Tag-Archive for » Canadian Forces «

Après nous, le déluge

One of my concerns about Col. Russell Williams’ stunning treachery is that it would inevitably create a self-perpetuating media cycle.  It is no surprise to anyone who consumes news—whether via newspaper, magazine, television or radio—that sensational crimes beget a lengthy media search and focus for similar events, no matter how tangental the relation.

Thus I have noticed in my “Canadian Forces” news filters a change in focus; instead of largely laudatory items regarding ISAF or humanitarian relief, I see a lot more items focusing on misdeeds and death (training-related or otherwise).

For example:

These are all, of course, quite newsworthy items on their own.  And it would be a huge mistake to infer any wider trend out of these incidents, but because the media focus is inevitably going to be on the CF, member arrests, and deaths on base, we are going to end up getting a steady diet of it until the next sensational item redirects the media’s short attention span.

Where it can create a problem is that even if the pundits and reporters do not draw any inferences themselves, they could end up creating one for the ordinary Joe and Jane just through a steady accumulation of similar articles in a relatively short time span.

It didn’t take very long for a spate of negative attention to divorce the Forces from the Canadian public back in the early 1990s, during the Somalia affair.  Subsequent to that there was a long fall-off in defence spending and atrophying of key capabilities.

A perceived fall in public esteem today will likely herald a fall from political grace; which will breed the perception amongst highly competitive ministerial departments that DND is a ripe target with few political defenders.  That could mean budget oblivion, something Canadians have seen and regrettably accepted in the recent past.

It will be interesting to see how things play out in the long run, because the CF’s ability to weather this media focus on its bad apples could once again decide the Forces’ future, and the types of roles and missions they are able to execute.  One hopes that the brass at NDHQ are cognisant of that possibility.

See also:

8 Wing, CFB Trenton get new CO

Lieutenant Colonel D.B. (Dave) Cochrane, CD, will take command of CFB Trenton and host unit 8 Wing on February 19th, 2010, following his promotion to full colonel.  Col. Cochrane was previously commanding officer of 426 Transport Training Squadron from 2006 through 2009; this unit prepares aircrews to fly the CC-130 Hercules tactical airlifter.

Col. Cochrane takes over from LCol. David Murphy (8 Wing Operations Officer), who was designated acting CO last Tuesday following the arrest of Col. Russell Williams.

See also:

Ne probrum castis, labem integris, infamiam bonis inferat

Lest he should defame the good, reproach the chaste, and disgrace the honest

The commanding officer of 8 Wing, CFB Trenton—Colonel D. Russell Williams, CD—faces a plethora of criminal charges related to the deaths of two women and the sexual assaults of two others.  On Monday, Ontario Provincial Police charged Colonel Williams, 46, with two counts of first-degree murder, two counts of forcible confinement, two counts of breaking and entering and two counts of sexual assault.

8 Wing is undoubtedly the busiest air wing in the Canadian Forces.  Its sub-units are responsible for search and rescue, VIP transport, strategic and tactical airlift,  and aerial refueling.  It is literally the linchpin of of air mobility for the entire Canadian Forces.  There are other wings with airlift (and SAR) components, certainly, but no other wing encompasses the CF’s entire range of air mobility missions and platforms.

The colonel has been removed from his command while the investigation proceeds; according to this Belleville Intelligencer report, many base personnel learned of their boss’ arrest like everyone else—through media reports.  No doubt townspeople in the Quinte area are shocked and dismayed as well.  CFB Trenton enjoys an enviable relationship with the civil communities near the base; the facility and its personnel are almost always mentioned favourably in local media outlets.

I’m glad to see Trenton’s mayor, John Williams—who was in touch with Col. Williams frequently—reinforcing his support for the base with a message of reassurance:

“Put it this way, our community and CFB Trenton are interwoven. I know he’s innocent until proven guilty, but nonetheless this is unbelievable. It’s shocking,” said Williams. “I feel for the base personnel and I want them to know the arrest does not change the city’s relationship with the base.

– Kuglin, Ernst and Emily Mountenay.  “Trenton in shock after base commander charged with two counts of first degree murder.” Belleville Intelligencer, 8 February 2010. [Emphasis mine]

If the charges are accurate, Colonel Williams has violated not just the public’s trust in its armed forces, but the enlisted force’s trust in its officer leadership.  Raping and slaying one of the non-commissioned personnel he was charged to keep “in good Order and Discipline” goes against every core tenet of the officer corps—self-sacrifice, loyalty, knowledge, integrity and courage.

In light of the incalculable damage caused in the lives of four young women, the morale of the men and women under his command, and the public trust in its uniformed personnel, whatever sentence such an officer ends up receiving—no matter how severe—will not be nearly enough.  It is a dereliction of staggering proportions.

RELATED: An interesting clue at the end of this CityNews story:

“Williams became brought to the attention of police as a result of information gathered during a roadside canvas on highway 37 on the night of Feb. 4,” revealed Det. Insp. Chris Nicholas.

– CityNews.ca staff.  “Missing Belleville Woman Found Dead, CFB Trenton Commander Charged.” CityNews.ca, 8 February 2010.

UPDATE 091048Z FEB 10: TheSpec.com provides some elaboration (although not much) from OPP Detective Inspector Chris Nicholas:

The charges came “due to a singularity in those incidents,” Nicholas said. “We linked those crimes to a single suspect.”

– Black, Debra, Lesley Ciarula Taylor, and Jesse McLean.  “CFB Trenton chief accused of killing two women.” TheSpec.com, 8 February 2010.

UPDATE 091911Z FEB 10: The singularity was the colonel’s unique tire tracks.

See also:

MTJA airfield flow and relief operations


Here’s a brief update to my prior post on the Jacmel aerodrome, as I have become aware of additional information. There are a number of good articles from multiple sources, each providing lots of good information. (Specifically a January 30th article in the Winnipeg Free Press; a January 29th article from Agence France-Presse; a January 19th article in the Globe & Mail; and an undated DND press release.)

I will collate and summarise the data points below to make it easier to comprehend, so that one does not have to flip between the various sources to get the big picture.

  • The strat-lifters (CC-150, CC-177) typically operate between CFB Trenton (CYTR) and Norman Manley Intl Airport (MKJP) in Kingston, Jamaica. The tac-lifters (CC-130) then take the cargo from Kingston to Jacmel. (See map below for more details.)
  • The CF installed airfield lighting at Jacmel in order to permit 24-hour flight operations; a fueling station has also been set up.
  • HMCS Halifax remains on station in Baie de Jacmel, providing radar coverage for air traffic separation.
  • CFB Trenton is burning through 500,000 litres of fuel a day. Keep in mind, though, that this is for all of CFB Trenton’s flight operations (training, flights to Afghanistan, etc), not just those relating to Haiti.
  • MGen Yvan Blondin elected to have Canadian Forces aircraft utilise Jacmel; USAF had previously surveyed the field and decided that its 3,300ft asphalt runway was too soft to handle the stress of high optempo, and too short to provide adequate margin of error for tactical airlifters.
  • CF engineers determined that the runway could sustain regular CC-130 operations, so long as the aircraft’s total weight (aircraft, fuel and payload) does not exceed 100,000 lbs / 45,359 kg.
  • The minimum landing distance for a CC-130H with a 100,000lb payload is approximately 3100 feet (1000 foot touchdown zone, 2100 foot rollout distance). This gives pilots a 200 foot margin of error.
  • The aerodrome has handled up to 64 aircraft movements in a single day.  This breaks down as 2.67 movements every hour, or one every 23 minutes.
  • The runway is already pitting and suffering damage from the optempo surge. High optempo is likely to last for 60 days and slacken thereafter.

Here’s an image I created using data from the Great Circle Mapper, showing approximate transit times for CF flights.

And another pre-earthquake image of Jacmel’s tiny terminal and apron.

See also:

Canadian Forces CC-130 landing at MTJA Jacmel Airport

See also:

Turning the Titanic

hillierA few days ago my wife spotted A Soldier First—the autobiography of General Rick Hillier, CMM, MSC, CD—at the library, and brought it home for me.  It is an engaging read and the prose style is fairly casual, much like the general speaks.  I am told National Post journalist and reservist Chris Wattie lent some assistance, but in the main, the written flow of Hillier’s thoughts is uncannily like that of his actual public speaking style.

The most illuminating aspects of the book are not necessarily those that deal with ISAF in Afghanistan and the general’s well-known career as Chief of the Defence Staff; I found the descriptions of the institutional culture of the Canadian Forces to be highly illuminating.  I had always thought that careerism and the survival mentality were gradually inculcated as one aged, advanced in rank, and became reluctant to risk the gains of one’s life work; in fact it turns out that the CF was more or less deliberately creating that mindset at the junior officer level.

In the summer of 1976, when Hillier was going through Phase 4 of his Armoured Officer training, the CF had created a manpower SNAFU:  it had several times as many armoured officer candidates as the Armoured Corps required.  So the Army set out with brutal efficiency to whittle down its overflowing cup and eliminate, as fast as possible, as many surplus bodies as it could.

So that summer became an exercise in survival.  In fact, it was a slaughterhouse: out of the sixty-five who started the course, only twenty-eight graduated at the end of the summer.  The rest failed…

…Some pretty good people went out the door that summer, and the experience left an overwhelming impression in the minds of everybody who was on that course that this was just not the way to do business.  It says something about the state of the leadership of the military and the incredibly poor training process at the time that we lost so many good young men.  It was appalling.

We spent the first week of the course in garrison, taking classes, refreshing skills from previous courses, and then deployed to the training area, or “into the field,” for the practical-training part of the course.  The instructors began weeding people out right away.  By the time that first week was over, some of the men were already on formal warning of shortcomings because their inspections weren’t good enough or they had not received a high enough mark on one of their tests.  If you got three warnings from the course staff, you were out.  By the time we got out into the field to actually start learning how to command our vehicles and a later troop of tanks, some guys were already more than halfway out the door.

By the end of that week, we knew what was happening and became very cynical about it…

The experience shaped, in a dramatic way, my approach to leadership.  I believe in doing things almost the exact opposite of what we encountered that summer—respecting individuals, bringing them along, training and developing them, occasionally jacking them up but always on a path to make as many as possible the leaders we needed.  Instead, the CF, and specifically the army, treated great young men deplorably, created a culture of survival, and as a consequence, lost many of the very good ones.  Every day that summer we all worried that we would be the next to go.

…The course staff even started a bit of a competition among themselves to see who could fail the most students.  I failed my share of tests but was never on warning and so wasn’t concerned that I was going to be kicked out, but we were so gun-shy about the way things were being run and had so little faith in our instructors that we didn’t believe a thing they said.

The situation was so bad that Hillier did not believe his instructors when, during a training exercise,  they told him that his wife was in the hospital for an emergency operation.  The instructor offered to release him from his training that day so that he could go be with his wife, but young Hillier thought they were probing for a weakness or looking for a way to sabotage his resolve and fail him out of the course.  He carried on with his training task, and was surprised to learn that his wife’s hospital trip was genuine.  He did not trust his instructors to tell him the truth.  The CF later formed an inquiry and examined the running of the Phase 4 course, with disappointingly predictable results.

Toward the end of that summer there was an inquiry into how the course was handled.  Colonel Nicholson, the Combat Training Centre commandant, stood up at the mess dinner at the end of our course and said, “The inquiry’s done and we’ve proven that the leadership is great, and everything is exactly as it should be.”  Everybody in the room thought that this was great and applauded, except for the handful of us who survived.  We sat there shaking our heads.  That course had almost nothing to do with learning how to lead a troop of tanks; it was about hanging on desperately until it was over.

– Hillier, Rick [General, CF].  A Soldier First: Bullets, Bureaucrats and the Politics of War.  Toronto:  HarperCollins Canada, 2009. p. 45.

Unfortunately, as the young officer would soon find out, that directionless, survive-at-all-costs mentality did not end in training, either.  Hiller was posted to the 8th Hussars in Petawawa as their intelligence officer, and made the dispiriting discovery that risk-averse leadership was alive and well at the regimental level in a line unit, too.

When I arrived in Petawawa and joined the regiment, I saw that what had occurred in Phase 4 was not the exception, but the rule.  The same attitudes and approaches that we had experienced were reflected throughout the army…

The actions of many of the regiment’s leaders articulated what I thought were questionable values.  Some of them were more concerned with looking after themselves or their careers than looking after their men.  There is an old army adage that an officer’s priorities are supposed to be his mission, his soldiers and then himself, but that certainly wasn’t the rule in the 8th Hussars.  Many of us really did believe in those priorities, but the actions of others made me question whether they did.  It was a tough baptism…

The army and the rest of the Canadian Forces—after decades of training, few operations, a Cold War, government inattention and being on the back burner in Canada—were becoming a bureaucratic organization, just another department of the Government of Canada, administered by managers, not leaders.  We had moved away from many of the best characteristics of leadership—focusing on getting the job done and giving the soldiers a vision of how to get it done—and had replaced it with bureaucratic process, turning the military into a risk-averse organization that didn’t give us the results needed.

The same problems were evident throughout the entire brigade command structure, not just the 8th Hussars, and caused me to ask, numerous times, what the hell we were doing.  I saw little in that first year that inspired me to want to continue to be a leader, an officer, or to continue to serve in the Canadian Forces.

– Hillier, Rick [General, CF].  A Soldier First: Bullets, Bureaucrats and the Politics of War.  Toronto:  HarperCollins Canada, 2009. p. 46-48.

There are also some barbed words for the CF’s procurement policies, and how seeking a “made (or modified) in Canada” solution often results in expensive, less-than-stellar gear.  In 1979, as a young captain deployed to Germany with the Royal Canadian Dragoons, Hillier (and doubtless other other armoured crews) ran into a serious problem with the fire control system on the then-new Leopard C1 main battle tanks.

When we bought the Leopards from the Germans, someone in Ottawa had decided that the German fire control system wasn’t good enough for Canadians, so we had to go put in our own.  We bought a unique-to-Canada computerized fire control system.  Once the gunner fed the range and all the other factors into the system, the gun did the rest; we were supposed to get a kill every time.  In cold weather, the system worked like magic.  What nobody realized was that the system was connected to the interior roof of the tank’s turret—in reality a thin piece of metal.  In hot weather, the turret roof would buckle slightly—just a few milimetres, but more than enough to shift the sight completely out of alignment…

It took more than seven years for the Canadian Forces to solve that problem.  It took the army more than three years just to admit that there even was a problem.  Everyone who looked into the issue said, “No, it’s the gunner’ fault,” or “Put a few wet sandbags on the roof of that turret and we’ll be good to go.”

…Our problems with the tank sights were caused by our tendency to Canadianize everything that the Canadian Forces purchased, taking something that worked perfectly well for others and deciding that it wasn’t good enough for us.  The Canadian Forces have thought that way for decades, and we worked really hard over the past few years to change that thinking.  If an American-built weapon is working fine or a British vehicle drives beautifully, then let’s buy it as is.  Otherwise we end up with a unique, Canadian-modified beast that causes us technical headaches and costs us money.  Canadianized pieces of kit are hugely expensive to maintain because there are usually fewer of them.  Secondly, if there are problems, they end up being uniquely Canadian problems, and the CF has to go through long and expensive procedures to identify and resolve them.  I learned in Germany to put an appetite suppressant on Canadianization. Despite our efforts, this is still a major challenge.

– Hillier, Rick [General, CF].  A Soldier First: Bullets, Bureaucrats and the Politics of War.  Toronto:  HarperCollins Canada, 2009. p. 64-66.

It is more than a little frightening to think that, had the Cold War gone hot at some point between 1979 and 1987, Canadian tankers would have rode into battle with fatally flawed equipment, forced on them by a department that didn’t want to use the perfectly serviceable German original.  And it is no less than enraging to realise that this flaw was effectively off the radar of Canadian politicians and the public, even though it would have been painfully obvious to Canadian armoured crews themselves—not to mention any allied crews who took part in multinational exercises and armoured corps competitions.

These passages are, I think, emblematic of why Canadians took to General Hillier so readily.  Even as a gold-braid-bedecked general officer, he is a man unafraid to slay sacred cows and to speak the truth plainly, without theatrics or ornamentation.  His many predecessors have not been so outspoken, nor drawn as much attention to the unsung triumphs and travails of the average young man and woman in uniform.  I am skeptical, however, of General Hillier’s claim to have changed the default institutional behaviour of the Canadian Forces, from a risk-averse bureaucracy into something a little bolder and more concerned with serving the nation.  He did indeed change it, albeit temporarily; the question is whether that change will outlast him in any significant degree.

My fear is that the transformation he hoped to effect within the Forces is stillborn, or at best half-complete.  It doesn’t take a rocket scientist to look at the CF procurement battles underway and know that the useless, money-wasting Canadianization fetish is alive and well.  And statistically we may be sure that careerists are alive and well in any organisation, even the Canadian Forces.  But in what density and concentration?  The best we can hope for is that there are more future Rick Hilliers in the ranks than Jean Boyles or Larry Murrays, and that future Canadian governments continue to fund the Forces at a level where they can thrive, not just survive.  I fervently hope that succeeding generations of officers are, in fact, risk-taking leaders who look after the men and women under them, and not survival-minded careerists/managers who only want to save their own skin and hang in there for the pension payoff.

As the general says so ably, long periods of underfunding the Forces from the Nineties to the early Aughts had a dramatic and profound effect upon those in uniform:

…we found ourselves shelving plans to rebuild atrophied capabilities, saw our budgets cut by more than 25 per cent, our training slashed to an almost non-existent state, bases closed and the numbers of uniformed men and women reduced drastically.  In a perfect storm, then, our confidence in who we were and our pride in being soldiers, in the most generic sense, was shattered.  Several scandals, including those in Somalia and Bosnia, compounded our stress, while frozen, insufficient wages spoke eloquently as to our value in the eyes of our government and Canadians.  Most of us in uniform, key to coping with humanitarian crises worldwide, were not making enough money to feed or house our own families.

The perception across the junior ranks was that we, the leaders, had broken faith with those we led, and if there is one thing I learned over the years, it is that perception is reality.  Our soldiers did not trust us.  We could do little to address the key issues that weighed so heavily on them and their families.  The Canadian Forces moved into crisis and focused on survival, not excellence or shaping for the future or serving Canada.  We were largely incapable of coping and “SALY” [the "same as last year" mindset] had been responsible for a lot of that.  After thirty to forty years in an organisation where everything was the same, leaders could not handle the sudden, global changes or the enormous issues those changes created.

– Hillier, Rick [General, CF].  A Soldier First: Bullets, Bureaucrats and the Politics of War.  Toronto:  HarperCollins Canada, 2009. p. 93.

What is interesting is that in spite of all this, General Hillier appears to have had much warmer relations with the former Liberal government (mainly MND Bill Graham and former PM Paul Martin) than he did with their Conservative successors (MNDs O’Connor and MacKay, and their boss PM Stephen Harper).  Too many of the general’s critics, particularly on the left, imagine the opposite; that he, Mr. Harper and—quelle horreur—Mr. George W. Bush were the coziest of pals.  (Just Google “rick hillier” plus “bush” for a plethora of examples.)  That delusion is not supported by the general’s own account.  On the other side of the aisle, whatever conservatives may think of Paul Martin (and his Minister of National Defence), it is worth pondering that as Finance Minister and famous budgetary “Dr. No,” Mr. Martin helped craft the era of decreasing CF budgets described by General Hillier above (and elsewhere, as a “decade of darkness”)—and yet in spite of all that, Hillier counts Martin as a good friend today.  Either the General does not hold Mr. Martin partly responsible for those dark times, or he is a man that does not hold grudges.

There is much more, of course—lively accounts of operations in Bosnia, and naturally the bulk of the book revolves around the political machinations in Ottawa (through governments of two different parties) during the Afghan campaign.  A Soldier First is an engrossing read, especially for anyone that has served (or their families).  It offers much sunlight into areas of the bureaucratic mind that ought to be cleansed.  Canada would do well to have more officers of a similar mind, who can express themselves so capably.

See also:

Canadian Forces Ad: Hard Landing

I like the serious tone of the “fight fear, fight distress, fight chaos” ads, but they do occasionally strain credulity.  In the ad below you will see a CC-130 respond to an aircraft crash in the Arctic by deploying supplies and para-rescue jumpers.  The position given in the video is N69° 26′ 00″  W134° 01′ 35″ (plotted here on Google Maps); it is about 40-50km (21-26 nautical miles) west of Tuktoyaktuk, NWT (CYUB).


(larger version of the video available from CF Recruting)

The closest CC-130H-equipped Canadian search-and-rescue unit is 442 Transport and Rescue Squadron, based at CFB Comox, BC (CYQQ).  At a block speed of roughly 290 knots, a CC-130H will take a little over four hours to reach the crash site from Comox.  The average January low in Tuktoyaktuk is -18°C; are the odds good for a cabin full of civilians surviving four hours in a wet, snow-filled environment with no external heat sources?  Maybe.  In October 1991, BOXTOP 22, a CC-130 resupplying CFS Alert, crashed 30km short of the runway.  Of the eighteen crew, four were killed in the crash, thirteen survived, and one—the aircraft commander—survived the crash but died from hypothermia during the 47-hour-long rescue effort (blizzards prevented SAR techs from jumping into the site earlier than that).  The temperature on the ground was -22C.

See also:

Category: Media, National Defence  Tags: ,  Comments off

The bureaucratic spirit corrupts character and engenders moral poverty

A Canadian military helicopter lands near an A&W in Kenora, Ont., for burgers Thursday. (by Todd Madison | CBC News)

A Canadian military helicopter lands near an A&W in Kenora, Ont., for burgers Thursday, October 1st. (by Todd Madison | CBC News)

When I first heard of a CH-146 Griffon pilot taking his ride to a Kenora baseball field in search of A&W Papa Burgers, I knew it was only a matter of time before some nitwit martinet decided the aircrew involved had to be investigated and written up for getting themselves splashed all over the news.

A spokesman for Defence Minister Peter MacKay said Saturday an investigation has been launched after a Canadian Forces helicopter pilot landed in Kenora Thursday to pick up burgers.

The helicopter touched down on the ball diamond across from the A&W. Restaurant owner Randy Nickle told Canadian Press, “They were hungry, they were looking for food.

“They flew from Edmonton (Thursday) morning and were trying to get to Thunder Bay and of course they needed fuel so they stopped to get gas at the airport,” he said.

“But because there’s no food there they just decided “Hey, Let’s go to A&W for supper.”‘

Nickle said crew members picked up an order of six burgers, four fries and drinks, before lifting off again on their journey.

Dan Dugas, the defence minister’s director of communications, said, “The matter is under investigation to determine what happened. As such, I can’t say much more until all the facts are gathered.”

The minister’s spokesman said there were no public safety concerns surrounding the landing.

“First of all, at no time during the landing or takeoff was there a danger to the public.”

– Mack, Lloyd.  “Investigation launched into local takeout run.”  Kenora Daily Miner & News, 7 October 2009.

Strictly speaking the landing was not required and yeah, it got exposure so more than the usual parties are going to be interested.  But it’s hardly the most outrageous thing CF pilots have ever done.  Billy Bishop and his squadron used to pour champagne into pianos, break phonograph records over each others’ heads, and rip each others’ uniforms as a method of ritual celebration.  Retired F-86 pilots of my acquaintance took their rides into a steep dive over a neighbouring base, breaking the sound barrier and blowing in the windows of the base’s coveted indoor swimming pool.  None of these guys got dressed down for their antics.

Let’s hope some sanity prevails.

See also:

Category: Aeronautics  Tags: ,  Comments off

USAF 512th Airlift Wing trains with CF 8 Wing

C-17s from 8 Wing/429 Sqn (left, background) and 512AW/326AS (right, foreground) on the ramp at CFB Trenton.

C-17s from 8 Wing/429 Sqn (left, background) and 512AW/326AS (right, foreground) on the ramp at CFB Trenton.

This seems like a good idea, especially since our TATEX routes around Quinte and near Petawawa offer some training flexiblity that may be lacking in the VR/IR/SR military training routes on the more densely-populated US east coast.

8/26/2009 – DOVER AIR FORCE BASE, Del. (AFNS) — Reservists here visited members of the Royal Canadian Air Force’s 8 Wing at Canadian Forces Base Trenton, Ontario, Aug. 22 through 24 as part of an effort to initiate a sister squadron program.

Airmen with Dover’s 512th Airlift Wing hoped to forge a partnership with the Canadian airmen and identify training opportunities for flying, aerial port operations, airlift control and maintenance procedures.

A C-17 Globemaster III and 10 members from the 326th Airlift Squadron, the 46th Aerial Port Squadron, the 512th Airlift Control Flight and the 712th Aircraft Maintenance Squadron flew to the Canadian base, two miles northeast of Trenton, Ontario, to meet with active-duty members of the 429 Transport Squadron and 2 Air Movements Squadron.Lt. Col. Craig LaFave, the 326th AS commander, said he came up with the idea of pairing up with the Canadians while working as the 512th AW program integration officer as the 326th AS transitioned to the C-17 in 2007 and 2008.

Much like the 326th AS, the 429 TS has been flying the C-17 since the summer of 2007.

The 429 TS is part of the 8 Wing, which is the heart of Canada’s air mobility forces and is at one of the largest air force bases in Canada.  According to the unit’s Web site, In addition to the C-17, 8 Wing aircrews also fly the CC-130 Hercules, the CC-150 Polaris, the CH-149 Cormorant tactical transport search and rescue helicopter and the CC-144 Challenger.

– Losurdo, Capt. Marnee A.C.  “Dover reservists work to form Canadian sister squadron program.“  512th Airlift Wing Public Affairs, 26 August 2009.

While some may be churlish and point out that the Royal Canadian Air Force hasn’t been called that since 1968, as a monarchist and history buff I find it odd but also charming that 512AW defaults to our former nomenclature.  Possibly they remember our former deeds, and not our more recent decades of chronic underfunding and shrinking capabilities.

See also:

The hidden cost of an aging fleet

General John J. Hoffman, chief of Air Force Materiel Command, has a realistic view of how a geriatric fleet with varying degrees of combat utility is going to fly and fight.  In an interview related by Air Force magazine’s executive editor John Tirpak, General Hoffman paints a bleak but pragmatic picture of the materiel challenges facing the United States Air Force.

In an interview, Hoffman said the Air Force has been lurching from one potentially fleet-grounding mechanical issue to another with its legacy combat forces. He noted the need to unexpectedly rewing the A-10 fleet, fix numerous F-16s with cracked bulkheads, and cope with last year’s grounding of F-15s due to longeron problems.

Hoffman said the Air Force will “get through” the current spate of structural problems, but he can’t provide any assurances that such events won’t become the rule.

“Is there another event behind any of those? Sure, could be,” Hoffman said. “We could have the whole fleet back on the ground with another event.”

– John A. Tirpak.  “Washington Watch“, Air Force magazine, May 2009.

One of the prime challenges facing USAF is a lack of funds for fleet modernisation and recapitalisation.  In today’s funding environment, there is a very real possibility that today’s upgrade programs will take so long to approve and execute, that they will be obsolete by the time the capability is fielded.

He noted that a new radar in the F-15E offers a profound reduction in mean time between failure rates. Over time, the new radar “pays for itself” in cost avoidance. However, it’s “going to take us 20 years to actually install it,” given the funds available. After only a few years, he said, he’s certain that USAF will face a “vanishing vendor” issue wherein some of the parts will be out of production. The upgrade would more sensibly have been done over three or four years, but the lack of up-front investment dollars blunts the savings.

And worst of all, some of today’s close air support systems will still be considered front-line aircraft when the F-22 starts retiring.

Although he feels confident USAF can keep old aircraft flying safely for a long while, the real issue is “whether they’re still relevant” militarily.

The F-22 may be the newest aircraft on the ramp, but within a decade, the first operational models will near their planned service lives of 8,000 hours, Hoffman said. To reduce wear and tear on the Raptors and get them to last longer, the Air Force reduced the amount of close-in dogfight training that F-22 pilots do.

Further, “I’ve tasked the system to think forward into the later ’teens about what a life extension program would look like on that aircraft,” Hoffman said. He thinks the wings could be replaced, but the complex composite materials and sophisticated electronics would be trickier.

Still, “we’ll be retiring [F-22s] while we’re still flying A-10s. Something doesn’t seem quite right about that.”

The F-22 faces an additional challenge as it ages, because it incorporates a lot of composite materials.  In aluminum aircraft, when a major structural part ages out, the aircraft can be dissasembled, the part replaced, and the aircraft riveted back together.  But composite aircraft can’t be taken apart and rebuilt so easily.  They have no rivets or plates that can be pulled apart easily.  The composite material forms a seamless woven shell.  Carving up the aerodynamic shell to refit major structural parts, refurbishing or replacing them, and then rebuilding the composite weave, is something that has never been done on a composite airframe to date.  The Raptor will be among the first.  (This is also, incidentally, a challenge that will be faced by Boeing’s brand new 787 Dreamliner, another composite-heavy airframe.)

In the long run, though, the Air Force faces some hard choices about the kind of aircraft it can expect to field on Day One of a war, and which airframes will be too weak or vulnerable to put in harm’s way right away.

Fighting with a mixed fleet will require the Air Force to sort its capabilities into “Day 1, Day 2″ systems that can penetrate enemy airspace, and “Week 2″ capabilities that can only operate when defenses have been beaten down, Hoffman observed.

“In extremis,” he said, the Air Force may have to “put more risk on the operators.”

To defeat enemy defenses, Hoffman said USAF will have to think in terms of persistent systems that will have to be survivable—through stealth, speed, or standoff range—or expendable items such as drones or missiles whose loss can be tolerated. He prefers to frame the choices in that context rather than in terms of “stand in [and] stand off.”

The short version, one suspects, is that the F-22 and F-35 are the Day 1 and Day 2 systems.  Week 2 is all the vintage hardware and slow UCAVs that require the safety of a permissive environment.

The brass, bless them, are self-aware enough to realise how they got into this sad state of affairs.

The Air Force’s combat fleet is in crisis in large part because the Pentagon hasn’t applied a consistent formula for deciding how many aircraft are needed, what capabilities they should have, or how often they should be bought. Now, there aren’t enough, and most of the inventory is aging out.

So said retired Gen. Gregory S. Martin, former head of Air Force Materiel Command, who noted that most of the choices made in the last decade about USAF’s future combat inventory were arbitrary, based on cost rather than strategy. He urged that the Air Force adopt a firm formula, with measurable elements, that will clearly justify the pacing of new aircraft buys.

“Where we may have gone astray as a nation [is] in following basic principles of force structure development and force sizing and force structure replacement,” Martin said.

“We are in a crisis … brought about by not having a rule set that is basic, easy to articulate, and [able to] … sustain a modernization or recapitalization program.” The Navy, he said, has been successful in laying out and defending such a plan, based on the number of carrier traps each aircraft endures. The commercial airline industry uses a standard based on number of flights, after which aircraft are retired because new technology offers operating savings.

If any of this sounds vaguely familiar to Canadian readers, it is because that is exactly how our own NDHQ handles Canadian military procurement.  Like USAF, the CF doesn’t have a basic rule set, that is easy to explain—to politicians or the Canadian public—as to why we need X number of assets for mission Y, for an expected lifetime of Z years.  But don’t expect our own brass or their media boosters to wise up any time soon.  The problem, we are continually told, lies with our politicians and their inability to properly understand and fund the defence establishment.  As opposed to the chronic inability (not to mention sheer unwillingness) of the Canadian defence establishment to effectively communicate its roles, missions and requirements to the people that pay its salaries and buy its gear.

Call me old-fashioned, but I don’t expect politicians—who are overwhelmingly lawyers—to develop a sudden and burning interest in the minutiae of operational procedures and the assets that make them possible.  I do, however, expect that as a bare minimum, some members of the uniformed services might see the wisdom of boiling their roles and requirements down to simple-to-understand metrics, such that a lawyer, unschooled in the martial way of life, might be inclined to fund them.  Failure to do this is, in my mind, not entirely the fault of the lawyer.  It is the fault of the senior uniformed brass who, quite frankly, are negligent or incompetent in the execution of their duties if they cannot manage this task.  It is what they are paid to do. If they can’t do it very well, I’m not inclined to throw up my hands and sigh that we need better politicians.  The military has, historically, crafted its combat leaders from among the ranks of the enlistee pool.  It didn’t sigh and wait for steely men of courage to appear magically.  It taught Ordinary Joes what they needed to know, why they needed to know it, and when to employ it.  Likewise, the armed forces have to take a more active hand in trying to craft the political leadership that they need.  The CF (and USAF) need to build bridges across the mindspace divide, and help politicians understand what they do and how the newest billion-dollar gizmo will help.  Help demonstrably.  Help in neatly defined measurable ways.  If the US Navy can do it, other services can too.

There’s one other realm where a Canadian negative example may be instructive to the United States Air Force.  We have a lot of experience operating old, decrepit gear.  This is something I hear touted all the time, particularly in relation to our CC-130Es, and can’t quite understand why it is supposed to be a source of pride.  So we have some of the highest-time C-130s on the planet.  The ability to keep them in the air is due to some incredible work by the aircraft maintainers, and they have every reason to feel satisfaction at that effort.  Everyone else does not; in fact, they should feel an overwhelming sense of shame.

Airframes age every time they fly, every time stress is placed upon the wing box and spars, every time they climb into the thinner air above 10,000 feet, every time their cabin is pressurised and depressurised.  These are not vintage cars that get trotted out at shows and paraded to envious admirers a couple of times each summer.  These are working aircraft that have to be mission-ready every day, and certainly ready more often than they are not.  When they become breakdown-prone ramp queens, that inversion of work vs. reward has serious consequences.  Ancient aircraft get flight restrictions placed on them, like our oldest CC-130s.  That means that they are no longer capable of doing the job they are supposed to do, that they were bought to do.  They can no longer carry the maximum payload they were originally rated for.  They cannot execute the most demanding combat manoeuvres lest their wing boxes fail and they fall out of the sky.  They have to be treated more gingerly than their younger brethren, and in combat that might translate into the difference between life and death.  For every hour they spend in the air, they increasingly spend several times that on the ramp, undergoing maintenance.  So the maintainers work like dogs to keep them airworthy.  And this is where a modern air force frays at the seams, and eventually fails.

Faced with an ever-increasing maintenance workload, and no chance of getting newer assets, you have three choices.  Hire more maintainers to keep the work hours reasonable.  Fly the assets less often, reducing the maintenance workload.  Finally, since this is the military, you have the option of compelling the maintainers to work more often and for longer duration than they would like.  All three of these will work in the short term, but ultimately results in highly skilled technical trades voting with their feet.  They leave the service, tired of years of extraordinary, unrelenting, unrewarded effort.  This sad state of affairs is not cause for pride; it is a national disgrace.

Yet that is precisely what has been happening with the Canadian Forces since the mid-90s, and continues to happen into the present day.  The low-density, high-demand fields of vehicle, aircraft, marine and electronics technicians are being highly utilised, their workload is increasing exponentially, and the CF cannot recruit and train replacements fast enough to keep the finely-tuned apparatus of a modern force operating smoothly.  This is why we have ridiculous operational pauses every couple of years; to try and catch up.  But we never quite do catch up, because the workload—owing to the age of the assets—is always going up.  The trend never reverses, unless and until the old failure-prone assets get replaced by newer, more reliable gear.

This, then, is the forseeable (but entirely avoidable) future of the United States Air Force.  Let us hope the senior uniformed and political leadership have the courage to fix it.

See also: