.

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Above: VMX-1 boss Col George Rowell in an F-35B. Below: All AH‑1W/Z and UH-1Y operational testing is now centralized at Yuma. This ‘Whiskey’ is one of the only examples remaining on the west coast.

are all being evaluated to help define the requirements and ultimately inform a Marine Corps decision with regard to armament for the MV-22B. ‘A weaponized Osprey is something that needs to happen to meet certain missions’, Ross comments. ‘We out-range ‘Hueys’ and Cobras, so that puts us in a spot where we’ll need to defend ourselves’. Central to turning the Osprey into a ‘gunship’ will be a new telescopic forward-looking infra-red sensor and laser designator, which is currently in the requirements phase. Ross adds that the V-22 Aerial Refueling System (VARS) is still in developmental test, but it’s something he and his colleagues expect to see at VMX-1 soon.

Another important Osprey project is the V-22 Common Configuration Reliability and Maintainability (CCRAM) program that adds new wiring, new common avionics and new engine nacelles. The latest Ospreys are delivered in Block C standard. The Marine Corps still flies Block A and Block B variants, but there are separate configurations within those blocks. This has a particular impact on maintainability, which is particularly challenging in the nacelle area. The common configuration is hoped to dramatically address this. Hart sums up the tilt-rotor from his perspective. ‘The Osprey is a very different aeroplane now compared with

integrated threat warning system for the Osprey that is dovetailed into the main cockpit avionics. ‘One of our side projects involves working with the F-35 ‘Agile Lightning’ project. That is a proof of concept for distributed STOVL [short take-off and vertical landing] operations — we go and set up a forward arming and refueling point [FARP] to support the F-35s with our MAT [mission auxiliary tank] kit.’ Ross explains that the recent forwardfiring laser-guided 2.75in rocket trials for the Osprey represented a proof-ofconcept demonstration, and something that remains in the requirements phase. Forward-firing rockets, missiles, fixed guns, a chin-mounted gun, and a possible 30mm gun along with guided bombs deployed from the rear ramp

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UNIT REPORT Current F-35B doctrine within the Marine Corps is dedicated to the high-end fight. However, progression to more traditional low-level close air support is expected.

when it first entered service. We have learned a lot. Early in its operational history with the Marine Corps there was a lot of skepticism. As people saw what it can do it went from being the platform people didn’t want to touch to being the platform of choice. In fact, today, demand exceeds supply. We are being asked to embrace new roles because we have the speed, range, payload and the ability to get in and out of landing zones that were previously only used by helicopters.’ The addition of advanced weapons will better facilitate the Osprey-centric tactic known as mounted vertical maneuver, whereby the Marines can use its speed and agility for surprise assaults. The Marine Corps has also revealed that it is in the early stages of planning to build a

new, high-tech MV-22C variant to enter service by the mid-2030s.

F-35 testing VMX-1 has four F-35Bs at Edwards AFB, California. They are a key element of the Joint Operational Test Team (JOTT) effort there, a task overseen by service and partner nation operational test authorities (OTAs). The JOTT work at Edwards encompasses the British and Dutch operational test units, plus the US Air Force F-35As and US Navy F-35Cs, for a co-ordinated effort. Until now, operational test work has been geared towards signing off particular elements as they are passed across from development test (DT) in order to bring about initial operating capability (IOC), which the Marine Corps declared in

2015, and other operational landmarks. Attention is now turning towards preparation for initial operational test and evaluation (IOT&E) and the critical Block 3F software capability that is required to begin this phase. The late availability of this software ‘drop’ for the F-35 has now formally delayed IOT&E. ‘The JPO delayed Block 3F because of software development’, explains Maj Jack ‘Norm’ Cronan, one of the VMX-1 F-35B pilots at Edwards. ‘Our formal test work is driven by the JOTT, but because we fall directly under Lt Gen Davis we have also been tasked with some of the highervisibility Marine Corps-driven events’. These have included live weapons events, integrated fire control, expeditionary and shipboard operations, as well as an international deployment to the UK.

Right top to bottom: Lt Col Brett Hart is the executive officer at VMX-1. In the spring of 2017 the VMX-1 test team was evaluating new nuclear, biological and chemical protective flying equipment. VMX-1’s AH-1W thumps back into the pattern at Yuma.

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‘At this point we have one Block 3F-configured aircraft. We have typically been on parity with the fleet as far as software blocks are concerned, but right now we are a little bit ahead of the operational squadrons in terms of capability.’ Now that official IOT&E has been slid back until at least 2018, Cronan and the Edwards VMX team are adjusting their near-term plan. ‘For the next few months we are going to focus on feedback that we’ve received from the fleet. That means we’ll be looking at 15 to 20 items that the fleet wants more fidelity on, so they can further develop their tactics, techniques and procedures.’ The VMX F-35 team has been heavily involved in the highest-profile F-35B events of recent years. ‘The operational US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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UNIT REPORT

test [OT] work is probably not the majority of what we do, but it’s definitely the priority’, says Rowell. ‘OT is statutorily required, so it is probably the most supervised and the most intensive of any of our evolutions, but in many places it’s not the most high-visibility. Things such as the UK deployment and the F-35 carrier ‘proof of concept demonstration’ last year may not be statutory operational test, but this is the place that the Marine Corps has established to do that kind of experimentation and innovation as directed by our boss, Gen Davis.’ That ‘proof of concept demonstration’ was during the F-35B’s DT-III embarkation on the USS America from late October. ‘That was what we call ‘OT assist’’, explains Rowell. ‘The development test guys at Pax River have two B-models, so there was a realization that to gain all the knowledge and test points required during that three weeks, those two airplanes and three or four pilots couldn’t physically achieve the aims. So, with the Integrated Test Force [ITF] as the lead, we were there to support. For the last few days it morphed into a VMX lead for the proof of concept.’ US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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Another recent event that VMX-1 supported was the ‘Agile Lightning’ experiment in February, looking at how the F-35B integrates into a Marine AirGround Task Force (MAGTF). Spearheaded by Marine Aircraft Group (MAG) 13 at Yuma, ‘Agile Lightning’ included VMFA211 ‘Avengers’, supported by VMX-1, ‘exercising distributed STOVL’, as Cronan puts it. ‘It’s about the ability to refuel and load ordnance at austere locations’, he adds. The exercise location was MCAS Camp Pendleton, California, and it built on previous austere base exercises at the Marine Corps Air-Ground Combat Center at Twentynine Palms, California and the Red Beach landing strip at Pendleton. ‘We are also trying to utilize the Yuma ranges more effectively’, said Cronan during a training visit from Edwards down to Yuma. ‘R-2508 up at Edwards gets busy, so we’d like to ‘hot-pit’ refuel here at Yuma and have a limited maintenance capability within VMX-1 staff at Yuma to help out with any minor issues we may have. We don’t like to tax the resident operational squadrons, so if we can do this internally it’s the best way to go.’

Above: Low and fast, a VMX-1 F-35B plies its trade over the Yuma Proving Grounds. Left top to bottom: A VMX-1 AH-1W flies near Picacho Peak. UH-1Y pilots go through last-minute details before an OPEVAL flight test. VMX-1 remains engaged in flight-testing the AH-1W, and flies the new AH‑1Z. The Viper can carry more fuel than the Super Cobra so it can stay airborne for at least 30 more minutes, perhaps even up to an hour when supplementary fuel tanks are added.

Successful completion of IOT&E will give the green light for full-rate ‘block buy’ F-35 production, a vital step in realizing reduced unit costs thanks to increased production rates and predictable long-lead item procurement. However, IOT&E won’t start until the ‘full warfighting capability’ version of Block 3F software is ready. In 2016, the JPO acknowledged that this was significantly delayed. Testing in 2016 highlighted a raft of Block 3F deficiencies, not least gun accuracy and concerns from preliminary test flights that the air-toground gun strafing symbology displayed in the helmet was ‘operationally unusable and potentially unsafe’, according to the annual test report from the director of operational test and evaluation. While many attached to the program say this is unhelpfully pessimistic, the JPO recognizes that Block 3F is well short of where it needs to be. According to the report, the flight envelope for the Block 3F-standard F-35B is unlikely to be released until at least mid2018, meaning that IOT&E could slip to late 2018, probably as late as 2019. The ultimate ambition is for the VMX F-35s to move to Yuma once IOT&E is

complete. The main issue VMX-1 will face when transferring its F-35s to Arizona is one that faces the resident operational squadrons — that of range capability in the local area in which to fully exercise the advanced systems on the aircraft. Cronan says it’s a ‘perennial problem for everyone to tax the jet’. The current location at Edwards is great for the operational test work as the JOTT can make use of the advanced Nellis Test and Training Ranges, which are relatively close to Edwards. Col Rowell says: ‘In three years’ time, the VMX picture will be whole and here, as opposed to quad-sided as we are now’. This will ultimately enable the Marine Corps to evaluate its cutting-edge systems in the round, providing a unique view when it comes to fielding new technologies. VMX-1 will remain pivotal for the future of Marine Corps aviation. Acknowledgments: The author wishes to thank Col George Rowell, Lt Col Brett Hart, Maj Michael Parrot, Maj Jack Cronan, Capt Sarah Burns and all at VMX-1 for their incredible support in the production of this feature.

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TYPE REPORT

The CH-53K is a totally new aircraft compared to the CH-53E, which it succeeds.

RIDING WITH THE KING When Sikorsky decided to name the brand-new CH-53K the King Stallion it knew the engineering challenges that lay ahead. Although the path towards developing a new aircraft is never a straightforward or easy one, things are now coming together for this heavyweight. report and photos: Yissachar Ruas US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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CH-53K

IKORSKY’S CH-53K HEAVY-LIFT helicopter project hasn’t been without trials and tribulations — the main issue being the King Stallion’s gearbox, which was completely redesigned back in 2011. But with the announcement that the aircraft achieved Milestone C in April, it seems that it is on track. The US Defense Acquisition Board having stamped its approval on Milestone C green-lights Sikorsky to start low-rate initial production (LRIP) and demonstrates the US Marine Corps’ confidence in the aircraft and its design. King Stallion development is run out of Sikorsky’s West Palm Beach Development Facility in Florida. This area is mostly wet marshland and the possibility of seeing alligators sunbathing on the grass is likely when temperatures rise, providing an added layer of security against unwanted intrusions. The facility is home to several other test projects, including the X-97 Raider.

Sikorsky was keen to draft in handpicked Marine Corps CH-53E crews early in development to join the industry team at West Palm Beach. They have played a vital role in realizing the potential of this technological marvel. The King Stallion was designed from the ground up with all the latest technology: fly-by-wire, ‘glass’ cockpit, composite rotor blades, an advanced diagnostic system and power — lots of power, so much so that it needed a split torque gearbox, a relatively new development, which allows for the provision of more power without adding weight. The troublesome gearbox needed to be redesigned due to mechanical issues, which have since, for the most part, been resolved. This is far from an upgrade of the CH-53E — it’s an evolution in technology.

Game-changer Lt Col Jonathan Morel is the CH-53K chief government test pilot, and is assigned to the project as part of Air Test and Evaluation Squadron (HX) 21. Morel is one of the key figures running the integrated developmental and experimental flight and ground tests on the four test aircraft. These are known as engineering

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TYPE REPORT

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CH-53K

CH-53K — A TESTER’S PERSPECTIVE Left: The only common component between the Kilo and the CH-53E is the in-flight refueling probe. Below: Lt Col Jonathan Morel, chief government test pilot for the CH-53K. CH-53K BuNo 168778 is the first flying test aircraft, known as EDM-1. Sikorsky

John Rucci is Sikorsky’s CH-53K project pilot. He comes from a CH-53E background, including combat tours in Iraq. Rucci points out that many of his missions in Iraq required 12 hours’ flying time, often well beyond the forward line of troops. He notes the need to pay careful attention to the engines in the hot desert environment, and feels that pilot workload has been halved in the ‘Kilo’. Rucci also cites aircraft survivability as a key performance parameter. This was one of the main reasons the CH‑53K emerged as a complete redesign rather than an upgrade. Whereas the ‘Echo’ model had ballistic survivability added throughout its years in Iraq and Afghanistan, the extra weight of armor plating severely tested performance. While Sikorsky won’t divulge the exact specifications, ultimately the CH-53K was planned to be less vulnerable in combat.

development models (EDMs). Morel comes from a CH-53E background and has the distinction of being the first activeduty Marine Corps aviator to fly the ‘Kilo’, as it is also known. ‘Large helicopters — and specifically all CH-53s — have a certain ‘feel’ to them, and that feel has been captured by Sikorsky’s designers’, says Morel. ‘A lot of work went into the flight control system to make it much easier to fly. This aircraft was specifically designed to take the workload off of the pilot in the areas which are usually very challenging and demand a lot of attention.’ The King Stallion’s power derives from its trio of 7,500hp General Electric T408 engines, providing almost three times more lift than the CH-53E. These engines have a multi-channel full-authority digital engine control (FADEC) system, allowing them to work hand-in-hand with the digital fly-by-wire flight controls. ‘The moment I knew this was a whole new ball game was when I brought the aircraft into a hover’, enthuses Morel. ‘Hovering is the heart of what makes a helicopter a helicopter. In ‘legacy’ aircraft it’s typically a non-stop workload — you are continuously working to keep the aircraft in a stable, motionless hover. With this aircraft, with literally the press of a button on the controls, you have the aircraft in a stabilized, motionless hover. Knowing how much this will help Marines operating in an austere environment, when you can’t see what’s going on outside and the dust is kicking up [brown-out conditions], I knew at that moment that the King was a game-changer.’ According to Morel, as of the end of March the test program was focused on clearing the basic flight envelope, which

means increasing the altitude, speed, maneuverability, and the range of the aircraft’s gross weights and centers of gravity. The FADEC engines are being cleared to their full range of performance along with both internal and external cargo loads. These are the last phases before the program moves up to Naval Air Station Patuxent River, Maryland.

Swifter testing Integrating the test team has resulted in major efficiencies for Sikorsky. According to Morel, having so many Marines embedded from the outset is unprecedented. ‘We took integrated testing — combining government and contractor personnel — to a whole new level in the King Stallion program. We embedded Marine Corps test pilots, experienced mechanics and crew chiefs very early on in the program for us to gain experience on the aircraft as early as possible, as well as to enable necessary changes early if we felt they were needed, and not have to wait for operational testing. This also allowed for a good amount of concurrent testing, saving us a lot of time and allowing us to get the aircraft to the fleet sooner.’ Another key Marine Corps representative on hand here is Lt Col Foster Carlile, the operational test director for Marine Operational Test and Evaluation Squadron (VMX) 1. His presence adds the ability to foresee any potential issues that may arise in the future formal operational evaluation. Carlile notes that keeping the CH-53E model on the line is an increasing struggle due to its age, and expects the King Stallion to improve the Marine Corps’ capabilities considerably.

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TYPE REPORT One of the biggest drawbacks of the CH-53E is its inability to accommodate ‘Humvees’ or standard pallets internally. In the case of the HMMWVs, they were transported as an underslung load, and as for pallets, they would need to be broken down and reloaded. Both were less than ideal. The CH-53K has taken care of this with a wider cabin — it can now accommodate both loads internally. The wider cabin came at the price of enlarging the King’s sponsons. The auxiliary fuel tanks have been removed so the CH-53K can still fit inside US Air Force heavy transport aircraft such as the C-5 Galaxy. According to Dr Michael Torok, Sikorsky’s chief engineer and vice-president of the

CH-53K program, the development team has put provisions in place for the design to allow the adding of auxiliary fuel tanks if required. The understanding within Sikorsky is that it may very well be asked in the future to add range to the aircraft. A recent, important phase of testing known as over target baseline (OTB-1) proved that the CH-53K had the ‘motor, rotor, and range’. Utilizing the four EDMs, these three key parameters were tested during October 2016. Three flights were conducted within a week, with the assigned external payload of 27,000lb (12,200kg) in the hover and a 12,000lb (5,422kg) on a 110nm radius mission in external-lift test scenarios. Additional tests included ground events such as

embarkation/debarkation of combatequipped troops, internal and external cargo rigging, tactical bulk fuel delivery system (TBFDS) operation, and medevac litter configuration. Taking the CH-53K from a delayed maiden flight on October 27, 2015, to completion of OTB-1 by October 2016 was impressive. Another major design feature was the capability for in-flight simulation. Over the years, one of the key elements of training CH-53E pilots was simulating loss of power. This was achieved by throwing back the throttle, which results in the shutting-down of an engine mid-flight. Unfortunately, this resulted in several mishaps — a live in-flight engine shutdown needed to be dealt with carefully and could result in not only a severe mishap but also the engine itself suffering serious damage if not handled correctly. Sikorsky has therefore developed the one engine inoperable panel (OEIP) for the CH-53K, an on-board system that allows the simulation of an in-flight emergency such as an engine loss without having to stress the performance of the aircraft or bring it to the edge of its limits.

Forging ahead Following the Milestone C completion, the four EDM aircraft will transition from Sikorsky’s Development Flight Center

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CH-53K

KING STALLION COSTS

Above: The sponsons of the CH-53K have been reduced in width compared with the CH-53E. This permits the helicopter to fit inside large transport aircraft despite its wider cabin. Left: BuNo 168779 during flight-testing in 2016. NAVAIR Left inset: Note the gun on the rear ramp, which is already part of the trials program.

to NAS Patuxent River to complete the required developmental testing. All four EDM aircraft are expected at ‘Pax’ by early 2018. Four system development test article (SDTA) aircraft will be delivered starting in late 2017, and will subsequently join VMX-1 for initial operational test and evaluation (IOT&E) in early 2019. The majority of this will occur at MCAS New River, North Carolina, and MCAS Yuma, Arizona. It will subject the CH-53K to every mission set and enable a direct comparison with the CH-53E. The King Stallion will continue flighttesting, with the goal set to achieve initial operational capability (IOC) by late

As with all programs like this, cost has been of keen concern. The total acquisition cost of the CH-53K has reportedly risen from $26.1 billion to $27.7 billion, with new estimates putting this even higher at $31 billion. Col Hank Vanderborght, program manager for the US Marine Corps, has confirmed a 21 per cent cost over-run against its 2006 baseline as of the Milestone C decision. However, cost-saving measures are being put in place to claw this back. The CH-53K’s average recurring flyaway cost is stable at $87.1 million, but the total unit price when factoring expenses and research and development has grown from $131 million to $138.5 million. Two key factors, outside government control, have driven up cost. These comprise the decision to move production from Florida to Connecticut, and an increase in labor costs. The service intends to switch to a fixed-price contract during production, which will offload some risk onto its contractors. The Marine Corps has already identified around 160 initiatives to drive down cost. These include finding cheaper supply chains and longer lead on parts.

‘This aircraft was specifically designed to take the workload off of the pilot in the areas which are usually very challenging and demand a lot of attention’ LT COL JONATHAN MOREL

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2019. IOT&E is scheduled to occur over a six-month period. It will ultimately inform the IOC decision and later the full-rate production (FRP) decision in 2020. Looking further ahead, Marine Heavy Helicopter Squadron (HMH) 366 will be the first operational unit, splitting off from the designated training squadron, Marine Heavy Helicopter Training Squadron (HMHT) 302. It is hardly a secret that various countries are showing a keen interest

in the CH-53K. Existing CH-53 operators such as Germany, Israel and, to a lesser extent, Japan (which has decommissioned its MH-53 fleet) could be in the market for the King Stallion. Germany is expected to issue a request for proposals (RFP) for 40 new heavylift helicopters. Israel operates up to 30 CH-53D Yasur helicopters. It desperately needs to replace these and is likely to make a decision soon. The US Navy has not found a suitable successor for its

MH-53E Sea Dragons, so it too might be interested in new â&#x20AC;&#x2DC;Kilosâ&#x20AC;&#x2122; or even CH-53E spares as these are phased out of the Marine Corps inventory. Overall, the Marine Corps plans to procure 200 CH-53Ks in total to replace and re-equip 10 squadrons of CH-53Es. Following HMH-366 at New River, a further seven active-duty and one Reserve squadron will receive King Stallions, and the CH-53E will be retired by 2029.

A fabulous head-on shot of one of the EDM CH-53Ks flying at its current West Palm Beach test facility.

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STAYING THE COURSE With the venerable C-2A Greyhound now in the twilight of its career, the Yearbook recalls operations with the US Navy’s last ‘hook and wires’ carrier on-board delivery type. report: Tom Docherty

N 1955 THE US Navy introduced the Grumman C-1 Trader into service for carrier on-board delivery (COD) duties. Just under 10 years later the service was looking for a replacement. Grumman once again provided a suitable aircraft in the form of the C-2 Greyhound. The Greyhound has now been in service with the US Navy for more than 50 years

and is still going strong despite numerous attempts to replace it. It was derived from the E-2C Hawkeye and shared the same wings and Allison T56 powerplant. The first prototype YC-2A flew in 1964 and initial production of the C-2A began in 1965, amounting to 17 aircraft. With its widened fuselage the Greyhound is capable of transporting 10,000lb (4,535kg) over a range of 1,000nm (1,853km), operating from

shore bases and carriers. The crew of four comprises two pilots and two loadmasters. The loadmasters have a dual role, as they are also aircraft maintainers. As well as passengers and general cargo requiring transportation to and from carriers, the aircraft can be configured to take stretcher litters or use a cargo cage system to accommodate complete aircraft engines. A large aft cargo ramp and door and a powered winch provide for fast loading and unloading and consequently a quick turn-round of the aircraft, particularly on the carrier where space is at a premium. Folding wings allow the Greyhound to operate on deck without compromising this space. The C-2’s versatility extends to the air-dropping of supplies and

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C-2 GREYHOUND personnel and it can generate power for engine-starting, including the buddystarting of other aircraft.

Repeat procurement

Left: A rare moment with four ‘Providers’ C-2As formed up near their home station at NAS North Island. Ted Carlson/ Fotodynamics Below: A pilot from VRC-30 goes through pre-flight checks at NAS North Island. US Navy/ MCSS Mark El-Rayes

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The C-2As procured in 1965 were overhauled eight years later in order to extend their operational lives. An order was placed with Grumman during 1984 for 39 new aircraft to replace older airframes. These were designated C-2A(R) — R for reprocured — due to their similarity to the original aircraft. The original C-2As were phased out in 1987, and the last of the C-2A(R)s was delivered in 1990. Improvements introduced on the C-2A(R) included more powerful engines, better navigation and communications equipment, cockpit and cabin noise reduction and a public address system to communicate with the passengers. Among the other enhancements were a 25 per cent increase in payload capacity, a weather radar and an automatic carrier landing system (ACLS). These cut maintenance man-hours in half and increased the flight time between failures. A service life extension program (SLEP) in 2013 extended the life of the C-2A(R) to 15,000 flight hours and 36,000 landings. On occasion the Greyhound has been called upon to provide support at short notice. An example of this was in April 1988, when a fire broke out in the battery well aboard the diesel-electric submarine USS Bonefish (SS 582) while submerged

and operating with the carrier USS John F. Kennedy (CV 67) approximately 160 miles east of Mayport, Florida. Aircrewman Mike N. Lina Piccolo, who served with Fleet Logistics Support Squadron (VRC) 40, takes up the story: ‘The COD crew got word of the situation at 04.00hrs while drinking libations on Daytona Beach. We arrived at the airfield to find four US Marine Corps Hercules offloading ‘blatters’ [flotation devices inflated and secured to the sub to keep it from sinking]. ‘Two CODs, 16 hours’ flight time and 17 traps later we had moved the load from the four Hercules. The submarine was saved. Four brave sailors lost their lives saving the submarine. USS JFK and VRC-40 worked well together that day.’

Loadmaster duties The role of the loadmaster on the Greyhound is a vital one. There are two grades, transport second crewman (T2C) and crew chief. Loadmasters begin as T2C before progressing to the position of crew chief. Aircrewman Russ Birt of VRC-40 explained the duties of the loadmaster and the types of cargo carried: ‘Our mission as aircrewman on these old birds is essentially to load cargo, parts, mail, and various other things into our cargo cage. The COD can carry 10,000lb total in the back: cargo cage, cargo, seats and passengers. Before going to the carrier, we configure the inside of the airplane

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TYPE REPORT

to coincide with the amount of cargo and passengers needed. The seats can be removed and stowed in the cage as we see fit, or can be left at home if we need the room in the cage. They’re also installed facing backwards. ‘Aircrewmen strap all the cargo down, to make sure it does not move within the cage, and brief passengers on exits, seatbelts, and general safety within the aircraft. We’ll fly out and land on the carrier, help the passengers exit the aircraft, unload the cargo, reconfigure the cage and seats to coincide with what the carrier has to go off, load the cargo, brief the passengers, and take off from the carrier. When we return to the ‘beach’ we assist the passengers off the aircraft, unload the cargo, and configure the cabin for the next day. This is if everything goes as planned. We’re trained to be able to troubleshoot and repair multiple aircraft systems, as when we’re ‘on the road’ we do not take maintainers with us. ‘The aircraft was recently upgraded to Lot 4, which included an eight-blade propeller and ‘glass’ cockpit. The upgrades actually fixed a lot of problems the COD had in the past. It has an auxiliary power unit that enables us to start engines without external assistance. We can operate from ship, shore, and remote locations, and there is no aircraft in service that has our range, can land on a carrier,

Top: The flight line at VRC‑30 with four Greyhounds at NAS North Island, California, in August 1990. US Navy/ PHC King The familiar sight of a VRC-30 C-2 coming in to land at NAS North Island. Jamie Hunter

and transport just about anything at the drop of a dime.’ Mike Piccolo continued with an account of the difficulties encountered by the COD squadrons in keeping the aircraft in the air on operations: ‘Grumman builds one tough aircraft, but support was not robust, especially where we took the aircraft: buddy starts, making gaskets out of beer cartons, and many other non-standard practices. ‘In the US Navy, the crewman was always the best maintainer. It was a badge of honor to keep them flying. Once we had a rear engine mount break and did not have an engine stand at a remote site to pull

motor. We improvised with the jack from a rental car!’ Once the Grumman plant had closed, parts for the COD aircraft became harder to find, as Piccolo recalled: ‘We were forced to cannibalize parts and always had ‘hangar queens’ — it was a challenge to resurrect one of these aircraft. Both engines, props, struts: nothing was left, but in a matter of a week the maintenance chief would want it up and flying. Taking these out on a functional check flight was always stressful. I was a junior petty officer when I flew the COD. I am glad I did not have to release them ‘safe for flight’ from a maintenance aspect. I just had to strap in.

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C-2 GREYHOUND ‘I once had a functional check flight on an aircraft that resulted in four field arrestments for emergency landings in one day. The crash crew chief said that was enough excitement and recommended we try again the next day. It was a typical day on a COD.’

French exchange and special ops

The C-2 is the carrier group’s lifeline to supplies and visitors. US Navy/PO3C Casey J. Hopkins

With one notable occasion the Greyhound has been operated solely by squadrons of the US Navy. During June 2011, the US Navy loaned two C-2A(R)s from VRC-40 to the French Navy. Stationed at ToulonHyères, they provided supplies to the French carrier Charles de Gaulle operating in the Mediterranean in support of the NATO intervention in Libya. After 16 days, both aircraft returned to the US Navy. Beginning in the early 1990s the Greyhounds worked with special forces units, as Mike Piccolo recalled: ‘The spec op mission development was an interesting period. In the early 1990s, the Navy was looking for mid-range aviation that could provide insertion and air-drop. They looked at [the C-2] as a carrier-based ‘mini-Hercules’. HALO [high-altitude lowopening] and low-level missions were developed. Some missions even included air-drop with an extended-range tank. ‘A roller system was engineered with a static line and ’chute retrieval system. Eight personnel and two rubber boats could be air-dropped. The C-2 was the only option to fill this role until the development of

Squadron

Location

VAW-120 (FRS) ‘Greyhawks’

Chambers Field, NS Norfolk, Virginia

VRC-30 ‘Providers’

NAS North Island, California

VRC-30 Det 5 (see Note 1)

NAF Atsugi, Japan

C-2A

CACCLW

VRC-40 ‘Rawhides’

Chambers Field, NS Norfolk, Virginia

C-2A

CACCLW

VX-20 ‘Force’

NAS Patuxent River, Maryland

C-2A

NAWCAD

Aircraft

Command

Tail code

C-2A

CACCLW

C-2A

CACCLW

CVW-5 unit will relocate to MCAS Iwakuni, Japan in FY17

newer H-60s and now the Osprey. As with all things COD, all was done ad hoc, with ‘by-the-seat’ tactics and homemade parts. The mission filled a gap and was used with some degree of success. ‘I remember low-level night insertion development missions. Two handheld GPS devices, each showing differing location and heading, infra-red flashlights, ramp open at 200ft in a canyon. The evaluators were amazed with our ability to continually hit the target with nonstandard methods.’ LCDR Cody ‘Doader’ Dowd learned to fly the Greyhound in 2008 before joining Detachment 5 of VRC-30 stationed at Naval Air Facility Atsugi in Japan with Carrier Air Wing 5 (CVW-5). At that time, CVW-5 operated from USS Kitty Hawk (CV 63). He recalled how difficult the Greyhound was to fly: ‘I can remember my first flight as a student in the Fleet Replacement Squadron. I had to dance on the rudder pedals to keep the airplane tracking straight down the runway. Then, it was really difficult to keep it trimmed up and on altitude. Sometimes the proper inputs required for balanced flight are counterintuitive. For instance, sometimes

during left turns, you have to have an opposite rudder input. ‘By the time I got to carrier qualification [CQ], I was comfortable enough in the airplane, but found it difficult to break the habit pattern of going to military rated thrust [MRT] upon touchdown like you did in the T-45 during the initial CQ. In a jet aircraft, the moment you touch down you have to go to MRT in order to spool the engine back up if you bolter, miss, hook-skip or spit the wire [when the wire engages momentarily then comes loose]. You will need that power to get airborne again quickly and not settle off of the end of the LA [landing area]. In the C-2/E-2, the massive props generate nearinstantaneous thrust, so you have to avoid advancing the throttle too early upon touchdown because it could lead to an IFE [in-flight engagement], which is hard on both the arresting gear and the aircraft. ‘Also, large power corrections by the prop aircraft could generate large amounts of drift in close to the ramp, which could potentially hit aircraft parked just outside of the foul lines. If you use very small and very timely power corrections and ‘hold what you got’ on touchdown,

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TYPE REPORT

if you bolter, hook skip, etc, you will have plenty of time to advance the throttles to get flyaway airspeed before you leave the LA. ‘When you land on the carrier in a C-2, you have to pull a little power off to fight off ground effect, or you will float over the wires. Also, you have to do a rudder dance when you trap to maintain centerline. Landing on the centerline is quite difficult because you don’t sit on the aircraft’s centerline and you get a parallax-type effect. With an 80ft 7in wingspan and a landing area on the ship at 90ft, there is little room for error.’ LTJG Gavin Kurey, a C-2A pilot with VRC-30, remembered the difficulties of operating the aircraft on a carrier as well

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as the benefits the Greyhound provided to carrier crews: ‘The combination of high power and a short body requires large control surfaces to achieve the proper balance and control authority; with only pure mechanical/hydraulic flight controls — no fly-by-wire — the pilot must work hard to keep the aircraft co-ordinated. ‘The C-2 features an older fuel system which provides an exponential power response vice a linear response found in more modern designs. This makes power application extremely sensitive. Additionally, the wingspan of the carrier’s largest aircraft leaves little room for deviation off of centerline on the carrier deck while landing. All of these qualities combined induce high workload

for a naval aviator at the controls of a Greyhound behind an aircraft carrier. ‘In terms of operability from the carrier, the C-2 is great. The Greyhound is a purpose-built carrier aircraft and fulfills all of its required roles well. The large size of the aircraft typically results in a catapult shot back to shore at the end of the day to preserve precious flight deck space and also prepare for the next day’s logistics mission. ‘When being used to maximum potential, C-2 detachments provide over one million pounds of cargo and thousands of passengers to a carrier during a deployment. In terms of maintainability at sea, the Greyhound shares many parts in common with its sister aircraft, the E-2 Hawkeye. This compatibility helps ensure the COD mission can continue in the event of a maintenance setback aboard the ship. ‘No two loads are the same for the C-2. If there were a ‘standard’, it would be approximately 16 passengers, 1,000lb of cargo, and 500lb of mail. This requirement changes drastically day to day. I have delivered cargo ranging from 4,000lb of eggs — all survived the arrested landing — to missile and aircraft engine parts. Whether it is delivery of a letter from home, or maybe some of mom’s cookies, or perhaps saving someone’s

Inset: A C-2A of Fleet Logistics Combat Squadron (VRC) 30 just milliseconds before ‘trapping’ aboard the USS John C. Stennis (CVN 74). US Navy/MCSS Nolan Kahn Below: Sailors chock and chain a Greyhound upon arrival aboard the USS George Washington (CVN 73). US Navy/MCS3C Chris Cavagnaro

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C-2 GREYHOUND life on a long-range medevac [medical evacuation], the COD mission is very fulfilling. When you fly to the ship with someone or something the ship needs, everyone eagerly awaits your arrival and when you show up, you are their hero.’ The medevac role is a common one for the C-2. LT White, a pilot with VRC-30, described a typical mission: ‘Our detachment attached to the USS Nimitz [CVN 68] was tasked with a life-saving medevac mission. A sailor suffered a sudden heart attack while the carrier was transiting westward from the Indian Ocean to the Strait of Malacca. The sailor needed to receive medical attention within 36 hours. The C-2 was launched from the carrier approximately 800nm from Singapore and flew through the night to arrive at Singapore International Airport, one of the busiest airports in the region, for a medical transport. Upon reaching Singapore, the sailor received his critical surgery and his life was saved.’

Humanitarian work The Greyhound has proven a useful asset during humanitarian operations. C-2A(R)s of VRC-30 took part in Operation ‘Tomodachi’ (‘Friend’) in Japan from March to May 2011 following the earthquake and tsunami. Greyhounds ferried more than 100 tons of food, water, blankets,

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Right top to bottom: Freight is loaded onto a C-2A aboard the USS Dwight D. Eisenhower (CVN 69). US Navy/PO2C Michael R. Gendron Sailors unload cargo from a VRC-40 Greyhound on the flight deck of the USS George H. W. Bush (CVN 77). US Navy/MCS3C Lorelei Vander Griend

clothing, and medical supplies from NAF Atsugi to the USS Ronald Reagan (CVN 76) for distribution by helicopter to local sites in Japan. Aircrewman Harris of VRC-30 was involved in the disaster relief operation: ‘On March 11, 2011, I was a part of VRC-30 Detachment 1 aboard the USS Ronald Reagan and we were flying off on a four-hour mission to Atsugi, before another two-to-three-hour flight to Osan, South Korea. We were about a half an hour from reaching NAS Atsugi, when my aircraft commander, LT Hooke, called over the radio and asked me to look out the window to see if the water was looking a little funny. I looked outside, and responded that it did look a little funny. Not five minutes later, we get a call from air traffic control saying there had just been a large earthquake, and that a tsunami was imminent. ‘Here I was, my first time out of the US, on my very first deployment after only having been in the squadron for eight months, and something like this happens. We were told to hold overhead the airfield because they had to inspect the runway to make sure that the field hadn’t sustained any serious damage. Meanwhile, we were running low on fuel and getting close to the low-fuel lights, and we were starting to sweat a little. We were eventually able

to land and drop the few passengers off that we had as well as taking on some fuel before heading to Osan. ‘We took off from Atsugi about an hour later, still in the dark about the disaster that had befallen Japan’s eastern seaboard and Fukushima. About an hour-and-a-half into the flight, due to the extremely cold temperatures at altitude our combined hydraulic pressure gauge froze, and we were forced to make an emergency landing into Marine Corps Air Station Iwakuni where we would stop until the next morning. ‘We were informed that we were no longer heading to South Korea, but instead returning to Atsugi to immediately begin the disaster relief effort. For the next three to four weeks, we were flying long hours with some flights briefing at 12.30hrs in the morning and not returning until 18.00-19.00hrs that evening. We were flying all types of supplies: food, clothes, water, sanitary supplies, etc. You name it, we were delivering it to the USS Ronald Reagan so the helicopters could fly the supplies in to other locations. ‘On one occasion, we were the only flight for the entire airfield at Misawa due to excessive snow. We had a mission to complete despite the adverse conditions, and the COD performed as required

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TYPE REPORT while every other support asset stayed on the ground. Like all aircraft the Greyhound has its virtues and its vices, as Dowd remembered: ‘Like any good old Grumman product, if it isn’t leaking, then it is empty. I have had several times where hydraulic lines busted, filters popped too many times, or the leak in the nose gear was ‘just outside acceptable limits’. Sometimes the wings don’t want to fold when you want them to, so it becomes an issue for the handler on the boat. Autopilot never works and getting the air conditioner/heater at precisely the right temperature is more of an art than a science. It has lots of quirks, but none that are too terribly bad.’ Despite being a relatively large aircraft, the C-2 isn’t necessarily difficult to handle within the confines of a carrier deck. Dowd explained: ‘From a flying standpoint it is extremely easy to operate the Greyhound from a carrier. Once it is on the deck, there is not a finer piece of logistical equipment than the C-2A Greyhound. It is very rugged, and has safely and successfully transported several hundred million pounds of cargo, ‘pony’ [mail], and countless people to and from the carrier to the shore and back.’ The Greyhound is a robust design and has often got its crew and passengers

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out of some sticky situations. Eric Wagoner, who served with Det 4 of VRC-30 in 2012-13, recalled one incident: ‘The catapult launch failed as the airplane took off. If it weren’t for the pilot’s quick thinking to full throttle they all would have died. You see the airplane drop off the ship and then seconds later re-emerge. The people on the flight had no idea. They thought it was all normal and were clapping and cheering. I just remember when they landed the aircrew and pilots were white as ghosts.’

The end in sight Through the years the US Navy has examined a range of possible replacements for the C-2A(R), including a version of the S-3 Viking or an upgraded Greyhound. The result of this evaluation was to choose the CMV-22B, a version of the tilt-rotor Osprey. However, the Greyhound is planned to remain in service until at least 2020, when the CMV-22B will begin to replace it on US Navy flat-tops. And with that, the era of ‘hook and wires’ COD flying will come to an end.

Above: A ‘Rawhides’ Greyhound ‘traps’ aboard the USS Harry S. Truman (CVN 75). US Navy/ MCS3C B. Siens Below: Clear to launch — a C-2A about to race down the deck of the USS Carl Vinson (CVN 70). US Navy/MCS2C John Philip Wagner

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SPECIAL

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FEATURE

Ford goes to sea The US Navy’s new aircraft carrier is progressing towards commissioning later this year.

HE US NAVY’S newest aircraft carrier went to sea for the first time on April 7, 2017, when the future USS Gerald R. Ford (CVN 78) got under way for its initial set of sea trials. During the builder’s sea trials (BST), a crew comprised of shipbuilders from Huntington Ingalls Industries — Newport News Shipbuilding (HII-NNS), the Navy’s supervisor of shipbuilding and Naval Sea Systems Command tested

The USS Gerald R. Ford (CVN 78) will be followed by the USS John F. Kennedy (CVN 79) and USS Enterprise (CVN 80). HII-NNS

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FORD CLASS CARRIERS many of the ship’s key systems. The BST will be followed by ‘acceptance trials’ that will be completed before the aircraft carrier is finally placed in commission later this year. Construction of the USS Ford began in November 2009. The $12.9-billion ship was originally supposed to enter service in 2015, but issues with the carrier’s advanced systems, including its aircraft arresting gear and power generation systems, caused numerous delays and cost overruns. US President Donald J. Trump recently called for a 12-carrier US Navy during a visit to the USS Ford in Newport News, Virginia. It is the first of the new Ford-class carriers and the first new carrier design since the Nimitz class began joining the fleet in 1975. Trump addressed the pre-commissioning unit of

The future USS Gerald R. Ford (CVN 78) got under way for builder’s sea trials on April 4. The lead ship of the Ford class represents the first new US Navy aircraft carrier design in 40 years. US Navy/MC2 Ridge Leoni

the Navy’s latest aircraft carrier on the ship’s hangar deck. He told the crew that if Congress passes his budget, the military ‘will win again.’ ‘We will give our military the tools you need to prevent war and, if required, to fight war and only do one thing: win’. He continued, ‘We’re going to start winning again.’ ‘In these troubled times, our Navy is the smallest it’s been since World War One’, Trump said. ‘That’s a long time ago. In fact, I just spoke with Navy and industry leaders and have discussed my plans to undertake a major expansion of our entire Navy fleet, including having the 12-carrier Navy we need.’ The President described the big-deck carriers as the centerpiece of America’s military might. ‘We are standing today on 4.5 acres of combat power and sovereign US territory, the likes of which there is nothing to compete,’ he said.

The new ship will have a smaller crew than the Nimitz-class carriers, which sail with 4,500 personnel. ‘Hopefully, it’s power we won’t have to use,’ Trump said. ‘But if we do, they are in big, big trouble.’

FORD CLASS The new class of aircraft carrier features the Electromagnetic Aircraft Launch System (EMALS), which replaces the traditional steam catapults. EMALS is designed to reduce airframe stress thanks to more carefully tailored launch profiles. The new Advanced Arresting Gear (AAG) system gets rid of the traditional hydraulics in favor of a new electromagnetic absorption system controlled by a turbo-electric engine. This makes the trap smoother and reduces shock on airframes.

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TYPE REPORT The Prowler team — the standard crew is one pilot and three electronic countermeasures officers.

ITH ALL THE talk of F-35s and fifthgeneration fighters, it’s easy to forget that the US Marine Corps still flies the charismatic EA-6B Prowler. Indeed, despite being in a drawdown phase, it still has three squadrons of these electronic warfare giants — Marine Tactical Electronic Warfare Squadron (VMAQ) 2 ‘Death Jesters’, VMAQ-3 ‘Mood Dogs’ and VMAQ-4 ‘Seahawks’, with Marine Tactical Electronic Warfare Training Squadron (VMAQT) 1 ‘Banshees’ having stood down last year. These all fall under Marine Aircraft Group (MAG) 14 at Marine Corps Air Station Cherry Point, North Carolina, but such is the way of the ‘Q community’ that it’s hard for them to know where to call home. Despite entering the ‘sundown’ phase of the type, this community is still in the midst of combat deployments and the inevitable rigorous training schedule that this demands. The Yearbook caught up with the ‘Death Jesters’ shortly after their return US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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EA-6B PROWLER

OLD, BUT STILL JAMMIN’ The Marine Corps’ Grumman EA-6B Prowler fleet may be old and nearing retirement, but it is still in demand and still messing with the enemy’s heads. report and photos: Rich Cooper/COAP US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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TYPE REPORT

from Operation ‘Inherent Resolve’, during which the unit deployed five jets to Incirlik Air Base, Turkey. From there they mounted a seven-month effort against so-called Islamic State threats in the region. Like many quality products, the EA-6B and its associated community have adapted to meet new missions as threats have evolved — it’s been a recurring theme for this specialist TACAIR asset since the 1970s. The role that these professionals have played in real-world conflicts is immediately obvious the moment you set foot in the squadron.

Maj Fenwick in his office — the rather cluttered Prowler cockpit.

Displayed along the walls you see plaque after plaque commemorating a deployment — every war zone, every conflict, every theater. Despite the changes in warfare, the changes in operational procedures, the Prowler guys are in as much demand as ever. Maj ‘Skeeter’ Fenwick had just received the details for today’s check flight when we caught up with him. The 2,300-hour Prowler pilot took time out to chat before he headed out for a navigation exercise to perform low approaches at Melbourne, Florida.

Fit the fight ‘We want to go out like John Elway’, says Fenwick. ‘He retired from football after winning two Super Bowls. We’re going out on the top of our game.’ Fenwick’s enthusiasm is justified, for a host of reasons. ‘The best thing about flying the Prowler’, he comments, ‘is the crew concept. We all get to fly solo many times in flight school and obviously that’s fun as it’s just you and the machine. But it’s great having other guys with you, especially when you’re in challenging flight situations. Also, when

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EA-6B PROWLER

you spend hours and hours in combat or transiting across oceans, it’s really awesome having guys there right with you in the mix.’ Fenwick spoke highly of the camaraderie and dynamics inside and outside of the cockpit. ‘When we’re hanging on the tanker, I’m not going to say it’s boring, but we enjoy creative conversation! Everything we do involves people. ‘In terms of the flying, I personally like an airplane that is a little less automated. There’s no HUD [head-up

Above top to bottom: The walls at VMAQ‑2 are lined with memorabilia from operations. Briefing for a mission at VMAQ-2. Maintainers prepare an EA‑6B for the day’s sortie.

display] and you’re really flying this jet. The current version does of course have digitally-assisted flight controls, so it’s not cranks and pulleys any more, but it’s not fly-by-wire and it’s a tough machine to fly. Aerodynamically it wasn’t built as a fighter. It’s still maneuverable, just not as agile as other tactical platforms. It can be very unforgiving, especially maneuvers at higher altitudes. You’ve got to know your flight envelope and what the aeroplane itself is telling you in terms of how it feels — that’s really important. If you don’t know it, you’ll

depart [controlled flight] pretty easily. It’s a little bit underpowered at altitude, but at the other end of the spectrum it comes into its own at low level. When we’re training against Hornets and F-15s, we’ll give them a hard time trying to chase us, unless they’re tapping afterburner. ‘There’s hundreds of low-level routes across the US and our primary areas are just to the south of Cherry Point. There are also areas that go through the mountains up by Roanoke, Virginia, but the best are out by El Centro, California.

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TYPE REPORT We used to fly low-altitude training (LAT) at 400-500kt at 200ft in two-ships, and that without a HUD is proper flying! However, after a loss near Yuma, we’ve upped it to 500ft, and there are a lot of qualifications required to get that LAT instructor qualification. For us now, 500ft around here is not too bad and we factor in all of the environmentals to make it work. ‘We will fly in sections [two-ships] about 25 per cent of the time. For the Prowler mission, having them right next to each other is not often the best tactic, but we do occasionally train for it and up to four- and sometimes five- or six-jet movements. ‘Us pilots make up around 25 per cent of the squadron. The remainder are electronic countermeasures officers [ECMOs — pronounced ‘eck-mos’] and those guys can sit in any of the other three seats; they’re completely crossqualified. In combat you’d fly with the same folks for five or six weeks at a time but back in CONUS we switch it around. For some less demanding training we might only fly with three, or if it’s just pilot/navigation proficiency, we may just fly with two. This can be a little more challenging as there are some roles that we have to absorb from the back up

Left top to bottom: Getting airborne from Cherry Point for a pilot proficiency mission. A pilot and ECMO step to their awaiting jet at VMAQ-2. Below: A pair of EA-6Bs over the Atlantic near their home base. Jamie Hunter

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EA-6B PROWLER front, but it’s kind of cool to be flying A-6 Intruder-style. ‘When VMAQT-1 finished, we had guys that were qualified as instructors [at the Fleet Replacement Squadron] and they were farmed out to the front-line squadrons. They have the residual capability and authority to refresh any crew member, and this generally only happens in ones and twos at a time now. ‘When the Navy went to the EA-18G they essentially repackaged the mission into a platform that was more common for them to operate on a carrier. We anticipated that it would be challenging for them to do the same thing with [fewer] people and, talking to the community, [that seems to be the case], but they are still able to do the job. There are certainly some capabilities that we excel in, even when compared to the Growler. The EA-6B is still a very viable platform, but the Marine Corps has decided in the interest of modernizing its force and leveraging newer capabilities — both manned and unmanned — that it’s time for the Prowler to retire.’ Fenwick attributes much of the Prowler’s recent success to it being treated as a joint service asset over the past 15 or so years. ‘The Marine Corps

foots the bill for us to get trained and then doesn’t get to call enough of the shots once we’re in combat. The Marine Corps is therefore looking to its organic ethos, meaning they get to control the assets and be part of the Marine Air-Ground Task Force [MAGTF] or expeditionary unit exclusively’. He adds: ‘The more junior aircrews will have a stake in the next tactical community. I’m a little long in the tooth for that and that’s OK — it’s been a great ride.’

VMAQ viability

Below: The three operational squadrons are housed under the obligatory sun shelters at Cherry Point.

Despite the sundown phase for the Prowler, you’d struggle to find anyone within the Cherry Point units that doesn’t think the jet remains viable. Seven long, hot months in Turkey proved that. ‘Look at what we just did in Turkey’, says Fenwick. ‘It’s a great way for our community to go out. We’re definitely hitting hard and staying strong to the bitter end. This squadron will do one more deployment as its last — we have VMAQ-3 out there now fighting the good fight and we had expected that the community would be out to pasture, but instead CENTCOM is of the opinion that ‘we need these guys and we need them now’.’

While the unit exclusively flies the Improved Capability (ICAP) III Prowler, these ultimate variants have still had to evolve to meet mission requirements. As Fenwick says, ‘The fight has changed again but there are ways we can interact with all players on the battlefield. The way we integrate with other platforms is the difference-maker. Then there’s government and contract folks that contribute to our tactics development — they have really made the difference for us. ‘We still surprise people by how good we are. One of the cool things about the Prowler is that we were created from the A-6 Intruder in order to go against Vietnamese and former Soviet Union SAMs [surface-to-air missiles] and we’ve been able to adapt the capabilities to fit ever since. Had we not been able to do that, in both the Navy and the Marine Corps, there’s a good chance we would have retired a long time ago, maybe even over a decade ago. We just continue to be relevant. ‘It highlights not only the good things that we can do as a squadron, but also our support community. We have some very intelligent people working for the government that come up with things that our aircraft does and they continue

‘The best thing about flying the Prowler is the crew concept… it’s great having other guys with you, especially when you’re in challenging flight situations’ MAJ ‘SKEETER’ FENWICK

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TYPE REPORT

to make us relevant. That contributes to us being able to go out the right way. To a man and woman in the Prowler squadron, we feel like this is a good end. The F-14 went out the same way; it found its niche. Of course, maintenance is a hard slog. There’s been a lot of stuff in the news about the Marine Corps readiness issues, but the Prowler numbers are still impressive — the maintainer crews and support community are not just letting the Prowler die.’ Indeed, the jet that Fenwick was about to take on the navigation exercises was on its last operational flight. The very next day

it would be flown to Davis-Monthan Air Force Base, Arizona, for storage.

Electronic dreams Instead of operating a dedicated electronic warfare (EW) platform, the service will in future employ what it calls the MAGTF EW. According to official documentation, ‘This is an organic and distributed electronic warfare system of systems, which will be the new way to transition from the Prowlers to a more distributed strategy where every platform contributes and functions as a sensor, shooter and sharer, to include EW.’

Systems such as Intrepid Tiger are being introduced on virtually all Marine Corps manned flying assets to give them their own EW capability. Integration of manned and unmanned airborne and ground EW capabilities is planned to provide the MAGTF commander with ‘greater flexibility and control of the electromagnetic spectrum and, in many cases, giving the commander a capability where previously they had none.’ The Prowler retirement plans commenced in 2016 with VMAQT-1. Each subsequent year a Prowler squadron will stand down until

Above: Still packing a punch — the Prowler community has been in high demand and looks set to remain so right up until the type’s final retirement. Inset right: Crewing in for a night mission from MCAS Cherry Point in April.

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completion in 2019. However, the EA-6B is being used to maximum advantage right to the end. In the goals of ‘denying, disrupting and degrading’ the targets faced in Operation ‘Inherent Resolve’ — perhaps the clearest representation of future warfare — the type’s value is once again proven. VMAQ-2 executive officer Maj Adams says: ‘Our community loses VMAQ-4 in June and VMAQ-3 will follow in June 2018. We will be the last in June 2019 and it feels bittersweet. It’ll be sad to see the Prowler go away but, you know, things have to change.’ US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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UNIT REPORT

ALL-AMERICAN BULLDOGS VMA-223 ‘Bulldogs’ celebrates 75 years as the Marine Corps’ AV-8B Harrier IIs continue to prove their worth.

report: Rich Cooper/COAP ALKING INTO THE VMA-223 squadron building at MCAS Cherry Point, North Carolina, you cannot fail to see what a useful tool the AV-8B Harrier II has been

for the US Marine Corps. Plaques proudly recall countless unit deployments, during which Harriers conducted missions in support of Marines on the ground all over the globe. And that’s just the way it should be. The ‘Bulldogs’ of VMA-223 are celebrating 75 years of supporting their own in 2017,

and the unit’s most recent deployment was a seven-month slog in support of Operation ‘Inherent Resolve’ with the 24th Marine Expeditionary Unit. This ran from October 19, 2015 to April 29, 2016, with the staple roles of offensive support, armed reconnaissance and air defense for the 24th MEU as it formed part of the Special-Purpose Marine Air-Ground Task Force Crisis Response-Central Command fighting against so-called Islamic State in Syria and Iraq. ‘With the way the MEU was designed, we got an opportunity to do

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Gary Stray

VMA-223

Left: A section of radarequipped AV‑8B+ Harriers from VMA-223. Jamie Hunter Below: Pre-flight checks on the ‘Bulldogs’ flight line at MCAS Cherry Point. Rich Cooper

With the AV-8B fleet expected to continue until 2026, the Harrier independent readiness review (HIRR) was not before time. It included a ‘holistic analysis’ of the supply forecasting model for the type and its complex F402 engine in order to improve the whole logistics chain, as well as the efficiency of logistics funding levels, and an examination of maintenance training towards a single-fleet goal of 55 aircraft being at ‘readiness’ level in operational squadrons. And the work is still not over. Readiness did increase significantly but remained behind the HIRR target. ‘Whilst readiness is lagging the HIRR forecast, there has been a marked improvement, which has allowed us to more adequately meet our readiness goals,’ said the 2017 Marine Aviation Plan.

HARDER HARRIER As the service looks to become ever more proficient in its communications and battlefield management, USMC assets are being refined in what it calls ‘digital interoperability’. For example, this will cover the wider absorption of the electronic warfare mission in the post-Prowler era, with all USMC types subject to the MAGTF-EW mantra that sees each becoming their own sensor, shooter and sharer network. For the Harriers, this will herald the addition of EW payloads such as the Intrepid Tiger pod. The Harrier has seen upgrades in other areas, with the introduction of Link-16 and AIM-9X Block II among a raft of updates all designed to match today’s changing battlefield — the natural domain of the AV-8B.

it all’ said Maj Jason Egan, the ‘Bulldogs’ officer in charge for the MEU detachment upon his return to his home base. VMA-223 is one of four AV-8B Harrier squadrons attached to Marine Air Group 14, 2nd Marine Air Wing, at the large North Carolina air station. The US Marine Corps as a whole has used independent readiness reviews to address any issues within the fleet and has targeted specific aircraft types. The Harrier force was one of the first to engage in this process, during a time in which it was suffering from what the Marine Corps itself has described as ‘a particularly poor readiness record’. As a result, the fleet is now able to boast a 23 per cent increase in ready base machines, which is the barometer used for aircraft that are ready to fly. US NAVY & MARINE CORPS AIR POWER YEARBOOK 2017

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UNITED STATES NAVY AIR POWER 2017 AIR POWER REVIEW

This overview of US naval air power provides a detailed directory of units, bases and aircraft.

report: Tom Kaminski

STABLISHED AS THE Continental Navy on October 13, 1775, the Department of the Navy is led by a fourstar admiral, known as the chief of naval operations (CNO), and is headquartered at the Pentagon in Arlington, Virginia. Responsibility for the Naval Aviation Enterprise (NAE) is assigned to the commander, Naval Air Forces (COMNAVAIRFOR). The birth date of US naval aviation is recognized as May 8,

1911. Today, its fleet, including those aircraft operated by the US Marine Corps, is the world’s largest naval air arm. Its combined authorization for FY 2017 is 4,140 aircraft. At the end of 2016, the naval aviation inventory alone accounted for more than 2,654 fixed- and rotary-wing aircraft and over 90 unmanned air systems. Released in May 2017, the Department of Defense’s $639.1-billion budget request for FY 2018 includes $171.1 billion for the US Navy. It provides $15.2

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NAS Whiting Field Eglin AFB NAS Key West NAS Jacksonville NS Mayport Robins AFB MCAS Beaufort MCAS New River

billion for Navy and Marine Corps aircraft procurement including 86 manned and unmanned aircraft. The aircraft that were requested comprise four F-35C Joint Strike Fighters, 14 F/A-18E/Fs, six E-2D airborne early warning aircraft, seven P-8A multi-mission maritime aircraft and three unmanned MQ-4Cs. Additionally, the Navy request includes the purchase of the initial batch of six CMV-22B carrier on-board delivery (COD) aircraft, plus $4.5 billion to begin construction of the aircraft carrier USS Enterprise (CVN 80) and for completion of the USS John F. Kennedy (CVN 79). The US Navy’s deployed Carrier Strike Groups (CSG) provide the national command authority with a powerful diplomatic weapon that is capable of projecting a tactical and strategic presence when required. The Navy’s 11 aircraft carriers serve as the focal point for the CSGs. In addition to the carrier each CSG typically includes four to six guided

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missile destroyers (DDG), one or two guided missile cruisers (CG), around 75 aircraft that are assigned to the carrier air wing (CVW) and around 7,500 personnel. Whereas the bulk of the air wing is based aboard the carrier, the air-capable escorts normally support the operation of detached helicopters. The future carrier air wing structure will comprise two squadrons of Lightning IIs, two squadrons equipped with F/A-18E/Fs and a single squadron with EA-18Gs. The aircraft carrier USS Abraham Lincoln completed its mid-life refueling and complex overhaul (RCOH) at Newport News Shipbuilding and was redelivered to the fleet on May 12, 2017. The ship concluded its previous deployment in August 2012 and changed its home port to Naval Station Norfolk, Virginia. The ship is scheduled to make its next deployment in late FY 2018 or early 2019 as the flagship of Carrier Strike Group CSG-12.

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US NAVY AIR POWER 2017 The USS George Washington (CVN 73), which arrived in Norfolk in December 2015, is now preparing to start its mid-life RCOH at Newport News Shipbuilding. It will be returned to the fleet in 2021.The Navy formally accepted its newest aircraft

carrier, the USS Gerald R. Ford (CVN 78), on May 26, 2017 after its board of inspection and survey completed its assessment of the ship. Although the carrier will be commissioned this summer, the first ship of the class will likely not deploy before 2021.

CARRIER AIR WING ASSIGNMENTS — JUNE 2017 USS Harry S. Truman (CVN 75) — CSG-8 Carrier Air Wing One (CVW-1) Squadron Nickname VFA-11 ‘Red Rippers’ VFA-211 ‘Fighting Checkmates’ VFA-136 ‘Knighthawks’ VFA-81 ‘Sunliners’ VAQ-137 ‘Rooks’ VAW-126 ‘Seahawks’ HSC-11 ‘Dragonslayers’ HSM-46 ‘Grandmasters’ VRC-40 Det 1 ‘Rawhides’

Aircraft F/A-18F F/A-18F F/A-18E F/A-18E EA-18G E-2D MH-60S MH-60R C-2A

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USS Carl Vinson (CVN 70) — CSG-1 Carrier Air Wing Two (CVW-2) Squadron Nickname VFA-2 ‘Bounty Hunters’ VFA-137 ‘Kestrels’ VFA-192 ‘Golden Dragons’ VFA-34 ‘Blue Blasters’ VAQ-136 ‘Gauntlets’ VAW-113 ‘Black Eagles’ HSC-4 ‘Black Knights’ HSM-78 ‘Blue Hawks’ VRC-30 Det 2 ‘Providers’

Aircraft F/A-18F F/A-18E F/A-18E F/A-18C EA-18G E-2C MH-60S MH-60R C-2A

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USS Dwight D. Eisenhower (CVN 69) — CSG-10 Carrier Air Wing Three (CVW-3) Squadron Nickname VFA-32 ‘Swordsmen’ VFA-86 ‘Sidewinders’ VFA-131 ‘Wildcats’ VFA-105 ‘Gunslingers’ VAQ-130 ‘Zappers’ VAW-123 ‘Screwtops’ HSC-7 ‘Dusty Dogs’ HSM-74 ‘Swamp Foxes’ VRC-40 Det 4 ‘Rawhides’

Aircraft F/A-18F F/A-18E F/A-18C F/A-18E EA-18G E-2C MH-60S MH-60R C-2A

AC MoDex 1xx 2xx 3xx 4xx 5xx 60x 61x 7xx xx

USS Ronald Reagan (CVN 76) — CSG-5 Carrier Air Wing Five (CVW-5) Squadron Nickname VFA-102 ‘Diamondbacks’ VFA-27 ‘Royal Maces’ VFA-115 ‘Eagles’ VFA-195 ‘Dambusters’ VAQ-141 ‘Shadowhawks’ VAW-125 ‘Tigertails’ HSC-12 ‘Golden Falcons’ HSM-77 ‘Sabrehawks’ VRC-30 Det 5 ‘Providers’

Aircraft F/A-18F F/A-18E F/A-18E F/A-18E EA-18G E-2D MH-60S MH-60R C-2A

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USS John C. Stennis (CVN 74) — CSG-3 Carrier Air Wing Nine (CVW-9) Squadron Nickname VFA-41 ‘Black Aces’ VFA-14 ‘Tophatters’ VFA-97 ‘Warhawks’ VFA-151 ‘Vigilantes VAQ-133 ‘Wizards’ VAW-112 ‘Golden Hawks’ HSC-14 ‘Chargers’ HSM-71 ‘Raptors’ VRC-30 Det 4 ‘Providers’

Aircraft F/A-18F F/A-18E F/A-18E F/A-18E EA-18G E-2C MH-60S MH-60R C-2A

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An E-2C Hawkeye and C-2A Greyhound fly over the USS Zumwalt (DDG 1000). James Deboer

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USS Abraham Lincoln (CVN 72) — CSG-12 Carrier Air Wing Seven (CVW-7) Squadron Nickname VFA-143 ‘Pukin’ Dogs’ VFA-103 ‘Jolly Rogers’ VFA-83 ‘Rampagers’ VFA-25 ‘Fist of the Fleet’ VAQ-140 ‘Patriots’ VAW-117 ‘Wallbangers’ HSC-5 ‘Nightdippers’ HSM-72 ‘Proud Warriors’ VRC-40 Det 3 ‘Rawhides’

Aircraft F/A-18E F/A-18F F/A-18C F/A-18E EA-18G E-2C MH-60S MH-60R C-2A

AG MoDex 1xx 2xx 3xx 4xx 5xx 60x 61x 7xx xx

USS George H. W. Bush (CVN 77) — CSG-2 Carrier Air Wing Eight (CVW-8) Squadron Nickname VFA-31 ‘Tomcatters’ VFA-213 ‘Black Lions’ VFA-87 ‘Golden Warriors’ VFA-37 ‘Ragin Bulls’ VAQ-131 ‘Lancers’ VAW-124 ‘Bear Aces’ HSC-9 ‘Tridents’ HSM-70 ‘Spartans’ VRC-40 Det 2 ‘Rawhides’

Aircraft F/A-18E F/A-18F F/A-18E F/A-18C EA-18G E-2C MH-60S MH-60R C-2A

AJ MoDex 1xx 2xx 3xx 4xx 5xx 60x 61x 7xx xx

USS Nimitz (CVN 68) — CSG-11 Carrier Air Wing Eleven (CVW-11) Squadron Nickname VFA-154 ‘Black Knights’ VFA-147 ‘Argonauts’ VFA-146 ‘Blue Diamonds’ VMFA-323 ‘Death Rattlers’ VAQ-142 ‘Gray Wolves’ VAW-121 ‘Bluetails’ HSC-8 ‘Eightballers’ HSM-75 ‘Wolfpack’ VRC-30 Det 3 ‘Providers’

Aircraft F/A-18F F/A-18E F/A-18E F/A-18C EA-18G E-2D MH-60S MH-60R C-2A

NH MoDex 1xx 2xx 3xx 4xx 5xx 60x 61x 7xx xx

F/A-18F Super Hornets of VFA-2 ‘Bounty Hunters’. Richard VanderMeulen

Unassigned Carrier Air Wing Fourteen (CVW-14) No squadrons assigned

The USS Theodore Roosevelt (CVN 71) transits the Pacific while conducting a tailored ship’s training availability (TSTA) off the coast of southern California. US Navy/MCS2C Paul L. Archer

USS Theodore Roosevelt (CVN 71) — CSG-9 Carrier Air Wing Seventeen (CVW-17) NA Squadron Nickname Aircraft MoDex VFA-22 ‘Fighting Redcocks’ F/A-18F 1xx VFA-81 ‘Sunliners’ F/A-18E 2xx VMFA-312 ‘Checkerboards’ F/A-18C 3xx VFA-94 ‘Mighty Shrikes’ F/A-18E 4xx VAQ-139 ‘Cougars’ EA-18G 5xx VAW-116 ‘Sun Kings’ E-2C 60x HSC-6 ‘Screamin Indians’ MH-60S 61x HSM-73 ‘Battlecats’ MH-60R 7xx VRC-30 Det 1 ‘Providers’ C-2A xx Notes: VAW-125 relocated to MCAS Iwakuni, Japan in FY17 and replaced VAW-115 within CVW-5. VAW-115 relocated to Naval Base Ventura County - Point Mugu, California in June 2017. VFA-15, VAW-112 and HSC-15 were deactivated in FY17.

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AIRCRAFT OF THE US NAVY C-2A Greyhound Referred to as a carrier on-board delivery (COD) aircraft, the Grumman C-2A Greyhound is a medium-lift/long-range logistical support aircraft. It provides transportation of personnel, spares, mail, and supplies between shore facilities and deployed carrier strike groups. Its 862 cu ft (11.89 sq m) pressurized cargo bay can

be rapidly reconfigured to accommodate passengers, litter patients, medical evacuation, and time-critical cargo and is large enough to carry an aircraft engine. The Greyhound can deliver payloads weighing up to 10,000lb (4,536kg) and has a range in excess of 1,000nm (1,852km). First flown in 1964, Grumman Aircraft initially produced 19 C-2As that were phased out of service

A C-2A Greyhound of VRC-30 launches from the USS Theodore Roosevelt (CVN 71). US Navy/MCSS Alex Corona

C-12C, RC-12M, TC-12B, UC-12B/F/M Super King Air (Huron) The US Navy received the first of 66 UC-12Bs in 1979 and later added 12 UC-12Fs and 12 UC-12Ms. Whereas the first two variants are based on the Beechcraft Model 200 Super King Air, the latter models are built to Model 200C configuration. Today five different versions of the King Air are in service. Around 30 UC-12Bs were converted for use as advanced multi-engine trainers under the designation TC-12B. Phase-out of the TC-12B began in September 2015 and the trainers conducted a final flight at NAS Corpus Christi, Texas, on May 12, 2017. The last group of six King Airs

departed the base four days later and flew to DavisMonthan AFB, Arizona, where they were placed in storage. Variants in service include two UC-12Bs, six UC-12Fs and seven UC-12Ms that operate in the utility/operational support airlift roles and a single RC-12M that supports special projects with the Naval Research Laboratory. Additionally, three former US Army C-12Cs support training efforts with the US Naval Test Pilot School at NAS Patuxent River, Maryland. The Test Pilot School and the US Army are formulating a plan to replace the C-12Cs with newer C-12Rs.

Squadron

Location

Aircraft

Command

Tail code

VAW-120 (FRS) ‘Greyhawks’

Chambers Field, NS Norfolk, Virginia NAS North Island, California

C-2A

CACCLW

C-2A

CACCLW

VRC-30 ‘Providers’ VRC-30 Det 5 (see Note 1)

NAF Atsugi, Japan

C-2A

CACCLW

VRC-40 ‘Rawhides’

Chambers Field, NS Norfolk, Virginia NAS Patuxent River, Maryland

C-2A

CACCLW

C-2A

NAWCAD

VX-20 ‘Force’ 1

CVW-5 unit will relocate to MCAS Iwakuni, Japan in FY17

in 1987. During 1984 it produced the first of 39 ‘reprocured’ C-2As, which featured significant airframe and avionics improvements. The Navy currently operates 35 C-2As that are assigned to two Fleet Logistics Support Squadrons (Composite) and the E-2/C-2 Fleet Replacement Squadron. A single aircraft is assigned to testing duties with VX-20 at NAS Patuxent River, Maryland. The Greyhound fleet underwent a service life extension program (SLEP) that was completed in 2013. It provided structural enhancements and increased the aircraft’s projected life to 15,000 hours or 36,000 landings.

The C-2As are normally deployed with the CVW in two-aircraft detachments by VRC-30 at NAS North Island, California, and VRC-40 at NS Norfolk, Virginia. When deployed they operate on a hub-and-spoke system, typically staging ashore at an airfield in the vicinity of the carrier’s operating area and making daily flights to and from the ship. Although the C-2A is programmed to remain in service until 2028, the Navy is moving forward with plans to purchase a variant of the Bell Boeing MV-22B for use in the COD role. Delivery of the first CMV-22Bs is expected to take place in 2020.

Squadron

Location

Aircraft

Command

USNTPS

NAS Patuxent River, Maryland NAS Patuxent River, Maryland NAS Patuxent River, Maryland NAS Patuxent River, Maryland Bahrain IAP, Manama, Bahrain NS Guantanamo Bay, Cuba

C-12C

NAWCAD

VX-20 ‘Force’ VXS-1 ‘Warlocks’ AOD Aviation Detachment AOD

UC-12B/M

NAWCAD

RC-12M

NRL

UC-12M

CNASC

Tail code

UC-12M UC-12M

AOD

NAF Atsugi, Japan

UC-12F

CFAF

AOD

NAF Misawa, Japan

UC-12F

CFAF

AOD

NAF Kadena, Okinawa

UC-12F

CFAF

A UC-12F of the NAF Kadena station flight. US Navy

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C-20D/G Gulfstream III/IV, C-37A/B Gulfstream V/550 Several variants of the Gulfstream corporate jet are operated by the US Navy. The service initially took delivery of two Gulfstream IIIs under the designation C-20D in 1987 and the first of four Gulfstream IVs arrived beginning in 1994. The latter aircraft carry the designation C-20G. Unlike the C-20Ds, which are strictly used as VIP transports, the C-20Gs can be configured for carrying cargo, passengers or a combination of the two. In addition to a hydraulically operated cargo door that is installed on the starboard side of the fuselage, a ball roller cargo floor facilitates

loading and unloading of cargo. Today, the C-20Ds are operated by VR-1 at JB Andrews-NAF Washington, Maryland. Three of the C-20Gs are operated by one of the Naval Reserve’s two Executive Transport Detachments (ETD) and a Fleet Logistic Support Squadron. The fourth aircraft is assigned to air test and evaluation squadron VX-30 at NBVC Point Mugu, California. The Navy received a single Gulfstream V under the designation C-37A in 2002. It is assigned to the second of the two ETDs. Five Gulfstream 550s are operated by VR-1under

the designation C-37B. The first example entered service in 2005 and two additional aircraft followed in 2006. The C-20D and C-37A/B are considered to be service secretary-controlled aircraft/ executive airlift (SSCA/EA) platforms. The SSCA aircraft are designated by the secretaries of the military departments for

transporting their senior service officials. Those SSCA/ EA aircraft that are stationed outside of the CONUS are designated to support senior leader travel. An additional G550 that will be modified to support testing duties under the designation NC-37B was ordered in March 2016. The jet is expected to enter service in 2018 and will be operated by VX-30 at Point Mugu.

Squadron

Location

Aircraft

Command

CFLSW ETD Pacific

JB Pearl HarborHickam, Hawaii

C-37A

CFLSW

CFLSW ETD Sigonella

NAS Sigonella, Italy

C-20G

VR-1 ‘Star Lifters’

JB Andrews-NAF Washington, Maryland C-20D, C-37B MCAS Kaneohe Bay, C-20G Hawaii

CFLSW

NB Ventura County Point Mugu, California

NAWCWD

VR-51 ‘Wind Jammers’ VX-30 ‘Bloodhounds’

C-20G

Tail code

CFLSW

A C-20G of VR-51 ‘Windjammers’ at MCAS Kaneohe Bay. USMC/Cpl Jesus Sepulveda Torres

C-26D, EC/RC-26D Metroliner Seven Fairchild C-26Bs, which had previously been operated by the Air National Guard, were acquired by the US Navy in 1998. After receiving upgrades the aircraft were delivered to the Navy in July 1999 and entered service under the designation C-26D. Four of the Metroliners were assigned to the operational support airlift role in Italy, and three were modified to support the Pacific Missile Range Facility, Barking Sands, Hawaii. The latter aircraft are tasked with range surveillance, electronic missile range clearance, electronic

communications/surveillance and logistical support. Modifications provided two of the aircraft with a Litton AN/APS-504(V)5 range surveillance aircraft (RANSAC) radar and other telemetry and test instrumentation equipment that was removed from retired Beechcraft RC-12F range clearance aircraft. The third example received RANSAC electromagnetic compatibility (EC) and safety of flight systems. Although they retain the designation C-26D, the two variants are unofficially known

as the RC-26D and EC-26D respectively. The aircraft entered service in 2001. M7 Aerospace, which is a subsidiary of Elbit Systems of America, is modifying a C-26A to serve as a new airborne systems training and research support (ASTARS) aircraft under a $7.5-million contract. The ASTARS III Metroliner will receive

an intelligence, surveillance and reconnaissance (ISR) suite that includes a Finmeccanica Vixen 500E active electronically scanned array (AESA) radar, Webcam MX-15 HD turret, video recording systems and operator consoles. It will replace a contractor-operated Saab 340A ASTARS II aircraft that serves the US Naval Test Pilot School.

Squadron

Location

Aircraft

Command

AOD

Barking Sands PMRF Airport, Hawaii

RC/EC-26D

PMRF

AOD

NAS Sigonella, Italy

C-26D

C6F

AOD

NSA Capodichino Airport, Naples, Italy

C-26D

C6F

USNTPS

NAS Patuxent River, Maryland

C-26A ASTARS III

NAWC-AD

Tail code

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C-38A Courier Two C-38As that were originally acquired for the District of Columbia Air National Guard in 1994 were transferred to the US Navy in 2015. The Couriers, which are based on the Israeli Aircraft Industries/Galaxy Aerospace Astra SPX (now the Gulfstream G100), are operated by VX-20 at

NAS Patuxent River, Maryland. Flown by a crew of two they are primarily used as test and evaluation chase aircraft for P-8A, E-2D, MQ-4C, E-6B and C-130 testing and as airborne radar targets. The C-38A is, however, capable of carrying up to nine passengers when used in the transport role.

Squadron

Location

Aircraft

Command

VX-20 ‘Force’

NAS Patuxent River, Maryland

C-38A

NAWCAD

C-40A Clipper The US Navy has operated the C-40A since the first pair of Clippers was delivered to VR-59 in April 2001. Replacement of the C-9B/DC-9 fleet by the Clipper was completed in June 2014 when VR-61 retired its last Skytrain II. The C-40A, which is based on the Boeing 737-700C Increased Gross Weight Quick Change (IGW QC) airliner, was selected to fulfill the requirement for a Navy-unique fleet essential airlift (NUFEA) aircraft in 1997. The C-40A differs from the standard commercial 737-700 in being equipped with an 11 x 7ft (3.35 x 2.13m) cargo door on the main deck.

Tail code

The aircraft are operated by five squadrons that assigned to the Navy Reserve’s Fleet Logistics Support Wing. They are certified to carry up to 121 passengers, 40,000lb (12,192kg) of cargo on eight pallets, or up to 70 passengers and three cargo pallets on the main deck in ‘combi’ configuration. The Navy’s program of record for 15 aircraft was completed when VR-61 ‘Islanders’ received its third and final Clipper in 2016. Two additional C-40As were funded in FY 2017 and will likely be delivered to the Marine Corps.

A C-40A of VR-56 ‘Globemasters’ at NAS Oceana. US Navy/LT Wesley Holzapfel

KC-130R/T, C-130T Hercules The C-130T is the most numerous of several Hercules versions operated by the Navy fleet. It provides a heavy, overand outsized-organic airlift capability in support of the Navy-unique fleet essential airlift (NUFEA) mission. The aircraft are deployed worldwide and provide rapid-response direct support to Navy component commanders’ theater requirements. This C-130T has the capability to transport up to 40,000lb (18,144kg) of cargo or as many as 75 passengers. The naval inventory of 34 Hercules includes 18 C-130Ts that are operated by four Naval Reserve Fleet Logistics Support Squadrons in traditional airlift roles. Additionally, single examples are assigned to testing support duties with VX-20 and the Blue Angels Navy Flight Demonstration Squadron. The latter support aircraft is operated by a Marine Corps flight crew. Five KC-130Ts, including two stretched KC-130T-30 models that were originally assigned to the Marine Corps Reserve, are operated by a fifth VR squadron. Test and evaluation activities are Squadron

Location

NFDS ‘Blue Angels’

NAS Pensacola, Florida C-130T

VR-53 ‘Capital Express’

JB Andrews-NAF Washington, Maryland NAS JRB New Orleans, Louisiana NB Ventura County Point Mugu, California NAS Jacksonville, Florida JB McGuire-DixLakehurst, New Jersey NAS Patuxent River, Maryland NB Ventura County Point Mugu, California

VR-54 ‘Revelers’ VR-55 ‘Minutemen’ VR-62 ‘Nomads’ VR-64 ‘Condors’ VX-20 ‘Force’ VX-30 ‘Bloodhounds’

Squadron

Location

Aircraft

Command

Tail code

VR-56 ‘Globemasters’

NAS Oceana, Virginia

C-40A

CFLSW

VR-57 ‘Conquistadors’

NAS North Island, California

C-40A

CFLSW

VR-58 ‘Sunseekers’

NAS Jacksonville, Florida

C-40A

CFLSW

VR-59 ‘Lone Star Express’

NAS JRB Fort Worth, Texas

C-40A

CFLSW

VR-61 ‘Islanders’

NAS Whidbey Island, Washington

C-40A

CFLSW

supported by two KC-130Rs, six KC-130Ts and a single KC-130J operated by the Naval Air Warfare Center Aircraft Division (NAWC-AD) at NAS Patuxent River, Maryland and Naval Air Warfare Center Weapons Division (NAWC-WD) at Naval Base Ventura County-Point Mugu, California. The Navy is currently upgrading the Hercules fleet to ensure it will be able to meet the international communication, navigation, surveillance/air traffic management (CNS/ ATM) requirements. Cockpit modifications associated with the Avionics Obsolescence Upgrade (AOU) program are replacing the aircraft’s tactical air navigation system, incorporating a terrain avoidance warning and traffic collision avoidance system (TAWS/TCAS), installing upgraded radios and adding electronic situation indicators and electronic flight instruments (EFIS). Other recent upgrades provided the fleet with a Garmin GNS 480 GPS system, an electronic flight bag, electronic horizontal situation indicator and engine instrument display system. Aircraft

Command

Tail code

CNATRA

C-130T

CFLSW

C-130T

CFLSW

KC-130T, KC-130T-30

CFLSW

C-130T

CFLSW

C-130T

CFLSW

KC-130T/J

NAWCAD

KC-130T

NAWCWD

A C-130T of the US Navy Flight Demonstration Squadron, the Blue Angels. US Navy/MCS2C Kathryn E. Macdonald

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E-2C Hawkeye/E-2D Advanced Hawkeye The Northrop Grumman E-2 serves as the Navy’s airborne surveillance and battle management command and control platform. The carrierbased airborne early warning aircraft has served as the ‘eyes of the fleet’ for over 50 years and today the Hawkeye provides the fleet with a theater air and missile defense capability. The aircraft, which is the oldest design flying from the US Navy’s aircraft carriers, has undergone many changes since the first E-2As deployed in 1965. The E-2C features the AN/APS-145 radar, which is capable of detecting and tracking targets and controlling more than 20 airborne intercepts. The Hawkeye 2000, which joined the fleet in 2002, features an improved commercial, off-the-shelf (COTS)-based mission computer upgrade (MCU), a new operator display and improved satellite data and voice communications. Additionally its co-operative engagement capability (CEC) allows the Hawkeye 2000 to work in conjunction with the Aegis combat systems installed on Navy warships to protect the fleet.

The E-2C’s communications, navigation and identification, and mission avionics have been upgraded and the entire fleet has received eight-bladed NP2000 propellers. Northrop Grumman delivered the last E-2C on September 30, 2009. E-2Cs equip six fleet Carrier Airborne Early Warning Squadrons (VAW) and one Fleet Replacement Squadron. The US Navy’s active inventory in late 2016 included 44 E-2Cs and a single TE-2C that supports pilot training. After achieving IOC in October 2014 the E-2D Advanced Hawkeye completed its maiden deployment aboard the USS Theodore Roosevelt (CVN 71) in November 2015. The E-2D features the Lockheed Martin AN/APY-9 active electronically scanned array (AESA) radar, which provides ‘beyond the strike group’ coverage. It is a key component of the Navy integrated fire controlcounter air concept. Coupled with CEC, Link-16, and the Advanced Tactical Data Link, the APY-9 integrates the E-2D into the joint integrated air and missile defense (IAMD) role.

The E-2D is 4,000lb (1,814kg) heavier than the E-2C and has a gross weight of 57,500lb (25,855kg). Flight-testing of an air-to-air refueling capability for the E-2D is under way. The first aircraft modified with this capability took to the air at Northrop Grumman’s St Augustine, Florida, facility on December 15, 2016. Production cut-in and retrofit plans are scheduled to begin in 2018. The E-2D’s maiden deployment aboard the USS Theodore Roosevelt

(CVN 71) began in March 2015. Three squadrons have already transitioned to the new model and VAW-125 recently relocated from Norfolk, Virginia, to MCAS Iwakuni, Japan, where it replaced VAW-115 as part of CVW-5. The US Navy plans to procure 75 E-2Ds and as of December 2016 Northrop Grumman had delivered 26 E-2Ds to the fleet. Six E-2Ds were funded in FY2017 and another five have been requested in FY2018. The last E-2Cs are expected to be retired by 2025. Tail code

Squadron

Location

Aircraft

Command

NAWDC ‘Strike’

NAS Fallon, Nevada

E-2C

CNAF/CNAFP

VAW-113 ‘Black Eagles’

E-2C

CACCLW

E-2C

CACCLW

E-2C

CACCLW

E-2C

CACCLW

E-2C/D, TE-2C

CACCLW

E-2D

CACCLW

E-2C

CACCLW

VAW-124 ‘Bear Aces’ (see Note 2)

NB Ventura CountyPoint Mugu, California NB Ventura CountyPoint Mugu, California NB Ventura CountyPoint Mugu, California NB Ventura CountyPoint Mugu, California Chambers Field, NS Norfolk, Virginia Chambers Field, NS Norfolk, Virginia Chambers Field, NS Norfolk, Virginia Chambers Field, NS Norfolk, Virginia

E-2D

CACCLW

VAW-125 ‘Tigertails’

MCAS Iwakuni, Japan

E-2D

CACCLW

VAW-115 ‘Liberty Bells’ (see Note 1) VAW-116 ‘Sun Kings’ VAW-117 ‘Wallbangers’ VAW-120 ‘Greyhawks’ (FRS) VAW-121 ‘Bluetails’ VAW-123 ‘Screwtops’

Chambers Field, NS Norfolk, E-2D CACCLW Virginia NAS Patuxent River, VX-1 ‘Pioneers’ E-2D COTEF Maryland NAS Patuxent River, VX-20 ‘Force’ E-2C/D NAWCAD Maryland 1 VAW-115 home port changed to NB Ventura County - Point Mugu, California, June 1, 2017. 2 VAW-124 began transition to E-2D in March 2017 3 VAW-112 was deactivated on May 31, 2017. VAW-126 ‘Seahawks’

AC JA

An E-2D Hawkeye assigned to the ‘Tigertails’ of Airborne Early Warning Squadron (VAW) 125. US Navy/MCS2C Nathan Burke

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AIR POWER REVIEW An E-6B during testing of the new FAB-T/PNVC capability. USAF

E-6B Mercury Originally developed to provide a communications link between the Navy’s fleet ballistic missile submarines and national command authorities (NCA), the E-6B provides the commander, US Strategic Command (USSTRATCOM) with the command, control, and communications (C3) capability needed for execution and direction of strategic nuclear forces. The E-6B performs very low-frequency (VLF) emergency communications and the USSTRATCOM airborne command post mission, and provides a capability for airborne launch control of ground-based intercontinental ballistic missiles. The take charge and move out (TACAMO) mission allows the NCA to communicate with submerged submarines via very low-frequency (VLF) radio. First

flown in February 1987, the E-6A began replacing the EC-130Q in August 1989. Initiated In January 1985, the airborne command post (ABNCP) modification program was carried out by Raytheon E-Systems. It followed the decision to transfer the Looking Glass airborne command post mission from retiring USAF EC-135s to the Mercury. Like TACAMO, Looking Glass provides a command and control link between the NCA and the US strategic forces, which include manned bombers, intercontinental ballistic missile (ICBM) silos and the Navy’s ballistic missile submarines. Crews aboard the E-6B have the capability to check ICBM status, launch the missiles or change their target assignment. The first upgraded Mercury was delivered in October 1997 and the E-6B assumed the Looking Glass

Squadron

Location

Aircraft

Command

VQ-3 ‘Ironmen’ (see Note 1) VQ-4 ‘Shadows’ (see Note 2)

Tinker AFB, Oklahoma

E-6B

CSCW-1

Tinker AFB, Oklahoma

E-6B

CSCW-1

Tail code

NAS Patuxent River, VX-20 ‘Force’ E-6B NAWCAD Maryland 1 VQ-3 maintains detachments at Travis AFB, California, and Offutt AFB, Nebraska 2 VQ-4 maintains a detachment at NAS Patuxent River, Maryland

mission in October 1998. The last upgraded E-6B was delivered in 2006. The E-6B’s service life is being extended from 27,000 hours to 45,000 hours under a SLEP that began in 2009. It will allow the aircraft to remain in service until 2040. The program is being carried out by the USAF’s Oklahoma City Air Logistics Complex at Tinker AFB, Oklahoma, and is scheduled for completion during 2017. A Block I program that replaces numerous obsolete components is being conducted by L-3 Communications. The contractor delivered the first Block I E-6B in February 2009 and it achieved

initial operational capability in 2014. The last Block I modification is scheduled for completion in 2019. The Block II upgrade, awarded to Northrop Grumman in March 2012, improves communications by installing the Multi-Role Common Data Links (MR-TCDL) and replacing the E-6B’s MILSTAR system with the advanced extremely high frequency (AEHF) family of beyond-line-of-sight terminals (FAB-T) and Presidential national voice conferencing (PNVC). Initial operational capabilities for MR-TCDL and FAB-T/PNVC programs are planned for 2018 and 2019 respectively.

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F-5N/F Tiger II Two Naval Reserve squadrons share the responsibility for operating 30 upgraded single-seat Northrop F-5Es and a pair of twoseat F-5F Tiger IIs in the adversary training role. The F-5Es, which were acquired from Switzerland and upgraded by Northrop Grumman, are now assigned the designation F-5N. Under the Navy’s F-5 acquisition/ recapitalization program, the contractor modified 44 F-5Es into 41 F-5Ns and three F-5Fs. This included the conversion of three of the single-seat Swiss aircraft into two-seaters by replacing the F-5E forward fuselage with a refurbished F-5F forward fuselage.

The F-5E, which flew for the first time in August 1972, was developed from the earlier F-5A Freedom Fighter. The US Navy has operated the Tiger II as an aggressor aircraft since the mid1970s when it received several F-5Es that had been destined for the Republic of Vietnam. They replaced T-38A Talons assigned to the Navy Fighter Weapon School at NAS Miramar, California, in 1975, but by the mid-1980s the type had largely been replaced by the General Dynamics F-16N. The F-16’s career as an aggressor was, however, brought to an early end as a result of fatigue issues and the Navy therefore reverted to the F-5E/F.

Squadron

Location

Aircraft

Command

Tail code

VFC-13 ‘Saints’

NAS Fallon, Nevada

F-5F/N

CTSW

VFC-111 ‘Sundowners’

NAS Key West, Florida

F-5F/N

CTSW

An F-5N of VFC-13 ‘Saints’ at NAS Fallon. Rich Cooper

F-16A/B Fighting Falcon Between 1988 and 1998 the US Navy operated a fleet of 22 singleseat F-16Ns and four two-seat TF-16Ns in the adversary role. The aircraft, which were based on the USAF’s Block 30 F-16C version, were retired after airframe fatigue issues were discovered. Ten F-16As and four F-16Bs currently serve as adversary aircraft with the Naval Air Warfare

Development Center (NAWDC) at NAS Fallon, Nevada. The ‘new’ Block 15 fighters were part of a group of 28 purchased by Pakistan, which had been stored at Davis-Monthan since 1992 after their delivery was embargoed. Following their removal from storage in 2002 the F-16s were evenly divided between the USAF and the Navy.

Squadron

Location

Aircraft

Command

NAWDC ‘Strike’

NAS Fallon, Nevada

F-16A/B

CNAF/CNAFP

An F-16A of NAWDC at NAS Fallon. Rich Cooper

Tail code

F/A-18A/B/C/D Hornet Conceived as a multi-role fighterattack aircraft, the F/A-18A was developed by McDonnell Douglas and Northrop (now Boeing and Northrop Grumman). First flown in November 1978, the Hornet entered service in February 1981. The strike fighter eventually replaced several Navy and Marine Corps aircraft including McDonnell Douglas F-4N/S fighters, RF-4B reconnaissance aircraft, McDonnell Douglas A-4Ms and LTV A-7Es. The Hornet became operational in 1983 and first saw combat over Libya in 1986. More than 600 single-seat F/A-18As and two-seat F/A-18Bs were delivered before the F/A-18C/D entered production in 1987. A night attack capability was incorporated on the aircraft delivered from October 1989. Now referred to as the ‘legacy’ Hornet, the fighters are powered by a pair of General Electric F404-GE-402 low-bypass turbofan engines and are equipped with AN/APG-65 or AN/APG-73 radar. An internal 20mm M61 rotary cannon is installed in the nose and seven weapon stations can carry up to 14,000lb (6,350kg) of ordnance or external fuel tanks. Weapons include AGM-65 Maverick air-to-ground missiles, the AGM-88 High-Speed AntiRadiation Missile (HARM), AIM-120 Advanced Medium-Range Air-to-Air Missile (AMRAAM), AGM-154 Joint Stand-Off Weapon (JSOW), GBU-31/32/38/54 Joint Direct Attack Munition (JDAM), GBU-10/12/16/24/51 laser-guided bombs, and GBU-12F/52 dualmode laser-guided bombs. The aircraft is capable of carrying general-purpose ‘dumb’ bombs, 2.75in (70mm) Hydra rockets and a variety of other weapons including

cluster bombs, and naval mines. The Hornet can launch AGM-84 Harpoon anti-shipping missiles and the AGM-84K Stand-off LandAttack Missile-Expanded Response (SLAM-ER). Wingtip rails support the carriage of AIM-9 air-to-air missiles. As part of a plan to keep the F/A-18A operationally relevant, the US Navy modified 61 aircraft to A+ configuration, with the AN/ APG-73 radar and F/A-18C avionics. A later upgrade provided 54 of those aircraft with an equivalent F/A-18C capability under the designation F/A-18A++. Another program that is under way is upgrading 40 F/A-18Cs to C+ configuration. It includes Link 16, color cockpit displays, a movingmap display, AN/ALE-47 infra-red countermeasures, the Naval Aircrew Common Ejection Seat (NACES) and the Joint HelmetMounted Cueing System (JHMCS). Separately a service life extension program (SLEP) will allow around 150 ‘legacy’ Hornets to attain 10,000 flight hours. As of December 2016, the inventory of 607 ‘legacy’ Hornets included 36 F/A-18As, 14 F/A-18Bs, 219 F/A-18Cs and 35 F/A-18Ds in service with US Navy squadrons. The last F/A-18Cs assigned to the US Pacific Fleet fighter squadrons have been replaced by Super Hornets, leaving the earlier variants in service with just four Atlantic Fleet squadrons, test units and the Naval Reserve. Two permanently modified NF/A-18Cs and a pair of NF/A-18Ds support test and evaluation efforts. The ‘legacy’ Hornet will continue to fill US Navy CVWs for the foreseeable future. It will be flown by operational squadrons until 2027 and by the reserve force until 2034.

An F/A-18C Hornet of VFA-34 ‘Blue Blasters’. US Navy/MCS3C Matt Brown

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Location

NFDS ‘Blue Angels’

NAS Pensacola, Florida F/A-18B/C/D

NAWDC ‘Strike’

NAS Fallon, Nevada

Originally developed under the Hornet 2000 program, the Super Hornet first flew in November 1995. Delivery of the single-seat F/A-18E and two-seat F/A-18F to Fleet Replacement Squadron (FRS) VFA-122 began in September 1999. The Super Hornet achieved initial operational capability in 2001 and its first deployment began in July 2002. The fighters first saw combat with VFA-115 in November 2002 when the squadron conducted strikes in Afghanistan in support of Operation ‘Enduring Freedom’. The Shared Reconnaissance Pod (SHARP), JHMCS and a tanker capability first saw service with VFA-14 and VFA-41 and entered combat in Iraq in April 2003. Significantly larger than its predecessor, the Boeing Super Hornet carries 33 per cent more fuel internally, which increases endurance by 50 per cent and mission range by 41 per cent. Additionally, its carrier recovery payload is more than 9,000lb (4,082kg), which provides the ability to bring back costly, unexpended weapons to the deck of the carrier. The single-seat F/A-18E and twoseat F/A-18F are 4.2ft (1.28m) longer than the F/A-18C and D respectively. The wing span is increased by 4.7ft (1.43m) and the wing area is 25 per cent larger. Power is provided by

two General Electric F414-GE-400 engines. Like the ‘legacy’ models the F/A-18E/F features seven stations under the wing and centerline along with the wingtips that enable to carry the same types of weapons as the Hornet (see previous page). The Super Hornet features five ‘wet’ stations and is capable of carrying a buddy-refueling store, having the speed and range to serve as a tanker, allowing it to escort strike aircraft or as act a recovery tanker. It retains an internal 20mm M61 rotary cannon. Block I versions of the F/A-18E/F were equipped with the AN/APG-73 radar but later Block IIs feature a redesigned nose section that accommodates the AN/APG-79 active electronic scanned srray (AESA) radar and an advanced crew station. Boeing delivered 64 Block I F/A-18Es and 83 Block I F/A-18Fs before the switch to Block II took place. Installation of the AESA radar began with the 136th Block II Super Hornet and it was retrofitted to the earlier aircraft. It currently equips around 85 per cent of the fleet. The Super Hornet is equipped with the distributed target system (DTS), which automatically transmits and receives targeting information to and from other platforms and ground receivers over the Link 16 network and the AN/ALQ-214 Integrated Defensive Electronic

Tail code

F/A-18A/C/E/F

CNAF/CNAFP

F/A-18F

NAWCAD

F/A-18F

CSFWP

VFA-11 ‘Red Rippers’

F/A-18F

CSFWL

NAS Oceana, Virginia

NAS Lemoore, California VFA-22 NAS Lemoore, ‘Fighting Redcocks’ California Lemoore, VFA-25 ‘Fist of the Fleet’ NAS California VFA-27 ‘Royal Maces’ NAF Atsugi, Japan (see Note 1) VFA-14 ‘Top Hatters’

F/A-18E/F Super Hornet

Command CNATRA

NAS Patuxent River, Maryland Lemoore, VFA-2 ‘Bounty Hunters’ NAS California USNTPS

An F/A-18F Super Hornet attached to the ‘Blacklions’ of Strike Fighter Squadron (VFA) 213. US Navy/MCS3C Christopher Gaines

Aircraft

F/A-18E

CSFWP

F/A-18F

CSFWP

F/A-18E

CSFWP

F/A-18E

CSFWP

VFA-31 ‘Tomcatters’

NAS Oceana, Virginia

F/A-18E

CSFWL

VFA-32 ‘Swordsmen’

NAS Oceana, Virginia

F/A-18F

CSFWL

VFA-34 ‘Blue Blasters’

NAS Oceana, Virginia

F/A-18C

CSFWL

VFA-37 ‘Bulls’

NAS Oceana, Virginia

F/A-18C

CSFWL

VFA-41 ‘Black Aces’

NAS Lemoore, California

F/A-18F

CSFWP

VFA-81 ‘Sunliners’

NAS Oceana, Virginia

F/A-18E

CSFWL

VFA-83 ‘Rampagers’

NAS Oceana, Virginia

F/A-18C

CSFWL

VFA-86 ‘Sidewinders’

NAS Lemoore, California

F/A-18E

CSFWP

VFA-87 ‘Golden Warriors’

NAS Oceana, Virginia

F/A-18E

CSFWL

Lemoore, VFA-94 ‘Mighty Shrikes’ NAS California VFA-97 ‘Warhawks’ NAS Lemoore, (see Note 2) California VFA-102 ‘Diamondbacks’ NAF Atsugi, Japan (see Note 1)

F/A-18F

CSFWP

F/A-18E

CSFWP

F/A-18F

CSFWP

VFA-103 ‘Jolly Rogers’

NAS Oceana, Virginia

F/A-18F

CSFWL

VFA-105 ‘Gunslingers’

NAS Oceana, Virginia

F/A-18E

CSFWL

VFA-106 (FRS) ‘Gladiators’

NAS Oceana, Virginia

F/A-18A/B/C/ D/E/F

CSFWL

F/A-18E

CSFWP

F/A-18E

CSFWP

VFA-113 ‘Stingers’

NAS Lemoore, California

VFA-115 ‘Eagles’ (see Note 1) VFA-122 (FRS) ‘Flying Eagles’

NAF Atsugi, Japan NAS Lemoore, California

F/A-18C/D/E/F

CSFWP

VFA-131 ‘Wildcats’

NAS Oceana, Virginia

F/A-18C

CSFWL

F/A-18E

CSFWL

Lemoore, VFA-136 ‘Knighthawks’ NAS California NAS Lemoore, VFA-137 ‘Kestrels’ California

F/A-18E

CSFWP

VFA-143 ‘Pukin Dogs’

F/A-18E

CSFWL

NAS Oceana, Virginia

VFA-146 ‘Blue Diamonds’

NAS Lemoore, California NAS Lemoore, VFA-147 ‘Argonauts’ California NAS Lemoore, VFA-151 ‘Vigilantes’ California NAS Lemoore, VFA-154 ‘Black Knights’ California VFA-192 NAS Lemoore, ‘Golden Dragons’ California VFA-195 ‘Dambusters’ NAF Atsugi, Japan (see Note 1) JRB New Orleans, VFA-204 ‘River Rattlers’ NAS Louisiana

F/A-18E

CSFWP

F/A-18E

CSFWP

F/A-18E

CSFWP

F/A-18F

CSFWP

F/A-18E

CSFWP

F/A-18E

CSFWP

F/A-18A+

CTSW

VFA-211 ‘Checkmates’

NAS Oceana, Virginia

F/A-18F

CSFWL

VFA-213 ‘Black Lions’

NAS Oceana, Virginia

F/A-18F

CSFWL

F/A-18A+/C

CTSW

VFC-12 ‘Fighting Omars’ NAS Oceana, Virginia

NAS Patuxent River, F/A-18B/C/D/E/F, NAWCAD Maryland NF/A-18C/D NAWS China Lake, VX-31 ‘Dust Devils’ F/A-18A/C/D/E/F NAWCWD California NAWS China Lake, VX-9 ‘Vampires’ F/A-18C/D/E/F COTEF California 1 CVW-5 squadron will relocate to MCAS Iwakuni, Japan. 2 VFA-97 will begin transition to F-35C January 2018. 3 VFA-15 was deactivated on May 31, 2017. VX-23 ‘Strike’

AF SD DD XE

Countermeasures (IDECM) system. It can carry the AN/ASQ-228 Advanced Targeting ForwardLooking Infra-Red (ATFLIR) for strike, reconnaissance, and surveillance missions, as well as the SHARP pod. Fielding of an infra-red search and track (IRST) sensor that was first tested in 2014 will begin this year. Considered to be an interim solution the AN/ASG-34, which is installed in the front end of the

An F/A-18E Super Hornet of VFA-143 ‘Pukin Dogs’. Jamie Hunter

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US NAVY AIR POWER 2017 Super Hornet’s FPU-13 fuel tank assembly, will enable the fighter to detect aerial targets passively at long ranges. Boeing has delivered around 570 Super Hornets — the inventory included 287 F/A-18E and 259 F/A-18F models in December 2016. The Navy’s program of record includes 584 Super Hornets and the type is expected to be in US Navy service beyond 2035. A planned service life extension plan (SLEP) will extend the Super Hornet’s service life from 6,000 to 9,000 hours. The 2017 defense authorization included funding for 26 additional Super Hornets and the Navy’s FY2018 request included 14 aircraft. The US Navy’s Super Hornet modernization plan features an incremental approach to incorporate new technologies and capabilities on the aircraft. These include digital communication system radios, MIDS-JTRS, ATFLIR with shared real-time video, accurate navigation (ANAV), integrated IRST and upgrades for the APG-79 radar. Future plans include integrating the AIM-120D, the AGM-88E Advanced Anti-Radiation Guided Missile, and cockpit and display improvements. Many of these upgrades are included on Boeing’s proposed Block III Super Hornet, which makes the Super Hornet a ‘smart node’ in the Navy’s Integrated Fire Control Counter-Air (NIFC-CA) network. In May 2017, the Navy issued an $89-million contract to Boeing to integrate a Block 2 IRST on to the F/A-18E/F. The Navy is reportedly seeking to acquire an additional 130 F/A-18E/Fs at a cost of $13.6 billion over the next five years as part of a plan that would increase the size and capability of its strike fighter fleet. Boeing recently offered its Block III version and indicates that it could begin delivering the aircraft in late 2020. The Navy has suggested that replacing its remaining F/A-18C/Ds will save about $290 million over the cost of upgrading and maintaining the ‘legacy’ fighters.

An EA-18G Growler of VAQ-134 ‘Garudas’. US Navy/MCS2C Travis Litke

EA-18G Growler Developed from the F/A-18F airframe, the EA-18G Growler provides full-spectrum airborne electronic attack (AEA) capabilities designed to counter enemy air defenses and communication networks. The EA-18G combines the airframe of Boeing’s Block II two-seat F/A-18F with the sophisticated electronic warfare suite of the ICAP III version of the Grumman EA-6B Prowler. The Growler maintains a high degree of commonality with the Super Hornet, including the fighter’s inherent strike and self-protection capabilities, and retains the Super Hornet’s AN/APG-79 multi-mode AESA radar. In addition to the Tactical Jamming System (TJS), it is equipped with the Multimission Advanced Tactical Terminal (MATT) that works in conjunction with the Link 16 tactical datalink. The MATT is currently being replaced by the new Joint Tactical Terminal — Receiver (JTT-R). Its mission systems include the AN/ ALQ-218 receiver, AN/ALQ-227 communications countermeasures set receiver and up to five AN/ ALQ-99 TJS pods that can be carried on the external stores stations under the fuselage and wings. The aircraft can tote external fuel tanks, which would displace the pods. Offensive weapons include the AGM-88 High-speed Anti-Radiation Missile (HARM) missile and its follow-on, the AGM-88E Advanced Anti-Radiation Guided Missile (AARGM), which are both used to destroy enemy radar and missile sites. It may also carry the AIM-120 AMRAAM. The ALQ-99 pods will be replaced by the Navy’s Next-Generation Jammer (NGJ), which is being developed by Raytheon under

a $1.5-billion engineering and manufacturing development (EMD) awarded in April 2016. An initial batch of 15 Increment 1 engineering development model (EDM) pods will be used for mission systems testing and qualification, and 14 aeromechanical pods will support airworthiness certification. The Navy expects the NGJ to achieve initial operating capability (IOC) in 2021. Development of the AEA variant began in December 2003 and the initial production Growler made its maiden flight in September 2007. Growlers first entered service in June 2008, when the first operational aircraft was delivered to VAQ-129 at NAS Whidbey Island, Washington. The EA-18G achieved IOC with VAQ-132 in September 2009 and deployed in an expeditionary role supporting Operation ‘New Dawn’ in November

2010 and Operations ‘Odyssey Dawn’ and ‘Unified Protector’ in March 2011. The aircraft’s first carrier deployment began that May. It completely replaced the EA-6B in the electronic attack role when the last US Navy Prowlers were retired in 2015. Growlers, which are operated by a pilot and an electronic warfare officer (EWO), are now assigned to nine carrier-based VAQ squadrons. Four units operate from land bases in expeditionary roles and have USAF personnel assigned. A single Naval Reserve squadron is tasked with expeditionary missions. Each squadron is equipped with five Growlers. In March 2017 the Navy had taken delivery of 136 EA-18Gs along with two NEA-18Gs. A final batch of 10 EA-18Gs was funded in FY2016, bringing total procurement to 160 Growlers, and deliveries will be completed in FY 2018.

Squadron

Location

Aircraft

Command

NAWDC ‘Strike’

NAS Fallon, Nevada

EA-18G

CNAF/CNAFP

Whidbey Island, VAQ-129 (FRS) ‘Vikings’ NAS EA-18G Washington NAS Whidbey Island, VAQ-130 ‘Zappers’ EA-18G Washington NAS Whidbey Island, VAQ-131 ‘Lancers’ EA-18G Washington VAQ-132 ‘Scorpions’ NAS Whidbey Island, EA-18G (see Note 1) Washington NAS Whidbey Island, VAQ-133 ‘Wizards’ EA-18G Washington VAQ-134 ‘Garudas’ NAS Whidbey Island, EA-18G (see Note 1) Washington NAS Whidbey Island, VAQ-135 ‘Black Ravens’ Washington EA-18G NAS Whidbey Island, VAQ-136 ‘Gauntlets’ EA-18G Washington NAS Whidbey Island, VAQ-137 ‘Rooks’ EA-18G Washington VAQ-138 ‘Yellowjackets’ NAS Whidbey Island, EA-18G (see Note 1) Washington NAS Whidbey Island, VAQ-139 ‘Cougars’ EA-18G Washington NAS Whidbey Island, VAQ-140 ‘Patriots’ EA-18G Washington VAQ-141 ‘Shadowhawks’ NAF Atsugi, Japan EA-18G (see Note 2) NAS Whidbey Island, VAQ-142 ‘Gray Wolves’ Washington EA-18G VAQ-209 ‘Star Warriors’ NAS Whidbey Island, EA-18G (see Note 3) Washington VX-9 ‘Vampires’ NAWS China Lake, EA-18G (see Note 4) California NAS Patuxent River, VX-23 ‘Strike’ EA/NEA-18G Maryland NAWS China Lake, VX-31 ‘Vampires’ EA/NEA-18G California 1 Expeditionary squadron. 2 VAQ-141 will relocate to MCAS Iwakuni, Japan, in FY17 3 VAQ-209 is a Naval Reserve squadron. 4 VX-9 is under the OPCON of COTEF and the ADCON of CSFWP.

Tail code

CVAQWP

CTSW

COTEF

NAWCAD

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F-35C Lightning II The initial carrier variant (CV) of the Joint Strike Fighter first flew on June 6, 2010. Known as the F-35C, the jet is powered by the Pratt & Whitney F135-PW-400 turbofan engine. Like the conventional take-off and landing F-35A and the short take-off and vertical landing (STOVL) F-35B, the F-35C is equipped with 11 weapons stations, comprising three under each wing, two in each of the two internal weapon bays and one on the fuselage centerline, allowing it to carry a payload of 18,000lb (8,165kg). Its advanced sensors include the Northrop Grumman AN/APG-81 AESA radar, Lockheed Martin AN/AAQ-40 electro-optical targeting system (EOTS), and the Northrop Grumman AN/AAQ-37 electro-optical distributed aperture system (DAS), which are shared by all three JSF variants. In addition to its tail hook and modified landing gear the aircraft has a larger folding wing than the other two models. Unlike the F-35A, which features an internal four-barrel 25mm GAU-22/A cannon, the F-35C will be capable of carrying a podded version of the same gun. Four development F-35Cs were produced and the CV variant made

its first arrested landing at sea aboard the USS Nimitz (CVN 68) on November 3, 2014. The event was carried out by test aircraft CF-03, during the initial at-sea developmental testing I (DT-I) phase. DT-I focused on day carrier operations and established launch and recovery handling procedures for the flight deck crew . Conducted aboard the USS Dwight D. Eisenhower (CVN 69) in October 2015, DT-II was intended to test the suitability and integration of the F-35C in an at-sea environment. Test aircraft CF-03 and CF-05 flew day and night carrier qualifications and night operations over a period of 10 days during DT-II. Evaluations included high-risk flights that tested the jet’s ability to take off at a reduced airspeed, at various weights, and included full fuel loads and inert weapons in the internal weapons bays. Testing further evaluated the Joint Precision Approach and Landing System (JPALS), which provides an adverseweather precision approach and landing capability. Testers made 66 catapult launches and 66 arrested landings. DT-III was conducted aboard the USS George Washington (CVN

Squadron

Location

VFA-101 ‘Grim Reapers’ Eglin AFB, Florida

Aircraft

Command

Tail code

F-35C

CSFWP

VFA-125 (FRS)

NAS Lemoore, California

F-35C

CSFWP

VX-9 Det

Edwards, AFB, California

F-35C

COTEF

VX-23 ‘Strike’

NAS Patuxent River, Maryland

F-35C

NAWCAD

73). It began on August 14, 2016 when seven fighters arrived aboard the ship, which was operating in the Atlantic Ocean about 100 miles (161km) off the coast of Virginia. The jets included two test aircraft operated by VX-23 and five operational models assigned to VFA-101. In addition to supporting the third phase of developmental testing (DT-III) the operations included the initial series of carrier qualifications for 12 instructor pilots assigned to VFA-101. That unit is developing a training syllabus for the F-35C that will be used by pilots as they transition from other aircraft to the Lightning II. VFA-101, which is based at Eglin AFB, Florida, received the first production F-35C on June 22, 2013 and the ‘Grim Reapers’ carried out their first Lightning II training sortie in August 2013. By December 2016, Lockheed Martin had delivered 25 F-35Cs against the program of record of 260 aircraft for the Navy

and 67 for the Marine Corps. Four F-35Cs were funded in FY 2017 and another four have been requested in FY 2018. VFA-125 was reactivated at NAS Lemoore, California, as the west coast FRS on January 12, 2017 It received its first four F-35Cs on January 25. The FRS, which will be tasked with training fleet pilots, made its first flight in April. VFA-101 will continue to train instructors for the FRS and the Naval Aviation Warfighting Development Center and refine the training syllabus for the F-35C. The variant is slated to achieve initial operational capability with Block 3i software as early as August 2018 but will undergo another round of at-sea operational testing in the spring of 2018. It will make its debut deployment in 2021 when strike fighter squadron VFA-147 is embarked aboard the USS Carl Vinson (CVN 70). The ‘Argonauts’ will transition from the F/A-18E to the F-35C in 2018.

An F-35C Lightning II of VFA-101 ‘Grim Reapers’. US Navy PO1C Joseph R. Vincent

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MH-53E Sea Dragon Based on the CH-53E, the MH-53E was designed as a replacement for the Sikorsky RH-53D airborne mine countermeasures (AMCM) aircraft. The Sea Dragon first flew in 1983 and entered operational service in 1988. The helicopter is capable of detecting and destroying a wide variety of seaborne mines using specialized mine-hunting sonar in conjunction with mechanical, acoustic and magnetic minesweeping equipment. That equipment includes the Mk105 magnetic minesweeping sled, AN/ AQS-24A side-scan sonar and the Mk103 mechanical minesweeping system. The MH-53E also provides the Navy’s only heavy-lift rotarywing capability that enables over-the-horizon combat logistics support. Its secondary missions

Squadron HT-8 ‘Eight Ballers’ HT-18 ‘Vigilant Eagles’ HT-28 ‘Hellions’ HX-21 ‘Blackjack’ USNTPS

Location NAS Whiting Field, Florida NAS Whiting Field, Florida NAS Whiting Field, Florida NAS Patuxent River, Maryland NAS Patuxent River, Maryland

include vertical on-board delivery (VOD), tactical aircraft recovery, humanitarian assistance and disaster relief, and naval special warfare support. The Sea Dragon is powered by three 4,750shp General Electric T64-GE-419 turboshaft engines and has a range of 770nm (1,426km) without refueling. The Sea Dragons have undergone a fatigue life extension program (FLEP) that extended their service life to 10,000 hours and will allow the rotorcraft to remain in service until 2025 or beyond. Sikorsky produced 50 MH-53Es for the Navy and the 28 remaining are currently divided between two operational squadrons and the FRS, which was formally activated in 2015. Requirements for the AMCM and VOD missions beyond 2025 are currently under evaluation.

Aircraft

Command

Tail code

TH-57B/C

TAW-5

TH-57B/C

TAW-5

TH-57B/C

TAW-5

TH-57C

NAWCAD

OH-58C

NAWCAD

TH-57B/C Sea Ranger/OH-58C Kiowa The US Navy’s fleet of 41 TH-57B and 74 TH-57C Sea Rangers is used for primary and advanced training in the rotary-wing pilot syllabus. Based on Bell Helicopter’s Model 206A JetRanger, the aircraft first entered service in as a dual-control primary training helicopter under the designation TH-57A in 1968. The first 47 TH-57Bs and 77 TH-57Cs, which are based on the Model 206B3, entered service in 1982. Powered by a single Allison 250-C20BJ turboshaft engine, the Sea Rangers respectively support helicopter and instrument flight rules (IFR) training. They also provide intermediate tilt-rotor training for future Marine Corps MV-22B pilots. Whereas the bulk of the fleet is assigned to TAW-5 at Whiting Field, Florida, two TH-57Cs support testing duties with HX-21 at NAS Patuxent River, Maryland. The planned conversion of the TH-57B/C fleet to a single configuration featuring a ‘glass’ cockpit with digital

instrumentation was cancelled after two aircraft were modified to TH-57D standard. Minor avionics upgrades that will allow the Sea Ranger to remain in service beyond 2020 are currently planned. The Navy plans to spend

An MH-53E of HM-14 ‘Vanguard’. Antonio Gemma More

Squadron

Location

Aircraft

Command

Tail code

HM-12 (FRS) ‘Sea Dragons’

Chambers Field, NS Norfolk, Virginia

MH-53E

CHSCWL

HM-14 ‘Vanguard’

Chambers Field, NS Norfolk, Virginia

MH-53E

CHSCWL

HM-14 Det 1

Pohang AB, Republic of Korea

MH-53E

CHSCWL

HM-15 ‘Blackhawks’

Chambers Field, NS Norfolk, Virginia

MH-53E

CHSCWL

HM-15 Det 2

Bahrain IAP, Manama, Bahrain

MH-53E

CHSCWL

$1.3 billion through FY 2025 to maintain and upgrade the TH-57s and simulators. In January 2016, the Navy formally began searching for a new Advanced Helicopter Training System (TH-XX). Potential replacements include the Bell Helicopter Model 407, the Leonardo AW119 and the Airbus Helicopters UH-72A. NAS Patuxent River is also home to four Bell OH-58C Kiowas are assigned to the US Naval Test Pilot School at NAS Patuxent River,

Maryland, in support of its rotarywing curriculum. They provide fixed-wing students with an introduction to vertical flight. Although the US Navy acquired several TH-67As from the US Army in April 2016, plans to replace the Kiowas with TH-67 Creeks were subsequently cancelled and the TH-67As were passed on to law enforcement agencies. The US Army currently plans to formally transfer custody of the OH-58Cs to the Navy at some point in FY 2018.

TH-57Cs from TAW-5 at NAS Whiting Field. Antonio Gemma More

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H-60 Seahawk: HH-60H, MH-60R, MH-60S The US Navy rationalized its carrier and ship-based helicopter fleets under its helicopter master plan, which phased out the Sikorsky SH-60B, SH-60F and HH-60H fleets in favor of the MH-60R and MH-60S. The two platforms share 85 per cent commonality between components including a common cockpit and dynamic components, which significantly simplifies maintenance, logistics, and training. The service’s current concept of operations provides two helicopter squadrons that deploy with each CVW and operate from the carrier and the other air-capable ships of the CSG. The rotary wing for each CVW nominally includes 19 helicopters comprising 11 MH-60R and eight MH-60S variants that are respectively operated by Helicopter Maritime Strike (HSM) and

HH-60H The HH-60H, which was optimized for strike rescue and special operations missions, operated alongside the SH-60F. It was equipped with the AN/AAS44 Generation 2 electro-optical/ infra-red (EO/IR) sensor, AGM-114 Hellfire missiles, and doormounted 0.5in- and 7.62mmcaliber weapons. The rotorcraft’s secondary missions included SAR, medical evacuation (medevac), vertical replenishment (VERTREP) and fleet support. It completed its final carrier deployment Squadron HSC-3 (FRS) ‘Merlins’ HSC-85 ‘Firehawks’

Location NAS North Island, California NAS North Island, California

MH-60R

Helicopter Sea Combat Squadrons (HSC). The HSM squadron typically operates five helicopters from the carrier and sends detachments to the CSG escort vessels. Likewise, six MH-60Ss are normally operated from the carrier, while two are flown from a logistics ship in support of vertical replenishment duties. Several HSM squadrons are tasked to support individual ship deployments and each of those expeditionary squadrons is nominally assigned 10 MH-60Rs. The SH-60F, which was initially referred to as the ‘Ocean Hawk’ by Sikorsky, was formally retired from service on May 9, 2016. A single NSH-60F supports testing associated with the Presidential airlift mission and is operated by HX-21 at NAS Patuxent River, Maryland.

aboard the USS Theodore Roosevelt (CVN 71) with HS-11 in November 2015. As a result of HS-11’s transition to the MH-60S and the deactivation of HSC-84 in March 2016, the remaining aircraft were assigned to Naval Reserve squadron HSC-85 at NAS North Island. It supports US Navy SEAL Teams and other special operations forces. HSC-85 will continue to operate 12 HH-60Hs for the foreseeable future. The current fleet of 14 HH-60Hs includes aircraft assigned to the FRS. Aircraft

Command

Tail code

HH-60H

CHSCWP

HH-60H

CHSCWL

Special forces personnel embark an HH-60H at NAS North Island. US Navy/PO1C Charles E. White

The multi-mission MH-60R’s primary missions include anti-submarine warfare (ASW), anti-surface warfare (ASuW) and defense against fast attack craft/fast in-shore attack craft threats. Secondary mission areas include SAR, vertical replenishment (VERTREP), naval gunfire support (NGFS), logistics support, personnel transport, medical evacuation (medevac) and communications relay. The helicopter’s mission suite includes the Raytheon AN/ AQS-22F airborne low-frequency sonar, sonobuoys, an acoustic processor, Lockheed Martin AN/ALQ-210 ESM, Raytheon AN/AAS-44C multi-spectral targeting system (MTS) and Telephonics AN/APS-147 or APS-153 multi-mode radar (MMR). The latter system, which was first fielded in 2012, features an automatic radar periscope detection and discrimination (ARPDD) capability. The helicopter’s integrated selfdefense (ISD) suite comprises countermeasures dispensing systems and infra-red countermeasures (CMDS/IRCM)

chaff and flare countermeasures and self-protection against radar, infra-red and laser threats. A Link 16 datalink greatly increases the MH-60R’s value as a ‘netted’ surveillance platform. Four external stores stations enable the helicopter to carry various combinations of Mk46 or Mk54 torpedoes, Hellfire missiles or external fuel tanks. It is capable of deploying the Advanced Precision Kill Weapon System II (APKWS) using the LAU-61G/A 2.75-inch digital rocket launcher (DRL). Crew-served 0.5in and 7.62mm machine guns are carried. The MH-60R achieved initial operational capability with HSM-41 in December 2005, and began its first deployment with HSM-71 aboard the USS John C. Stennis (CVN 74) in January 2009. MH-60Rs are in service with 15 operational squadrons, one Naval Reserve squadron and two Fleet Replacement Squadrons. The final batch of 29 MH-60Rs was procured in FY 2016, bringing the total orders to 280. The fleet included 237 aircraft in December 2016. Deliveries will be completed in FY 2018.

Squadron

Location

Aircraft

Command

Tail code

HX-21 ‘Blackjack’

MH-60R

NAWCAD

MH-60R

CHMSWP

HSM-37 ‘Easyriders’

NAS Patuxent River, Maryland NAS North Island, California MCAS Kaneohe Bay, Hawaii

MH-60R

CHMSWP

HSM-40 (FRS) ‘Airwolves’ HSM-41 (FRS) ‘Seahawks’

NS Mayport, Florida

MH-60R

CHMSWL

NAS North Island, California

MH-60R

CHMSWP

HSM-35 ‘Magicians’

HSM-46 ‘Grandmasters’ NS Mayport, Florida

MH-60R

CHMSWL

HSM-48 ‘Vipers’

MH-60R

CHMSWL

NS Mayport, Florida

HSM-49 ‘Scorpions’

NAS North Island, California

MH-60R

CHMSWP

HSM-51 ‘Warlords’

NAF Atsugi, Japan

MH-60R

CHMSWP

HSM-60 ‘Jaguars’ (see Note 1)

NAS Jacksonville, MH-60R CHMSWL Florida NAS Jacksonville, HSM-70 ‘Spartans’ MH-60R CHMSWL Florida NAS North Island, HSM-71 ‘Raptors’ MH-60R CHMSWP California Jacksonville, HSM-72 ‘Proud Warriors’ NAS MH-60R CHMSWL Florida NAS North Island, HSM-73 ‘Battle Cats’ MH-60R CHMSWP California NAS Jacksonville, HSM-74 ‘Swamp Fox’ MH-60R CHMSWL Florida NAS North Island, HSM-75 ‘Wolfpack’ MH-60R CHMSWP California HSM-77 ‘Sabrehawks’ NAF Atsugi, Japan MH-60R CHMSWP (see Note 2) NAS North Island, HSM-78 ‘Blue Hawks’ MH-60R CHMSWP California NAS North Island, HSM-79 ‘Griffins’ MH-60R CHMSWP California NAS Patuxent River, VX-1 ‘Pioneers’ MH-60R COTEF Maryland 1 HSM-60 is a Naval Reserve squadron. 2 CVW-5 Squadron will relocate to MCAS Iwakuni, Japan, in FY17.

NW AJ NG AG NA AC NH NF NE

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A MH-60S Seahawk from the USS Bonhomme Richard (LHD 6) maneuvers during a vertical replenishment at sea. USMC/ Cpl Darien J. Bjorndal

MH-60S

Squadron

Location

Aircraft

Command

NAWDC ‘Strike

NAS Fallon, Nevada

MH-60S

CNAF/CNAFP

Tail code

NAS Patuxent River, Maryland Chambers Field, NS Norfolk, Virginia NAS North Island, HSC-3 (FRS) ‘Merlins’ California NAS North Island, HSC-4 ‘Black Knights’ California Chambers HSC-5 ‘Night Dippers’ NS Norfolk,Field, Virginia HSC-6 ‘Screamin’ NAS North Island, Indians’ California Chambers Field, HSC-7 ‘Dusty Dogs’ NS Norfolk, Virginia NAS North Island, HSC-8 ‘Eightballers’ California Chambers Field, HSC-9 ‘Tridents’ NS Norfolk, Virginia Chambers HSC-11 ‘Dragonslayers’ NS Norfolk,Field, Virginia HSC-12 ‘Golden Falcons’ NAF Atsugi, Japan (see Note 1) NAS North Island, HSC-14 ‘Chargers’ California NAS North Island, HSC-21 ‘Blackjacks’ California Chambers Field, HSC-22 ‘Sea Knights’ NS Norfolk, Virginia NAS North Island, HSC-23 ‘Wildcards’ California HCS-25 ‘Island Knights’ Andersen AFB, Guam (see Note 2)

MH-60S

CHSCWP

HSC-25 Det 6

MH-60S

CHSCWP

HX-21 ‘Blackjack

MH-60S

NAWCAD

HSC-2 (FRS) ‘Fleet Angels’

MH-60S

CHSCWL

MH-60S

CHSCWP

MCAS Iwakuni, Japan

MH-60S

CHSCWP

MH-60S

CHSCWL

MH-60S

CHSCWP

MH-60S

CHSCWL

MH-60S

CHSCWP

MH-60S

CHSCWL

MH-60S

CHSCWL

MH-60S

CHSCWP

MH-60S

CHSCWP

MH-60S

CHSCWP

MH-60S

CHSCWL

MH-60S

CHSCWP

Chambers Field, NS Norfolk, Virginia Bahrain IAP, Manama, Bahrain Field, HSC-28 ‘Dragon Whales’ Chambers NS Norfolk, Virginia NSA Capodichino HSC-28 Det 1 AP, Italy NAS Patuxent River, HX-21 ‘Blackjack’ Maryland NAS Patuxent River, VX-1 ‘Pioneers’ Maryland NAWS China Lake, VX-31 ‘Dust Devils’ California Aviation Unit NSA Panama City ‘Dragon Masters’ Heliport, Florida NAS Whidbey Island, AOD Washington

MH-60S

7G/FW

AOD ‘Longhorns’

MH-60S

HSC-26 ‘Chargers’

MH-60S

CHSCWL

HSC-26 Det 1 ‘Desert Hawks’

MH-60S

CHSCWL

MH-60S

CHSCWL

NAS Fallon, Nevada

MH-60S

CHSCWL

MH-60S

NAWCAD

MH-60S

COTEF

MH-60S

NAWCWD

MH-60S

NSWC PCD

AOD

NAS Lemoore, California

MH-60S

AOD

NAS Key West, Florida

MH-60S

AOD 1 2 3

NAS Patuxent River, MH-60S Maryland CVW-5 Squadron will relocate to MCAS Iwakuni, Japan, in FY17. HSC-25 is under the OPCON of Commander Fleet Air Forward. HSC-15 was deactivated on May 31, 2017.

The multi-mission MH-60S provides surface and mine countermeasure warfare capabilities, as well as a robust naval special warfare, search and rescue (SAR), combat SAR, and logistics support/vertical replenishment (VERTREP) capability to the fleet. First deployed in Block I configuration in 2002, the MH-60S is based on the US Army’s UH-60L utility helicopter. Equipped with cargo doors on both sides of the fuselage, the combat support version is dedicated to logistics support, VERTREP, SAR, and utility support. Today the MH-60S supports the deployments of CSGs, ARGs and Expeditionary Strike Groups as well as combat logistics ships and LCS. Plans for the Block 2 airborne mine countermeasures (AMCM) version originally included the AN/ AES-1 airborne laser mine-detection system (ALMDS) and the AN/ ASQ-235 Archerfish airborne mineneutralization system (AMNS), AN/ ALQ-220 organic airborne surface influence sweep (OASIS) and AN/ AQS-20A sonar mine detecting set. Although the AMCM tow mission was cancelled, development of ALMDS and AMNS continued. A detachment from HSC-26 deployed to the Persian Gulf with the ALMDS in July 2014. The ALMDS and AMNS systems both achieved IOC in December 2016. Fielding of the Block 3A MH-60S armed helicopter actually preceded the Block 2 version. It features the

AN/AAS-44C EO/IR sensor system and can be armed with eight Hellfire missiles carried on external weapon system wings and the fixed forward-firing weapon system. The latter includes the M197 20mm cannon that can fire 680 rounds per minute. Crew-served weapons comprise FN Herstal laser-sighted M240D 7.62mm guns from the port and starboard gunners’ windows and laser-sighted GAU-21 0.5in guns from the port and starboard cabin doors. The Block 3A version began its first deployment aboard USS John C. Stennis (CVN 74) with HSC-8, in January 2009. The subsequent Block 3B version added the Link 16 tactical datalink to the Block 3A capabilities. The MH-60S was certified to fire 2.75in Hydra unguided rockets from the 19-shot LAU-61C/A pod in 2013 and integration of laser-guided Advanced Precision Kill Weapon System II (APKWS II) rockets began in 2014. Procurement of the MH-60S ended in FY 2015, when the final batch of eight was ordered. The last of 275 aircraft was delivered to HSC-28 in January 2016 and 252 are currently in service. Ten early Block I aircraft were placed in storage at DavisMonthan AFB, Arizona during 2014. The US Naval Test Pilot School at NAS Patuxent River, Maryland, operates a single UH-60A and four UH-60Ls that support rotary-wing training. The latter include one aircraft that is equipped with a fly-by-wire variable stability system (VSS).

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P-3C, EP-3E Orion Now serving as the US Navy’s ‘legacy’ maritime patrol aircraft, the Lockheed Orion was introduced to service as the P3V-1 in July 1962 and redesignated as the P-3A in September 1962. Today a single modified P-3A continues to support test missions with VX-30 at Naval Base Ventura County/Point Mugu and is assigned the designation NP-3C. It is among the oldest aircraft in US Navy service. Only the P-3C and EP-3E variants remain in operational service providing anti-submarine warfare (ASW), anti-surface warfare (ASUW), and intelligence, surveillance, and reconnaissance (ISR) capabilities to naval and joint task force commanders. In the maritime patrol role the P-3C is progressively being replaced by the Boeing P-8A. Transition of the Atlantic Fleet is complete and the first Pacific Fleet squadron has also converted to the Poseidon. The P-3C fleet includes sub-variants that comprise the Block Modification Upgrade (BMUP) and Anti-Surface

P-8A Poseidon The transition between the P-3C and the P-8A is now more than half-way complete and all of the Atlantic Fleet squadrons are now flying the Poseidon, which recapitalizes and improves the broad-area anti-submarine warfare (ASW), anti-surface warfare (ASUW), and intelligence, surveillance, and reconnaissance (ISR) capability found in the older P-3C fleet. The Navy selected Boeing’s 737 Multi-mission Maritime Aircraft (MMA) over the Lockheed Martin Orion 21 as a replacement for the P-3C in June 2004. The design of Boeing’s 737 MMA was based on its 737-800 Business Jet. Capable of locating, tracking and attacking surface and submarine targets, the P-8A is powered by the same CFM International CFM56-7B engines that equip the Navy’s C-40A airlifter. Besides long-range ASW and ASuW, the missions assigned to the P-8A include intelligence, surveillance

Warfare Improvement Program (AIP) versions. A reduced threat from submarines resulted in the assignment of new missions in support of ‘littoral’ warfare and the Orion’s maritime surveillance mission assumed a greater importance. Accordingly the P-3C’s surface warfare capabilities were upgraded under AIP. The aircraft received new weapons that included the AGM-65F Maverick and AGM‑84E SLAM missiles. The Orion’s over-the-horizon targeting (OTH-T) and command, control, communications and intelligence (C3I) capabilities were upgraded. Recently 55 AIP variants received additional upgrades under the command, control, communications and computers for anti-submarine warfare (C4 for ASW) effort. The program, which achieved initial operating capability in September 2011, included the installation of the Link 16 and International Marine/ Maritime Satellite (INMARSAT) broadband connectivity. Airframe modifications resulted in the installation of special structural inspection (SSI) kits on 61 Orions

while 29 received new outer wing assemblies. Several of the BMUP Orions were modified to carry the Raytheon AN/APS-149 Littoral Surveillance Radar System (LSRS). The active electronically scanned array (AESA) radar provides the capability to detect and track moving or stationary land and maritime targets. The Navy’s two reserve squadron will continue to support the fleet with the APS-149 until the P-8A fleet fields the replacement AN/APS-154 Advanced Airborne Sensor (AAS). Although it was originally developed specifically for the signals intelligence (SIGINT) role, the EP-3E ARIES II is now tasked as a manned maritime intelligence, surveillance, reconnaissance and targeting (ISR&T) platform. EP-3Es provide long-range, highendurance support to CSGs and ARG but also conduct independent maritime operations. Although they are optimized for the maritime and littoral environments, capability upgrades have ensured the EP-3E’s mission-effectiveness

in support of global contingency operations. The Navy’s 15 EP-3Es, which are operated by fleet air reconnaissance squadron VQ-1, have been modified with a multiint capability and are now capable of providing near-real-time SIGINT and full-motion video intelligence. The latest Spiral 3 upgrades gave the EP-3E a faster geo-location capability. The ARIES II is scheduled to remain operational until 2020, when it will be replaced by the unmanned MQ-4C Triton. Delivery of the final aircraft to receive the Spiral 3 upgrades will occur in 2017. The P-3C and the EP-3E have both received communication navigation surveillance/air traffic management (CNS/ATM) upgrades. As of late 2016, 75 P-3Cs remained in service including seven that were assigned to the FRS and three that were with test squadrons. Two P-3Cs were on the strength of VQ-1 and six NP-3Cs were assigned to test units. VP-30 will continue to carry out initial and refresher training at Jacksonville until 2019.

and reconnaissance (ISR), and the aircraft is capable of broad-area, maritime and littoral operations. Its integrated sensor suite includes the AN/APY-10 maritime, littoral and overland surveillance radar, the L-3 Wescam MX-20HD EO/IR sensor, a SIGINT system and the AN/ALQ-240(V)1 ESM system. Six radar modes include surface search, periscope detection, color weather/navigation, multi-target track-while-scan (TWS), inverse synthetic aperture (SAR) synthetic aperture (SAR) and maritime strike precision targeting. Poseidon has a storage capacity for 120 sonobuoys and its mission systems include three in-flight-reloadable 10-round rotary sonobuoy launchers. The aircraft survivability equipment includes an infrared missile detection system, a countermeasures dispenser system and a directional infra-red countermeasures (DIRCM) system. The five stations in the P-8A’s internal weapons bay are each capable of carrying 1,450lb

(658kg) of weaponry. External stations include four wing and two centerline pylons that are each rated for 3,000lb (1,361kg). The Poseidon is currently capable of carrying Mk54 torpedoes and AGM-84D Block 1C Harpoon antship missile. Upgrades for the fleet are being developed incrementally. The Increment 2 aircraft will feature improved ASW capabilities that comprise multi-static active coherent (MAC) high-altitude anti-submarine warfare sensors; high-altitude ASW weapon capability (HAAWC) and targeting enhancements. The HAAWC air launch accessory (ALA) will extend the range of the Mk54 torpedo, allowing it to glide to targets from altitudes up to 30,000ft (9,144m). Additionally, it integrates modified sonobuoys sensors that enhance the aircraft’s capability to conduct its mission at higher altitudes. Currently under development, Increment 3 will integrate a networkenabled ASUW weapon, advanced

ASW and ISR sensors, and a precision targeting capability. It is scheduled to reach initial operational capability in FY 2023 Increment 2 will also enable the P-8A to carry the AN/APS-154 Advanced Airborne Sensor (AAS), which will replace the AN/APS-149 LSRS carried on specially modified P-3Cs. The APS-154 took to the air aboard the P-8A on May 20, 2015. First flown in April 2009, the initial low-rate initial production P-8A was delivered to VP-30 at NAS Jacksonville, Florida, in March 2012. Transition of the first operational squadron followed in July 2012. The Poseidon achieved initial operational capability with VP-16 in December 2013 when the squadron deployed to Kadena Air Base, Japan. The Navy’s program of record includes 117 P-8As. By the end of FY 2016, Boeing Defense Space and Security had received contracts for 80 aircraft in seven lots. Seven squadrons have converted to the Poseidon and transitions will be completed by 2019.

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T-6A/B Texan II

An unmarked P-3C, one of the 75 that remain in US Navy service. US Navy/Victor Pitts Squadron

Location

Aircraft

Whidbey Island, VP-1 ‘Screaming Eagles’ NAS P-3C Washington VP-9 ‘Golden Eagles’ MCAS Kaneohe Bay, P-3C (see Note 1) Hawaii Jacksonville, VP-30 (FRS) ‘Pro’s Nest’ NAS P-3C Florida VP-47 NAS Whidbey Island, P-3C ‘Golden Swordsmen’ Washington NAS Whidbey Island, VP-40 ‘Fighting Marlins’ Washington P-3C NAS Whidbey Island, VP-46 ‘Grey Knights’ P-3C Washington VP-62 ‘Broadarrows’ NAS Jacksonville, P-3C (see Note 2) Florida VP-69 ‘Totems’ NAS Whidbey Island, P-3C (see Note 2) Washington VPU-2 ‘Wizards’ MCAS Kaneohe Bay, P-3C (see Note 3) Hawaii Whidbey Island, VQ-1 ‘World Watchers’ NAS EP-3E, P-3C Washington NAS Patuxent River, VX-1 ‘Pioneers’ P-3C Maryland NB Ventura CountyVX-30 ‘Bloodhounds’ NP-3C Point Mugu, California NAS Patuxent River, VXS-1 ‘Warlocks’ P-3C, NP-3C Maryland 1 VP-9 was reassigned to CPRW-10 on May 1, 2017. 2 Naval Reserve squadron. 3 VPU-2 was reassigned to CPRW-10 on May 1, 2017. 4 CPRW-2 was disestablished on May 1, 2017.

Command

Tail code

CPRW-10

CPRG

CPRW-10

CMSW

CPRW-10 CPRW-10

COTEF

NAWCWD

NRL

Squadron

Location

Aircraft

Command

Tail code

VP-4 ‘Skinny Dragons’

NAS Whidbey Island, Washington NAS Jacksonville, Florida NAS Jacksonville, Florida NAS Jacksonville, Florida NAS Jacksonville, Florida NAS Jacksonville, Florida NAS Jacksonville, Florida NAS Jacksonville, Florida NAS Patuxent River, Maryland NAS Patuxent River, Maryland

P-8A

CPRW-10

P-8A

CPRW-11

P-8A

CPRW-11

P-8A

CPRW-11

VP-5 ‘Mad Foxes’ VP-8 ‘Tigers’ VP-10 ‘Red Lancers’ VP-16 ‘War Eagles’ VP-26 ‘Tridents’ VP-30 (FRS) ‘Pro’s Nest’ VP-45 ‘Pelicans’ VX-1 ‘Pioneers’ (see Note 1) VX-20 ‘Force’ 1

P-8A

CPRW-11

P-8A

CPRW-11

P-8A

CPRG

P-8A

CPRW-11

P-8A

COTEF

P-8A

NAWCAD

VX-1 is under the OPCON of COTEF and the ADCON of CPRG.

assigned to train student naval flight officers (NFOs). Training with TAW-6 began in April 2003 and the T-6A achieved IOC with VT-10 that June. The aircraft currently support undergraduate military flight officer (UMFO) training with TAW-6. The Navy accepted an initial pair of T-6Bs at NAS Whiting Field, Florida, in August 2009, and TAW-5 completed its transition to the Texan II in 2012. Differing from the T-6A, the T-6B features an advanced cockpit equipped with the integrated avionics system (IAS). Deliveries to TAW-4 at NAS Corpus Christi, Texas, began in July 2012 and the wing retired its final T-34C Turbo Mentors in May 2015. As of December 2016, the US Navy inventory included 43 T-6As and 252 T-6Bs. One T-6A is assigned to VX-20 at NAS Patuxent River, Maryland, and six T-6Bs to the US Naval Test Pilot School at the same base.

Texan II production for the US Navy concluded with the delivery of a final example of the T-6B to TAW-4 at NAS Corpus Christi, Texas, in June 2016. The aircraft was the last of 47 T-6As and 254 T-6Bs built for the Navy by Beechcraft. Developed from the Swiss Pilatus PC-9 trainer, the Beechcraft T-6A was named as the winner of the Joint Primary Aircraft Training System (JPATS) competition in June 1995. It was intended as a replacement for the USAF’s Cessna T-37B ‘Tweet’ and the US Navy’s Beech T-34C Turbo Mentor primary training aircraft. The T-6A entered the USAF inventory in 1999 and achieved initial operational capability (IOC) in July 2002. The US Navy’s first two T-6As were accepted in August 2002 and deliveries to NAS Pensacola, Florida, began that November. Rather than using the aircraft for pilot training, the aircraft were

Squadron

Location

Aircraft

Command

Tail code

VT-2 ‘Doer Birds’

NAS Whiting Field, Florida

T-6B

TAW-5

VT-3 ‘Red Knights’

NAS Whiting Field, Florida

T-6B

TAW-5

VT-6 ‘Shooters’

NAS Whiting Field, Florida

T-6B

TAW-5

VT-10 ‘Wildcats’

NAS Pensacola, Florida T-6A

TAW-6

VT-27 ‘Boomers’

NAS Corpus Christi, Texas

T-6B

TAW-4

VT-28 ‘Rangers’

NAS Corpus Christi, Texas

T-6B

TAW-4

VX-20 ‘Force’

NAS Patuxent River, Maryland

T-6A

NAWCAD

USNTPS

NAS Patuxent River, Maryland

T-6B

NAWCAD

US Navy T-6Bs of TAW-5 at NAS Whiting Field. Antonio Gemma More

A P-8A Poseidon of VP-4 ‘Skinny Dragons’. US Navy/PO3C Juan Sua

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T-34C Turbo Mentor First flown in September 1973 the T-34C, which was developed from the earlier Beechcraft T-34A/B (Model 45), entered service in 1977. The last examples of the Turbo Mentor were phased out of the training role in

T-45C Goshawk 2015; however, 14 aircraft are currently operated by Navy Fleet Replacement Squadrons and weapons schools as range spotting/clearance aircraft. Those aircraft are currently scheduled to remain in service through 2026.

Squadron

Location

Aircraft

Command

Tail code

SFWSP

NAS Lemoore, California

T-34C

CSFWP

SFWSP Det

NAS Fallon, Nevada

T-34C

CSFWP

VFA-122 (FRS) ‘Flying Eagles’

NAS Lemoore, California

T-34C

CSFWP

SFWSL

NAS Oceana, Virginia

T-34C

CSFWL

T-44C Pegasus The T-44A, which is based on the Beech King Air 100 turboprop executive aircraft, entered service in 1977 as a replacement for the Grumman TS/US-2A Tracker. The twin-turboprop, pressurized, fixed-wing aircraft are tasked with intermediate and advanced maritime multi-engine flight training for multi-engine and tiltrotor pilots. The Navy originally received 61 T-44As that were purchased as commercial-derivative aircraft, and 54 remain on the inventory. All were upgraded to T-44C configuration, which features a new commercial off-the-shelf (COTS) avionics suite. It provided the Pegasus with new flight

instruments, radios, TACAN, weather radar and an integrated hazard-avoidance system. The system features LCD flight displays, new flight management systems, GPS sensors, dual attitude heading reference systems (AHRS), air data system and dual-channel automatic flight control system (AFCS). The first upgraded T-44C was delivered to TAW-4 at NAS Corpus Christi in December 2005 after the installation received certification from the Federal Aviation Administration. Conversion of the last T-44A to T-44C configuration was completed in 2015. The Pegasus is currently scheduled to be replaced by a new aircraft around 2025.

Squadron

Location

Aircraft

Command

Tail code

VT-31 ‘Wise Owls’

NAS Corpus Christi, Texas

T-44C

TAW-4

VT-35 ‘Stingrays’

NAS Corpus Christi, Texas

T-44C

TAW-4

Developed from the British Aerospace Hawk trainer aircraft, the McDonnell Douglas T-45A was selected as the winner of the VTXTS program in November 1981. A significant redesign of the Hawk’s structure was required in order to make the T-45A capable of withstanding carrier landings and take-offs. The first of two prototypes flew in April 1988 and the initial production aircraft was delivered in October 1990. The contractor delivered 83 operational T-45As before a switch to the more advanced T-45C occurred in 1997. Featuring a ‘glass’ cockpit that was first evaluated in a modified T-45A in March 1994, the T-45C carried out its maiden flight in October 1997. Production deliveries began in November 1997 and Boeing’s McDonnell Douglas subsidiary delivered the last of 221 Goshawks at its St Louis, Missouri, facility in October 2009. Surviving T-45As were upgraded to the later configuration under the Required Avionics Modernization Program (RAMP) beginning in 2001. The RAMP incorporated the T-45C’s glass cockpit and brought the earlier aircraft up to the same

airframe configuration as latemodel T-45Cs. Modification of the last T-45A was completed in in 2015. The fleet of 198 T-45Cs includes two aircraft that support test and evaluation duties with VX-23 at NAS Patuxent River, Maryland. The bulk of the Goshawks support intermediate and advanced pilot training and are operated by four squadrons at NAS Kingsville, Texas and NAS Meridian, Mississippi. A virtual mission training system (VMTS) entered service at NAS Pensacola, Florida in December 2013. Installed in 15 aircraft operated by TAW-6, it allows the Goshawk to conduct realistic tactical radar training via the use of a synthetic radar capability. Monitored by instructors on the ground, the system generates simulated targets on the T-45C’s radar scope and enables the student NFO to direct the pilot to intercept the simulated target. It can also support virtual air-to-air and ground-to-air scenarios. The VMTS equipped T-45Cs are used for the tactical maneuvering and advanced phase radar training portion of the (VFA and VAQ) UMFO syllabus. Work to identify a replacement for the Goshawk is currently scheduled to begin in 2020.

A T-44C Pegasus of TAW-4 at NAS Corpus Christi. US Navy/Richard Stewart

A T-45C of CTW-1 approaches USS Dwight D. Eisenhower (CVN 69). US Navy/MCS3C Nathan T. Beard Squadron

Location

Aircraft

Command

Tail code

VT-7 ‘Eagles’

NAS Meridian, Mississippi

T-45C

TAW-1

VT-9 ‘Tigers’

NAS Meridian, Mississippi

T-45C

TAW-1

VT-21 ‘Redhawks’

NAS Kingsville, Texas

T-45C

TAW-2

VT-22 ‘Golden Eagles’

NAS Kingsville, Texas

T-45C

TAW-2

VT-4 ‘Warbucks’

NAS Pensacola, Florida T-45C

TAW-6

VT-86 ‘Sabrehawks’

NAS Pensacola, Florida T-45C

TAW-6

VX-23 ‘Strike’

NAS Patuxent River, Maryland

NACAD

T-45C

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CMV-22B Osprey After conducting several tests at sea, the US Navy confirmed plans to replace its existing fleet of C-2A Greyhound carrier on-board delivery (COD) aircraft with a variant of the MV-22B tilt-rotor in February 2015. In advance of that decision the Navy conducted a military utility assessment (MUA) of the Osprey in the COD role aboard the aircraft carrier USS Harry S. Truman (CVN 75) using Marine Corps MV-22Bs. During the MUA the Osprey demonstrated an effective, flexible, and safe capability to conduct the COD mission with no modifications and no adverse impact to cyclic

flight operations. Development of an aerial resupply/logistics for sea basing (AR/LSB) capability for the Osprey began in 2016 when the Bell Boeing Joint Program Office received a $151-million engineering services contract. Although the Osprey, which is assigned the designation CMV-22B, will primarily be tasked with the COD mission, it will fulfill several secondary missions as well. These include vertical on-board delivery (VOD), vertical replenishment (VERTREP), medical evacuation (medevac), naval special warfare support, missions of state, humanitarian assistance/disaster relief, and search and rescue.

Retaining the baseline MV‑22B airframe, the COD variant will be equipped with an extended-range fuel system, a secure beyond-line-of-sight communications capability and a public address system. The high-frequency radio is required to support over-thehorizon communications and the extended range fuel system will allow the Osprey to fly a distance of 1,150nm (2,130km) without aerial refueling. The Navy plans to begin procurement of its first Ospreys in FY 2018 with the purchase of six aircraft. Deliveries of the type will begin during FY 2020 and planned procurement

includes 44 CMV-22Bs by 2024. Development and operational testing will be completed in FY 2021 and the new COD aircraft will achieve initial operational capability the same year when three aircraft are ready to deploy. Full operational capability will follow in 2023 when the aircraft is able to support major combat operations. The Ospreys will be flown operationally by VRC-30 at NAS North Island, California, and VRC-40 at NS Norfolk, Virginia. Pilot and aircrew training on the tilt-rotor will be conducted by the Marine Corps FRS for the Osprey at MCAS New River, North Carolina.

NAVY UNMANNED AIR SYSTEMS RQ-4A Global Hawk, MQ-4C Triton The MQ-4C unmanned air system (UAS) is a key element in the recapitalization of the airborne intelligence, surveillance, and reconnaissance (ISR) capability of the Navy’s maritime patrol and reconnaissance force (MPRF). The US Navy originally procured two modified RQ-4A air vehicles from Northrop Grumman as part of the Global Hawk Maritime Demonstration (GHMD) in 2005. The RQ-4s were delivered to Edwards AFB, California, in October 2004 and June 2005 but relocated to NAS Patuxent River, Maryland, by December 2006. Based on the airframe of the USAF’s early Block 10 RQ-4As, the naval variants featured an inverse synthetic aperture radar (ISAR) that has a maritime search mode among other minor changes. During 2009, the GHMD was renamed the Broad Area Maritime Surveillance Demonstrator (BAMS-D) program. The first RQ-4A was deployed to Al Dhafra Air Base, United Arab Emirates in February 2009, conducting maritime surveillance missions and supporting the development of

concepts and tactics in support of the BAMS. The BAMS-D aircraft have been deployed for more than seven years in support of CENTCOM ISR tasking. Although the Navy acquired three further Block 10 RQ-4As from the USAF in 2011, one was subsequently written off in a crash that occurred in June 2012. The Block 20 version of the Global Hawk was selected as the winner of the BAMS Unmanned Aircraft System (BAMS UAS) project in April 2008 and was assigned the designation MQ-4C. The MQ-4C, which received the name Triton in September 2010, first flew at Palmdale, California, in May 2013 and the initial pair of system development and demonstration (SDD) aircraft was delivered to NAS Patuxent River in 2014. Production plans initially included six developmental aircraft comprising three for developmental test (DT) and three system demonstration test articles (SDTA). The numbers were later reduced to include two SDD and two SDTA airframes.

An MQ-4C Triton unmanned aircraft system prepares to land at Naval Air Station Patuxent River. US Navy/Kelly Schindler

An operational assessment was completed in December 2015 and, under the Navy’s maritime ISR&T transition plan, the MQ-4C will achieve initial operational capability in FY 2018. A Milestone C production approval was delivered in September 2016 and an order for the first batch of three Lot 1 MQ-4Cs followed. The service hopes to procure the entire fleet of 68 Tritons by 2028. Unmanned patrol squadron VUP-19 at NAS Jacksonville, Florida, will be the first unit to field the MQ-4C. Although the squadron will be located at NAS Jacksonville the Tritons will operate from Naval Station Mayport, Florida. The inventory included four RQ-4As

and three MQ-4Cs in December 2016. The Triton will operate in conjunction with the P-8A and will provide the Navy with a maritime ISR system. It is equipped with the Northrop Grumman AN/ ZPY‑3 multi-function active sensor (MFAS) AESA radar, a Raytheon AN/ DAS-3 EO/IR sensor and automatic identification system (AIS) equipment. A single Triton orbit will provide a continuous surveillance capability at a maximum mission radius of 2,000nm (3,704km) for a minimum of 24 hours. When full operational capability is achieved, the system will provide up to five simultaneous orbits worldwide.

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RQ-21A Blackjack

MQ-8B/C Fire Scout Fielded in two versions, the MQ-8B/C vertical take-off and landing tactical unmanned air vehicle (VTUAV) system is a component of the Navy’s airborne intelligence, surveillance, and reconnaissance (ISR) family of systems. The MQ-8 provides day and night real-time ISR target acquisition, using the Brite Star II turret electro-optical/infra-red/ laser designator-rangefinder payload and maritime search radar along with other modular mission-specific payloads for voice communications relay and battlefield management support to the tactical commander. Development began when Northrop Grumman was awarded a contract for the engineering and manufacturing development (EMD) phase of the VTUAV program in February 2000. The initial RQ-8A was later replaced by the more capable MQ-8B, although both of these versions were based on the Schweizer Model 333 helicopter. The MQ-8B version of the Fire Scout has deployed operationally from US Navy guided-missile frigates (FFG) and littoral combat ships

(LCS) and supported the Intelligence, Surveillance, and Reconnaissance Task Force in Afghanistan since October 2009. It achieved initial operational capability in March 2014. The Fire Scout recently deployed for the first time with the AN/ZPY-4(v)1 maritime search radar capability aboard the littoral combat ship USS Coronado (LCS-4). Capable of tracking up to 150 targets, the new radar extends the search area of the LCS and increases detection accuracies out to 70 miles. The MQ-8B will also field the AN/DVS-1 coastal battlefield reconnaissance and analysis (COBRA) mine countermeasures system, which is designed for operation in littoral waters. By FY 2011, when production of the MQ-8B was terminated in favor of a variant based on the larger Bell Model 407 airframe, the Navy had procured 30 air vehicles. At present the Navy operates 24 MQ-8Bs and plans call for them to equip eight systems that will be available for deployment aboard the LCS. The first flight of the MQ-8C version of the Fire Scout was conducted at NBVC Point Mugu,

Developed by Boeing’s Insitu subsidiar,y the RQ-21A Blackjack was selected to fill a joint US Navy and Marine Corps requirement for a small tactical unmanned aircraft system (STUAS) in 2010. The Group 3 UAS provides persistent maritime and landbased tactical reconnaissance, surveillance, and target acquisition (RSTA) data collection and dissemination capabilities. The Blackjack completed its first shipboard flight in February 2013 from the amphibious transport dock ship USS Mesa Verde (LPD 19). It entered low-rate initial production (LRIP) in 2013 California, in October 2013. It was jointly developed by Northrop Grumman and Bell Helicopter under the project name Fire-X beginning in 2010. The MQ-8C integrated the Fire Scout’s architecture with the larger Bell 407 airframe. Procurement plans include a total of 40 MQ-8Cs and 19 examples were in service in late 2016. The MQ-8C version completed dynamic interface testing aboard the guided missile destroyer USS James Dunham (DDG 109) in December 2014. A land-based operational assessment followed

and reached initial operating capability (IOC) in January 2016. It features an open-architecture configuration that enables the ‘quick’ integration of new mission payloads weighing up to 25lb (11.3kg). The Blackjack has a service ceiling of 15,000ft (4,572m), an operational radius of 50nm (92.6km) and can remain airborne for up to 16 hours. The Navy’s requirement included 25 RQ-21A systems and procurement ended with the delivery of the final four in FY 2017. The systems provide shipboard, special warfare and expeditionary missions with in early 2016. It completed dynamic interface testing aboard the USS Montgomery (LCS 8) in April 2017. The MQ-8C is scheduled to begin initial operational test and evaluation in fall 2017 and is expected to achieve IOC in late Fiscal 2018. The Navy plans to provide the MQ-8C with the Leonardosupplied Osprey X-band active electronically scanned array (AESA) surveillance radar and will integrate the APKWS II lase-guided missile and mine countermeasures payloads with the Fire Scout.

An MQ-8C Fire Scout unmanned aerial vehicle. US Navy

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US NAVY AIR POWER 2017 an organic tactical intelligence, surveillance, and reconnaissance capability. Each Blackjack system is comprised of five air vehicles, two associated ground control

stations and day/night fullmotion video cameras, infrared marker, laser rangefinder, communications relay package and automatic identification system (AIS) receiver payloads.

Squadron

Location

Aircraft

Command

Tail code

VUP-19 ‘Big Red’ (see Note 1)

NAS Jacksonville, Florida

(MQ-4C)

CPRW-11

VUP-19 ‘Det Mugu’ (see Note 1)

NB Ventura CountyPoint Mugu, California

(MQ-4C)

CPRW-11

VX-20 ‘Force’

NAS Patuxent River, Maryland

MQ-4C

NAWCAD

VX-30 UAS

NB Ventura CountyPoint Mugu, California

NRQ-21A, RQ‑23A, MQ‑8B/C NAWCAD

VX-31

NAS China Lake, California

MQ-9A

NAWCAD

CPRW-2 Det 2 (see Note 2)

NAS Patuxent River, Maryland

RQ-4A

CPRW-2

NTWL UAS Test Directorate

NOLF Webster Field, Maryland

MQ-8B, RQ-21A, RQ-26A

NAWCAD

1 2

Unit will operate MQ-4C Triton. Global Hawk UAS are forward-deployed to US Central Command (USCENTCOM) AOR.

MQ-25A Stingray The US Navy issued contracts to conduct risk-reduction activities in support of the MQ-25 carrierbased aerial refueling system (CBARS) unmanned carrier aviation air system (UCAS) to Northrop Grumman, Boeing, Lockheed Martin and General Atomics in May 2017. The contracts, which run through September 2018, provide for concept refinement and other development in advance of the engineering and manufacturing development (EMD) phase. Originally known as the unmanned carrier-based reconnaissance and strike (UCLASS), the project was restructured. Assigned the

designation MQ-25 in July 2016, the UCAS will provide the CSG with a persistent, multi-mission aerial refueling and intelligence, surveillance, and reconnaissance (ISR) UAS that will be integrated with the CVW. The Stingray will significantly extend the air wing’s range, reach, and missioneffectiveness. Assuming the aerial refueling mission will free up F/A-18E/Fs to execute their primary missions while preserving the fatigue life of those airframes. Additionally, it will provide a longendurance ISR capability. The Navy should issue a final request for proposals in mid-2017 and award a contract for the EMD phase in 2018.

MISCELLANEOUS TYPES UH-72A Lakota The US Naval Test Pilot School acquired five Airbus Helicopters EC‑145s in September 2008. Operated under the designation UH-72A, the light utility helicopters are used to train students in rotary wing flying characteristics and test procedures. The Lakotas are powered by two 738shp (550kW) Turbomeca Arriel 1E2 turboshafts and feature a modern glass cockpit. O-2A Pelican The US Navy’s Center for Interdisciplinary Remotely-Piloted Aircraft Studies (CIRPAS) in Monterey, California, operates two heavily modified Cessna Model 337 Skymasters that serve as unmanned air system (UAS) surrogates. Carried out by Zivko Aeronautics, the modifications removed the O-2A’s forward Continental IO-360 engines and replaced them with extended noses that are capable of carrying the various intelligence payloads up to 350lb (159kg). The Pelican was originally developed by the Office of Naval Research for low-altitude, long-endurance atmospheric and oceanographic sampling. It was later modified to serve as a Predator UAS surrogate by Zivko Aeronautics and General Atomics. T-38C Talon The US Navy initially acquired five Northrop T-38A Talons for use by the

Naval Air Test Pilot School at NAS Patuxent River, Maryland, in 1969. Ten T-38Cs now support the school’s curriculum. The Talons are the school’s primary fixed-wing training assets and are used to train students in a variety of roles, including aircraft handling and flight characteristics, transonic performance and system integration. Power is provided by two 2,900lb-st (12.90kN) General Electric J85-GE-5 turbojet engines. Recent modifications provide the aircraft with speed brake indicators and video data transfer systems. The latter systems were installed to record flight and cockpit data for debriefing students. T-39D Sabreliner Beginning in 1963 the US Navy acquired 42 Sabreliner 40s from North American Aviation for use as radar systems trainers. Today a single T-39D supports test missions with VX-31 ‘Dust Devils’ at NAWS China Lake, California. NU-1B Otter A single example of the de Havilland Canada DHC-3 is operated by the Naval Test Pilot School at NAS Patuxent River, Maryland, under the designation NU-1B. Powered by a single 600hp Pratt & Whitney R-1340 radial engine, the Otter is one of 14 that was delivered to the US Navy. It originally entered service in September 1956, under

the designation UC-1A. The Otter is used to train test pilots in low speed aircraft handling and flight characteristics. U-6A Beaver A pair of de Havilland Canada DHC‑2s are operated by the Naval Test Pilot School at NAS Patuxent River, Maryland, under the designation U-6A. The Beavers, which are the oldest aircraft on the US Navy inventory, were originally delivered to the USAF under the designation L-20A and used by the air force for liaison duties. Respectively built in 1951 and 1952, they are used to train test pilots in low-speed aircraft handling and flight characteristics and as tow aircraft for the school’s X-26 Frigate sailplane. They are powered by a single 450hp (336kW) Pratt & Whitney R-985 radial engine. UV-18A Twin Otter The US Navy acquired a pair of UV-18As following their retirement by the Alaska Army National Guard. Both serve as unmanned air system (UAS) surrogates with the US Navy’s Center for Interdisciplinary Remotely-Piloted Aircraft Studies (CIRPAS) in Monterey, California. The Twin Otters are powered by a pair of Pratt & Whitney Canada PT6A turboprop engines and have a payload capacity of 1,500lb (680kg).

X-26A Frigate A pair of Schweizer Model SGS 2-32 high-performance sailplanes support the training curriculum of the US Naval Test Pilot School at NAS Patuxent River, Maryland under the designation X-26A. SF340A ASTARS II Calspan Corporation’s Flight Research Group operates a single Saab-Fairchild SF340A on behalf of the US Naval Test Pilot School at NAS Patuxent River, Maryland. The former commuter airliner was modified as an airborne systems training and research support (ASTARS) laboratory and arrived at the base on February 3, 2010. The heavily modified aircraft replaced the last of two Lockheed NP-3D Orions that had previously been operated by the school. The ASTARS II aircraft supports instruction in the test and evaluation of navigation systems, tactical sensors, and integrated avionics. It is equipped with an AN/APG‑68 radar, MX-15 electro-optical/infra-red (EO/ IR) turret, and other sensor equipment as well as instructor stations and a simulation cockpit. The aircraft is used for software evaluations, integrated systems evaluations, radar test technique demonstrations and for navigation and forward-looking infra-red (FLIR) evaluations.

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AIR POWER REVIEW STABLISHED IN NOVEMBER 1775, the US Marine Corps is a component of the Department of the Navy and is the smallest of the four military branches of the Department of Defense. The Fleet Marine Force is referred to as America’s ‘crisis response force’ and an ‘expeditionary force in readiness’. The Marine Corps is manned, trained, and equipped to conduct sustained operations, across the range of military operations (ROMO). Designed as a ‘middleweight force’, its integrated air, ground and logistics components are assigned to rapidly

deployable Marine Air-Ground Task Forces (MAGTF) that are equipped with the organic capabilities required to accomplish its mission, roles, and functions. The Marine Corps’ combined-arms task forces are considered to be the world’s most capable expeditionary force. Marine aviation exists ‘to conduct air operations, project combat power, and contribute to battlespace dominance in support of the MAGTF’s mission.’ Marine aviation’s contribution to the MAGTF is the Aviation Combat Element (ACE). The war-fighting MAGTF is comprised of three numbered Marine Expeditionary Forces (MEFs) and associated Marine Expeditionary Brigades (MEBs).

1st Marine Aircraft Wing (1st MAW) Tasked as the aviation combat element (ACE) for the III Marine Expeditionary Force (III MEF), the 1st MAW is headquartered at MCB Camp Foster, Okinawa, Japan. It is responsible for three MAGs and as many as nine permanently assigned flying squadrons. Up to five squadrons and smaller detachments are rotationally assigned to MAG-12 and MAG-36, by the 2nd and 3rd MAW, in support of the 1st MAW unit deployment program (UDP). Marine Aircraft Groups MAG-12 MCAS Iwakuni, Japan MAG-24 MCAS Kaneohe Bay, Hawaii MAG-36 MCAS Futenma, Japan

The organizations are respectively comprised of Marine Regiments, Marine Aircraft Groups (MAG) and Combat Logistics Regiments. Formed to accomplish a specific mission, operation or exercise, a Special Purpose Marine Air-Ground Task Force (SPMAGTF) features each of the elements of a MAGTF on a smaller scale. Current examples include the SPMAGTF — Crisis Response — Africa (SPMAGTFCR-AF) at Morón Air Base, Spain and — Central Command (SPMAGTF-CR-CC) in Bahrain. Considered to be a SP-MAGTF, sea-based Marine Expeditionary Units (MEU) are forward-deployed aboard US Navy amphibious vessels as part of an Amphibious Ready

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UNITED STATES MARINE CORPS AIR POWER 2017 Group (ARG). Reinforced Marine Medium Tilt-rotor Squadrons [VMM(R)] form the basis for the ACE assigned to each of the seven MEUs and provide medium to heavy-lift capability, assault support and close air support (CAS). The reinforced ‘composite’ unit’s assets include MV-22B medium-lift tlit-rotors, CH-53E heavy lift helicopters, AH-1W or AH-1Z helicopter gunships, UH-1Y utility helicopters, RQ-21A unmanned aircraft and AV-8Bs that are detached from other squadrons. Organized under three active component (AC) MAWs and a single reserve component (RC) MAW, Marine Aviation units at present operate nearly 1,300 aircraft.

After 15 years of sustained operations ashore, the Marine Corps is refocusing on its core naval and expeditionary missions as well as full-spectrum operations across the ROMO. Already revolutionized through the Osprey tilt-rotor, Marine aviation continues to evolve as it identifies and addresses the challenges of current and future operational environments.

Modernization According the 2017 Marine Aviation Plan, over the next five years ‘the MAGTF’s Aviation Combat Element will enter the heaviest years of aircraft transition in its history’. New concepts include the Modular ACE and the Lightning carrier (CV-L).

2nd Marine Aircraft Wing (2nd MAW) The 2nd MAW serves as the ACE for the II MEF and is responsible for four MAGs that control 29 flying squadrons and more than 400 aircraft. Its squadrons and detachments normally deploy to support the 22nd, 24th and 26th MEU (Special Operations Capable [(SOC]) or the 2nd MEB. Additionally, they support the 1st MAW in Japan via the UDP. In recent years its units have been tasked to support Special-Purpose Marine Air-Ground Task Force-Crisis Response-Central Command

(SPMAGTF-CR-CC) and -Africa (SPMAGTF-CR-AF). In addition to the operational units the wing, which is headquartered at MCAS Cherry Point, North Carolina, is responsible for four Fleet Replacement Squadrons (FRS) and the Marine Unmanned Aerial Vehicle Training detachment. Furthermore, in support of the US Navy/US Marine Corps ‘TACAIR’ program, one Marine Fighter Attack Squadron (VMFA) is tasked to deploy aboard US Navy aircraft carriers as part of Carrier Air Wing Seventeen (CVW-17).

Marine Aircraft Groups MAG-14 MAG-26 MAG-29 MAG-31

MCAS Cherry Point, North Carolina MCAS New River, North Carolina MCAS New River, North Carolina MCAS Beaufort, South Carolina

Fleet Replacement Squadrons VMAT-203 VMMT-204 HMHT-302 VMFAT-501 VMUT

MCAS Cherry Point, North Carolina MCAS New River, North Carolina MCAS New River, North Carolina MCAS Beaufort, South Carolina MCAS Cherry Point, North Carolina

AV/TAV-8B MV-22B CH-53E F-35B RQ-21A

F-35Bs, AH-1Z, MV-22Bs and UH-1Ys share the flight deck of amphibious assault ship USS America (LHA 6) during the latter stage of DT-III and the proof of concept phase. Lockheed Martin/Andy Wolfe

3rd Marine Aircraft Wing (3rd MAW) Headquartered at MCAS Miramar, California, the 3rd MAW serves as the ACE for the I MEF, which is located at Camp Pendleton, California. The wing’s four MAGs are responsible for 26 flying squadrons that include two Fleet Replacement Squadrons (FRS). The operational squadrons The transition plan for the F-35 has been tweaked to favor F/A-18 Hornet squadrons for the coming few years. Jamie Hunter

Marine Aircraft Groups MAG-11 MAG-13 MAG-16 MAG-39 Fleet Replacement Squadrons VMFAT-101 HMLAT-303

deploy in support of the 11th, 13th and 15th MEU (SOC), the 1st and 3rd MEBs, the UDP in Japan or the SPMAGTF-CR-CC and SPMAGTF-CR-AF. Additionally, a VMFA squadron deploys with as part of CVW-11 in support of Naval Aviation’s Tactical Aircraft (TACAIR) Integration Plan.

MCAS Miramar, California MCAS Yuma, Arizona MCAS Miramar, California MCAS Camp Pendleton, California MCAS Miramar, California MCAS Camp Pendleton, California

F/A-18A/B/C/D AH-1W/Z, UH-1Y

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AIR POWER REVIEW Under the concept Marine aviation will continue to deploy and employ its assets in the most effective manner to maximize the combat capabilities of the MAGTF. Although they are primarily tasked to project MEUs ashore, when required amphibious assault ships (L-Class) will be prepared to ‘reconfigure’ to provide ready decks for a mix of MV-22s, CH-53s and UH-1s for humanitarian or disaster relief missions. The Lightning carrier (CV-L) will deploy 16-20 F-35Bs and four V-22 aerial refueling system (VARS)-equipped Ospreys. Previously employed on five occasions utilizing AV-8B Harriers in a ‘Harrier carrier’ concept, the CV-L will be capable of being employed independently, as part of an ARG or Expeditionary Strike Group (ESG), or in conjunction with a Carrier Strike Group (CSG), providing the naval and joint force with a significant capability to support its missions. Within four years the transition of the rotary-wing (RW) and tilt-rotor (TR) communities to the AH-1Z, UH-1Y and MV-22B will be complete and the replacement of the CH-53E with CH-53K will be under way. The service continues to deploy and develop its fleet of unmanned aircraft systems (UAS). In addition to fielding and upgrading the

RQ-21 small tactical unmanned air system (STUAS) with additional capabilities, the development of a sea-baseable Group 5 Marine unmanned expeditionary (MUX) UAS was approved by the Joint Requirements Oversight Council. The need to meet fixed-wing adversary and fleet tactical air control party (TACP) and forward air controller (airborne) — FAC(A) — training requirements has caused the Marine Corps to examine alternatives and solutions to provide a sufficient number of highdemand/low-density adversary and CAS training platforms. One option under consideration is the creation of as many as four composite adversary training squadrons. This would require the acquisition of up to 12 additional F-5-class aircraft and 24 turboprop aircraft and/or unmanned platforms that would augment close air support training for the TACP and FAC(A) missions. The service is considering a combination of its own organic assets and contracted solutions in order to meet this requirement.

Fleet modernization Transition plans for the Joint Strike Fighter have been revised slightly and the Lightning II will now replace Hornets in several squadrons before

any more Harrier squadrons trade their AV-8Bs for F-35B in 2021. The Harrier fleet will be consolidated on the east coast by 2022 under the revised plan. Likewise the Hornet fleet will be consolidated on the west coast by 2027. The last Harrier IIs will be retired by FY 2026 and the sunset for the active-duty Hornets will occur in late 2030. The last reserve Hornets will follow them into retirement during 2031. The fielding plans will see 14 active and two reserve squadrons receiving the F-35B, and four squadrons that support US Navy

carrier operations will receive the F-35C. Two FRS squadrons will operate the F-35B, while F-35C training will be conducted jointly with the US Navy. Conversion of the active-duty light attack helicopter squadrons from the AH-1W to the AH-1Z will be completed in 2020, with the last AH-1Ws operated by the Marine Corps Reserve being phased out in FY 2021. AH-1W training will conclude in FY 2017. Replacement of the CH-53E fleet with the more capable King Stallion is still scheduled to begin in FY 2019. Fleet transition will not

4th Marine Aircraft Wing (4th MAW) The 4th MAW’s mission is to augment, reinforce, and sustain the active component as an operational aircraft wing under the total force. Headquartered at Marine Corps Support Facility New Orleans in Algiers, Louisiana, the wing controls a Marine Aviation Training Support Group and a pair of geographically organized MAGs. The wing’s operational units include nine flying squadrons and two Marine Transport Marine Aircraft Groups MAG-41 MASTG-42 MAG-49

Squadrons (VMR). Four Squadron Augmentation Units (SAU) support training requirements, and plans call for activating an F-35B SAU under VMFAT-501 in FY 2017. Current operations conducted by the 4th MAW include sustained UC-35D and UC-12W deployments in support of SPMAGTF-CR-CC and SPMAGTF-CR-AF. When required the wing supports the UDP by providing OPTEMPO relief for the active component. NAS JRB Fort Worth, Texas NAS Pensacola, Florida JB McGuire-Dix-Lakehurst, New Jersey

The MV-22 Osprey has revolutionized the Marine Corps’ ability to insert assault teams over long ranges. USAF/ SSgt Kenneth W. Norman

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UNITED STATES MARINE CORPS AIR POWER 2017 get under way in earnest, however, until FY 2023. Although no replacement is planned, the last EA-6B airborne electronic attack (AEA) aircraft will be retired in 2019. The Marine Corps intends to equip all of its platforms to carry the AN/ALQ-231 Intrepid Tiger II precision electronic warfare (EW) pod. Already fielded by the AV-8B, F/A-18A++/C/D and UH-1Y, the pod is being integrated with the KC-130J and future plans include its use on the MV-22B, AH-1Z and CH-53K. Upgrades for the pod will provide a radar AEA capability. The approved acquisition objective (AAO) procurement includes 136 pods. Changes to the operational support airlift (OSA) fleet will see the service’s two C-9B Skytrain IIs being transferred to the reserve component and relocated from MCAS Cherry Point, North Carolina, to NAS Fort Worth JRB, Texas. The CONUSbased UC-12

fleet will be consolidated at two bases by the end of FY 2018. The moves are intended to allow the Marines to provide forwarddeployed MAGTFs with enhanced air mobility. Additionally, the restructuring will allow it to better support the expanded use of Special Purpose Marine Air Ground Task Forces (SPMAGTF), ‘disaggregated’ MEUs and distributed operations, which will result in the expanded use of OSA assets outside CONUS. The Marines’ final FY 2017 budget provided funding for 71 new aircraft as well as four unmanned air systems (UAS). The acquisitions comprised 18 F-35Bs, two KC-130Js, 26 AH-1Zs, 19 MV-22Bs, two CH-53Ks and four UC-12Ws. It funded 1,227 primary authorized aircraft (PAA) for the Marines. Released in May 2017, the US Navy’s budget request for FY 2018 includes 20 F-35Bs, four CH-53Ks, 22 AH-1Zs, two KC-130Js and four RQ-21As, and funding for 1,224 PAA for the Marines. The Marines’ $2.36-billion unfunded requirements list included two CH-53Ks and seven AH-1Zs, two MV-22Bs, four KC-130Js, four F-35Bs and two F-35Cs.

MARINE EXPEDITIONARY UNIT (MEU) ASSIGNMENTS — JUNE 2017 11th MEU (Special Operations Capable — SOC) USS Makin Island (LHD 8) Amphibious Ready Group Squadron Nickname VMM-163 (Rein) ‘Ridge Runners’ HMH-466 ‘Wolfpack’ HMLA-267 ‘Stingers’ VMA-311 ‘Tomcats’

Aircraft MV-22B CH-53E AH-1Z/UH-1Y AV-8B

13th MEU (SOC) USS Boxer (LHD 4) Amphibious Ready Group Squadron Nickname VMM-166 (Rein) ‘Grey Hawks’ HMH-465 ‘Wolfpack’ HMLA-267 ‘Stingers’ VMA-214 ‘Black Sheep’

Aircraft MV-22B CH-53E AH-1Z/UH-1Y AV-8B

15th MEU (SOC) USS America (LHA 6) Amphibious Ready Group Squadron Nickname VMM-161 (Rein) ‘Greyhawks’ HMH-462 ‘Heavy Haulers’ HMLA-369 ‘Gunfighters’ VMA-214 ‘Black Sheep’ VMU-1 ‘Watchdogs’

Aircraft MV-22B CH-53E AH-1Z/UH-1Y AV-8B RQ-21A

22nd MEU (SOC) USS Wasp (LHD 1) Amphibious Ready Group Squadron Nickname VMM-264 (Rein) ‘Black Knights’ HMH-366 ‘Hammerheads’ HMLA-467 ‘Sabre Rattlers’ VMA-542 ‘Flying Tigers’ VMU-2 ‘Night Owls’

Aircraft MV-22B CH-53E AH-1W/UH-1Y AV-8B RQ-21A

24th MEU (SOC) USS Bataan (LHD 5) Amphibious Ready Group Squadron Nickname VMM-365 (Rein) ‘Blue Knights’ HMH-461 ‘Iron Horse’ HMLA-269 ‘Gunrunners’ VMA-223 ‘Bulldogs’ VMU-2 ‘Night Owls’

Aircraft MV-22B CH-53E AH-1W/UH-1Y AV-8B RQ-21A

26th MEU (SOC) USS Kearsarge (LHD 3) Amphibious Ready Group Squadron Nickname VMM-162 (Rein) ‘Golden Eagles’ HMH-464 ‘Condors’ HMLA-167 ‘Warriors’ VMA-223 ‘Bulldogs’

Aircraft MV-22B CH-53E AH-1W/UH-1Y AV-8B

31st MEU (SOC) USS Bonhomme Richard (LHD 2) Amphibious Ready Group Squadron Nickname VMM-265 (Rein) ‘Dragons’ HMH-*** HMLA-169 ‘Vipers’ VMA-311 ‘Tomcats’ *** Composite organization was not available at press time

Aircraft MV-22B CH-53E AH-1Z/UH-1Y AV-8B

Initial problems with AH-1Z maintainability appears to be improving and spares funding is a major new initiative to improve readiness. Jamie Hunter SPECIAL PURPOSE MARINE AIR GROUND TASK FORCE — CRISIS RESPONSE (SPMAGTF-CR) ASSIGNMENTS — JUNE 2017 SPMAGTF-CR-AF — Morón AB, Spain Squadron Nickname Aircraft VMM-764 ‘Moonlight’ MV-22B VMGR-252 Det ‘Otis’ KC-130J

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SPMAGT,F-CR-CC — Morón AB, Spain Squadron Nickname Aircraft VMM-364 ‘Purple Foxes’ MV-22B VMA-231 ‘Ace of Spades’ AV-8B VMGR-352 Det ‘Raiders’ KC-130J

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AIRCRAFT OF THE US MARINE CORPS ABBREVIATIONS AB

Air Base

AFB

Air Force Base

ANGB

Air National Guard Base

AOD

Air Operations Department

AMCMWSTS

Airborne Mine Countermeasures System Training School

CFLSW

Commander Fleet Logistic Support Wing

CIRPAS

Center for Interdisciplinary Remotely Piloted Aircraft Studies

CACCLW

Commander, Airborne Command and Control Logistics Wing

CHSMSL

Commander, Helicopter Maritime Strike Wing Atlantic

CHSMSP

Commander, Helicopter Maritime Strike Wing Pacific

CHSCWL

Commander, Helicopter Sea Combat Wing Atlantic

CHSCWP

Commander, Helicopter Sea Combat Wing Pacific

CNATRA

Chief, Naval Aviation Training Command

CMSW

Commander, Maritime Support Wing

COTEF

Commander, Operational Test and Evaluation Force

CPRG

Commander, Patrol and Reconnaissance Group

CPRW

Commander, Patrol and Reconnaissance Wing

CUSFFC

Commander, US Fleet Forces Command

CSFWL

Commander, Strike Fighter Wing Atlantic

CSFWP

Commander, Strike Fighter Wing Pacific

C-9B Skytrain II Based on the McDonnell Douglas DC-9-32 airliner, the C-9B first entered service in May 1973. Naval aviation operated 17 C-9Bs as well as 16 DC-9s that were acquired from commercial sources. Although the US Navy retired its last C-9B in June 2014 the Marines continue to operate a pair of Skytrain IIs as part of the operational support airlift (OSA) fleet. Powered by two Pratt & Whitney JT8D-9A turbofans, the aircraft is capable of carrying

EA-6B Prowler

Three Marine tactical electronic warfare squadrons operate 18 operational EA-6Bs. Training for the aircraft has ended although operational tasking will continue through 2019. The EA-6B’s AN/ALQ-99 tactical jamming system (TJS) includes a receiver mounted in a large antenna atop the vertical stabilizer, and up to five jamming pods carried on the external stores stations. The TJS is capable of jamming enemy radars and communications and the AGM-88 HARM missile is used to destroy emitting radar stations. Communications jamming is conducted with the AN/USQ-113 radio countermeasures set. The ICAP III aircraft also feature the AN/ALQ-218 airborne

electronic attack suite that is capable of geo-locating electronic emitters and has the ability to precisely identify and pinpoint the location of enemy radar sites for a more effective use of HARM missiles. Additionally, the AN/ASQ-140 multi-functional information distribution system (MIDS) provides the EA-6B with access to the Link 16 tactical data network. Each of the squadrons operates six ICAP (Improved Capability) Squadron

Location

III versions of the Prowler. A Block 7 software and hardware upgrade for the ICAP III has improved the system’s electronic warfare performance and interoperability. The Prowler ‘sunset’ is scheduled for 2019, and a second squadron will stand down at the end of FY 2017 when VMAQ-4 is deactivated. The remaining two squadrons will stand down in FY 2018, with the final phase-out occurring at the end of FY 2019. Aircraft

Command

Tail code

VMAQ-2 ‘Death Jesters’ MCAS Cherry Point, (see Note 1) North Carolina

EA-6B (ICAP III)

MAG-14

VMAQ-3 ‘Moon Dogs’ (see Note 2)

EA-6B (ICAP III)

MAG-14

VMAQ-4 ‘Seahawks’ MCAS Cherry Point, EA-6B (ICAP III) (see Note 3) North Carolina 1 VMAQ-2 will be deactivated at the end of FY 2019. 2 VMAQ-3 will be deactivated at the end of FY 2018. 3 VMAQ-4 will be deactivated at the end of FY 2017.

MAG-14

MCAS Cherry Point, North Carolina

An EA-6B Prowler of VMAQ-2 ‘Death Jesters’. Jamie Hunter

up to 90 passengers or 20,000lb (9,072kg) of cargo and has a range of 1,740nm (3,222km). Both C-9Bs currently operate from MCAS Cherry Point, but they will be reassigned to the Marine Corps Reserve’s 4th MAW and relocated to NAS Fort Worth JRB, Texas by the end of Fiscal 2017 as part of a planned operational support airlift (OSA) consolidation. The C-9Bs are expected to remain in service through FY 2024 when they will be replaced by a pair of Boeing C-40A Clippers.

VMR-1 continues to operate two C-9Bs. USMC

Squadron

Location

Aircraft

Command

Tail code

VMR-1 ‘Roadrunners’ (see Note 1)

MCAS Cherry Point, North Carolina

C-9B

MCI-E

(5C)

VMR-1 will relocate to NAS Fort Worth JRB, Texas under the 4th MAW in FY17.

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UC-12B/F/W Huron Marine Corps UC-12s are tasked to support the MAGTF commander by providing the time-sensitive air transport of high-priority passengers and cargo between and within theaters of war during expeditionary, joint or combined operations. The King Airs are assigned to several Stateside air stations as well as bases in Japan. A consolidation of the CONUS-based active-duty OSA assets will result in the transfer of the King Airs that are assigned to the Marine Transport Squadron detachments (VMR Dets) at New River and Beaufort to MCAS Cherry Point. The assets presently stationed at VMR Det Yuma will similarly be reassigned to MCAS Miramar in mid-2017. The operational support airlift (OSA) fleet includes four UC-12Fs, two UC-12Ms and seven UC-12Ws. The UC-12F and UC-12M are both capable of carrying a maximum of seven passengers a distance of

700nm (1,296km) or up to 1,500lb (680kg) of cargo. In 2008 the Marine Corps acquired an initial batch of six Beechcraft King Air 350 twin turboprops that were assigned the designation UC-12W Huron. The UC-12Ws are capable of carrying up to eight passengers or 2,500lb (1,134kg) of cargo and feature extended-range fuel tanks that increase their range from 1,500 to 2,400nm (2,778 to 4,445km). A seventh UC-12W was delivered in fall 2016 and eight have been funded. Four additional aircraft will ultimately replace the older King Air 200s that remain in service. All of the UC-12Ws will receive upgraded aviation survivability equipment (ASE) that includes a third countermeasures dispenser, which will improve their ability to operate in low-threat environments. The aircraft will also be equipped with night visioncompatible cockpits and external lighting.

Squadron

Location

Aircraft

Command

Tail code

VMR Belle Chasse (see Note 1)

NAS JRB New Orleans, Louisiana

UC-12W

4th MAW

VMR Det Beaufort ‘Swamp Foxes’ (sete Note 2)

MCAS Beaufort, South Carolina

UC-12M

MCI-E

VMR Det Futenma

MCAS Futenma, Japan UC-12W

MCI-P

(5F)

VMR Det Iwakuni

MCAS Iwakuni, Japan

UC-12W

MCI-P

(5G)

VMR Det Miramar

MCAS Miramar, California

UC-12W

MCI-W

(5T)

VMR Det New River (see Note 3)

MCAS New River, North Carolina

UC-12F

MCI-E

VMR Det Yuma (see Note 4)

MCAS Yuma, Arizona

UC-12F

MCI-W

(5Y)

1 2 3 4

VMR Belle Chasse will be designated as VMR-4. VMR Det Beaufort UC-12M to transfer to MCAS Cherry Point. VMR Det New River UC-12F to transfer to MCAS Cherry Point. VMR Det Yuma UC-12F to transfer to MCAS Miramar.

C-20G Gulfstream

Support Detachment (MASD) at NAF Washington, Maryland in December 1994. Under current plans, the C-20G will remain active through 2027 but it will eventually be replaced by a similar type of aircraft.

A single C-20G, which is based on the Gulfstream IV, is currently assigned to the VMR Det at MCAS Kaneohe Bay, Hawaii. The aircraft was originally delivered to the Marine Aviation Squadron

Location

Aircraft

Command

VMR Det Kaneohe

MCAS Kaneohe Bay, Hawaii

C-20G

MCI-P

Tail code

The Marine Corps operates this C-20G in Hawaii. USMC/LCpl Matthew Bragg

UC-35C Citation Ultra/Encore The 4th MAW received the first of two UC-35C Citation Ultras for use in the operational support airlift role at NAS JRB New Orleans, Louisiana, in November 1999. Subsequently 11 UC-35Ds, which are based on the Cessna Citation Encore, were delivered. One aircraft was written off in a crash and 10 remain in service. The UC-35C/D is capable of transporting seven

passengers a distance of 700nm (1,296km). Future plans call for the eventual replacement of both Citation models with a new ‘super mid-size’-class transport. Block III avionics modifications have provided the aircraft with the Future Air Navigation System (FANS) 1/A and automatic dependent surveillance (ADS) capabilities.

Squadron

Location

VMR-1 ‘Roadrunners’ VMR Andrews (see Note 1) VMR Belle Chasse (see Note 2)

MCAS Cherry Point, UC-35D North Carolina JB Andrews-NAF Washington, Maryland UC-35D NAS JRB New Orleans, UC-35C Louisiana

VMR Det Futenma

MCAS Futenma, Japan UC-35D

MCAS Miramar, UC-35D California VMR Andrews will be designated as VMR-5. VMR Belle Chasse will be designated as VMR-4.

VMR Det Miramar 1 2

Aircraft

Command

Tail code

MCI-E

(5C)

4th MAW

MCI-P

(5F)

MCI-W

(5T)

A UC-12W of VMR Det Iwakuni. USMC

A UC-35D tucks up its gear on climb-out. USMC

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KC-130J/T Hercules

The KC-130J program of record includes 79 aircraft; 51 were in service at the end of 2016. Marine Reserve squadron VMGR-234 began its transition from the KC-130T to the KC-130J in March 2014 and achieved initial operational capability with five aircraft in late FY 2015. The two reserve squadrons are expected to achieve full operational capability in FY 2024 and 2026 respectively. Selected ‘best of breed’ KC-130Ts were assigned to VMGR-452, which will begin its conversion to the KC-130J in FY 2019. The squadron currently operates 14 KC-130Ts. Each of the three active-duty squadrons has a complement of 15 KC-130Js while the reserve units will each operate 12 KC-130Js. The assignments

The Hercules first entered service with the Marine Corps as the KC-130F in 1961. The initial variant was based on the standard C-130B airframe, and the subsequent KC-130R and KC-130T models were on the basic C-130H. Three active-duty and one reserve Marine Aerial Refueler Transport Squadrons (VMGR) have converted to the KC-130J and the second reserve squadron continues to operate the KC-130T. The latter version was developed specifically for the reserves and 28 examples including two stretched KC-130T-30s were delivered. Five of the KC-130Ts, including both stretched models, have been reassigned to a US Navy Fleet Logistics Support Squadron and six were transferred to testing duties.

Squadron

Location

VMGR-152 ‘The Sumos’ MCAS Iwakuni, Japan NAS JRB Fort Worth, Texas MCAS Cherry Point, North Carolina MCAS Miramar, California Stewart ANGB, New York

VMGR-234 ‘Rangers’ VMGR-252 ‘Otis’ VMGR-352 ‘Raiders’ VMGR-452 ‘Yankees’

allow the former to field a nineaircraft core squadron and two detachments equipped with three aircraft, whereas the reserve units’ complements provide for a six-aircraft core squadron and two three aircraft detachments. The KC-130J made its debut combat deployment in support of Operation ‘Iraqi Freedom’, when six aircraft were sent to Al Asad, Iraq, in February 2005. First deployed to Afghanistan in support of Operation ‘Enduring Freedom’ in October 2010, the Harvest HAWK (Hercules Airborne Weapons Kit) system allows the KC-130J to operate in the close air support and overwatch roles. The removable system features an AN/ AAQ-30 target sight sensor (TSS) that is installed in the aft end of an empty external fuel tank and a

Aircraft

Command

Tail code

KC-130J

MAG-12

KC-130J

MAG-41

KC-130J

MAG-14

KC-130J

MAG-11

KC-130T

MAG-49

roll-on/roll-off fire control console (FCC) with two stations. The TSS installation reduces the aircraft’s total fuel capacity to around 42,000lb (19,051kg). The port-side air refueling pod is displaced by a weapons pylon and an M299 launcher that allows the aircraft to carry four laser-guided AGM-114P Hellfire II missiles; however, the capability to provide in-flight refueling is retained using its starboard pod. Raytheon AGM-175 Griffin or MBDA GBU-44/B Viper Strike stand-off precision-guided munitions (SOPGM) can be deployed from a launcher installed on a modified paratroop door known as the Derringer door. Upgrades to the fire control system and sensors will see the TSS replaced by the MX-20 EO/IR sensor that will be relocated under the radome. Additionally, the FCC will be replaced by a mission operator pallet (MOP). Ten aircraft were made capable of carrying the Harvest HAWK and six kits were evenly divided between VMGR-252 and VMGR-352.

A KC-130J of VMGR-352 ‘Raiders’. Jamie Hunter

F-5N/F Tiger II The only Marine Fighter Training Squadron (VMFT) operates 11 single-seat Northrop F-5Ns and a single two-seat F-5F for adversary training. The squadron, which is a component of the 4th Marine Air Wing, is based at MCAS Yuma. Like the US Navy aircraft, the current fleet of F-5Ns was acquired from Switzerland and upgraded by Northrop Grumman. The

establishment of a detachment of VMFT-401 at MCAS Beaufort, South Carolina to support F-35 training in FY 2018 is being analyzed. Further expansion of the aggressor program could see elements established at MCAS Miramar, California and MCAS Beaufort, South Carolina. Planned structural upgrades that will extend the Tiger II’s service life to 8,000 hours will allow the fleet to remain in service until 2025-28.

Squadron

Location

Aircraft

Command

Tail code

VMFT-401 ‘Snipers’

MCAS Yuma, Arizona

F-5F/N

MAG-41

An F-5N of VMFT-401 ‘Snipers’. Jamie Hunter

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F/A-18A/B/C/D Hornet The Marine Corps has operated the ‘legacy’ version of the Hornet since receiving its first single-seat F/A-18As from McDonnell Douglas in January 1983. Early Hornets were later replaced by the newer F/A-18Cs, which first flew in 1987. Fielding of the two-seat night attack F/A-18D began in 1990 as a replacement for the Grumman A-6E in the all-weather strike role. The aircraft later took on the forward air controller (airborne) or FAC(A), tactical air controller (airborne) or TAC(A) and tactical reconnaissance missions from the McDonnell Douglas OA-4M and Rockwell OV-10A/D and the McDonnell Douglas RF-4C. The aircraft’s ability to conduct tactical reconnaissance was enabled by the integration of the Advanced Tactical Air Reconnaissance System (ATARS). Introduced in 1999, ATARS allows the aircraft to collect and transmit digital imagery in real time. The Marine Corps will retain its F/A-18C/Ds until they are replaced by the F-35 Joint Strike Fighter. Under current plans the Hornets will remain in service with the active-duty squadrons until FY 2030 and with the reserves until FY 2031. The FRS mission will transfer to VMFA-323 in FY 2023 when VMFAT-101 is deactivated and the entire active-duty fleet will be consolidated at

MCAS Miramar during 2027. Upgrades for the early aircraft resulted in the conversion of 54 of the 61 F/A-18A+ aircraft to F/A-18A++ configuration; by 2019, 30 F/A-18Cs will be upgraded to C+ configuration. That effort provides the F/A-18C with digital communications, a tactical datalink, Joint HelmetMounted Cueing System (JHMCS), multi-functional information distribution system (MIDS), tactical aircraft moving map capabilities (TAMMAC), and new full-color displays. It further affords the capability to carry the latest G4 version of the AAQ-28 Litening targeting pod, which features advanced FLIR CCD/TV and laser imaging sensors. The upgraded F/A-18C+ began its first deployment to MCAS Iwakuni, Japan in support of the UDP in January 2016. The last examples of the F/A-18D are scheduled for retirement in FY 2028 and 72 examples are receiving a radar upgrade that will provide the AN/ APG-73 system with a synthetic aperture radar (SAR) capability. Continued upgrades will give the Hornets a new advanced capabilities mission computer (ACMC), displays and weapons including the AIM-120D and AIM-9X Block II missiles. The F/A-18A++, F/A-18C and F/A-18C+ are all compatible with the ALQ-

Squadron

Location

Aircraft

Command

Tail code

VMFAT-101 (FRS) ‘Sharpshooters’

MCAS Miramar, California

F/A-18A/B/C/D

MAG-11

VMFA-112 ‘Cowboys’ (see Note 1)

NAS JRB Fort Worth, Texas

F/A-18A++

MAG-41

Beaufort, VMFA-115 ‘Silver Eagles’ MCAS South Carolina

F/A-18C+

MAG-31

VMFA-122 ‘Werewolves’ MCAS Beaufort, (see Note 2) South Carolina

F/A-18C

MAG-31

VMFA(AW)-224 ‘Bengals’

MCAS Beaufort, South Carolina

F/A-18D

MAG-31

VMFA(AW)-225 ‘Vikings’ MCAS Miramar, (see Note 3) California

F/A-18D

MAG-11

VMFA-232 ‘Red Devils’

MCAS Miramar, California

F/A-18C

MAG-11

VMFA(AW)-242 ‘Bats’

MCAS Iwakuni, Japan

F/A-18D

MAG-12

VMFA-251 ‘Thunderbolts’ (see Note 4)

MCAS Beaufort, South Carolina

F/A-18C

MAG-31

DW/(AB)

VMFA-312 ‘Checkerboards’

MCAS Beaufort, South Carolina

F/A-18C/D

MAG-31

VMFA-314 ‘Black Knights’

MCAS Miramar, California

F/A-18A++/C

MAG-11

VMFA-323 ‘Death Rattlers’ (see Note 6)

MCAS Miramar, California

F/A-18C

MAG-11

WS(NH)

Beaufort, VMFA(AW)-533 ‘Hawks’ MCAS F/A-18D MAG-31 ED South Carolina Marine Corps Reserve squadron. VMFA-122 will transition to the F-35B in 2018 and relocate to MCAS Yuma, Arizona. VMFA(AW)-225 will transition to the F-35B in FY 2020. VMFA-251 deploys as part of CVW-1. VMFA-314will transition to the F-35C in FY 2019. VMFA-323 deploys as part of CVW-11.

1 2 3 4 5 6

231 Intrepid Tiger II electronic warfare pod but will be upgraded with the V1 Block II version. The aircraft will be made capable of delivering the Joint Direct Attack Munition-Extended Range (JDAM-ER), laser-guided Advanced Precision Kill Weapon System (APKWS) 2.75in (70mm) rockets, the Small Diameter Bomb II (SDB II) and the Joint Stand-Off Weapon (JSOW-C1). In December 2016 the Marine Corps fleet included 53 F/A-18As, seven F/A-18Bs, 129 F/A-18Cs and 92 F/A-18Ds. Hornet squadrons continue to operate with a temporary degraded primary

mission aircraft inventory (PMAI) of just 10 airframes. The primary mission aircraft authorized (PMAA) figure for the Hornet squadrons is scheduled to be restored to 12 in 2017. A reduction was caused by a backlog of in-service support and a depot backlog that has temporarily left the Marines 40 aircraft short of its requirements. The F/A-18 service life management program (SLMP) extends the Hornet’s service life beyond 8,000 hours and a service life extension program (SLEP) will further extend the lives of 150 ‘hand-selected’ F/A-18C/Ds to 10,000 flight hours.

A specially marked F/A-18B of VMFAT-101. Jamie Hunter

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F-35B Lightning II The Marines were the first of the three services to achieve initial operational capability with the Joint Strike Fighter. The milestone occurred in July 2015, VMFA-121 subsequently moving from MCAS Yuma, Arizona, to MCAS Iwakuni, Japan, and being realigned under MAG-12 in January 2017. VMFA-121

will make its first shipboard deployment in support of an MEU in 2018. Under current acquisition plans the Marines will receive 353 short take-off and vertical landing (STOVL) F-35Bs and 67 F-35C carrier variants that will primarily support US Navy CVW deployments as part of TACAIR Integration. When

Location

Aircraft

Command

Tail code

MCAS Iwakuni, Japan

F-35B

MAG-12

VMFA-211 ‘Avengers’

MCAS Yuma, Arizona

F-35B

MAG-13

VMFAT-501 ‘Warlords’

MCAS Beaufort, South Carolina

F-35B

MAG-31

COTEF

VMX-1 Det (see Note 1) Edwards AFB, California F-35B 1

An F-35B in STOVL mode over MCAS Yuma. Jamie Hunter

AH-1W SuperCobra/AH-1Z Viper After operating 38 single-engine AH-1G Cobra attack helicopters on loan from the US Army, the Marine Corps received its first twin-engine AH-1J SeaCobras in September 1970. It later gained upgraded variants under the designations AH-1T and AH-1T+. Both had the General Electric T700-GE-700 engine in place of the AH-1J’s Pratt & Whitney T400-CP-400. Known as the SuperCobra, the latter model was redesignated the AH-1W when it entered service in October 1986. Whereas the BGM-71 TOW antitank missile equipped the AH-1T, the AH-1W’s armament included the AGM-114 Hellfire and AIM-9 Sidewinder. Under the H-1 upgrades program, Bell Helicopter modified three AH-1W airframes to become AH-1Z prototypes and the first flight took place on December 8, 2000. Plans initially called for remanufacturing up to 180 AH-1Ws to AH-1Z configuration. Low-rate initial production began in October 2003, and in 2008 the decision was made to include 58 new build aircraft and reduce the number of AH-1Ws to be remanufactured. Ultimately the decision was made to pursue an all-new-build AH-1Z strategy in

Squadron VMFA-121 ‘Green Knights’

December 2011. Just 37 helicopters were remanufactured. The procurement objective for the AH-1Z encompasses 189 AH-1Zs including 152 new-build aircraft. The new model achieved IOC in 2011 and three of the seven active-duty squadrons have already transitioned to it. HMLA-367 at MCAS Kaneohe Bay, Hawaii, will commence conversion to the AH-1Z before those squadrons assigned to the 2nd MAW start in 2018. When that process is completed

VMX-1 is under the administrative control of the deputy commandant for aviation, but operational control is assigned to COTEF’s Aviation Warfare Division. F-35Bs will relocate to MCAS Yuma in 2018.

conversion is completed in FY 2032, four Marine fighter attack squadrons will support US Navy carrier operations. Each of those squadrons will operate 10 F-35Cs. VMFA-314 will be the initial Marine squadron to equip with the carrier version when it forms at MCAS Miramar in 2019. VMFA-121 became the first operational unit to operate the F-35B when it accepted three F-35Bs on November 20, 2012 at MCAS Yuma. Transition of the second operational squadron began at Yuma when VMA-211 received its first Lightning IIs on May 9, 2016.

The US Navy’s VFA-101 at Eglin accepted the first F-35C allocated to the Marines in January 2015. Ten aircraft will eventually support training with the squadron, which is jointly staffed by Marines and sailors. By the end of FY 2032 operational and training Lightning IIs will be stationed at MCAS Cherry Point, North Carolina (94 aircraft); MCAS Beaufort, South Carolina (70 aircraft); MCAS Yuma, Arizona (64 aircraft); MCAS Miramar, California (66 aircraft); MCAS Iwakuni, Japan (16 aircraft) and Eglin. In December 2016, 41 F-35Bs were in service with three Marine squadrons.

in mid-FY 2020 the 4th MAW’s transition will get under way. The active component was reduced to seven operational squadrons when HMLA-467 was deactivated in 2016 but a second reserve squadron was formed at MCAS Camp Pendleton, when HMLA-775 was reactivated. The FRS will end training for the AH-1W in 2017. Whereas each of the activeduty squadrons had operated 18 AH-1Ws, upon conversion each will be assigned 15 AH-1Zs. In December 2016, 60 AH-1Z models

were in service and 120 are under contract. The AH-1W fleet, which includes more than 100 aircraft, has been kept relevant through the installation of the night targeting system upgrade (NTSU). The AH-1Z is expected to achieve IOC with the Joint Air-to-Ground Missile (JAGM) in FY 2019. The Hellfire replacement will initially feature a dual-mode semi-active laser (SAL) and millimeter wave (MMW) seeker and will later be equipped with an imaging infra-red (IIR) mode.

Squadron

Location

Aircraft

Command

Tail code

HMLA-167 ‘Warriors’ (see Note 1)

AH-1W

MAG-29

AH-1Z

MAG-39

HMLA-773(-) ‘Red Dog’ (see Note 4) HMLA-773 Det A ‘Nomads’ HMLA-775 ‘Coyotes’ (see Note 5) HX-21 ‘Blackjack’ (see Note 7)

MCAS New River, North Carolina MCAS Camp Pendleton, California MCAS Camp Pendleton, California MCAS New River, North Carolina MCAS Camp Pendleton, California MCAS Kaneohe Bay, Hawaii MCAS Camp Pendleton, California MCAS Camp Pendleton, California JB McGuire-DixLakehurst, New Jersey NAS JRB New Orleans, Louisiana MCAS Camp Pendleton, California NAS Patuxent River, Maryland

AH-1W/Z

NAWCAD

VMX-1

MCAS Yuma, Arizona

AH-1W/Z

COTEF

HMLA-169 ‘Vipers’ HMLA-267 ‘Stingers’ HMLA-269 ‘Gunrunners’ (see Note 2) HMLAT-303 (FRS) ‘Atlas’ HMLA-367 ‘Scarface’ (see Note 3) HMLA-369 ‘Gunfighters’ HMLA-469 ‘Vengeance’

1 2 3 4 5 6

AH-1Z

MAG-39

AH-1W

MAG-29

AH-1W/Z

MAG-39

AH-1W

MAG-24

AH-1Z

MAG-39

AH-1Z

MAG-39

AH-1W

MAG-49

AH-1W

MAG-49

AH-1W

MAG-41

An AH-1W assigned to VMX-1. Jamie Hunter

HMLA-167 will begin transition to the AH-1Z in late FY 2018. HMLA-269 will begin transition to the AH-1Z in FY 2019. HMLA-367 will begin transition to AH-1Z in late FY 2017. HMLA-773(-) relocated to JB McGuire-Dix-Lakehurst, New Jersey and integrated with Det B in 2016. HMLA-775 was reactivated in October 2016. HX-21 is a US Navy squadron that is jointly staffed by Navy and Marine Corps personnel.

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UH-1Y Venom Since receiving their first singleengine UH-1Es from Bell Helicopter in 1964, the Marines have operated several variants of the UH-1. Delivery of the first twin-engine UH-1Ns occurred in 1971 and operations with that model concluded in 2014. Although four HH-1Ns continue to support the search and rescue (SAR) mission at MCAS Yuma, Arizona, they too will be retired at the end of FY 2017 when their mission is taken over by a private contractor. A pair of UH-1Ns was upgraded to UH-1Y configuration under the H-1 upgrades program and the first of those flew for the first time in December 2001. Although the initial plans called for remanufacturing up to 100 UH-1Ns, in April 2005 the decision was made to produce new airframes. Ultimately only 10 UH-1N conversions were carried out. Known as the Venom, the helicopter achieved IOC in August 2008 and deployed as part of the

Squadron

Location

Aircraft

Command

Tail code

HMLA-167 ‘Warriors’

UH-1Y

MAG-29

UH-1Y

MAG-39

UH-1Y

MAG-39

UH-1Y

MAG-29

UH-1Y

MAG-39

UH-1Y

MAG-24

HMLA-169 ‘Vipers’ HMLA-267 ‘Stingers’ HMLA-269 ‘Gunrunners’ HMLAT-303 (FRS) ‘Atlas’ HMLA-367 ‘Scarface’ HMLA-369 ‘Gunfighters’ HMLA-469 ‘Vengeance’

Commander, Tactical Support Wing

CVAQWP

Commander, Electronic Attack Wing Pacific

CVW

Carrier Air Wing

DC(A)

Deputy Commandant for Aviation

Det/DET

Detachment

ETD

Executive Transport Department

FRD

Fleet Replacement Detachment

FRS

Fleet Replacement Squadron

Helicopter Mine Countermeasures Squadron

HMH

Marine Heavy Helicopter Squadron

HMHT

Marine Heavy Helicopter Training Squadron

UH-1Y

MAG-39

UH-1Y

MAG-49

UH-1Y

MAG-49

UH-1Y

MAG-41

HMLA-773(-) ‘Red Dog’ (see Note 1) HMLA-773 Det A ‘Nomads’ HMLA-775 ‘Coyotes’ (see Note 2) HX-21 ‘Blackjack’ (see Note 3) MCAS Yuma SRU (see MCAS Yuma, Arizona Note 4)

UH-1Y

NAWCAD

HMLA

Marine Light Attack Helicopter Squadron

HH-1N

MCI-W

HMLAT

Marine Light Attack Helicopter Training Squadron

VMX-1

UH-1Y

COTEF

HMX

Marine Helicopter Squadron

Helicopter Anti-Submarine Squadron

HSC

Helicopter Sea Control Squadron

HSL

Helicopter Anti-Submarine Squadron (Light)

HSM

Helicopter Maritime Strike Squadron

Helicopter Training Squadron

Air Test and Evaluation Squadron

IAP

International Airport

Joint Base

JRB

Joint Reserve Base

MAG

Marine Aircraft Group

MAGTF

Marine Air-Ground Task Force

MATSG

Marine Aviation Training Support Group

MAW

Marine Aircraft Wing

MCAF

Marine Corps Air Facility

MCAGCC

Marine Corps Air Ground Combat Center

MCAS

Marine Corps Air Station

MCB

Marine Corps Base

MCI-J

Marine Corps Installations — Japan

MCI-L

Marine Corps Installations — Atlantic

MCI-P

Marine Corps Installations — Pacific

NAF

Naval Air Facility

NAS

Naval Air Station

NAWCAD

Naval Air Warfare Center — Aircraft Division

NAWCWD

Naval Air Warfare Center — Weapons Division

NAWS

Naval Air Weapons Station

Naval Base

NFDS

Navy Flight Demonstration Squadron

NRL

Naval Research Laboratory

Naval Station

1 2 3 4

MCAS Yuma, Arizona

HMLA-773(-) relocated to JB McGuire-Dix-Lakehurst, New Jersey and integrated with Det B in 2016. HMLA-775 was reactivated in October 2016. HX-21 is a US Navy squadron that is jointly staffed by Navy and Marine Corps personnel. HH-1N will be retired in 2017 and replaced by contractor-operated SAR aircraft.

13th MEU in January 2009. Full conversion from the UH-1N was completed in FY 2015. Procurement of the last of 160 UH-1Ys followed in FY 2016. Each of the seven activeduty squadrons operates 12 UH-1Ys and nine are assigned to each of the reserve squadrons. In December

2016, 136 Venoms were in service with the Fleet Marine Force. The UH-1Y will receive an integrated aircraft survivability equipment (IASE) suite that includes advanced missile and laser warning systems, and a full motion video (FMV) capability will be added.

The UH-1Y has completely replaced the UH-1N. Jamie Hunter

VH-3D/UH-3H Sea King The VH-3D replaced Sikorsky’s earlier VH-3A as a Presidential transport in 1976. Eleven Sea Kings are currently assigned to HMX-1’s Executive Flight Detachment (EFD) at MCAF Quantico, Virginia. The rotorcraft are primarily tasked to provide short-range airlift for the President, his staff and other high-ranking government officials. When serving as a Presidential transport the VH-3D operates under the call sign ‘Marine One’. HMX-1 also operates a single UH-3D as a training platform. The Sea King had previously

ABBREVIATIONS CONTINUED CTSW

UH-1Y

Squadron

been operated by the US Navy as an UH-3H and was converted to UH-3D standard for HMX-1. A single VH-3A serves as a test platform with HX-21 at NAS Patuxent River, Maryland, under the designation NVH-3A. Phaseout of the VH-3D and replacement by the new Sikorsky VH-92A will begin in FY 2020 and the last Sea Kings should be retired during FY 2022. The VH-3D is flown by a crew of three comprising the pilot, copilot and crew chief, and can carry 10 passengers. It has a maximum range of 90nm (167km).

Location

Aircraft

Command

Tail code

HMX-1 ‘Nighthawks’ MCAF Quantico, VH-3D, UH-3D DC(A) (see Note 1) Virginia HX-21 ‘Blackjack’ NAS Patuxent River, NVH-3A NAWCAD HX (see Note 2) Maryland 1 Presidential mission is under the operational control of the White House Military Office. 2 HX-21 is a US Navy squadron that is jointly staffed by Navy and Marine Corps personnel.

A VH-3D of HMX-1. US Navy/ MCS3C Elizabeth Thompson

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CH-53E Super Stallion Capable of lifting up to16 tons of cargo or 55 troops, the Sikorsky CH-53E is the Marines’ heavy-lift helicopter. The rotorcraft, which entered service in 1981, is flown by eight operational active-duty squadrons as well as an FRS and a single reserve squadron. Whereas the operational squadrons each have 12 Super Stallions assigned, the FRS and the reserve unit respectively have 17 and six. The inventory currently includes 146 CH-53Es. The Marines received 177 Super Stallions, the last delivery occurring in 1998. Due to attrition, between August 2005 and July 2008 the service received eight further CH-53Es that had been stored at Davis-Monthan AFB, Arizona. Despite the addition of these aircraft by October 2014, the inventory had dropped to 150 CH-53Es against a requirement for 193. As a result the primary mission aircraft inventory (PMAI) was reduced from 16 to 13

Squadron

aircraft and later to 12. The fleet has since been cut further to 146 aircraft. Two US Navy MH-53Es that had been in storage at Davis-Monthan since 2004 are being refurbished by Erickson Inc in Medford, Oregon. The Sea Dragons will be assigned to the FRS in FY 2017, permitting two of the squadron’s CH-53Es to return to the operational fleet. The last Super Stallions will be retired in 2030, but the fleet is being subjected to a reset program as part of the CH-53E readiness recovery effort. An ongoing service life extension program (SLEP) will be completed by FY 2020. In March 2004 the USMC announced plans to purchase 154 new Stallions. The first of four YCH-53K flight-test aircraft was unveiled on May 5, 2014 and the new helicopter was formally named King Stallion. It carried out its maiden flight on October 27, 2015 and a second aircraft joined

A CH-53E Super Stallion of Marine Medium Tilt-rotor Squadron (Reinforced) 161. US Navy/MCS2C Kristina Young

VH-60N Seahawk Based on the UH-60A variant of the Sikorsky Black Hawk utility helicopter, the VH-60N replaced the Bell VH-1N as an executive transport in November 1988. Nine VH-60Ns were originally delivered and eight remain in service with HMX-1 at MCAF Quantico, Virginia. The VH-60N has a maximum range of 200nm (370km) and is capable of carrying 10 passengers. It is flown by a crew of four comprising the pilot, co-pilot, crew chief, and a communication systems operator (CSO). Sikorsky equipped

the VH-60Ns with a rotor brake, improved auxiliary power unit (APU) and improved landing gear capable of supporting higher gross weights as part of a mid-life upgrade (MUG). Additional upgrades provided the Seahawk with GPS, a traffic collision avoidance system (TCAS) and a cockpit upgrade program (CUP). A communication system upgrade (CSU) provided a secure communications link between the VH-3D, VH-60N, VC-25A, E-4B and the White House Communications Agency (WHCA). An ongoing service life extension program

Squadron

Location

Aircraft

HMX-1 ‘Nighthawks’ (see Note 1)

MCAF Quantico, Virginia

VH-60N, UH-60N DC(A)

Command

Tail code

Presidential mission is under the operational control of the White House Military Office.

Location

Aircraft

Command

Tail code

HMHT-302 (FRS) ‘Phoenix’ HMH-366 ‘Hammerheads’

MCAS New River, North CH-53E MAG-29 UT Carolina MCAS New River, North CH-53E MAG-29 HH Carolina MCAS New River, North CH-53E HMH-461 ‘Ironhorse’ MAG-29 CJ Carolina MCAS Kaneohe Bay, MCAS Kaneohe MAG-24 HMH-463 ‘Pegasus’ YH Hawaii Bay, Hawaii MCAS New River, North CH-53E HMH-464 ‘Condors’ MAG-29 EN Carolina MCAS Miramar, HMH-361 ‘Flying Tigers’ California CH-53E MAG-16 YN HMH-462 ‘Heavy MCAS Miramar, CH-53E MAG-16 YF Haulers’ California Miramar, HMH-465 ‘Warhorses’ MCAS CH-53E MAG-16 YJ California MCAS Miramar, HMH-466 ‘Wolfpack’ CH-53E MAG-16 YK California JB McGuire-DixHMH-772(-) ‘Hustlers’ CH-53E MAG-49 MT Lakehurst, New Jersey New River, North CH-53E VMX-1 Det. (see Note 1) MCAS COTEF MV Carolina 1 VMX-1 relocated to MCAS Yuma, in 2015. CH-53Es remain assigned to a detachment at MCAS New River, North Carolina.

the test program in January 2016. All four are now supporting the test program. Six system demonstration test article (SDTA) aircraft have been ordered and four are already in production. The first of three low-rate initial production (LRIP) lots was approved on April 4, 2017. A full-rate production (FRP) decision is expected in 2021 and 174 aircraft will be procured from FY 2021 to 2028. The program of record includes 200 production CH-53Ks. King Stallions will be fielded by eight active-duty HMH squadrons, two reserve squadrons and the FRS. Active component HMH squadrons will each have 16 aircraft assigned, while the reserve component squadrons will receive eight CH-53Ks and the FRS will operate 21. Units assigned to MAG-29 at MCAS New River, North Carolina, will be the first to transition. HMH-366 will be the first operational unit to field the

CH-53K; conversion will begin in FY 2019 and be completed in FY 2023. The King Stallion will achieve initial operational capability (IOC) in June 2019. The FRS is also scheduled to receive its first King Stallions in FY 2019, while HMH-461 and HMH-464 will commence their transitions in FY 2023 and 2024 respectively. Conversion of HMH-463 at MCAS Kaneohe Bay will begin in FY 2025 and the MAG-16 squadrons at MCAS Miramar, California, will follow beginning in FY 2026. The second reserve squadron will be activated in FY 2023 and each will operate eight CH-53Es until they transition to the CH-53K sometime after FY 2027. Full operational capability is planned for 2029. Once testing is completed the EDM models will be retained by HX-21, but two will later become maintenance training aids at MCAS New River.

A VH-60N of HMX-1 ‘Nighthawks’. Ted Carlson/Fotodynamics

(SLEP) that began in FY 2015 extends the helicopter’s service life by an additional 4,000 hours. The Seahawks are receiving upgraded T700-GE-401C turboshaft engines, which improve the helicopter’s high altitude performance. Aircraft survivability equipment (ASE) includes the AN/APR-39 radar warning receiver missile plume detection, AN/AAR-47 missile

warning system, AN/AVR-2 laser detection, AN/ALQ-144 infra-red countermeasures and AN/ALE-47 chaff/flare dispensing systems. The Sikorsky VH-92A will begin replacing the VH-60N in 2021 and full phase-out is scheduled for 2023. A single MH-60S that was modified to UH-60N configuration supports HMX-1’s Seahawk training requirements.

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VH-92A Presidential Helicopter Replacement (VXX) After a failed attempt to adapt the AgustaWestland AW101 for the Presidential airlift mission, the US Navy released a draft VXX request for proposals (RFP) in November, 2012. The Sikorsky Aircraft S-92A was selected to replace the VH-3D and VH-60N helicopters operated by HMX-1 on May 7, 2014 and the rotorcraft was assigned the designation VH-92A that October. Under the terms of a $1.24-billion

RQ-7B Shadow The Marine Corps first fielded the Textron Systems/AAI RQ-7B Shadow Marine Corps Tactical UAS (MCTUAS) as a replacement for the earlier RQ-2B Pioneer in 2007. The air vehicle was eventually assigned to three active-duty squadrons and a single reserve squadron. Each RQ-7B system is comprised of four air vehicles, a launcher and two ground control stations. The RQ-7B is a rail-launched aircraft but requires a runway for recovery. Three RQ-7 systems were assigned to each active-duty unit and two to the reserve unit. Recent upgrades have provided the reconnaissance, surveillance, targeting, and assessment

engineering and manufacturing development (EMD) contract Sikorsky Aircraft was tasked to deliver two engineering development models (EDM) and four system demonstration test articles (SDTA). The two EDM helicopters will support contractor and government-led testing and will remain configured as test and evaluation assets. The

four SDTA aircraft will support developmental testing and initial operational test and evaluation (IOT&E). They will subsequently be transitioned to operational status. Production will comprise another 17 aircraft and a ‘Milestone C’ decision to begin production will be made in 2019. The VH-92A is scheduled to achieve initial operational

(RSTA) platform with a tactical common data link (TCDL), UHF communications relay capability, and a universal ground control station (UGCS) that increase joint interoperability with other aircraft, together with a laser designator payload. The Shadow has been replaced in VMU-1 and VMU-2 by the RQ-21A. VMU-1, the most recent unit to transition,

conducted its last flight with the RQ-7B at MCAS Yuma on March 9, 2017. The conversion of reserve squadron VMU-4(-) from the RQ-7Bv1 to the RQ-7Bv2 will be completed in 2017. VMU-3 will continue to operate the RQ-7Bv2 version until it receives the last of three RQ-21A systems in 2020. Conversion of VMU-4(-) will follow in 2021.

capability (IOC) in 2020. Full operational capability (FOC) will occur in 2022 and delivery of the last of 23 VH-92As is scheduled for 2023. HMX-1 will operate 21 of the helicopters including the four SDTA models. First flight of a fully configured VH-92A is now expected to take place in summer 2017. The aircraft will be delivered to NAS Patuxent River in 2018, once contractor testing has been completed.

ABBREVIATIONS CONTINUED

Squadron

Location

Aircraft

Command

Tail code

VMU-1 ‘Watchdogs’

RQ-21A

MAG-13

RQ-21A

MAG-14

RQ-7Bv2

MAG-24

VMU-4 (-)

MCAGCC Twentynine Palms, California MCAS Cherry Point, North Carolina MCAS Kaneohe Bay, Hawaii MCAS Camp Pendleton, California

RQ-7Bv2

MAG-41

VMX-1

MCAS Yuma, Arizona

RQ-21A

COTEF

VMUT (FRD)

MCAS Cherry Point, North Carolina

RQ-21A

MAG-14

VMU-2 ‘Night Owls’ VMU-3 ‘Phantoms’

NSA NSAWC NTWL PMRF SFWSL SFWSP SRU TAW UAS UDP USNTPS VAQ VAW VFA VFC VMA VMAQ VMAQT VMFA VMFA(AW) VMFAT

VMFT VMGR VMM VMMT VMR VMU VMUT VMX VP VPU VQ VR VRC VT VTUAV VUP VX VXS

An RQ-7B Shadow of VMU-4. USMC/LCpl Harley Robinson

RQ-21A Blackjack

Intended to provide Marine Expeditionary Units (MEUs) and infantry regiments with a longendurance, expeditionary multimission platform, the first Insitu RQ-21A small tactical unmanned aircraft systems (STUAS) entered service with VMU-2 in 2014. The Marines deployed the first RQ-21A system to Afghanistan in late

April 2014 and it achieved IOC in 2016. Each system is comprised of five air vehicles, two ground control systems, and launch and recovery support equipment. Current plans call for assigning Blackjacks to each of the Marines’ four VMU squadrons, where they will replace the RQ-7B. The RQ-21A supports intelligence, surveillance, and reconnaissance (ISR)

missions using multi-intelligence payloads that include electrooptical and infra-red sensors, laser rangefinders and illuminators, automatic identification system (AIS) and a communications relay capability. Smaller than the RQ-7, the Blackjack — which has an endurance of 15 hours — is capable operating from the US Navy’s L-class amphibious ships

Naval Support Activity Naval Strike and Air Warfare Center Naval Test Wing Atlantic Pacific Missile Range Facility Strike Fighter Weapons School Atlantic Strike Fighter Weapons School Pacific Search and Rescue Unit Training Air Wing Unmanned Air System Unit Deployment Program US Naval Test Pilot School Electronic Attack Squadron Carrier Airborne Early Warning Squadron Strike Fighter Squadron Fighter Composite Squadron Marine Attack Squadron Marine Electronic Warfare Squadron Marine Electronic Warfare Training Squadron Marine Strike Fighter Squadron Marine (All-Weather) Strike Fighter Squadron Marine Strike Fighter Training Squadron Marine Fighter Training Squadron Marine Transport Refueling Squadron Marine Medium Tilt-rotor Squadron Marine Medium Tilt-rotor Training Squadron Marine Transport Squadron Marine Unmanned Aerial Vehicle Squadron Marine Unmanned Aerial Vehicle Training Detachment Marine Operational Test and Evaluation Squadron Patrol Squadron Special Projects Patrol Squadron Fleet Air Reconnaissance Squadron Fleet Logistics Support Squadron Fleet Logistics Support Squadron (Composite) Training Squadron Vertical Take-off and Landing Tactical Unmanned Air Vehicle Unmanned Patrol Squadron Air Test and Evaluation Squadron Scientific Development Squadron

and expeditionary land bases. An entire system is air-transportable by a CH-53E helicopter. The Marines have a requirement for 32 STUAS systems and the RQ-21A made its first shipboard deployment with the 22nd MEU in June 2016. VMU-1 will make its inaugural deployment with the Blackjack as part of the 15th MEU in summer 2017.

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CQ-24A K-MAX Marine operational test and evaluation squadron VMX-1 operates a pair of Kaman K1200 K-MAX helicopters under the designation CQ-24A. The K-MAX is capable of flying autonomously or under remote control flight via line-of-sight and beyond line-of-sight satellite data link. The US Navy and Marine Corps announced plans to deploy a Cargo

Resupply Unmanned Aircraft System (CRUAS) to Afghanistan in October 2011. The CRUAS was developed, jointly by Lockheed Martin and Kaman Aerospace, in response to a 2009 urgent operational needs statement (UONS) for an unmanned aircraft that could transport large amounts of cargo to remote units and reduce the need for convoys that were susceptible to roadside improvised explosive devices (IED).

AV-8B/+, TAV-8B Harrier II The AV-8B, developed by McDonnell Douglas as a replacement for the earlier AV-8A Harrier, entered service with Marine Attack Training Squadron VMAT-203 at MCAS Cherry Point, North Carolina, in January 1984. It achieved initial operational capability (IOC) with Marine Attack Squadron VMA-331 in August 1985. Harriers conduct close air support (CAS), interdiction and airto-air missions and are regularly tasked to provide detachments that are attached to an MEU/ ACE aboard Navy amphibious vessels. Marine Harriers made their combat debut in 1991 during Operation ‘Desert Storm’ and since 2003 the fleet has flown well over 50,000 combat hours. The first two-seat TAV-8B conducted its maiden flight in St Louis, Missouri, on October 21, 1986. VMAT-203 received its first aircraft during July 1987. Development of a night attack variant began in 1985 and 66 production aircraft were delivered from September 1989. Integration of the AN/APG-65 radar with the AV-8B began in 1988 and a prototype flew in September 1992. Operational fielding to

VMA-542 began in August 1993 when the first AV-8B+ arrived at MCAS Cherry Point. The contractor delivered 27 new-build aircraft when production ended in April 1993; 74 earlier day attack models were upgraded to the later configuration. Besides the radar, the advanced variant also retained the forward-looking infra-red and night attack capabilities incorporated on the night attack variant. The Marines accepted the last of 259 AV-8Bs and 22 TAV-8Bs in September 2003. The AV-8B is in service with five operational squadrons and an FRS. The primary mission aircraft inventory (PMAI) for the operational squadrons includes 16 aircraft, which allows them to deploy as a full 16-jet squadron, a 10- or six-jet (MEU) squadron, or an eight and eight-jet (MEU) squadron. Under the most recent TACAIR transition plan the Marines will maintain five squadrons until 2020. The two remaining West Coast VMAs will transition to the F-35B by 2022. By the end of 2022 the Harrier fleet will be consolidated on the east coast and will continue to support MEU and squadron deployments until the last AV-8Bs

Two of the modified unmanned helicopters were deployed to Afghanistan in November 2011 and were finally returned to the United States in May 2014. Following upgrades that were carried out by Kaman and Lockheed Martin, the aircraft were delivered to MCAS Yuma in order to support additional

evaluations. Integration of numerous systems, including external fuel tanks, high definition EO/IR sensor and a high-bandwidth satellite communications system is planned. The aircraft will continue to support MAGTF Unmanned Expeditionary (MUX) experimentation and risk reduction testing through 2028.

Squadron

Location

Aircraft

Command

Tail code

VMX-1 ‘Argonauts’

MCAS Yuma, Arizona

CQ-24A

COTEF

Squadron

Location

Aircraft

Command

Tail code

VMA-214 ‘Black Sheep’ MCAS Yuma, Arizona AV-8B/AV-8B+ MAG-13 WE (see Note 1) MCAS Cherry Point, VMA-223 ‘Bulldogs’ AV-8B/AV-8B+ MAG-14 WP North Carolina VMA-231 MCAS Cherry Point, AV-8B/AV-8B+ MAG-14 CG ‘Ace of Spades’ North Carolina VMA-311 ‘Tomcats’ MCAS Yuma, Arizona AV-8B/AV-8B+ MAG-13 WL (see Note 2) Cherry Point, VMA-542 ‘Flying Tigers’ MCAS AV-8B/AV-8B+ MAG-14 WH North Carolina MCAS Cherry Point, VMAT-203 (FRS) ‘Hawks’ North Carolina AV-8B, TAV-8B MAG-14 KD VX-31 ‘Dust Devils’ NAWS China Lake, AV-8B+ COTEF DD (see Note 3) California 1 VMA-214 will transition to the F-35B in FY 2021. 2 VMA-311 will transition to the F-35B in FY 2022. 3 VX-31 is a US Navy squadron that is jointly staffed by Navy and Marine Corps personnel.

are retired in 2026. The FRS will stand down in FY 2021 and an FRD will operate under VMA-231 until FY 2025. From 2018, the Harrier fleet will receive the H6.2 operational flight program (OFP) software that will integrate Link 16 positive position location and identification (PPLI) capability and FAA-compliant required navigation performance/ required area navigation (RNP/ RNAV) capability. A future OFP H7.0 software will provide full Link 16 integration for the AV-8B+ aircraft, as well as AIM-9X Block II capability. Software reprogrammable payload (SRP) radios will be integrated on to the airframe along with the AN/ ALQ-231 Intrepid Tiger II (IT II) V1 Block X electronic warfare pod, which expands the aircraft’s organic electronic warfare capability.

More recently the aircraft was upgraded with the G4 version of the AN/AAQ-28 Litening II targeting pod and a video downlink capability that allows the Harrier to transmit live video from the pod to the joint terminal attack controllers/forward air controllers (JTAC/FAC) via the Remote-Operated Video Enhanced Receiver (ROVER) ground station. Weapons carriage was improved through the incorporation of the BRU-70/A digital improved triple ejector rack (DITER), which increases the aircraft’s smart weapon carriage capability from four weapons to as many as 10 500lb (227kg) GBU-38 Joint Direct Attack Munitions (JDAM). As of December 2016 the inventory comprised 111 AV-8Bs, including four assigned to test duties, and 16 two-seat TAV-8B trainers.

An AV-8B+ of VMA-214 ‘Black Sheep’. Jamie Hunter

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MV-22B Osprey Developed jointly by Bell Helicopter and Boeing, the MV-22B first flew in March 1989 and formally entered the USMC inventory in May 1999. The tiltrotor aircraft initially deployed operationally to Iraq in mid-2007, and completed its first deployment as part of an MEU in November 2009. Transition of the last CH-46E squadrons to the Osprey was completed in 2015 and that Squadron

Location

HMX-1 ‘Nighthawks’ (see Note 1) HX-21 ‘Blackjack’ (see Note 2) VMMT-204 (FRS) ‘Raptors’

MCAF Quantico, Virginia NAS Patuxent River, Maryland MCAS New River, North Carolina Miramar, VMM-161 ‘Grey Hawks’ MCAS California VMM-162 MCAS New River, ‘Golden Eagles’ North Carolina VMM-163 MCAS Miramar, ‘Ridgerunners’ California Camp Pendleton, VMM-164 ‘Knightriders’ MCAS California VMM-165 MCAS Miramar, ‘White Knights’ California MCAS Miramar, VMM-166 ‘Sea Elks’ California New River, VMM-261 ‘Raging Bulls’ MCAS North Carolina

November the fleet achieved its 300,000th flight hour milestone. The tilt-rotor has a combat radius of 325nm (602km) and is capable of carrying 24 passengers, 12 litters or 12,500lb (5,670kg) of cargo. The program of record calls for a fleet of 360 aircraft to be fielded by 18 active-duty squadrons, two reserve squadrons and one FRS by 2020. However, a requirementsbased analysis that will increase the POR to 380 aircraft is under way. Aircraft

Command

Tail code

MV-22B

DC(A)

(MX)

MV-22B

NAWCAD

MV-22B

MAG-26

MV-22B

MAG-16

MV-22B

MAG-26

MV-22B

MAG-16

MV-22B

MAG-39

MV-22B

MAG-16

MV-22B

MAG-16

MV-22B

MAG-26

EM ET

VMM-262 ‘Flying Tigers’ MCAS Futenma, Japan MV-22B

MAG-36

VMM-263 ‘Thunder Eagles’ VMM-264 ‘Black Knights’

MCAS New River, North Carolina MCAS New River, North Carolina

MV-22B

MAG-26

MV-22B

MAG-26

VMM-265 ‘Dragons’

MCAS Futenma, Japan MV-22B

VMM-266 ‘Fighting Griffins’

MCAS New River, North Carolina MCAS VMM-268 ‘Red Dragons’ HawaiiKaneohe Bay, VMM-363 ‘Red Lions’ MCAS Miramar, (see Note 3) California MCAS Camp Pendleton, VMM-364 ‘Purple Foxes’ California New River, VMM-365 ‘Blue Knights’ MCAS North Carolina VMM-764 ‘Moonlight’ MCAS Miramar, (see Note 4) California VMM-774 ‘Wild Goose’ Chambers Field, (see Note 4) NS Norfolk, Virginia

MV-22B

MAG-36

MAG-26

MV-22B

MAG-24

MV-22B

MAG-16

MV-22B

MAG-39

MV-22B

MAG-26

MV-22B

MAG-41

MV-22B

MAG-49

VMX-1 MCAS Yuma, Arizona MV-22B COTEF MV 1 HMX-1 Presidential mission is under the operational control of the White House Military Office. Test and Evaluation mission is under the operational control of Commander, Operational Test and Evaluation Force (COTEF). 2 HX-21 is a US Navy squadron that is jointly staffed by Navy and Marine Corps personnel. 3 VMM-363 will relocate to MCAS Kaneohe Bay, Hawaii, in FY 2017. 4 VMM-764 and VMM-774 are Marine Corps Reserve squadrons. 5 VMM-362 will be activated at MCAS Miramar in FY 2018 and VMM-212 will be activated at MCAS Cherry Point in FY 2019.

T-34C Turbo Mentor The Beechcraft T-34C has been retired from the primary training task, but a small number of Turbo Mentors continue to operate with the Marine Corps in support roles,

including range clearance and as proficiency aircraft. Three T-34Cs are assigned to VMFAT-101 at MCAS Miramar, California, which is the Marine Corps’ Hornet FRS.

Squadron

Location

Aircraft

Command

Tail code

VMFAT-101 (FRS) ‘Sharpshooters’

MCAS Miramar, California

T-34C

MAG-11

Increased demand for the Osprey has resulted in the assignment of more personnel and equipment to the VMMs, providing for a detachment capability that was initially rolled out in two East Coast squadrons in 2014. In December 2016 the fleet comprised 265 aircraft including 10 that were supporting test and evaluation efforts, 24 assigned to the FRS and 12 tasked with Presidential support. The transition to the Osprey is 75 per cent complete and 14 squadrons have achieved full operational capability (FOC). Transition of the two reserve CH-46E squadrons to the Osprey began in 2013, and VMM-764 achieved IOC in June 2014 and FOC in April 2016. It began its first operational deployment in support of SPMAGTF-CR-AF in May 2016. Reserve squadron VMM-774 started its transition in August 2015 and will achieve FOC in FY 2018. The first of two squadrons relocated from MCAS Miramar to MCAS Kaneohe Bay, Hawaii, when VMM-268 arrived in July 2016. It will be followed by VMM-363 in FY 2018. The activation of two more Osprey squadrons will follow

An MV-22B of HMX-1 ‘Nighthawks’. USMC/Cpl Cristian L. Ricardo

at Miramar and MCAS New River, North Carolina, in 2018 and 2019 when VMM-362 and VMM-212 are formed. Whereas each of the operational squadrons has 12 aircraft assigned, the FRS maintains a fleet of 20 Ospreys. Deliveries of the current production Block C aircraft, which feature a new weather radar and improved aircraft survivability equipment (ASE), began in 2010. The operational squadrons operate a mix of Block B and C Ospreys; however, the FRS will continue to operate the earlier Block A and B versions until 2018 when the last of the former have been upgraded. The service plans to bring the entire fleet to a single configuration under the Common Configuration Readiness and Modernization (CCRAM) plan beginning in 2019. Fielding of the AN/AAQ-24 large infra-red countermeasures (LAIRCM) system began in 2016 and full fielding of the integrated aircraft survivability equipment (IASE) followed beginning in 2017. Further planned upgrades include the development of the V-22 aerial refueling system (VARS). This will achieve initial operational capability in mid-FY 2018 with full operational capability following in FY 2019. The system will allow the MV-22B to offload around 10,000lb (4,536kg) of fuel to receive-equipped aircraft. The Osprey is also being made compatible with the AN/ALQ-231 Intrepid Tiger II (IT II) V1 Block 10 electronic countermeasures pod beginning in 2019. An advanced targeting sensor (ATS) featuring EO/ IR optics, laser target designator/ rangefinder (LRF/D), infra-red marker and video data link (VDL) and enhanced weapon system developments will provide the Osprey with all-axis, stand-off and precision weapons capabilities.

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