Air Mobility Plan, 2008 - The Black Vault

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thrust output. We will seriously explore blended-wing bodies, morphing wings and surface areas; integral and adaptable antennas; and automated offload systems. With independent, non-Global Positioning System (GPS) dependent navigation systems, “on-demand” airdrop systems functioning like a flying warehouse, and guided by an autonomous approach, landing and taxi system, the velocity, precision and reliability of air mobility systems will exponentially increase. Today’s air refueling capability, originally fielded to support the Strategic Air Command in the 1950s, served us heroically through the Cold War to today. The air refueling aircraft for tomorrow’s tanker fleet will provide the DOD a force multiplier aircraft with unmatched capability. We clearly recognize the current air refueling fleet is aging and must be modernized to push the next generation of strike aircraft deep in denied territory. Whether this mission is fulfilled by the AJACS-Tanker (AJACS-T), a penetrating tanker with a common mobility platform, or another tanker variant, this aircraft will need the capability to operate in contested airspace to guarantee strike aircraft success. Similarly, future tanker aircraft will continue to support US Strategic Command (USSTRATCOM) requirements that dictate specific range/fuel offloads for this unique mission. Likewise, this future tanker will support an entire family of unmanned air vehicles (UAV) engaged in strike, suppression of enemy air defenses (SEAD), and intelligence, surveillance and reconnaissance (ISR) operations. Future tankers must be self-deployable, capable of performing the secondary missions of airlift and aeromedical evacuation, and function as a node in the net-centric operations and the global information grid (GIG). With the ability to both use and transfer alternative fuels, future tanker aircraft will include reinforced cargo floors, oversized cargo doors, and defensive systems enabling employment flexibility. We also envision a future tanker capability providing unmanned, autonomous air refueling for both manned and unmanned receiver systems. Secondly, interoperability and compatibility must be inherent in our future systems as we modernize our current fleet of aircraft and design the next-generation mobility aircraft. The benefits of this approach are obvious—common systems reduce supply requirements and will reduce overall engineering development costs, while simultaneously minimizing the sustainment costs over the weapon system life cycle. These efficiencies translate to lower operator and maintenance training costs for initial, qualification, and recurring courses. Maintenance technicians will be qualified across a wide spectrum of systems and airframes. Ultimately, crewmembers will perform a variety of missions while flying essentially common airframes, increasing the effectiveness and efficiency through improved velocity in operations. Third, we continue to explore innovative ways to reduce our dependency upon the vast mobility infrastructure required to deploy and globally sustain US forces. The anti-access and area-denial strategies of our adversaries will likely escalate, significantly limiting the availability of today’s en route bases. Well-established overseas bases, used for refueling and aircrew stage operations, have long been necessary because of limited aircraft range. Over the next 25 years, we must dramatically reduce our dependence on these forward operating bases. We have validated the concept of direct delivery and confirmed the advantages gained by air refueling C-17s and flying nonstop to deliver cargo and passengers to forward area landing zones. While minimizing our threat footprint with en route stops, flight time is saved by overflying en route locations to the objective areas. Consequently, cargo handling times are reduced, en route delays are avoided, and diplomatic clearance challenges and base landing right permissions are minimized. And at the extreme edge of the “direct delivery envelope” is our goal of transatmospheric transport, a capability to enable the MAF to conventionally launch an aircraft that subsequently assumes a space trajectory, reenters the atmosphere, and delivers a payload with microscopic precision to any location on the globe. This capability to move both passengers and cargo over thousands of miles in minutes provides the combatant commander with the ultimate in mission flexibility. Future Air Mobility Concepts 25
Future Air Mobility Concepts Fourth, recent operations demonstrated the value of having the MAF open airbases in forward areas— this trend will continue, but we must ensure our personnel are well trained and equipped to support US expeditionary operations. Our contingency response wings (CRWs) need tools and gear that are ultra lightweight, highly reliable, easy to maintain, and fuel efficient. Specifically, power generation systems must have a minimal footprint while being self-sustaining, using solar, chemical, or winddriven systems. This professionally trained and experienced airbase opening force, focused on rapidly introducing air mobility operations, must have combat support equipment that rivals the simplicity and sophistication of the aircraft systems that deploy it. The CRWs are critical organizations to guarantee that the critical “first step” in opening the airbase is made aggressively in the right direction. The Way Ahead for AMC Science and Technology (S&T) The AMC S&T charter within the Future Concepts and Transformation Branch is to link all aspects of the S&T enterprise to the AMC Commander’s vision. Despite the high OPTEMPO of daily mobility, the Future Concepts and Transformation Branch remains focused in leading a wide array of S&T participants on a course direction that extends 25 years into the future. To unite this broad S&T enterprise, the command created the Science and Technology Working Group (STWG) to combine the efforts of AMC, Air Force Research Laboratory (AFRL) and the Air Mobility Battlelab (AMB) into one consolidated S&T team. Led by AMC’s Chief Scientist, the STWG directly interfaces with the Capabilities-Based Planning Process, ensuring that S&T is integral to the strategic planning process supporting the warfighter. With the strong leadership of the STWG and the guidance codified in the newly published AMC Instruction (AMCI) 61-101, Management of AMC Science and Technology, AMC is positioned to better leverage the S&T efforts of both its government and industry partners. As the air component of United States Transportation Command (USTRANSCOM), AMC supports USTRANSCOM’s research, development, test, and evaluation (RDT&E) efforts to explore innovative joint technologies addressing the Distribution Process Owner (DPO) and Defense Transportation System (DTS) capability gaps. The AMC Commander has identified the following four RDT&E focus areas as critical to AMC’s future success: Defensive Systems: Continuous improving area for missile warning, advanced flares, and cost/ reliability actions. Longer term efforts address radar, advanced infrared guided missiles, and enhanced directed energy warning systems. Command, Control, Communications, Intelligence and Information Operations. Aggressively pursuing critical technologies in dynamically retasking and replanning, in-transit visibility (ITV) and total asset visibility (TAV), visualization of fused information, and collaboration/shared awareness and understanding. Work has begun on leading-edge efforts in server virtualization and more capable senior leader airborne communication systems. Vertical Delivery: Exploring the concept of the aerial delivery of a broad range of assets with superb accuracy from extended airdrop offset distance and higher altitudes. The Joint Precision Airdrop System (JPADS) delivers precise payloads while meeting survivability requirements and minimizing exposure of AMC aircraft and personnel to ground threats. MAF Adverse-Weather Capability: Developing precision wind-sensing tools supporting pinpoint airdrop solutions; investigating reduced visibility air refueling and identification/detection of flight path turbulence. The following additional RDT&E areas have been identified by AMC as critical for future success: Autonomous Operations. Exploiting advances in machine-to-machine and man-machine interfaces to improve aerial port operations, supply chain management processes, and air refueling of unmanned air vehicles (UAV) and future joint unmanned combat air systems (J-UCAS). 26
Page 3 and 4: Preface Preface The Air Mobility Ma
Page 5 and 6: Commander’s Intent Commander’s
Page 7 and 8: Commander’s Intent The war has al
Page 9 and 10: Executive Summary Executive Summary
Page 11 and 12: Executive Summary increased range a
Page 13 and 14: Executive Summary AMC operational s
Page 15 and 16: Air Mobility Operating Environment
Page 27: Future Air Mobility Concepts Chapte
Page 31 and 32: Air Mobility Mission Area Roadmaps
Page 33 and 34: Airlift Roadmap Airlift Roadmap OPR
Page 35 and 36: Airlift Roadmap The Road Ahead The
Page 37 and 38: Airlift Roadmap Milestones (b)(5) 3
Page 39 and 40: Air Refueling Roadmap Air Refueling
Page 41 and 42: Air Refueling Roadmap Automated air
Page 43 and 44: Air Mobility Support Roadmap Air Mo
Page 45 and 46: Air Mobility Support Roadmap Instal
Page 47 and 48: Aeromedical Evacuation Roadmap 44 A
Page 49 and 50: Special Operations Roadmap Special
Page 51 and 52: Open the Airbase Roadmap Open the A
Page 53 and 54: Open the Airbase Roadmap Milestones
Page 55 and 56: C-5 Roadmap 52 C-5 Roadmap OPR: AMC
Page 57 and 58: C-5 Roadmap C-5 Program/Modificatio
Page 59 and 60: C-5 Roadmap (b)(5) Enhanced Surveil
Page 61 and 62: C-17 Roadmap C-17 Roadmap OPR: AMC/
Page 63 and 64: C-17 Roadmap electronic flight cont
Page 65 and 66: C-17 Roadmap 62 Combat Lighting Thi
Page 67 and 68: C-130 Roadmap 64 C-130 Roadmap OPR:
Page 69 and 70: C-130 Roadmap 66 Modification Expla
Page 71 and 72: C-27J Roadmap 68 C-27J Roadmap OPR:
Page 73 and 74: AJACS Roadmap 70 Advanced Joint Air
Page 75 and 76: KC-10 Roadmap KC-10 Roadmap OPR: AM
Page 77 and 78: KC-10 Roadmap Modification Explanat
Page 79 and 80:
KC-135 Roadmap KC-135 Roadmap OPR:
Page 81 and 82:
KC-135 Roadmap degradation; this va
Page 83 and 84:
KC-135 Roadmap Modification Explana
Page 85 and 86:
KC-X Roadmap 82 KC-135 Replacement
Page 87 and 88:
OSA/VIPSAM Roadmap Operational Supp
Page 89 and 90:
OSA/VIPSAM Roadmap (GPS), and headi
Page 91 and 92:
OSA/VIPSAM Roadmap C-20 Defensive S
Page 93 and 94:
Manpower and Personnel Roadmap Manp
Page 95 and 96:
Total Force Integration Roadmap Tot
Page 97 and 98:
Total Force Integration Roadmap (b)
Page 99 and 100:
Installations & Expeditionary Comba
Page 101 and 102:
Logistics Roadmap 98 Logistics Road
Page 103 and 104:
Communications and Computers Integr
Page 105 and 106:
Page 107 and 108:
Page 109 and 110:
Command and Control Integrated Road
Page 111 and 112:
Command and Control Integrated Road
Page 113 and 114:
Intelligence Roadmap Intelligence R
Page 115 and 116:
Information Operations Roadmap Info
Page 117 and 118:
Counter-CBRN Roadmap Counter-CBRN R
Page 119 and 120:
Counter-CBRN Roadmap Mitigation of
Page 121 and 122:
Force Protection Roadmap Force Prot
Page 123 and 124:
Medical Roadmap Medical Roadmap OPR
Page 125 and 126:
Modeling, Simulation, & Analysis Mo
Page 127 and 128:
Global En Route Support Roadmap Glo
Page 129 and 130:
Global En Route Support Roadmap (b)
Page 131 and 132:
Acronyms Acronym AMP AN ANG ANI AoA
Page 133 and 134:
Acronyms Acronym FCT FD FDR FFS FMS
Page 135 and 136:
Acronyms Acronym MSHARPPB MTD MTM/D
Page 137 and 138:
Acronyms Acronym TACC TARS TAV TAWS
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