Largest Distinguished Flying Cross Ceremony ‘in Decades’ Honors More Than 50 Airmen

Largest Distinguished Flying Cross Ceremony ‘in Decades’ Honors More Than 50 Airmen

Air Mobility Command boss Gen. Mike Minihan awarded 51 Distinguished Flying Cross awards at Joint Base Charleston, S.C., on Nov. 21—one of the largest DFC ceremonies in recent history.

All of the awards were given to Airmen who participated in Operation Allies Refuge, the noncombatant evacuation out of Kabul, Afghanistan, in the summer of 2021, as the Taliban seized control of the country and tens of thousands of civilians were airlifted to safety. 

Among those honored were Airmen who rescued hundreds amid chaos as civilians breached the airfield at Hamid Karzai International Airport, aircrew from the very final flights out of Kabul on Aug. 30, 2021, and service members who helped deliver a baby aboard a C-17. The awardees also included the very first Black women to ever be given the Distinguished Flying Cross, the nation’s fourth-highest award for heroism. 

A press release from the 628th Air Base Wing deemed the ceremony “the largest of its kind in decades.” The Distinguished Flying Cross was first established in 1926.

distinguished flying cross
Distinguished Flying Cross awards are lined up prior to the DFC ceremony at Joint Base Charleston, S.C., Nov. 21, 2022. Air Force photo by Tech. Sgt. Alex Fox Echols III.

The 51 DFCs represent the majority of the awards related to Operation Allies Refuge announced by Air Mobility Command in October—96 total. Many of the Airmen honored Nov. 21 are from the 437th Airlift Wing, with some from the Air Force Reserve’s 315th Airlift Wing. 

“The men and women from this installation were ready to do whatever it took to deliver the forces needed to secure the Kabul airport and then to evacuate and save as many lives as possible,” Minihan said at the ceremony. “It’s what they did next that displayed heroism and selfless devotion to duty—the reason for today’s ceremony.” 

Virtually every stage of the evacuation was represented among those honored, from flying crew chiefs that kept the C-17s going amid an unprecedented workload and challenging conditions, to a loadmaster and flight nurse who assisted an Afghan woman giving birth midflight, to pilots who landed and took off in the dead of night while facing flares and heavy machine gun fire, transporting the very last U.S. troops off Afghan soil. 

Those decorated ranged in rank from Senior Airman to Lieutenant Colonel. The breakdown of awards included: 

  • 22 C-17 pilots, including Lt. Col. Alexander Pelbath, director of C-17 special operations for the 437th Operations Group, and Capt. Rhea McFarland, one of two Black women to become the first given the DFC; 
  • 18 loadmasters; 
  • 6 maintenance special operations Airmen; 
  • 4 flying crew chiefs; 
  • 1 flight nurse, Capt. Leslie Green—the second of the two Black women honored. 

Most of the awards were given with the “C” device for combat, given only when the service member “was personally exposed to hostile action or under significant risk of hostile action.” 

distinguished flying cross
Air Force Gen. Mike Minihan, commander of Air Mobility Command, speaks to 51 Distinguished Flying Cross recipients during a ceremony at Joint Base Charleston, S.C., Nov. 21, 2022. Air Force photo by Tech. Sgt. Alex Fox Echols III.

The full list of 51 Airmen given the DFC follows: 

  • Lt. Col. Trey Adams, 701st Airlift Squadron C-17 pilot 
  • Lt. Col. Braden Coleman, 15th AS C-17 pilot 
  • Lt. Col. Alexander Pelbath, 437th Operations Group director of C-17 special operations 
  • Maj. Jay Campbell, 8th AS C-17 pilot  
  • Maj. Justin Cherry, 43rd Operations Support Squadron C-17 pilot 
  • Maj. William Cuchens, 701st AS C-17 pilot 
  • Maj. David Gantt, 701st AS C-17 pilot 
  • Maj. Joseph Granatelli, 429th Expeditionary Operations Squadron C-17 pilot 
  • Maj. Ryan Versen, 156th AS C-17 pilot 
  • Maj. Kirby Wedan, 14th AS director of operations and C-17 pilot 
  • Capt. Mark Altobelli, 15th AS C-17 pilot 
  • Capt. Charles Armstrong, 16th AS C-17 pilot 
  • Capt. Howlett Cohick, 16th AS C-17 pilot 
  • Capt. Dennis Connor, 701st AS C-17 pilot 
  • Capt. Spencer Dewey, 437th OSS C-17 pilot 
  • Capt. Kenneth Di Giovanni, 16th AS C-17 pilot 
  • Capt. Amanda Edgren, 14th AS C-17 pilot 
  • Capt. Derrin Gelston, 437th OSS C-17 pilot 
  • Capt. Leslie Green, 375th Air Expeditionary Squadron flight nurse 
  • Capt. Kevin Hart, 14th AS C-17 pilot 
  • Capt. Chris Hoffman, 15th Airlift Squadron C-17 
  • Capt. Rhea McFarland, 14th AS C-17 pilot 
  • 1st Lt. Jon-Michael Hollarn, 16th AS C-17 pilot 
  • Master Sgt. Joshua Martin, 437th OG loadmaster 
  • Master Sgt. Liam McPhail, 14th AS loadmaster 
  • Master Sgt. Leah Schmidt, 701st AS loadmaster 
  • Tech. Sgt. Jerry Daniels, 16th AS loadmaster 
  • Tech. Sgt. Chase Gautschi, 62nd Aircraft Maintenance Squadron flying crew chief 
  • Tech. Sgt. Dennis Gonzalez-Furman, 354th Special Warfare Training Support Squadron student and flying crew chief 
  • Tech. Sgt. Jacorey Grimes, 860th Aircraft Maintenance Squadron flying crew chief 
  • Tech. Sgt. Dennis Hiott, 701st AS loadmaster 
  • Tech. Sgt. David Riggins, 437th OG loadmaster  
  • Tech. Sgt. Ethan Schaffner, 437th AMXS MASOP 
  • Tech. Sgt. Brett Yoakum, Air National Guard, 155th AS loadmaster 
  • Staff Sgt. Kevin Coleman, 437th AMXS flying crew chief 
  • Staff Sgt. Robert Gillespie, 437th OG loadmaster 
  • Staff Sgt. Emmanuel Gomez, 14th AS loadmaster 
  • Staff Sgt. Alexander Herman, 16th AS loadmaster 
  • Staff Sgt. Zach Lewis, 14th AS loadmaster 
  • Staff Sgt. Matthew Link, 16th AS loadmaster 
  • Staff Sgt. Brandon Malacara, 437th OG loadmaster 
  • Staff Sgt. Sean McPadden, 437th AMXS MASOP 
  • Staff Sgt. Nicholas Miller-Assous, 14th AS loadmaster 
  • Staff Sgt. Dane Schulte, 728th AMXS, MASOP 
  • Staff Sgt. Cody Schultz, 437th OG loadmaster 
  • Staff Sgt. Tyler Slavin, 437th AMXS MASOP 
  • Staff Sgt. Samuel Weaver, 736th AMXS MASOP 
  • Staff Sgt. Trevor Woods, 437th AMXS MASOP 
  • Senior Airman Christian Hoffman, 16th AS loadmaster 
  • Senior Airman Christopher Symes, 14th AS loadmaster 
  • Senior Airman Christopher Warman, 437th OSS loadmaster 
Distinguished Flying Cross recipients stand in formation after receiving their medals from Air Force Gen. Mike Minihan, commander of Air Mobility Command, during a ceremony at Joint Base Charleston, S.C., Nov. 21, 2022. Air Force photo by Tech. Sgt. Alex Fox Echols III.
CNAS Report: Defense Budget Must Better Match Strategy, Increase Precision Munitions Purchases

CNAS Report: Defense Budget Must Better Match Strategy, Increase Precision Munitions Purchases

The Department of Defense must do more to make sure its budget matches up with the needs of its overall strategy, according to a new report from the Center for a New American Security. The report places particular focus on the fiscal 2023 budget request, which was submitted to Congress in March before the unclassified National Defense Strategy was made public in October. The National Defense Strategy defines China as the “pacing” longer-term threat and Russia as an “acute” and more temporary challenge.

But the fiscal 2023 budget and the current five-year Future Years Defense Program (FYDP) lack the proper investment to counter those adversaries over the next five years, especially in the area of high-end munitions and in establishing a stronger overseas posture, the report’s authors Stacie Pettyjohn and Hannah Dennis write.

“This report concludes that while the FY23 request makes some strides on both issues, more must be done today to improve the United States’ chances of deterring and, if necessary, defeating the adversary tomorrow,” says the CNAS report, released Nov. 17.

The U.S. needs to do much more, according to the report. A major one is the daunting nature of a potential conflict with China, which is building up its military. Not only would China present a vast array of potential targets, but its extensive air defenses would intercept some U.S. weapons, adding to the U.S. need for a substantial stockpile, according to CNAS.

“In the event of a war with China, deep stockpiles of the right munitions and a distributed and resilient posture will be necessary to deny a quick victory and to then sustain combat operations should the war become protracted,” the report said. “On both accounts, the Department of Defense has urgent work to do.”

With an eye to great power dangers, the CNAS report said, the Air Force has pivoted to purchasing more long-range Joint Air-to-Surface Standoff Missiles (JASSMs) over guided bombs such as the Joint Direct Attack Munitions (JDAMs), and plans to buy around 500 JASSMs a year, according to data analyzed in the report. The service has a program to fire those weapons from cargo planes to increase the service’s flexibility to employ guided cruise missiles.

But the service has not yet purchased a large amount of Long-Range Anti-Ship Missiles (LRSAMs). It plans to purchase 28 in fiscal 2023, ending up with an inventory of 179 in 2027, according to figures in the five-year defense plan CNAS analyzed. That number is insufficient if the U.S. has to face off against China in wartime, the CNAS report argues.

“Since China has numerous cruisers and destroyers with sophisticated surface-to-air missiles, one must assume that some of the LRASMs would be intercepted by these air defenses; in addition, some would hit decoys or other ships, and some would miss and fail, leaving a very small number of the 179 to penetrate defenses and hit Chinese amphibious ships,” the report says.

Another reason why the report says U.S. faces a potential munitions shortfall comes from lessons of the Russian invasion of Ukraine and previous U.S. conflicts in the Middle East, which have shown that major conventional war consumes enormous amounts of ordnance.

“The ongoing war in Ukraine has elevated the issue of munitions stockpiles to front-page news as both Ukrainian and Russian forces continue to consume high volumes of key weapons,” the CNAS report said.

The U.S. has provided around $19 billion in military aid, which has mostly come from U.S. stock but also includes contracts with the defense industry. U.S. aid has included precision munitions, such as GPS-guided Excalibur artillery rounds, High Mobility Artillery Rocket Systems (HIMARS), Stinger man-portable air defense systems (MANPADS), and Javelin anti-tank weapons.

More rudimentary weapons, such as small arms and howitzers, have also been heavily used by both Russia and Ukraine. The war in Ukraine has depleted Russian artillery stocks to the point they have turned to North Korea to replenish their arsenal, U.S. officials have alleged. And they have also eaten into U.S. stocks as well. According to a report by The Wall Street Journal, the U.S. is seeking to purchase 155 mm artillery shells from South Korea that it planned to donate to Kyiv so Ukrainian forces can carry out their fight with the Russians.

The main campaign against ISIS, Operation Inherent Resolve, which began in 2014 and culminated in the retaking of Mosul, Iraq, and Raqqa, Syria, in 2017 provides another example of how quickly precision guided munitions (PGMs) can be expended in war.

The U.S. Air Force was heavily involved in airstrikes against ISIS militants and in support of ground operations by the U.S.’s Iraqi and Syrian partners. A 2021 RAND report assessed that 115,983 weapons were released in coalition airstrikes. Those strikes “depleted precision-guided munition stockpiles” of JDAMs and Hellfire laser-guided-missiles, according to RAND.

“This extended war stressed U.S. weapons supplies and the ability of the defense industry to meet unexpected and prolonged demand for PGMs,” the CNAS report said of Operation Inherent Resolve.

For all of the lessons, however, the CNAS report says its analysis of the Pentagon budget shows that the U.S. is not keeping up with the challenges.

CNAS’s report said while the DOD’s overall 2023 budget request of $24.7 billion in “missiles and munitions” was higher than previous years, only $5.7 billion was for conventional PGMs, excluding strategic nuclear-capable assets such as the Sentinel intercontinental ballistic missile and Trident submarine-launched ballistic missile.

“PGMs have not received the same overall increase over the last eight years as the larger category of ‘missiles and munitions,'” the CNAS authors wrote.

The CNAS authors are not the only experts to express concern over the DOD munitions stockpiles should the U.S. engage in a war with China.

Michèle Flournoy, the former undersecretary of defense for policy, and Michael Brown, the former director of the Pentagon’s Defense Innovation Unit, argued in a recent Foreign Affairs article that “the Pentagon’s leadership must urgently address the gap between what the United States has and what it needs to deter China in the near term,” including working to determine which current unfunded priorities need more resources, such as “addressing critical munitions shortages.”

First F-16 Block 70 Emerges From Lockheed Martin’s New Factory—128 More on Order

First F-16 Block 70 Emerges From Lockheed Martin’s New Factory—128 More on Order

The first F-16 of the Block 70/72 configuration has rolled out of Lockheed Martin’s Greenville, S.C., facility in preparation for first flight early in 2023. The factory is geared up to build at least 128 more of the jets through the end of this decade.

The jet, destined for Bahrain, should be accepted by the U.S. government early in 2023 and will undergo flight testing at Edwards Air Force Base, Calif., before it’s delivered under the Foreign Military Sales program. It completed final assembly and checkout (FACO) and painting at Greenville on Nov. 21.

The rate of work on Block 70s under construction at Greenville will “increase significantly” in fiscal 2023, building to a production rate of up to four aircraft per month, a company spokesperson said. Five countries are on contract for the Block 70/72: Bahrain, Slovakia, Bulgaria, Taiwan, and “one other,” the company noted. Jordan has also signed a letter of offer and acceptance for eight aircraft; when awarded, that contract will bring the backlog to 136 aircraft. Bulgaria has also begun the process of buying additional aircraft. Greenville has “multiple other jets” in various stages of work, a Lockheed Martin spokesperson noted.

The company got an indefinite-delivery, indefinite-quantity contract in January worth up to $64.3 billion for production of new F-16s for FMS customers as well as upgrades of 405 jets in foreign hands to the F-16V configuration, if all potential work materializes.

Lockheed Martin moved its F-16 production line to South Carolina from Fort Worth, Texas, in 2019 in order to free up space there for increasing F-35 production activities. In addition to producing new F-16s, the Greenville plant is performing modifications and refits on older F-16 models. Moroccan F-16s, for example, will get an upgrade to Block 70/72 configuration at the plant. The company said its backlog will ensure production of factory-new F-16s “through the mid-to-late 2020s.”

When Lockheed Martin moved to restart the F-16 line at Greenville, there was an “uptick” in FMS interest in the jet, Col. Anthony Walker, senior materiel leader, international division, at the Air Force Life Cycle Management Center, said in May. A number of countries requested “detailed information and requests for government sales,” he said.

The U.S. Air Force indicated last year that according to its “4+1” fighter roadmap, it plans to keep flying the F-16 well into the 2030s, assuring potential buyers of a strong pipeline for parts and support into the next decade. USAF has indicated it may retain as many as 600 F-16s into the 2030s. The service has also apparently deferred plans to seek a program for a new multirole fighter—not as sophisticated as the F-35—to be called the MR-F or MR-X. That aircraft was expected to have capabilities comparable to those of the F-16.

While Lockheed Martin has tooled for four aircraft a month, “we are always evaluating and looking at ways to increase production to meet customer needs,” the spokesperson said.

“New digital engineering technologies have been implemented into the production line to maximize efficiency and decrease span time. Additionally, we have added more suppliers for certain components, such as our Johnstown, Pennsylvania, facility, to allow us to meet current program needs and future opportunities for new production F-16s,” she said.

The Block 70 is being marketed to countries that either want to expand their existing F-16 fleets or are not customers for the more sophisticated and stealthy F-35 fighter.

The most advanced version of the F-16, the Block 70/72 mounts the APG-83 active electronically-scanned array (AESA) radar, a new electronic warfare suite called Viper Shield, a more powerful mission computer, an updated cockpit with larger color displays—including zoom and the ability to rearrange displayed information—an uprated engine, capability for most modern weapons, conformal overwing fuel tanks and an infrared search-and-track system and targeting pod capability, improved data links, precision GPS navigation, and an automatic ground collision avoidance system (GCAS), among other improvements. The Block 70/72 also has a structural service life of 12,000 hours, about 50 percent longer than previous F-16s, meaning the type could stay in service until 2060 or so.

The U.S. Air Force bought its last new F-16, a Block 50 model, in 2005. Air Force F-16s are getting some of the improvements available in the Block 70, such as the AESA radar, but the service shifted its acquisition focus on new aircraft first to the F-22 and then the F-35. The service has said it will retire all its early-model, or “pre-block,” F-16s in the next few years.

Slovakia is planning to acquire 70 Block 70/72 F-16s, and that country has offered to give a dozen of its retiring MiG-29 aircraft to Ukraine. However, sources have reported that Ukraine has sought to buy F-16s of its own. There has been discussion of providing F-16s from U.S. stocks to Ukraine, but no firm plans have been announced.

The F-16 has been in the U.S. Air Force operational inventory since 1978, when the F-16A entered service. The aircraft is a development of the YF-16 prototype fighter, which won the Lightweight Fighter Competition in 1974. More than 30 countries have since operated the F-16, and 25 are flying some version of the jet today.  More than 4,550 F-16s have been produced.

PHOTOS: Kadena Lines Up Six Kinds of Aircraft for Elephant Walk

PHOTOS: Kadena Lines Up Six Kinds of Aircraft for Elephant Walk

Three dozen aircraft assembled on the flight line for an “elephant walk” at Kadena Air Base, Japan, on Nov. 22, in a show of air power. 

The capabilities demonstration included six different kinds of aircraft, all stationed at Kadena at the moment—F-15C Eagle and F-22 Raptor fighters, HH-60G Pave Hawk helicopters, a KC-135 Stratotanker, an E-3 Sentry, and an RC-135 Rivet Joint. 

According to images shared by Kadena, the exact breakdown of aircraft included in the elephant walk: 

  • 23 F-15Cs
  • Eight F-22s
  • Two HH-60Gs
  • One E-3 Airborne Warning and Control System (AWACS)
  • One KC-135
  • One RC-135

All but the F-22s are part of the 18th Wing, Kadena’s host unit, which has roughly 80 aircraft total. The Raptors are from the 3rd Wing at Joint Base Elmendorf-Richardson, Alaska, and recently deployed to Kadena after the Air Force confirmed that it will be removing the base’s 48 F-15C/D Eagles over the next several years.

The service has said the F-15C/Ds will initially be replaced by a rotation of deployed fighters, while a permanent replacement has not yet been named, though it is likely to be the F-15EX. F-16s from Spangdahlem Air Base, Germany, are expected to follow the F-22s. 

The display of air power and capabilities at Kadena came on the same day U.S. Defense Secretary Lloyd J. Austin III met with his Chinese counterpart, Defense Minister General Wei Fenghe, in Cambodia. During that meeting, Austin called on China “to refrain from further destabilizing actions toward Taiwan,” according to a Pentagon readout.

Kadena, located on the island of Okinawa, is the Air Force’s closest land-based location to Taiwan, some 450 miles away. China considers Taiwan, a self-governed island, to be part of its territory, and tensions between the U.S. and China over Taiwan have been steadily growing as of late. 

A visit to the island by House Speaker Nancy Pelosi earlier this year sparked a series of aggressive exercises by the Chinese around the island, and in June, Australia claimed that a Chinese fighter jet released chaff in front of an Australian P-8, a move the Australian government described as a “dangerous maneuver.” 

Austin raised similar concerns in his meeting with Wei, citing “the increasingly dangerous behavior demonstrated by [People’s Liberation Army] aircraft in the Indo-Pacific region that increases the risk of an accident.” 

In addition to the Nov. 22 capabilities demonstration, aircraft at Kadena recently participated in Keen Sword 23, a biennial exercise involving the U.S., Japan, Australia, and the United Kingdom. 

Space Force Stands Up Its First Geographic Component Command, Prioritizing the Pacific

Space Force Stands Up Its First Geographic Component Command, Prioritizing the Pacific

The Space Force and U.S. Indo-Pacific Command formalized a new chain of command for Guardians in the Pacific, activating a new service component command of the unified combatant command.

Establishing U.S. Space Forces Indo-Pacific gives the Space Force a seat “at the table” to plan for activities in the INDOPACOM area of responsibility, the service’s Vice Chief of Space Operations Gen. David D. Thompson told reporters the morning of the ceremony that created the new component-level command.

Now focused on mission analysis and how to best task the command’s existing Guardians, the new commander envisions command and control of space assets ultimately happening from INDOPACOM’s AOR. 

Space Force Brig. Gen. Anthony J. Mastalir assumed command of U.S. Space Forces Indo-Pacific. His most recent assignment was as special assistant to the deputy commander of the Space Force’s Space Operations Command.

Until the activation, Pacific Air Forces had responsibility for the space mission within the combatant command. Mastalir said the new command will continue to nurture its close ties to the air component but pledged at the ceremony to “double down” on incorporating space “across all components, all domains.”

In an interview with reporters the day before the ceremony, Mastalir said the ongoing mission analysis is to address whether the component has “the right Guardian, with the right skill set, in the right place, at the right time” while also ensuring “reach-back mechanisms” exist to coordinate with other organizations. Those include the likes of U.S. Space Command’s Joint Task Force-Space Operations and Joint Task Force-Space Defense, not to mention the Space Force’s Space Operations Command and Space Systems Command, along with commercial providers of space services.

The component’s Guardians are space operations enlisted members, officers, and civilians—Thompson placed the number at 21. Mastalir said they’re “really focused on integrating space into the operations plans, contingency plans—ensuring that other component commanders absolutely, without a doubt, maximize the combat effects available from the space capabilities this nation has.”

A priority of getting the right Guardians into the right roles involves ensuring that they’re “performing tasks that only Guardians can perform,” Mastalir said. Those include advising on satellite communications across the Pacific’s “tyranny of distance—it’s a real thing” and on fighting through “intentional interference” with communications and GPS. 

In an AOR with “a somewhat irresponsible actor … launching missiles,” Mastalir said “being able to understand … what those profiles look like, projected impact points, making sure that U.S. service members are safe—that’s something that a Guardian can bring a lot of expertise on.”

He also wants space-oriented learning objectives built into Tier 1 exercises, describing support for exercises as a “huge growth area” for the new command. He foresees the possibility of intelligence and cyber Guardians joining the component’s space operators down the road.

While U.S. Space Command already had a Space Force component command, Thompson said the choice to stand up INDOPACOM’s first among the geographically organized combatant commands was no accident.

“Every day, Secretary Austin reminds us of the pacing challenge, and that’s China,” Thompson said, referring to Defense Secretary Lloyd J. Austin III.

“Secretary Kendall has a little different way of saying it,” Thompson added, referring to Air Force Secretary Frank Kendall. “He just comes in and says, ‘China, China, China.’ And so we very deliberately chose INDOPACOM first because we want the nation, the Department of Defense, that combatant command, and anyone who might wish us harm in that region, to understand that’s our [priority].” 

Thompson characterized the significance of space activities in INDOPACOM’s AOR:

“Do you want to navigate with confidence? Do you want to be able to communicate anywhere in the Indo-Pacific, whether it’s in the middle of an ocean, in the middle of a … continent that’s barren? Do you want to communicate all the way down to individual Soldiers, Sailors, Airmen, and Marines? Do you want to do strategic command and control for nuclear forces?” he said. “Do you want to understand threats, especially from China, that might come from ballistic missiles or hypersonics or other things?”

After INDOPACOM, U.S. Forces Korea and U.S. Central Command will receive their Space Force component commands—not necessarily in that order, Thompson said—with U.S. European Command to follow.

Whereas generals may lead the other services’ components within the combatant commands, aside from Mastalir’s job at INDOPACOM—seen in part as making a statement about the department’s priorities—Thompson said the rest of the Space Force’s component commanders will be colonels. 

“We’re not big enough,” Thompson said. “That kind of overhead is not something that we can afford.” 

Therefore, “those future component commanders” will need to “punch above their weight,” Thompson said. “You’re going to have to sit at the table with everybody else, and you’re going to have to deliver just like the rest of those people. So it’ll be a challenge to them.” 

Speaking at the ceremony, Chief of Space Operations Gen. B. Chance Saltzman said the new component command represents “an important step as we normalize space integration into the joint force.” 

“And given today’s multi-domain character of war,” Saltzman continued, “space must be deeply integrated with the rest of the joint team. This is never more true than in this AOR where we find ourselves competing against a thinking adversary who continues to field counterspace systems as well as their own exquisite space-based support systems for their increasingly capable terrestrial forces.”

Mastalir addressed “all the blue-threads in the audience,” referring to the Space Force members:

“As of today, you are the Guardians of INDOPACOM. You are outranked and outnumbered by every other component here—I don’t care. I expect you to be confident and bold” with “courage to explore the new and innovative ways we will need to integrate your expertise into this fight.”

Tobias Naegele contributed to this report.

Air Force C-37 Carrying National Guard Chief Forced to Land After Bird Strike

Air Force C-37 Carrying National Guard Chief Forced to Land After Bird Strike

An Air Force C-37 carrying Chief of the National Guard Bureau Gen. Daniel R. Hokanson was forced to land after striking birds Nov. 21 as it departed from Chicago Midway International Airport, the Air Force and National Guard Bureau said.

A video from a streaming website showed the plane taxiing to the runway and lifting off. As the C-37 began its ascent and raised its landing gear, the plane struck a flock of birds. Hokanson is one of the highest-ranking military leaders and a member of the Joint Chiefs of Staff.

In a statement, the 89th Airlift Wing at Joint Base Andrews, Md., said one of its C-37s was involved in the incident.

The aircraft “struck several birds” as it was taking off from Chicago Midway International Airport, a spokesperson said. In the video, sparks are visible shooting out of an engine.

The C-37 is a modified Gulfstream business jet that transports high-ranking military leaders and civilians. The aircraft involved in the incident, tail code 70400, bears the Air Force’s iconic light blue and white livery used by some executive transport aircraft. Joint Base Andrews’s C-37s are assigned to the 99th Airlift Squadron, part of the 89th Airlift Wing.

Flight tracking data from the website ADS-B Exchange showed that the aircraft arrived in Chicago from Joint Base Andrews earlier in the day Nov. 21. As it attempted to take off that evening, the bird strike occurred, and the aircraft returned to the airport.

The National Guard Bureau said Hokanson was in the Chicago area to meet with business executives, attend an ROTC event at Chicago State University, and conduct media engagements. The details of Hokanson’s visit were first reported by WGN TV.

The passengers and crew were not in any serious danger, according to the 89th Airlift Wing’s statement.

“Out of an abundance of caution, the crew safely returned to the airport,” the statement said. “All members on board are safe, and the incident is under investigation.”

Helicopter videos from local CBS News and Fox News affiliates showed the C-37 stopped on the tarmac surrounded by emergency vehicles as ground personnel examined the aircraft.

New, Miniaturized Data Pod Will Accelerate Fighter Refinements, Fleet Maintenance

New, Miniaturized Data Pod Will Accelerate Fighter Refinements, Fleet Maintenance

The Air Force is experimenting with a new pod expected to sharply improve fleet predictive maintenance and mission data and to accelerate software fixes across the entire Combat Air Forces. The pod miniaturizes and encapsulates a test rig previously too large and expensive for use in anything other than test aircraft.

Assuming funding is forthcoming, the Air Force plans to outfit half the CAF with the Quick Reaction Instrumentation Pod (QRIP) by the end of 2025, according to the 59th Test and Evaluation Squadron. Some 19 F-35s are now equipped with it, and USAF plans to put it on more F-35s and F-22s first, followed by aircraft from the fourth-generation fleet. The cost of the unit is orders of magnitude less than the previous, comparable test rig.

The QRIP collects both mission data from sensors and weapons, as well as vehicle performance data from engines, flight controls, etc., according to the 59th TES. The pods will also improve mission debriefs and help “find unknown issues, correct software deficiencies, improve mission data … in ways we’ve never been able to do before,” said Lt. Col. Nathan Malafa, 59th TES commander, in an email.

The pod, described as “football-sized,” fits inside the F-35 weapons bay, where it doesn’t interfere with any other function. Test units have been flying with USAF F-35s since March. The pod is made by Curtiss-Wright and is part of the company’s QRNexus family of data recording systems.

“Instrumentation packages like QRIP are traditionally reserved for integration on test aircraft, designed to collect data strictly for test and evaluation purposes,” according to a 59th TES press release. “These devices have historically been too large, cumbersome, and expensive to consider for operational aircraft integration, until now.” Those previous test rigs, weighing more than a ton and costing as much as $25 million apiece, dwarf the eight-pound QRIP, which costs around $230,000. The unit has a capacity of “almost a Terabyte of data,” the Air Force said.

The pod will allow USAF to make use of “crowd-sourced data” that can point toward problem-prone components and track break rates and failure reasons for various systems. That will improve the speed of maintenance and presumably lower its cost.

The data will be available to software developers “within minutes, versus the traditional weeks or months,” building better data sets “while improving mission data reprogramming, data products, and software development,” the 59th TES said.

The squadron was unable to disclose which units the QRIP pod is equipping right now, but they are “scattered around the Air Force” and have delivered data from aircraft operating on deployments outside the continental U.S., a 59th spokesperson said. The device has also been tested with Marine Corps and Navy F-35s, suggesting it will have application to the entire F-35 fleet, including international users.

“We’re also working plans for other platforms, but a concrete timeline has not been solidified yet,” she said.

The crowd-sourced data provided so far have “accelerated reprogramming changes, highlighted software deficiencies, enabled rapid debriefs, and provided data products previously unavailable to pilots and intelligence officers,” according to a 53rd Wing release.

“The more data we can collect from the Air Force’s diverse portfolio puts the ‘crowd’” in crowd-sourced data “and amplifies data sets we can use to gain competitive advantage against our adversaries and competitors,” said Malafa in the release.

“QRIP captures data that is currently not being recorded, or being discarded at the cutting room floor, and makes it available and accessible at the speed of relevance,” he said. “Big data analytics, machine learning, and artificial intelligence do the heavy lifting to sift through this data and highlight where action needs to be taken.” The data collected by the QRIPs has been demonstrated “to great effect by watching video from [outside CONUS] sorties minutes after the data is ingested, over 6,000 miles away,” said Malafa. “The implications of this are only limited by our imagination.”

KC-46 Crews Set AMC Endurance Record in 36-Hour Flight as Air Force Looks to Expand Use

KC-46 Crews Set AMC Endurance Record in 36-Hour Flight as Air Force Looks to Expand Use

A KC-46A Pegasus flew a 36-hour nonstop mission that covered more than 16,000 miles from Nov. 16 to Nov. 17, the Air Force announced. Crews traveled from Pease Air National Guard Base, N.H., over North America, Hawaii, and Guam, before retracing their path and landing back at their home base. The flight was the longest Air Mobility Command mission to date.

“This extended mission is yet another example of capable Airmen taking charge and moving out to accelerate our employment of the KC-46A,” Gen. Mike Minihan, the head of Air Mobility Command (AMC), said in a statement.

The aircraft took off from a snow-covered base in New England and refueled the F-22 Raptors over sun-splashed light blue waters in the Pacific. A six-minute video captures scenes from the mission.

AMC has pushed to prove the capabilities of its approximately 40 KC-46s in 2022. In May, the aircraft flew over 24 hours in non-stop sortie. In September, the aircraft was cleared for worldwide combat operations. A KC-46 recently flew without a co-pilot to test operations with a bare-bones crew. Minihan has said he plans to employ AMC’s fleet in new ways.

“The proof-of-concept mission falls directly in line with his intent to move faster in a risk-informed manner to meet Joint Force requirements in a peer competitor fight,” AMC spokesperson Capt. Natasha Mosquera told Air & Spaces Forces Magazine on Nov. 21.

The KC-46 has faced issues since the Air Force first took delivery of the aircraft in 2020. Its refueling system as been troubled, facing issues with the boom and the Remote Vision System (RVS) used to operate it. Relying on an array of cameras and monitors, the RVS can wash out or cause depth perception issues in certain conditions. The fix has been put off until 2025 after Boeing and the Air Force said they had supply chain troubles and regulatory hurdles that would delay it.

The boom is also facing a redesign. The refueling pipe requires a new actuator that will allow the boom to refuel all aircraft. A KC-46 had a mishap in October while it was refueling another aircraft that caused damage to the tanker.

In a statement in early November, Mosquera said the incident occurred “after experiencing a problem with the refueling system, causing damage to the boom and fuselage.” 

Mosquera said the boom fix, or the Boom Telescoping Actuator Redesign (BTAR), will not be retrofitted to the fleet until the beginning of fiscal 2026. The Air Force has not released the results of its accident investigation or whether the issue being addressed by the redesign caused the incident.

Without the redesign, the KC-46 cannot refuel A-10s, which are “too thrust-limited to overcome the stiff boom issue,” according to Mosquera.

She recently told Air & Space Forces Magazine that Boeing’s subcontractor for the part, Moog, was facing “issues getting a compliant actuator.”

Despite the issues, Mosquera said the Air Force determined that the KC-46 was fit for worldwide deployment after the service updated “crew training, techniques, and procedures to work around known limitations.”

Even though the aircraft has unresolved flaws, Air Mobility Command has sought to demonstrate the capability of its newest tanker with endurance missions.

“Pease’s accomplishment of this mission is the third consecutive success proving the KC-46A’s airborne persistence, building on previous 22- and 24-hour missions,” Lt. Col. Joshua Renfro, the head of AMC’s KC-46 cross-functional team, said in a statement.

During the day-and-a-half mission, the KC-46 was refueled by two different KC-46s positioned at Joint Base Pearl Harbor-Hickam, Hawaii, in preparation for the mission. Three aircrews took turns at the controls of the KC-46 during the extreme-duration flight: two New Hampshire Air National Guard crews from the 133rd Air Refueling Squadron and one Active-duty crew from the 64th Air Refueling Squadron. Both squadrons are under the command of the 157th Air Refueling Wing at Pease Air National Guard Base. During the mission, the KC-46 fueled F-22 Raptors in a closed-loop pattern off the coast of Hawaii, the 157th Air Refueling Wing said. The aircraft continued west to the U.S. territory of Guam, crossing the International Date Line before turning back home and returning to New Hampshire.

The aircraft carried a total of 16 crew, including pilots, boom operators, aircraft maintainers, and a flight surgeon during the multi-day trek. Overall, the mission was part of a commitment by AMC to learn more about their aircraft and Airmen.

The mission’s flight surgeon, Maj. Heidi MacVittie, used a NASA app to track data about the pilots, such as their reaction time. The goal was to learn if using multiple, more rested crews is preferable to the Air Force’s current practices.

“The goals were to test the aircrew’s ability to self-assess and also evaluate whether using multiple crews on a work-rest cycle would be preferable to the current standard practice of utilizing alertness medications to sustain a crew for a long durations of work,” Mosquera said.

T-38 Makes Belly Landing at Columbus AFB—Second Incident in Two Weeks

T-38 Makes Belly Landing at Columbus AFB—Second Incident in Two Weeks

Editor’s note: This story was updated Nov. 23 to clarify the location of the February 2021 crash.

Less than two weeks after a T-38 trainer aircraft crashed near Columbus Air Force Base, Miss., another experienced an in-flight emergency that ended with the pilot executing a gear-up landing Nov. 18. 

The pilot landed the aircraft, a T-38C, successfully and was OK, a base spokesperson said in a press release. 

The exact cause of the incident is still being investigated, but the emergency was first reported about 10:45 a.m. local time and involved a malfunction with the landing gear, the press release stated

“Response crews executed emergency procedures successfully,” the release added. 

While the incident did not leave anyone injured, it does mark another emergency for the T-38 fleet at Columbus. On Nov. 7, a T-38A pilot was forced to eject after an in-flight emergency. That aircraft crashed. 

And in February 2021, two pilots—a USAF instructor pilot assigned to the 50th Flying Training Squadron at Columbus and a Japan Air Self-Defense Force student pilot—died in a T-38 crash at Dannelly Field near Montgomery, Ala. The crash was later attributed to spatial disorientation.

Other T-38 crashes and incidents in the last few years have occurred at other bases. One pilot died and two more were injured in a November 2021 incident involving two T-38s at Laughlin Air Force Base, Texas. In February 2021, a T-38 at Beale Air Force Base, Calif., also had to execute a gear-up landing.

Gear-up, or “belly,” landings are rare but do occur. An A-10 pilot was forced to execute one in April 2020, and this past January, a South Korean F-35 pilot had to perform one

The supersonic T-38, built by Northrop, entered service in 1960 and has been modified a number of times to restore its structural strength and improve its training capabilities. The Air Force is developing the Boeing T-7A to take its place, but the T-38 fleet is not expected to be fully retired until about 2030.  

The Air Force uses the T-38 for advanced undergraduate pilot training for pilots headed to fighters and bombers, as a companion trainer for some aircraft, and as a graduate-level fighter training platform. The type is also used as an “aggressor” aircraft to provide sparring partners for some USAF fighters.