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By: Sluggo

Sluggo — Thu, 07 Aug 2008 19:58:08 +0000

A few more here…
PFCEM said: “Operating just from large airfields farther away is going to drain your theater wide fuel supplies faster than operating from smaller airfields closer to the operations –PARTICULARLY in the opening stages of combat operations when the operations tempo is likely to be at its highest.“
“Particularly in the opening stages”… Patently false. The opening shock and awe campaign was not creating the highest fuel offloads. Supporting the ground troops starting on about day 13–18 were our highest offloads. And will always be the highest. We did just a little less than 18 million pounds about two days before 3ID went through the Karbala Gap. Reason? Republican Guard repositioned in the sandstorm and were left out in the open when the sandstorm subsided. We offloaded more fuel during the time period the 3rd ID and I MEF were
engaged nearing Baghdad than at any other time.
“Farther…Faster” vs “Smaller…closer”. Your argument does not work as the smaller airfiled will also have the reduced fuel storage and if the strike assets are there then you trade space in fuel storage for weapons storage. A logistician would know he has trade offs depending on requirements. We worked closley with the J4 (Logistics) Colonel on fuel storage and resupply. We knew where the challenges were going to be and we planned for those. Bases father away were resupplied FASTER than bases close to the fight as they went through fuel faster. You stop to get gas when you needed it in your car… we do the same thing when applying logistics principles to warfare. Remember, smart men study tactics but brilliant men study logistics.
PFCEM said; “Where have General Norton Schwartz and General Michael Moseley stated they the KC-30 is the right choice? The only thing I have hear or read them comment about is the desire for greater airlift capability than the KC-135 (which the KC-767AT does).” Now that times have certainly changed, and General McNabb, the former USAF Vice Commander is the TRANSCOM commander, it would do us all well to watch the 29 Feb footage of the announcement from the DoD on the KC-X contract award. General McNabb was there and spoke as did Gen Lichte, the Air Mobility Command Commander. Some interesting words during that announcement. Look up both of their bios on the Air Force website (http://www.af.mil) to see what their credentials are.

By: Sluggo

Sluggo — Thu, 07 Aug 2008 17:28:16 +0000

Been gone overseas for a while... ironic where to as it pertains so much to this string. PFCEM said; "LCN is an OPERATIONS tempo limiting factor. It DOES NOT limit what airfields a particular aircraft CAN operate from. As I said, size/weight (ACN) is the limiting factor to what airfields & how many aircraft per airfield you CAN operate from. LCN would be used to determine where best to operate from WITHIN THE LIMITS OF WHERE YOU CAN OPERATE FROM." I ask how does this limit tempo? If the LCN limits operations, then why am I going there in the first place? There will not be any "tempo"! I would reject the airfield out of hand and move on to those which can support operations. That is a no-brainer. Your statement did not make any sense to me. Like I said before, there was a number of higher priority planning factors we had to look at first before we did a ramp/space/weight calculation. We had a ramp space calculator which would give us how many KC-135s/KC-10s we could put at an airfield. Some one with way to much time on their hands and mad-skills with Microsoft Excel built the calculator for all of the Middle East airfields. It gave us only a rough number though. But you still have to remember, other Combatant Commander's areas of operations are going to factor in. The B-2s were going through four regional combatant commander's areas of operations. We must consider command and control ("can we TALK" as Joan Rivers would say), flight times (which directly affected fuel offload... you should have seen the look on several fighter planners faces when we told them we can put tankers in Iraqi airspace but it will reduce your offloads...they didn't understand we used the gas in all the tanks to fly to the anchors in Iraq... We were flying FARTHER), and as Sun Tzu so aptly states in chapter one of his book with his the five constants; two of which are "Heaven" (the weather) and "Earth", the terrain. We had to reject some airfields because they would not support fuel offloads needed. We had to send all KC-135Es out of the theater by March as it was to hot. We could not put tankers at airfields with high pressure altitudes because of takeoff performance. Fuel storage and resupply was our number one issue at almost all bases. The governments of three nations told us no out-right for a couple of prime locations and we adapted... as the US Marines say: Semper Gumby... Always Flexible. We knew even in the Middle East (and every where in the world you will operate tankers out of) we were only going to be able to operate from International airports (Jeddah would have been ideal with its "unlimited" fuel resupply... it has its own refinery south of the airfield and three runways) or a prepared MILITARY airfield like Prince Sultan Air Base. But even at Prince Sultan, we paid a lot of money to the Saudis to upgrade its infrastructure. We paid for it in other ways as there was a runway event at Prince Sultan's SINGLE runway every 90 seconds (a landing or takeoff every 90 seconds... 24/7 through the entire war) We had 38 KC-135s, 7 KC-10s and 9 VC-10s on the ramp at Prince Sultan during Iraqi Freedom. Not to mention the whole host of other airplanes there. It was an aviation photographer's dream comes true (I went through 138 rolls of 36 frames!) PFCEM said:

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