The 22nd Marine Expeditionary Unit (MEU) Aviation Combat Element (ACE) VMM-264 (Reinforced) takes us on board the USS Kearsarge (LHD-3) during deployment work-ups.

Authoritative voices bark from the loudspeakers on the deck of the U.S.S. Kearsarge, a U.S. Navy Wasp-Class Amphibious Assault ship. Simulated threats are identified, and timely safety reminders regarding deck activity are made. Today, the deck is lightly loaded with only a handful of active and parked ACE assets from Marine Medium Tiltrotor Squadron (VMM)-264 (Reinforced). During deployment the parking area of the deck will be packed with the aircraft fitted together like a jigsaw puzzle.

This is the stage of pre-deployment workups when the 22nd MEU joins at sea with the Kearsarge ARG (USS Kearsarge (LHD-3), USS Arlington (LPD-24) and USS Fort McHenry (LSD-43)) and learns to function as one. The ARG/MEU must effectively execute everything from humanitarian relief to an amphibious landing on hostile shores (or with the MV-22B deep inland far from the sea).

Procedures ensure the highest degree of safety possible. Given the nature of the activity – danger is never far away. I observe activity on a hot, but otherwise perfect day. Add inclement weather, pitching decks and night operations – and one may grasp what risks these young men and women of the Marines and Navy face. The sea is inhospitable and the activity does not tolerate mistakes without consequence.

Aircraft launch and recovery, fuel and ordnance handling, hot arrivals and departures and much more are worked until they become second nature. Man and machine are put through grueling paces to serve as first responders to any number of global crises. No one is overlooked, maintenance and support professionals from VMM-264 work tirelessly on the relative austerity of the ship to ensure all platforms are ready to go.

The operational pace is high. Today, the exercise takes the form of a Visit, Board, Search and Seizure (VBSS) of an “over the horizon” vessel. VBSS is simply one of the many mission sets the Kearsarge ARG and 22nd MEU will work prior to deployment.

The Black Knights of VMM-264 have their machines at the ready along with US Navy MH-60S Knighthawks from the HSC-26 Chargers of Norfolk, VA. AH-1W Super Cobra gunships launch (I suspect Harriers would be up in the air already if this took place near hostile shore). The message is unmistakable, firepower is up in the air long before the Marines of BLT 1/2 arrive on the scene.

The MH-60 Knighthawks launch next – with observers and Marines. The CH-53E launches with what must be a full complement of combat ready Marines. Additional assets may have launched from other members of the Kearsarge ARG (USS Arlington and USS Fort McHenry).

The U.S. Navy component, the ARGs has a primary objective – “deliver the warfighter to theater.” It is an impressive combined force. Nor can one overlook that the Navy has the option to add additional resources to the ARG and form an Expeditionary Strike Group (ESG) or add a Carrier Battle Group (CVBG).
Given the ARG delivers the Marines to theater, the Marines take the next natural step, putting their “warfighters on the ground, wherever that ground may be.” VMM-264 does their part. Seasoned pilots operating complex platforms capably night and day in good and poor weather in both friendly and hostile space. It is their responsibility to carry those warfighters safely to and from the ARG.

For many, the Marines are defined by the tenacious and bloody battles of the South Pacific in WWII. Rightly so. The great price paid by Marines in the past must be a large portion of the Marine Corps drive to excel at the mission today. Marines are doing exactly that, striving to build an indomitable force that will excel at the mission. The addition of the MV-22B has provided speed and range, enabling a massive mobility upgrade – landings deep inland. The AH-1Ws are well on their way to replacement by the more capable AH-1Zs, the AV-8B by the F-35B, some F/A-18s by the F-35C.

The F-35s adds stealth, impressive situational awareness, increased pilot safety during lanch and recovery, EW, data link to AEGIS and coalition forces – and more. The CH-53E will be supplanted by the CH-53K with a tremendous increase in lifting power, and mobile unmanned aircraft systems have been deployed. This is what it looks like to “Level Up!” By 2030 the USMC will have a massive leap in aviation capability – that’s saying something given the capability they have today.

It all means that Marines will come ashore “at the place and time of their choosing” – even if that place and time is 100’s of miles inland. When they arrive, they will do so with unparalleled capability.

Silence falls, and activity turns to the basics. Moving aircraft and equipment about the deck to accomplish support work at hand. A handful of Marines (BLT 1/2) wait on board the Kearsarge, extra’s at the ready if required. They are geared up and wait patiently. As the afternoon passes they become aware that their presence is not required for the VBSS. The disappointment is accepted, but palpable. The blend of young and seasoned Marines joined the service for the very reason; to be “first in.” They are polite, disciplined, focused and to a Marine desire to be at the epi-center of the action. It is a privilege to encounter them as friend, and to know they are forward deployed around the globe to respond to any number of crises.

The Aviationist expresses gratitude to the II MEF USMC Communcations, Strategy and Operations team, Capt. Joshua L Smith (22D MEU), SSgt. Melissa L. Karnath and Maj. Jordan R. Cochran (II MEF), the entire US Navy Public Affairs team on the USS Kearsage.

As time plays tricks on the mind, not long ago it was a nothing more than a futuristic theme in a Hollywood movie. This is no longer the case. Today, “artificial intelligence empowered, war fighting drones” teamed with manned command and control are shaping up as the path forward.

The last few years have seen several manned-unmanned teaming (MUM-T) initiatives by the USAF and private industry. On Jul. 30, 2018 Textron Aviation Defense, LLC “leveled up” with their announcement that they had demonstrated MUM-T capability on the Scorpion Jet with Textron Systems’ “Synturian®” control and collaboration technology (official Textron Press release here).

MUM-T has been an emerging trend for several years and we are starting to see the progress. The assessment of “drones” as “Loyal Wingman” (Air Force Research Laboratory), and in several other roles are simply early indicators that in some form, this is going to happen. As reported in the July 2018 Mitchell Institute Policy Paper, “Manned-Unmanned Aircraft Teaming: Taking Combat Airpower to the Next Level” the USAF has a “serious capacity gap when it comes to fulfilling mission requirements with its current inventory”.

The paper notes that “to defend its interests around the globe,” America needs “a robust and varied toolkit.” The paper addresses roles that could be filled by unmanned aircraft, bridging the capacity gap, logistics and much more. It’s an enlightening read that incidentally touches on another of Scorpion benefits demonstrated in this initiative, “the value of open missions systems for rapid integration of a variety of packages.”
Interesting video of the demonstration shows the Scorpion’s cockpit with display of the integration with Synturian. The demonstration utilized the Live, Virtual and Constructive (LVC) environment, with the Scorpion live in the air the unmanned aircraft systems in the virtual and the sensors on the unmanned aircraft systems in the constructive.

It all seems like heady stuff. MUM-T on a Scorpion with Synturian in an LVC environment. I like to keep it simple, I reflect on the first time I jumped into the AH-1Z Cobra Gunship my son was flying and we took to the sky wreaking havoc and destruction….. joined together over a digital network in Battlefield 2, the video game. In the diverse world of a military LVC, discerning the virtual from the real is no longer relevant. Treat everything as if it’s real.

After flying the capability demonstration, Textron Aviation Defense Senior Flight Test Pilot, Brett Pierson commented; “The tactical and operational ramifications of this new capability are enormous. Further extending Scorpion’s sensor suite and penetrating a weather layer to generate target coordinates; or creating a triangulated solution independently; or adding layers to a multi-spectral fused solution, deliver an entirely new set of tactical capabilities that have never been possible in a fighter-typed aircraft.”
The capability to extend the kill web through MUM-T is a desirable capability, particularly with new stand-off munitions like the Raytheon SDB-II. Such a combination certainly extends the mission set and capability of the Scorpion giving it the ability to execute ISR and attack missions at some distance into hostile space – from the relative safety of a more permissive airspace.

Textron extols a similar business model with the Scorpion as has been applied to the smartphone. In which case, the Synturian System and MUM-T capability looks like a compelling “App” in the Scorpion’s “App store.”

In an encounter that could be described, “AgilePod meets AgilePlatform” the USAF AgilePod was recently fitted to a Textron Aviation Defense LLC Scorpion jet.

The test fitment took place December 21, 2017 at the Air Force Research Laboratory (AFRL), Wright-Patterson AFB. The event showcased both the versatility of the AgilePod and the Scorpion. According to a USAF news release, Andrew Soine, an electronic systems engineer at AFRL commented, “We met with the Textron Aviation Defense Scorpion team and discussed the possibility of doing a fit check with their Scorpion platform and the AgilePod. A few days later they called and said they could get the plane to Wright-Patterson within the week. We couldn’t miss the opportunity to show the AgilePod’s capabilities on a new class of aircraft.”

The Air Force AgilePod program, ran by the AFRL Sensors Directorate Blue Guardian team completed inflight testing on a DC-3 this past summer and is pending test flights on an MQ-9 Reaper. The AgilePod prototype utilizes an Open Missions System (OMS) modular software architecture and a modular physical configuration of 28 – 60 inches in length that can house a variety of ISR sensor payloads. It may be conceivable that configurations include communication nodes to enable 4th Gen to 5th Gen data sharing for using data as a weapon in the “combat cloud”.

The AgilePod is designed to be flightline configurable while deployed at forward locations to enable maximum support of the warfighter. It is a description that sounds remarkably like the Scorpion, itself utilizing a modular open system architecture (MOSA) and featuring exceptional physical modularity in its payload bay for ISR/Communication payloads.

The AgilePod initiative is a good example of an ongoing program that fits within the messaging from the leadership of the Air Force — Secretary of the Air Force Heather Wilson, Chief of Staff General David Goldfein, and the entire command structure. Such direction was captured by Wilson at the OA-X demonstration this past summer at Holloman AFB, “Our adversaries are modernizing faster than we are and it is up to the USAF to drive innovation so that our adversaries are surprised by just how powerful we are and how ready we are for any fight, anytime, anywhere. That means we have to think about things in new ways and identify new capabilities faster than we have done in the past.” The Air Force will utilize OMS and rapid, cost-effective innovation to drive superior capability in the face of global challenges.

Utilizing the Scorpion for AgilePod integration may seem like an odd fit – given the Scorpion’s capability to internally carry what would amount to similar sensors and communication payloads. However, the collaboration between AFRL and Textron Aviation Defense is not intended to validate the Scorpion with the AgilePod, but rather to validate the fitment of the AgilePod on a light jet in a rapid, and cost-effective manner.

Given this first step, the USAF and AFRL may consider flight testing and ultimately demonstrating the integration of the AgilePod “streaming data” into the Scorpion’s own open mission system to designate targets for engagement with precision weapons from the host platform. Streaming ISR data to a ground station has appeal, as does streaming to additional airborne platforms and manned, tactically relevant assets in the combat cloud.
The Scorpion’s low operating cost, OMS, ease of support and flight operations would appear to be a sound fit for further validation of the AgilePod. The Scorpion demonstrates this capability on a consistent basis, such as the recent transit made overseas to the Dubai Air Show. During transit the Scorpion visited nine countries in six days with 100% readiness. During demonstrations in Saudi Arabia, Royal Saudi Air Force (RSAF) pilots and weapons system officers designated targets by laser and dropped inert GBU-12s on target after only 2 hours of ground instruction and 15 minutes of flight!

According to Steve Burke, Textron Aviation Defense Senior Advisor, the opportunity to collaborate with the AFRL on this initiative demonstrates Scorpion’s additional capabilities, “not only does the Scorpion have great capability within itself to integrate ISR/Communication payloads, but this fit check demonstrated how quickly the aircraft can integrate a defined Air Force ISR payload with little-to-no change in its existing OMS software.” Further collaboration could demonstrate the Scorpion’s capability to fly with and tactically integrate the AgilePod to demonstrate getting to the “future faster”, a priority for General Mike Holmes, Commander, Air Combat Command.

Like any development program, questions remain. What platforms will ultimately utilize the externally mounted AgilePod? Will Textron’s “AgilePlatform” be a fit for the U.S. or other Air Force as a dedicated ISR/Light Attack platform that drives tremendous operational savings?

Given the clear direction to “network enabled information dominance” both approaches appear promising. Innovations in technology have many systems obsolete by the time they are fielded. Approaches that provide the desired capability while demonstrating modularity and scalability have great appeal – to deploy near term, and remain relevant in the future at a manageable cost.

Photos and Graphic, USAF David Dixon/released.

The Scorpion is the iPhone X of Military Aviation.

To many, the Textron Aviation Defense LLC Scorpion is an enigma.

Though it has capability overlap, the Scorpion is not a traditional Fighter, Attack, Reconnaissance, Observation, or Trainer, nor is it designed to replace any existing platform. To understand it, one must look to the Scorpion as a ISR/Strike platform developed in the context of the smartphone business model.

The hardware platform – the Scorpion, could be likened to the 256 GB iPhone X (or equivalent Pixel 2/Samsung Note 8 if you prefer). The aircraft features a truly open mission architecture, with extraordinary internal/external payload capability. An Interface Control Document [ICD] is made available to payload suppliers who program their payloads to interface with the Scorpion mission system. The result is a very efficient hardware platform with a “sky’s the limit” applications/payloads store!

Textron focuses on providing the very low operating cost, flexible, and modular “flying platform” to readily host today and tomorrow’s most capable payloads. The approach is a complete break from the proprietary systems utilized by the prime contractors of current high-end fighters; controlled, slowed and priced by the prime.

I recently flew in one of the three production Scorpions, “P2” fresh off the USAF OA-X Experiment.

Textron Aviation Defense Flight Test and Demonstration Pilot Matt “Tajma” Hall (current Air National Guard C-130 Aircraft Commander; experienced pilot in the F-15E and T-6) provided flight briefing, and Chief Test Pilot Dan “Shaka” Hinson (Ret. USN F/A-18 Pilot, former Commanding Officer of the U.S. Naval Strike Fighter Weapons School, and Graduate of U.S. Naval Test Pilot School) piloted the aircraft. One cannot help but note the tremendous quality and experience in the team that Textron has assembled to not only fly and prove the aircraft, but to provide the intellectual capital behind design and capability.

Departing on an IFR flight plan in low overcast from the Manassas Regional Airport, Virginia, we quickly climbed to 5,000 ft and headed southwest where the skies were clearing. The rapid departure and climb made it clear we were under jet power. Within minutes we were in suitable VFR conditions over Charlottesville, Virginia and ATC provided a block of airspace for maneuvering. Over the next 60 minutes, Hinson demonstrated the flight characteristics, sensors and weapons systems.

Under his watchful eye, Hinson had me take control of the aircraft executing turns, pulling Gs, evaluating high speed handling, speed brake deployment, an aileron roll, multiple stalls and stall recoveries. The Scorpion is an incredibly stable and “pilot friendly” aircraft. Engines at idle, flaps up, stick back, and nose high – and the aircraft would not stall. When parameters were established to create a stall, recovery was straightforward. The aircraft is slippery and a slight drop in the nose leads to a “with this kind of nose attitude the aircraft really accelerates a lot…” from Hinson. The man is a real professional, a gentleman’s way of saying, “pull the nose up.” I did.

The wing provides a tremendous glide ratio, ideal for the aircraft’s purpose – ISR in a permissive environment. On station at about 12,000 ft the total fuel burn was only 500 – 600 lbs per engine, per hour. This enables tremendous time on station with a variety of weapons at the ready to neutralize a target of opportunity. For comparison sake, the fuel burn per hour on station is about 10 – 12% of the F-15E Strike Eagle and less than 20% of an F-16 in the same role. While no replacement for these fighter aircraft, this mission utilization is precisely how scores of hours have been accumulated by the F-15E, F-16, A-10, and F/A-18s over the past 30 years. The Scorpion delivers exceptional economy while enabling operations from austere environments with significantly more capable ISR payloads.

A veritable set of airborne eyes and ears, the Scorpion supports payloads that facilitate both kinetic and non-kinetic effects across all operational domains. With tremendous internal space for payloads, the Scorpion offers an excess of electrical power to support anticipated and unforeseen demands. A nose bay is available for configuration with electro-optical/infrared (EO-IR) sensors such as the L3 Wescam MX series, or an active electronically scanned array radar (AESA). Three large internal payload bays can be configured for use with sensors/payloads to support Signals Intelligence (SIGINT), Synthetic Aperture Radar (SAR), Hyperspectral Analysis, Electronic Warfare or other. Additional payloads such as a 4G LTE Hotspot could be very helpful in a humanitarian crisis. Like a smartphone, the Scorpion’s capabilities are limited only by the ingenuity of providers to fill the space and power available.

Permissive environments that utilize significant ISR assets such as the RC-135 Rivet Joint [SIGINT], E-8 JSTARS [Surveillance and Reconnaissance] and others may find more than adequate capability in a rightly configured Scorpion. Such downsizing of ISR packages would increase savings exponentially and free the most capable USAF assets for demanding mission sets.

Orbiting on station I found operating the sensor package while flying the aircraft via the Hands-on Throttle and Stick [HOTAS] intuitive and straightforward. Up front, Hinson utilized the Helmet Mounted Cueing System (HMCS) to demonstrate operational capabilities. Specific sensor packages overlay data from multiple payloads and create a single situational picture captured by time and geolocation. The data could be processed by a powerful computer package onboard, or streamed by secure network to other assets in space, the air or ground. As Textron Aviation Defense Senior Advisor Stephen Burke indicated, “We can pull out of the noise a target that is very difficult to see. A low contrast, short dwell target in a chaotic urban environment.” The kind of environment that the USAF has been operating in for years – with no end in sight.

The massive increase in data generated by ISR platforms has created very real manpower challenges for Processing, Exploitation and Dissemination (PED). An onboard, algorithm-driven computer system would provide a tremendous leap in PED capability. That kind of computer driven analysis of data is a capability USAF thought leaders have indicated is imperative.

The open architecture the Scorpion features for payloads is entirely separated from the aircrafts flight controls. Each system/sensor simply runs as a unique application within the main mission systems computer. This “non-proprietary” approach opens scores of possibilities for the user and their related contract negotiations. While speaking at the OA-X experiment at Holloman AFB, Secretary of the Air Force Heather Wilson specified this approach (open architecture/non-proprietary) as a requirement to do business with the USAF moving forward. When Scorpion payload providers update their sensors with additional capabilities scores of hours of regression testing can be avoided – reference the ICD, plug, play and deploy. Rather than take years to upgrade sensors, it can be achieved in weeks.

The excellent flight characteristics I experienced are complemented by tremendous reliability and ease of operations. Whether in weapons testing, flight testing or international travel – the Scorpion has demonstrated exceptional readiness rates. Most recently flying from Wichita, Kansas to the Dubai Air Show, “P2” visited nine countries in six days with 100 percent mission readiness. 100 percent readiness sounds fictitious. However, it is not all that surprising given the aircraft utilizes proven and widely deployed commercial systems.

While visiting Saudi Arabia, Royal Saudi Air Force pilots quickly qualified in the Scorpion and scored multiple direct hits with inert GBU-12s. At the Dubai Air Show the Textron team continued flight operations with multiple demonstrations showcasing Scorpion’s capabilities to an array of international prospective customers.

Unlike the USAF during the O-AX experiment, or the Saudi Arabian Air Force pilots, my flight demonstration carried no ordnance. However, a target below was designated and Hinson demonstrated an attack profile with a precision guided munition. The Scorpion features a proven Stores Management System [SMS] that will continue to grow as more ordnance is qualified for the aircraft.

Returning to the airfield, I had the time to appreciate the exceptional view, and the potential value the aircraft could bring to the growing USAF pilot shortage. During the OA-X experiment, it was noted by USAF leadership that procurement of additional low-cost airframes would be required to surge pilot training/skills development to address the pilot shortage.

Textron strongly believes Scorpion is a compelling fit for USAF pilots — and for USN pilots who graduate out of flight school. Their first assignment in a Scorpion would expose them to a low-cost but very capable platform that brings forward the future of the DoD operations. Scorpion pilots will be immersed in the combat cloud, secure communications, fusion warfare, sensor operation and management. I can think of no better platform for pilots to learn relevant systems and build hours while preparing for the power of the DoD’s upgraded Gen 4 and Gen 5 aircraft and the high intensity fight.

Regardless the virtues of the platform, Textron’s approach to build an aircraft tailored to military operations where no stated requirement exists is rare and risky. However, it is not risk taken in a vacuum, but rather a bold example of entrepreneurship that was inspired by the thought leadership of the USAF and military aviators. Aside the absence of an official requirement, reviews of articles penned and speeches made by the thought leaders of the USAF reveal the basis for design of the Scorpion and the Textron model.

USAF thought leadership defines an Air Force that utilizes Fusion Warfare; the Combat Cloud; Open Architecture; Non-proprietary system contracts; the Information Battlespace; addresses the pilot shortage; operates much more cost effectively with a high/low platform mix that generates airframe and fuel savings (see Logistical Fratricide); and empowers Decision Superiority. Well, it looks like the Scorpion addresses each of these operational concepts/issues and brings additional capabilities to the deploying Air Force (the USAF or any number of its allies). As such, the platform may not only serve an immediate need, it can also define a model approach for future weapons systems development.

Air Force thought leaders have been speaking. It appears Textron was listening closely and, as a result, the Scorpion presents a compelling opportunity. The airframe and flying qualities speak for themselves. Simplicity with riveting capability. The design philosophy of modularity and open architecture find me reflecting on my first encounter with something called an iPhone. At the time, I was using another device for phone and email communications and some of my colleagues bucked our corporate IT department, so they could utilize an iPhone.

At first, I didn’t get it. Today, the device I was using is all but forgotten and the smartphone and application stores rule. Perhaps the Scorpion and the model it presents will find similar success in changing the way forward for military airpower.

The Aviationist expresses gratitude to the team at Textron Aviation Defense, specifically to the patient and gracious Chief Test Pilot Dan “Shaka” Hinson and Pilot Matt “Tajma” Hall. An exceptional team of professionals across the board.

We have taken part in an aerial refueling mission aboard a KC-10 Extender with the 305th AMW. Here is how it went.

It’s early and the darkness feels more like night than day. Flight crew gathers at the 305th Air Mobility Wings (AMW) base operations, Joint Base McGuire-Dix-Lakehurst (JBMDL), NJ. Paperwork in order and mission plan briefed, we leave base ops for the aircraft. The sun cracks the horizon as we arrive at the KC-10 Extender for pre-flight. The aircraft crew chief and maintenance team are well into preparing the mission aircraft. It is clear they were at work long before our arrival. Despite the hour, the ramp is alive and aircraft are already in the circuit. JBMDL never really sleeps. Time passes quickly, and with pre-flight complete the two KC-10s on this mission taxi together to launch.

With multiple missions in store the early morning will stretch into afternoon, afternoon into night and come full circle to dawn. The interior of the 305th AMW KC-10 becomes my world. Cockpit, seating area, cargo hold and refueling station. “Can Do” is more than a motto for the 305th AMW.

Two days and three missions later “Can Do” becomes “Job Done.” Flights of 6 to near 10 hours will cover distant States, Florida, Louisiana and Missouri. The Air-to-Air Refueling (AAR) missions will support a diversity of platforms; fighters, attack, transports, bombers and include both U.S. Air Force (USAF) and U.S. Navy (USN) assets.

The 305th AMW deploys airlift and refueling capability from America’s Eastern gateway in support of USAF and Department of Defense global objectives. Utilizing the KC-10 Extender they are the enabler of the Global Reach of the USAF.

The KC-10 Extender offers long range, boom, hose/drogue capability and extensive fuel capacity (356,000 lbs – almost twice that of the KC-135 Stratotanker). Given these capabilities, the KC-10 is typically utilized when moving aviation assets across continent or from one continent to the other. In many cases, the KC-10 “tows” a group of aircraft while packing the required flight personnel and ground equipment across the ocean/continent on deployments.

Tankers don’t have the sizzle of fighters or bombers. They are one of the more mundane aircraft types in the inventory. However, when it comes to global reach or deploying an effective Strike or Offensive Counter Air/Defensive Counter Air (OCA/DCA) force – tankers are critical. Indispensable.

Carefully planned and choreographed missions require frequent AAR as part of the routine. Yet there are those situations where Close Air Support (CAS) or OCA/DCA missions conspire to create “danger low fuel conditions.” In moments like those there is no sweeter sight to a pilot than pulling up under the tanker and looking through the viewing window into the face of the air refueler. No words can describe that feeling – on either side of the boom.

The entire AAR paradigm is an interesting one. Mobile fuel, deployed on location to best facilitate the mission of the receiver. This makes the Tanker community the ultimate service organization. Bottom line – Tankers will go to any end to ensure their “customer” can complete their mission. Counterpart to the 305th AMW where 32 of 59 USAF KC-10s are based, is the 60th AMW of Travis AFB on the West Coast. No less vital in their role are the near 400 KC-135s in the USAF inventory.

Beyond AAR, the 305th’s mission includes delivery of cargo and personnel to combatant commanders abroad, VIP transport, cargo transport, dignified transfer. However, make no mistake – AAR is the primary role and the 305th AMW strives for excellence in enabling the rapid, global mobility of the USAF.

Excellence is people driven, and starts with teamwork. Flight crews typically gather for briefing 90 minutes prior to the flight, and move quickly to the KC-10 Extender for pre-flight. The aircraft Crew Chief and maintenance team is already on site ensuring all systems are go – and stay that way until the door is closed and the stairs are pulled. They are the last to leave the aircraft before launch and the first to greet the aircraft on arrival. The 305th Maintenance Group works 24/7 to ensure aircraft are mission ready.

While unique to me, the “mission saturation” I experience is the norm for the 305th AMW and reveals their pulse. The missions include crew from a variety of units including the 2nd Aerial Refueling Squadron (ARS), 32nd ARS and 305 Operations Support Squadron (OSS).

After take-off we unite with the lead KC-10 and fly in a loose trailing formation. Flying in any kind of formation adds complexity and interest. First stop, on location off the coast of Virginia to refuel F-22 Raptors from the 1st FW (Joint-Base Langley-Eustis) and F/A-18 Super Hornets (NAS Oceana). The aircraft have been mixing it up in a Red Air/Blue Air exercise. With fuel delivered we head south within reach of Miami.

C-17 Globemaster IIIs from the 437th AW of Charleston, SC join up for some boom time.

On the return north the two KC-10s work “Extender to Extender” skills. The constant skills training and requirements ensure crews remain proficient in all aspects of their role.

Day two we depart JBMDL in another KC-10 two ship. One KC-10 meets with A-10 Thunderbolt IIs of the 122nd FW “Blacksnakes” of the Indiana ANG. Our aircraft goes south to meet with a “BUFF” or more formally, B-52H Stratofortress from the 96th BS out of Barksdale AFB.

Then we are back to JBMDL for a brief break on the ground, and into another KC-10 for a night mission refueling 3 B-2 Spirits somewhere over Missouri. Two of the three bombers in the USAF Global Strike Command in one day. Two of the three frontline stealth aircraft in the USAF inventory in two days. This is life in the 305th.

In the now familiar confines of the KC-10 it starts to sink in. The 305th AMW, the USAF is TEAM. Roles may be “flashy” – or not. Doesn’t matter. Everybody has a purpose and contributes to achieve the greater mission. It may be training, it could be combat. Doesn’t matter, it is all very real. People and Mission.

Units like the 305th AMW go about this day in and day out. It never stops. Whether fueling aircraft or delivering cargo the satisfaction comes from enabling the mission. Missions span the sphere of humanitarian, training, combat operations, operational support, VIP transit and beyond.
The boom operators like SMSGT C. Wise, MSgt J. Stockwell, or TSgt A. Sochia reveal the impact on their lives. Mesmerizing AAR operations, day or night, watching fighters or aircraft as surreal as B-2s slide up for fuel – that’s not it. One of the operators recalls an AAR mission over the Middle East. They remained on station to fuel an aircraft that was involved in CAS, supporting troops involved in a firefight. Sometime later the boom operator learned that a neighbor from their hometown had been on the ground in that firefight. That’s it. Teamwork that transcends the service branch. Making a tangible impact when the chips are down. Another operator reflected on the times their KC-10 was utilized for a dignified transfer – bringing fallen service members home. No words can describe the impact, or meaningfulness of such missions.

Yes, the platforms, the experiences, the sights are incredible. However, clichés aside, it IS about the people. Enabling, respecting, serving. This is the heart of the Air Force, Air Mobility Command, and the 305th AMW. Their pulse is strong.

The Aviationist expresses gratitude to the 305th AMW, the 2nd ARS, 32nd ARS, 305th OSS, Joint Base McGuire-Dix-Lakehurst Public Affairs Team Shaun Eagan, SrA Lauren Russell, A1C Zachary Martyn, the exceptional team of in-flight refuelers and flight crews. All professionals through and through in the finest sense.

Salva