The 100th Issue of Rotor Review

The cover features the covers of all 99 issues use to create number “100th” to mark the One Hundredth Issue of Rotor Review. The cover was designed by George Hopson, NHA Art Editor

**Issue 100 | Winter 2008**
Designed by George Hopson, Art Editor. (c) Naval Helicopter Association, Inc.

Focus The One Hundredth Issue Focus

Editor LT Kristin Ohleger, USN

Design Editor George Hopson

Aircrewman Editor AW1 Jason Hatfi eld, USN

HSC / HM Editor LTJG Ryan Gero, USN LTJG Sandra Kjono, USN

HS / Special Mission Editor LT Kevin Colon, USN

HSL/HSM Editor LT Ken Colman, USN LT Matt Loesch, USN

USMC Editor Capt. Vanessa Clark, USMC

Technical Advisor LCDR Chip Lancaster, USN (Ret)

NHA Photographer CDR Lloyd Parthemer, USN (Ret) LTJG Todd Vorenkamp, USCG

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Printing by Diego & Son Printing, Inc San Diego, California

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Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc (NHA), a California nonprofi t corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. Views expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the membership fee in the Naval Helicopter Association or the corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporations Code, is available to members on request. POSTMASTER: Send address change to Naval Helicopter Association, P.O. Box 180578 , Coronado, CA 92178-0578

The Genesis Of The Naval Helicopter Association CAPT Vincent C. Secades, USN (Ret) MEDVAC’d In My Own Helo CAPT D. A. Yesensky, USN (Ret) A Rescue At Sea Circa 1950 CAPT Vincent C. Secades, USN (Ret) Aviation Working Greens: A Historical Moment LT Casey Bates, USN A Squadron Looks At 60 LT Jack Parker, USN End Of The Stingray Era LTJG Todd Vorenkamp, USCG Long Live The Sea King LTJG Todd Vorenkamp, USCG Sea King Legacy LCDR Chip Lancaster, USN (Ret) Rotary Wing Aviation: Change, Challenge, Opportunity CAPT Jamie Hopkins, USN

FeaturesFeatures

Whidbey SAR Crew Trains In Mountains Marta Murvosh, Skagit Valley Herald Ukrainian Visit LTJG Justin Letwinsky, USN MH-60S First Fleet Hellfi re Shots LT Will Kirby, USN HS-7 Dusty Dogs Rescue Shipmate HS-7 Public Affairs Offi ce Remembering Frank Piasecki LCDR Chip Lancaster, USN(Ret) Towing In An MH-60S LCDR Timothy Burke, USN ‘Air Boss’ Experiences, Discusses Future of Helicopter Aviation MC2 (SW/AW) Chris Fahey, USN HSC-22 Enhances RIVRON 3 Training in North Carolina LCDR Brent Moore, USN Two Decades Of Contribution To The HS Helicopter Community LT Allen Langston, USN Marine And Sailors Work Together In New Scenario LCpl Melissa Tugwell, USMC

Corporate Associates The following corporations exhibit strong support of rotary wing aviation through their sponsorship of the Naval Helicopter Association, Inc

AgustaWestland Inc. Air Center Helicopters, Inc. BAE Systems / Electronics & Integrated Solutions BAE Systems / Mobility and Protection Systems Bell Helicopter Textron, Inc Boeing Aircraft and Missiles Booz | Allen | Hamilton Breeze-Eastern CAE Inc. Delex System, Inc G.E. Aircraft Engines Goodrich Corporation, Fuel & Utility Systems Harris Corporation Lockheed Martin Systems Integration-Owego L3 Communications / D.P. Associates Inc. L3 Communications / Ocean Systems L3 Communications / Vertex Aerospace Northrop Grumman Integrated Systems Raytheon Naval & Maritime Systems Robertson Aviation LLC Rockwell Collins Corporation Rolls-Royce Corporation Sikorsky Aircraft Corporation Standard Aero Telephonics Corporation Thomas Group Whitney, Bradley and Brown Inc.

In appreciation of our advertisers Lockheed Martin Systems Integration-Owego Navy Mutual Aid Association Sikorsky Aircraft Corporation WBB Consulting

C2 17 C4 40 Page

NHA Scholarship Fund

President..............................CAPT Jamie Hopkins, USN V/P Operations.........................................................................TBD V/P Fundraising ...............CDR Matthew Coughlin, USN V/P Scholarships ..........CDR Gregory M. Sheahan, USN V/P CFC Merit Scholarship.............LT Nate Velcio, USN Treasurer....................................LT Price Balderson, USN Corresponding Secretary..................LT John Anderson, USN Finance Committee..........CAPT Joe Denigro, USN (Ret) CDR Kron Littleton, USN (Ret)

National Offi cers President...................................................CDR Pete Brennan, USN V/P Corp Mem......................... CAPT Mike Middleton, USN (Ret) V/P Awards .............................................CDR Mario Misfud, USN V/P Membership ...................................... LCDR Ron Finch, USN V/P Symposium 2008...............................CDR Greg Wilson, USN Secretary..................................................LT Cliff Uddenberg, USN Treasurer ......................................................LT David Ayotte, USN “Stuff”.......................................................LT Casey Mangine, USN LT Jen McCollough, USN Executive Director.................Col. Howard Whitfi eld, USMC (Ret) Admin/Rotor Review Design Editor........................George Hopson Membership/Symposium ............................................. Lucy Haase Naval Helicopter Association, Inc. Correspondence and membership P.O. Box 180578 Coronado, CA 92178-0578 (619) 435-7139 / (619) 435-7354 (fax)

Directors at Large Chairman........................RADM Steven J. Tomaszeski, USN (Ret) CAPT Mike Baxter, USNR (Ret) CAPT Chuck Deitchman, USN (Ret) CAPT John McGill, USN (Ret) CAPT Dave Moulton, USNR (Ret) CAPT Mike Reber, USN (Ret)

Regional Offi cers Region 1 - San Diego Directors.……………….....................CAPT Jamie Hopkins, USN CAPT Buddy Iannone, USNR CAPT Matt Pringle, USN President..….............................................CDR Pete Brennan, USN

Region 2 - Washington D.C. Directors ..…………...………….................CAPT Glen Ives, USN CAPT Bill Lescher, USN President ............................................... .LCDR Bob Kenyon, USN

Region 3 - Jacksonville Director .................................................. CAPT Glenn Doyle, USN President.....................................................CDR Doug Malin, USN

Region 4 - Norfolk Director ........................................................CAPT Paul Lluy, USN President .................................................CDR Richard Davis, USN

Region 5 - Pensacola Directors.........................................CAPT Dave Maloney, USN CAPT Dave Callahan, USCG President ............................................CDR Kevin Kropp, USN

Far East Chapter President ............................................CDR David Bouvé, USN

Number 99 / Fall ‘07

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Departments

Editor’s Log LT Kristin Ohleger, USN

Chairman’s Brief RADM Steve Tomaszeski, USN (Ret)

President’s Message CDR J. Curtis Shaub, USN

State of the Association Col Howard Whitfi eld, USMC (Ret)

View from the Labs, Supporting the Fleet CAPT George Galdorisi, USN (Ret)

There I Was... “Presidential Airlift In Afghanistan” LT Matt Vernon, USN Edited by LTJG Ryan Gero

Industry and Technology

A Salute To Our Fallen Heroes Of The Naval Helicopter Community

In Memory

USMC Updates

Change of Command

Squadron Updates

Coast Guard Updates

Stuff

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Articles and news items are welcomed. from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes. Submissions should be made to Rotor Review with documents formatted in Microsoft Word ® and photos formatted as high-resolution JPEG and/or PDF by e-mail to: editors@navalhelicopterassn.org or by FEDEX / UPS on a MAC or PC formatted CD to Rotor Review / NHA, BLDG 654, Rogers Road, NASNI, San Diego, CA, 92135. Also, comments, suggestions, critiques and opinions are welcomed, your anonymity is respected. Send to: by email: rotorrev@simplyweb.net, by mail: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA., 92178-0578, call (619) 435-7139 or FAX :(619) 435-7354 .

Editors Emeritus Wayne Jensen John Ball John Driver Sean Laughlin Andy Quiett Mike Curtis Susan Fink Bill Chase Tracey Keefe Maureen Palmerino Bryan Buljat Gabe Soltero Todd Vorenkamp Steve Bury

Focus

Continued on page 17 U navoidably, time erases all memory. There were times, early in the development of helicopters as military platforms, when every mission, no matter how simple it might have appeared, was fraught with incertitude and danger. The story told here, related to me by CAPT Alfred E. Monahan, USN (Ret.), a venerable pioneer in the annals of naval helicopter aviation history, reminds us of those times. It teaches our young naval aviators how different and diffi cult was the lot of the early helicopter pilots, and how far we have come since those days. In the fall of 1950 LT Al Monahan was the Offi cer in Charge of a HU-2 Detachment embarked on USS Leyte (CV-32), steaming in the Sea of Japan. The carrier was conducting combat operations in support of the Korean War effort. Al was fl ying the Sikorsky HO3S-1. This helo carried a crew of two, the pilot centrally seated in the front, and the rescue hoist operator seated behind the pilot. With no automatic stabilization equipment of any kind, fl ying this bird demanded constant pilot attention to all four controls, cyclic, collective, pedals, and twist-grip throttle. The cyclic particularly, if let loose, would swing around following the main rotor rotation, the helo rapidly going out of control. Powered by a Pratt & Whitney R-985 radial engine rated at 450 hp, the underpowered helo cruised at about 60 knots. The 13 th of October of that year, a bleak and wintry day, Al was fl ying his helo in the planeguard pattern on the starboard side of the carrier. The ship was launching an air strike targeted at some bridges in North Korea. The embarked Air Wing included a mix of jets and propeller driven aircraft, including F4U Corsairs. The jets were catapulted off the deck. But the Corsairs were deck launched, like in the old WW II days. A Corsair, fully loaded with ordnance, stalled at the end of its deck launch run. As Corsairs tended to do upon stalling, it rolled on its back and hit the water in an inverted nose-down position. Al immediately headed toward the crash site while alerting his crewman, AN Daniel G. Cherry. As the carrier glided ominously close by, Al and his crewman looked for the pilot, but could not see him. The brisk, cold wind, around 30 knots, was kicking a storm of whitecaps on the choppy metalgray sea under a leaden sky. They had begun to fear that the pilot might not have been able to egress the fast sinking Corsair when they saw his head pop to the surface. Al came to a hover over him while Airman Cherry lowered the hoist cable with the horse collar sling attached. Looking to his left and down, Al could see the pilot in the water. He seemed in great distress. Al could see that the pilot was bleeding profusely from a big gash in his forehead. There was no energy left in him to reach for the sling and get in it correctly. It soon became obvious that he would not be able to do it without assistance.

Al was confronted with a grave dilemma. He could let the injured pilot continue to struggle until his ordeal ended, one way or another. Or he could direct his crewman to jump in the water and assist the distressed survivor, in which case Al would have to operate the hoist from his cyclic switch while trying to maintain a steady hover over the survivor. More importantly, only one man could be hoisted back up. Therefore, Al’s crewman would have to stay in the water until he himself was rescued, and the Corsair pilot would have to hang in the sling on the left side of the helo during the ride back to the carrier. Al knew what he had to do. He had to take every action within his power to try to save the life of the man in the water. Al Monahan maneuvered his helo to a low hover and Airman Cherry jumped in the water. He assisted the Corsair pilot to get in the sling correctly. Al hoisted the pilot up to the side of the helo and pushed out a one-man raft before he broke hover. In the interim, the carrier had continued steaming into the wind launching aircraft. By then, she was more than a mile ahead of Al’s position.

While en route to the carrier Al observed that the Corsair pilot was badly shaken and wasn’t thinking clearly. Instead of keeping his arms down, he was reaching up, trying to grasp the upper part of the horse collar. This was the worst thing he could do. He could slide off the sling and fall back in the water. Again, Al faced a serious predicament. If he fl ew faster to expedite reaching the safety of the carrier, and the survivor fell back unto the sea at high speed, he might not survive the water impact. If Al fl ew slower, the survivor might not hold on to the sling long enough to make it to the ship. Furthermore, the realization that, if the Corsair pilot would fall back in the water, there was very little that Al could do to save his life, heightened the level of anxiety of the anguishing situation. Al continued inbound at about forty knots. Time seemed to slow down to a crawl. Al was getting closer to the ship’s fantail, but he could see the survivor sliding, barely able to hang on to the sling. As the helo crossed the ramp, the Corsair pilot fi nally lost his grip on the sling and dropped to the fl ight deck, very close A Rescue At Sea Circa 1950 Article By CAPT Vincent C. Secades, USN (Ret.)

HO3S Dragonfl y evacuting the wounded from the front off the coast of Korea to USS Consolation (AH 15) January 1952.

Focus: A Rescue At Sea Circa 1950 to the edge. Medical personnel immediately rushed in, put the injured pilot in a stretcher and carried him away. When Al landed, the detachment Chief Petty Offi cer was waiting to climb aboard. They were immediately cleared to take off again and go back to recover Airman Cherry from the angry sea. Al had fi gured that the planeguard destroyer would have put the whaleboat in the water and sent it to assist Airman Cherry. But that didn’t happen. The destroyer had continued keeping station behind the carrier as if nothing had happened. The carrier and her escorts were now more than two miles from where young Daniel waited to be rescued from the clutches of a hostile and unforgiving sea. Al fl ew back to the area as fast as the old Dragonfl y could safely go. He expected to be able to spot his crewman easily, fl oating in the one-man raft. But, when he arrived in the area, he couldn’t see Daniel or the raft. Unknown to Al, when Airman Cherry had pulled the lanyard, the raft had failed to infl ate and had soon been swept away. Not only that, but his life vest had also partly failed. Only one side of it had partially infl ated.

Al and his Chief frantically scanned the area, but could only see a forlorn vastness of whitecaps in the immense expanse of forbidding water. A horrible apprehension began to grip Al’s gut. The sea was cold, and hypothermia would soon set in. The image of his young crewman, lost at sea, cold, lonely, and afraid began to carve a pernicious nest in his brain.

Airman Cherry had vanished. A dreadful thought kept invading Al’s mind. Had he sent this young man to a slow, agonizing death in this watery grave? He kept crisscrossing the area, frantically searching for his crewman. And then he saw a head, just inches above the turbulent surface of the procellous sea. Oh…what a relief!

What followed was anticlimactic. Al and his Chief were able to pluck Airman Cherry off the water without undue difficulties. The Chief pulled the dripping wet, shivering cold, and exhausted, but unharmed air crewman into the cabin, and Al returned safely to the carrier. He learned that the Corsair pilot, Ensign Edward J. Tuma, had suffered a severe head injury. He later had to be evacuated to Japan, where he underwent surgery to insert a metal plate in his forehead. Al was shaken by this close call and wanted to do something to lessen the danger posed by such a scenario. He was talking to his roommate about the need to be able to keep the rescue air crewman attached to the hoist cable while assisting a survivor in the water. To leave the crewman behind, especially if long distances were involved, was unacceptable. His roommate, who had served with the mine forces before becoming an aviator, told him that he could use a come-along. What is a come-along? Asked Al. They went to the Boatswain locker and found a small come-along that could grip the hoist cable and provide another point of Continued from page 16

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Focus attachment for the crewman. During the carrier’s next in-port period in Sasebo, Al tested the come-along with a crewman in the water several times. The system worked fi ne. He took pictures and sent them to the squadron in Lakehurst. Soon, other detachments began to adopt the idea. Airman Daniel G. Cherry was decorated for his gallant feat that saved the life of Ensign Tuma. As Al Monahan commented at the end of his narration with a facetious smile on his jovial face, “Yeah, those were the good old days!” It wasn’t until the Navy began to adopt the HO4S (H-19) for the search and rescue role in the mid-1950s that it Continued from page 17

fi nally had a helo that could carry a complete search and rescue fl ight crew, pilot, copilot, hoist operator, and rescue swimmer. Thenceforth the rescue at sea mission, until then laden with danger to both, rescuees and rescuers, became safer and easier to handle.

Aviation Working Greens A Historical Perspective Article By LT Casey Bates, USN

This being the 100 th edition of Rotor Review, and being 101 years since Paul Cornu fl ew his helicopter in France, later perfected by Piasecki, Sikorsky or Bell depending on your personal taste, provides an excellent opportunity to look at another historical artifact that is deeply involved with the history of Naval Aviation.

Aviation Working Greens were arguably the fi rst “Flight Suit” that were originally an adaptation of Choker Whites back in the early days when aviation training was at Annapolis. Many of the early Aviators wore civilian clothing similar to what was worn by civilian pilots at the time. The Commandant of the Naval Academy, who’s command they fell under at the time, required all offi cers to wear the uniform of the day, regardless of what they were doing. The early airplanes slung grease, oil, and dirt all over the place, including on their pilots and aircrew. This sounds an awful lot like many modern helicopters to me. As the uniform of the day was nominally Dress White, you can see how this would destroy uniforms in short order. The early aviators had chokers cut from green cloth, in an attempt to hide the stains for grease and oil, while still providing a sharp appearance to keep the Commandant happy. The exact date that Aviation Greens were fi rst worn has been hard to pin down, but they were in widespread use, and offi cially adopted by September 1917, and were worn by the crew of the NC-4 on its historical Atlantic crossing.

As uniform styles changed in the post WWI era, the Aviation Working Greens lost their choker style collar in 1922, in favor of being worn with an open collar, like the Dress Blue that had been changed to a double breasted design in 1919. At this time rank was shifted from being on shoulder boards to being black sleeve stripes with a black star or applicable staff device. They were also tailored looser than the Blue and White uniforms of the era, allowing greater mobility in the cockpit. This is essentially how Aviation Working Greens have remained to this day. Beginning in 1941, Chief Petty

Offi cers were authorized to wear the uniform, but with a rating badge vice stripes on the left sleeve. From searching historical archives, it can be seen that many aviators were winged in their AWGs, and they were worn as often as, if not more than, khakis which actually came into widespread use later than the AWG uniform.

Some of you may be asking, “If this is such a historical uniform, that is essentially Aviation-only, why have I never seen them?” It is really a combination of many factors that had led to the greens being a rarely seen item, even though they still are a legal uniform. The primary reason is that since the 1970s, they have been an optional uniform. Much like LT and below not having to own Mess-Dress, nobody has to buy them. Another factor is that with the relaxing of uniform standards to allow fl ight suits to be worn for more than just fl ying duties, the common use for AWGs went away. Some squadrons have made it more of a tradition than others, but many Aviators and Aircrew have never seen the uniform outside of a museum. The fi rst time I saw the uniform in person was when the Naval Aviation Schools Command CO wore them when I was at OCS.

After that, I never saw anyone else wear them until I was almost done at HT-8 and somebody’s father, a retired Commander, wore them to his son’s winging. I found out then that they were still a legal uniform, just uncommon. Being that the NEX no longer stocks AWG specifi c uniform items on the shelf, and they have been special order at least 10 years, many do not realize you can still get them. They can be special ordered from the NEX and Abbott’s but there is a wait, normally 2-5 months, as they make them in batches. What the future holds for Aviation Working Green is unclear. They are currently slated to be phased out when the Naval Working Uniform is fi nished being introduced, but there have been a couple requests made to keep the Aviation Working Green around, perhaps as a service uniform.

Focus

A Squadron Looks At 60 Article by LT Jack Parker, USN

The 100th edition of Rotor Review fi nds HSC-2 looking back 60 years to the genesis of its summons. The Fleet Angels were formed with the decommissioning of Helicopter Development Squadron THREE (VS-3) in Lakehurst, New Jersey on April 1, 1948. Helicopter Utility Squadron ONE and TWO each wore the name Fleet Angels proudly for seventeen years. In July of 1965, HU-2 was re-designated as Helicopter Combat Support Squadron TWO (HC-2) and became a squadron of noteworthy accomplishments. Before decommissioning on September 30, 1977, the Fleet Angels recorded 2,318 rescues. The Fleet Angel history is embellished by its many Navy fi rsts: fi rst MEDEVAC, fi rst blimp rescue, fi rst all-weather day/night detachment, fi rst night Doppler rescue and fi rst night full autorotation to a fl ight deck. Following the Mercury 6 mission on February 20, 1962, LtCol John Glenn was transported from the recovery ship USS Noa to USS Randolph by a Fleet Angel. Furthermore, in 1949, HC-2 developed the fi rst standardized fl ight procedures for helicopters. After nearly 10 years of living only in the memory of combat support pilots and aircrew, HC-2 was born again. April 1, 1987 saw the reemergence of a new HC-2, the Circuit Riders. The newly established squadron unifi ed the combat support elements of HM-12, HC-6 and HS-1 fl ying the SH-3A/G and soon after adopted the name Fleet Angels in tribute to their predecessors. In a quick return to excellence, HC-2 was awarded the Battle E and a Meritorious Unit Commendation after their fi rst full year of operations. These Fleet Angels would go on to serve in support of Operation Desert Storm, Desert Shield and Iraqi Freedom, providing service to the fl eet as the Detachment TWO “Desert Ducks” based in Manama, Bahrain and Detachment ONE “Ghost Riders” based in Naples, Italy. DET TWO provided COMFIFTHFLT (C5F) a forward deployed logistics and SAR element through September of 2005 eventually being replaced by the Desert Hawks of HSC-26. DET ONE provided COMSIXFLT (C6F) executive transport services and combat support ashore

HSC-2 conducts the last VERTREP and DLQ training onboard USNS Spica before her decommissioning. Photo courtesy of HSC-2 Public Affairs.

from Naples, Italy and on board USS LaSalle until being replaced by the Chargers of HSC-28 in November of 2005.

The Fleet Angels acquired their current role of being a Fleet Replacement Squadron in October of 1996. This dual functioning role of operational squadron and fleet replacement squadron was an exceptional occurrence in Naval Aviation. 2005 saw HC-2 transition from the venerable SH-3 Sea King to the technologically advanced MH-60S Knight Hawk. While the ruggedness and versatility of the Sea King has been diffi cult to live without, the increased mission capabilities of the MH60S cannot be denied.

On January 1, 2006, the squadron took its current name, Helicopter Sea Combat Squadron TWO (HSC-2), becoming the Atlantic Fleet’s largest MH60S squadron consisting of 475 active duty personnel supporting 11 total aircraft. A merging of talents from Continued on page 20

Focus

LONG LIVE THE Sea KING Article by LTJG Todd Vorenkamp, USCG

Continued on page 23 I t is said that the Bell UH-1 Huey is the iconic symbol of the Vietnam War. People envision a parade of dark green UH-1 Huey helicopters assaulting a landing zone as they “whop-whop” into view from the top of a lush green forested ridgeline in the distance.

The iconic image of the “naval helicopter” is, in my opinion, undisputed. Only one image comes to mind; that of a boat-hulled, sponsor wielding, super-sized, twin-turbined helicopter called the Sea King. The Sikorsky H-3 Sea King is the quintessential naval helicopter.

I am not a Sea King expert. In fact, the development and history of the Sea King is so diverse that it poses a challenge to any aviation historian who dares to study it. From its early days in the service of the United States Navy, to its worldrecord breaking performances, to its presence as a fi xture on the White House lawn, to license built versions by Westland and Agusta and Mitsubishi, to heroic missions as a “Jolly Green Giant” in the jungles of Southeast Asia, to North Sea oil rig fl ights, to daring SAR missions on the coasts of many nations, to the Falkland Islands, to the Desert Ducks, to service in the militaries and coast guards of Argentina, Australia, Belgium, Brazil, Canada, Denmark, Egypt, Germany, India, Indonesia, Iran, Iraq, Ireland, Israel, Italy, Japan, Malaysia, Norway, Pakistan, Peru, Qatar, Saudi Arabia, Spain, Thailand, Venezuela, and the United Kingdom, to intrepid sorties in a version called the “Pelican,” to distinguished service in almost every global confl ict since the Korean War, to stealing the screen in numerous Hollywood movies, the Sea King continues to live a full life excelling in every mission it has been tasked to perform.

Very few people describe the Sea King as “beautiful” or “sexy.” Such accolades are rarely given to helicopters. Praise is usually reserved for fl ying machines such as the Concorde and the Lockheed Constellation and other craft that have universal aesthetic appeal. I proclaim that the Sea King is sexy and beautiful. Sexy and beautiful because it is purpose built with few compromises. With its boat hull,

tall cabin, stabilizing sponsons, retractable landing gear, greenhouse-like cockpit, impressive stance, and an intangible, yet unmistakable, powerful presence the Sea King looks damn good to me.

Flying the Sea King was pure pleasure. Unmatched visibility, respectable power, comfortable speed, light and precise control feel, spacious cockpit, and comfortable seats made stepping up the air stairs for a fl ight a great experience. There was something about arriving at an air show or at a school playground landing zone in this behemoth that you cannot accurately explain. The H-3 had presence! You could see the effects of this in the faces of the crowds surrounding the helicopter wherever it went.

A few years ago there was a fl ood of “last H-3 fl ight” press releases from HC-2, VC-8, HC-85, Whidbey SAR, Continued from page 22

Focus: LONG LIVE THE Sea KING

and others proclaiming the end of the Sea King’s service. I forwarded one to a friend who fl ew the King at HC-2. His emailed reply, “Don’t bother me until they retire Marine One.”

So, as Rotor Review remembers the United States Navy service of the Sea King we should realize that there are many Sikorsky S-61s still fl ying all over the world, doing the tough missions, transporting the President of the United States, fl ying troops into combat, searching for submarines, fi ghting fi res, landing on oil rigs, providing airborne early-warning services, landing on ships, saving lives, and doing everything one can ask of a helicopter that has been performing brilliantly since its fi rst fl ight on March 11, 1959. There is only one King. Long live the Sea King!

Sea King Legacy Article by LCDR Chip Lancaster, USN (Ret)

Rotor Review # 100 Winter ‘08 23 T here it is again, the president stepping off of Marine One onto the White House lawn. My beloved fi rst fl eet aircraft, the venerable Sikorsky H-3 Sea King, delivering yet another president safely home. How many was that now? Kennedy to Bush-two, 9 presidents over a period of almost 50 years! I’m impressed by the Sea King’s legacy, but there’s more, much more. Before we can get into the rest of it, you need to know some background about the genius behind it all. “To invent a fl ying machine is little; to make it fl y is everything.”, so it was said to Igor Ivanovich Sikorsky (1889-1972) by aviation pioneers while he was visiting Paris in 1909 to watch them demonstrate their machines in his youth. It was this philosophy coupled with a dream of fl ight that he had had since he was a young boy that prompted him to build his fi rst fl ying machine. He returned to his native Russia with a 25 hp Anzani motorcycle engine that he had bought during that trip. Those pioneers also told young Igor not to waste his time on trying to build a helicopter, that the fi xed wing airplane was the way to go. Undeterred, Igor returned to his home in Kiev, Russia to build his dream machine (see “He Had A Dream” RR number 87 fall ‘04). A vertical fl ight vehicle was what he was determined to build; something that would land and takeoff straight up, hover and dart about in any direction, this was the machine for him and he would not be put off. In the summer of 1909, he had completed his helicopter which he designated Continued on page 24 Sea Kings on the ramp at Imperial Beach, CA Photo courtesy of NHA Archives Igor Sikorsky and his H-2 in Russia in 1910. Photo courtesy of the Sikorsky Family Archives.

Remembering Frank Piasecki

If Igor Sikorsky was t h e g o d f a t h e r o f rotary wing aviation development in the United States, Frank Piasecki was one of its brash young upstarts.

On February 11th, the aviation world lost another pioneer with the passing of Frank Piasecki. If Igor Sikorsky was the godfather of rotary wing aviation development in the United States, Frank Piasecki was one of its brash young upstarts. His story is one of a man who was an innovator, a motivator and all-around genius wrapped up in the persona of a showman. This is just a bit of it. Frank Nickolas Piasecki was born on October 24, 1919, in Lansdowne, Pennsylvania, a suburb of Philadelphia to Polish immigrants Nikodem and Emilia Piasecki (pronounced pie-SECK-ee). When he was only 7, Frank’s father bought him a ride with a barnstormer, an event which no doubt memorably impressed the young boy. It was the Golden Age of aviation with names like Wright, Curtis, Lindbergh and Earhart in the newspapers almost daily and young Frank was fascinated with airplanes. He read all of the aviation magazines that he could and built model airplanes. He was the president of the Aero Club in high school. Being in that position got him inside tours of local aviation businesses and concerns, of which there were many in the Philadelphia area. He was most impressed with Harold Pitcairn’s Autogiro Company of America and the Kellet Aircraft Corporation founded by Wallace Kellet. He even managed to get himself a ride in a Kellet KD-1 autogyro when he was 17. It was this ride in the wingless KD-1 autogyro which gave young Frank a burning desire to build such a machine. Frank, however, wanted to go even one better; his machine would be able to take off and land vertically and actually hover, an operation that the autogyros were not capable of. That was in 1936, the same year that Frank graduated from high school. He went to work for Kellet Aircraft right away. He soon learned an important lesson; things are not always what they seem or what one thinks them to be. It was a disappointed Frank that found himself in the assembly shop for exercise bicycles, instead of building autogyros. Dismayed but not deterred, he spent his lunch hours and free time learning from the aircraft mechanics on the Kellet fl ight line. It was less than two years later that he was able to attend the Rotating Wing Aircraft Meeting sponsored by the Institute of Aeronautical Sciences and the Franklin Institute in Philadelphia. This meeting was attended by aviation pioneers, promoters, designers, engineers and builders from around the world; including Igor Sikorsky and Arthur Young. It was at this meeting that Frank viewed movies Article by LCDR Chip Lancaster, USN (Ret) Continued on page 37

Continued from page 36

of Germany’s Focke-Angelis FA-61. Seeing this true fl ying and controllable helicopter hovering, maneuvering, taking off and landing vertically and effortlessly must have sealed Frank’s commitment to build such a machine. It would be a machine that he would design and build; it would be his own. Laid off from Kellet, Frank went to work for the Aero Service Corporation, an aerial mapping company. At Aero Service he learned how to make aerial maps and got to fl y as a cameraman. It was also here that he was advised by the company president to go to engineering school. So, he went off to the Towne School of Engineering at the University of Pennsylvania. Frank attended Towne School for three years before transferring to the Guggenheim School of Aeronautics at NYU. While at NYU, he was able to attend a graduate course given by Kellet Aircraft Corporation’s chief engineer who would later design the XR-8 intermeshing rotor helicopter. Frank graduated in 1940 with a BS in Aeronautical Engineering and went to work for Platt-LePage Aircraft Company as a junior engineer on their XR-1 side-by-side rotor helicopter project. He quit Platt-LePage over engineering disagreements and went to work for the Budd Manufacturing Company working on fi xed-wing military cargo planes. Rotary wing, however, remained his passion and events were about to take a signifi cant change in course. At Budd he got together with several of his old school mates and together with Harold Venzie started a consulting fi rm called the Piasecki-Venzie Engineering Forum or P-V Engineering. Their fi rst helicopter, the PV-1, although not a success, demonstrated the depth of Frank’s innovative thinking. It was a single rotor helicopter that employed ducted air thrust for anti-torque and yaw control; a system, unfortunately, beyond the technology of the day. Inspired by the PV-1, Frank decided to quit Budd to concentrate his full efforts to creating a helicopter that would work. Times were tough with fi nancial diffi culties and wartime shortages, forcing the young company to scrounge parts from junkyards and use engineering students to draft blueprints. Frank and his company persevered, producing the PV-2 which took to the air in April 1943 with Frank at the controls. He had designed, built and fl own America’s second successful helicopter. He was only 23. Of particular note was the fact that Frank did not even have a pilot’s license. Helicopter pilots of any skill level were simply not available. He did, however, have 14 hours of time in a Piper Cub and was therefore deemed the most aeronautically adept person at P-V Engineering and thus test pilot for the PV-2. Following a successful demonstration of the PV-2 to the military and the CAA (predecessor to

Feature: Remembering Piasecki

the FAA), he was presented with a helicopter pilot license. It was the fi rst helo pilot license ever presented to anyone who did not already have a fi xed wing license and one of the fi rst helo pilot licenses in the world. Frank’s vision for the helicopter was not for little two place vehicles like the PV-2. His vision was a helicopter that could lift a ton, a feat that all of the military experts of the day considered impossible at that time and not possible for many years. He presented his plan for a helicopter that could lift a ton to the Navy. Were it not for the previous success of the PV-2 coupled with his immense self-confi dence, exceptional salesmanship skills and his debonair well-dressed appearance as a much older person, the brash young 23 year old would have been booted out of the offi ce. The Navy approved his heavy lift helicopter proposal, in spite of the adverse opinions that prevailed at the Navy’s Bureau of Aeronautics. Frank knew that a single rotor design would not be able to lift 2000 pounds based on his experience with the PV-2 and the Army’s operational experience with the Sikorsky R-4. He concluded that if one rotor could not do it then two could and that the most effi cient and controllable confi guration would be tandem rotors. P-V Engineering was given a contract on January 1, 1944 to build the world’s fi rst helicopter specifi cally designed for cargo transport. The tandem rotor design was designated the PV-3 by the company and the XHRP-X by the Navy. The XHRP-X came together in the company’s new facility at Sharon Hill, Pennsylvania outside of Philadelphia. The 50 foot long, 7000 pound max gross weight XHRP-X was called the “Dogship” because at times it could be such a “dog.” The helicopter had two 41 ft diameter non-overlapping rotor systems and an unheard of 400 cubic feet of cargo space making it a giant for that time. The Dogship fl ew in March 1945, just thirteen months after the contract had been issued. The military version of the Dogship was called the XHRP-1. Powered by a bigger engine, it fl ew in November 1946 and was christened the “Flying Banana”. 1946 was also the year that P-V Engineering became the Piasecki Helicopter Company. The fi nal version of the XHRP-1 was the HRP Rescuer which was delivered to the Navy starting in September 1947. The Piasecki Helicopter Company under Frank’s direction went on to produce the HUP/H-25 (1948), HRP-2 (1949), H-21 (1950) culminating in the YH-16 in 1953; the world’s fi rst true heavy lift helicopter at 32,000 lb max gross weight with 82 ft diameter tandem rotors. In 1955 Frank left PHC to start the Piasecki Aircraft Continued on page 38

Squadron Updates HSL-37 Looks Back on 2007 T he EasyRiders of Helicopter AntiSubmarine Squadron Light 37 supported a demanding year in 2007, deploying fi ve detachments to the Western Pacifi c, Indian Ocean, and the Arabian Gulf. The fi rst detachment to deploy was the “Alpha-Squad” of Detachment ONE, which deployed in April aboard the USS Chafee (DDG 90) with the Nimitz Strike Group. The Chafee team conducted anti-piracy operations off the Horn of Africa and then moved to the Northern Arabian Gulf to provide oil platform defense in support of Operations Enduring Freedom and Iraqi Freedom. Following closely behind Det ONE were the Hard Rollers of Detachment FOUR, who deployed in late April aboard the USS Chosin (CG 65) with the Bonhomme Richard Expeditionary Strike Group (ESG) to conduct Maritime Security Operations off the Horn of Africa and in the Arabian Gulf. The Detachment FIVE “Sherpas” also deployed in late April to the Western Pacifi c aboard USS Lake Erie (CG 70), joining strike group operations with the USS Kitty Hawk (CV 63) off the coast of Japan. The Kitty Hawk Strike Group transited on to Australia to take part in the bi-lateral exercise TALISMAN SABER, after which Lake Erie detached to support Operation ENDURING FREEDOM – Philippines. In August, Detachment FIVE and Detachment ONE returned to the Western Pacifi c for the joint exercise VALIANT SHIELD 2007 with the Nimitz, Stennis, and Kitty Hawk Strike Groups, after which Detachment ONE transited back to the Bay of Bengal with Nimitz and Kitty Hawk to participate in exercise MALABAR with forces from India, Australia, Japan, and Singapore. All three detachments returned to Kaneohe Bay in September, passing their shipmates in Detachments TWO and THREE on their way to the Western Pacifi c and Arabian Gulf.

Detachment TWO, the “Body Snatchers”, returned home in February 2008 to family, friends, and the comforts of Hawaii after a six-month deployment aboard USS Reuben James (FFG 57). The det performed a broad range of tasks and operations in the Western Pacifi c, supporting Operation Enduring Freedom in the Philippines. “Murphy’s Law” of Detachment THREE aboard USS Port Royal (CG 73) recently passed the halfway mark as the det braved the winter weather in the Arabian Gulf. Meanwhile, the Ice Breakers of the new Detachment ONE recently deployed with the Nimitz CSG and look forward to donning their “ten-years-new” Hawaiian cold weather gear on their way to the Northern Pacifi c. The EasyRiders look forward to another busy year in 2008. Article courtesy of HSL-37 Public Affairs

Breaking Ice and Taking Names!

The ‘Ice Pack’ sails again. Article by LCDR Jason Garrett H SL-37 Detachment ONE, the ‘Ice Pack,’ is at sea again – deployed in the Pacifi c on the guided missile destroyer USS Chafee (DDG-90), as part of the USS Nimitz (CVN 68) Strike Group.

The ‘Ice Pack’ formed up in October 2007, just after the return of the Nimitz Strike Group and the original Detachment ONE Alpha Squad. The Ice Packs fi rst underway with Chafee started with a transit from Hawaii to the San Diego Operating Area, which allowed the detachment to complete Week One Work Up (WOWU) training. The seas were rough, sometimes as high as 15 feet, but this only made Deck Landing Qualifications more interesting. The aviators performed fl awlessly and when it came time to begin the intense ASW exercises during SUSTAINEX 2008, they were more than ready. By the time the Ice Pack deployed late in January, the entire team was ready and the aircraft were groomed to perfection. Now the Ice Pack is heading west with Chafee to begin exercises with the rest of the Nimitz Strike Group. The detachment continues to sharpen its skills and is always at the ready. While underway, the Strike Group will contribute to the Global War on Terror throughout the Pacifi c by projecting force in the 7 th Fleet Theater. Wherever the Strike Group goes, the Ice Pack will be there, making their presence known by executing their assigned missions and by “Breaking Ice and Taking Names!”

SQUADRON UPDATES

Vanguard Heavy Lift Takes

The Lead Article by LT Matthew Reeves, USN

HELMINERON F O U RT E E N D e t a c h m e n t TWO (HM-14 Det-2) deployed out of Norfolk, VA onboard the multi-purpose amphibious assault ship USS Peleliu (LHA5) to support a Theater Security Cooperation (TSC), Peleliu Pacifi c Partnership (3P) to Papua New Guinea, on August 7, 2007. The USS Peleliu was under the command of COMDESRON31 (CDS31) and was equipped with two Landing Craft Utilities (LCU’s), one Landing Craft, Air Cushion (LCAC) and two Sikorsky MH-53E Sea Dragons. The mission of the 3P was to provide medical, dental, engineering and other humanitarian assistance to the Pacifi c Islands.

The LCU’s and LCAC were to be the big movers for the deployment, with the mighty MH-53E helicopters being used to extend the reach of the ship as far as 250 nautical miles out, to the rim islands during the deployment. The LCU’s turned out to be more unreliable than predicted and the helicopters had to increase the operational tempo for the mission. Therefore, due to the large payload and passenger capabilities, the MH53E became the work horse for the rest of the detachment. The helicopter community understands that being fl exible is not an option, it is a necessity. So, when CDS31 asked us to change priorities and support some of the LCU’s tasking, HM14 Det-2 responded. August 14 th started out like any other day, briefi ng and pre-fl ighting our aircraft at 0530. The mission involved taking a Medical Civil Assistance Program (MEDCAP) team consisting of medical supplies, doctors, nurses and a group of community relations representatives from the USS Peleliu to Josephstall, a small airfi eld located 60 miles to the northeast of the ship through mountainous terrain. This was a standard run, taking 5000 pounds of cargo and as many as 30 passengers (PAX) into the mountains where the only means of delivery was by small plane or helicopter. There were no roads for automobiles to these remote locations. We were to drop off all the PAX and cargo, then return the next day to re-supply the MEDCAP and transfer personnel.

Upon completion of our second fl ight, we shutdown to do a post fl ight and de-brief our six hour mission. The crew and I were tired and looking forward to a hot meal onboard the ship, rather than another box lunch. Half way through our meal, the Operations Offi cer approached us with new tasking. We went down to maintenance control to get briefed on the current situation. The LCU’s broke down at Madang and the Commodore told us to retrieve as many personnel as possible before sunset. The Offi cer in Charge asked about the condition

LT Reeves and crew turning on deck at Josephstall, New Guinea, waiting to return passengers to the USS Peleliu. Photo by AW1 John Lee.

of my crew and the aircraft; I said we were “good to go.”

We proceeded out to the aircraft, checked the fl uids, seating confi guration (32 passengers) and let the Air Boss know we intended to complete a maximum of three runs before sunset. The ship was 60 miles to the north-west of the airport and began steaming to decrease the distance so we could maximize the remaining daylight. We made the fi rst two runs to the beach with minimal time on the ground and at maximum airspeed.

Closing on sunset, the crew, co-pilot and I were feeling the effects of being in the aircraft for more than 8 hours and Continued on page 55

5000 pounds of cargo included 3000 pounds of lumber for the 3P Sea Bees. Photo by LT Matthew Reeves.

Continued from page 54

SQUADRON UPDATES: HM-14 / HSC-23

pushing the limits of our crew day. We made our third approach on the ship and had to make one turn in holding, which made us even more tired.

The ship was pressing us to make one more run to pickup the Commodore, even though sunset was fast approaching. We were low on fuel, there was barely enough time to make it to the beach, and our crew day was almost up. Between the other aircraft and us, we had already returned over 180 of the 300 personnel at Madang in a three hour time frame. As a HAC, my primary concern was for the passengers and my crew. We used ORM and set a time frame for our last leg if we continued the fl ight. We decided to launch and had to make it to the beach with enough time to brief the passengers and get them seated, then return to the ship. We made the trip and upon returning the co-pilot made the approach to a landing. It was a memorable touch down and a huge sigh of relief fi lled the cabin as we completed the longest fl y day of my career.

This began HM-14 Det-2’s role as a key player in the 3P mission. Up to this point the helicopters were being used as a secondary asset to the LCU’s and as personal transportation for key personnel. So with two MH-53’s, we were able to move more than the operational requirement fi rst requested. Without heavy lift helicopter capability the TSC mission completion rate would have been greatly degraded. The MH-53E’s fl awless execution of passenger transfers and cargo during the 3P

Unloading ATV’s, the only mode of transportation in this mountainous region when there are no roads. Photo by AW1 John Lee.

mission continues to not only prove itself in Naval Aviation during wartime, but also at the forefront of the United States peace keeping and humanitarian initiative. It is safe to say the mission would have not been a success without the MH-53E onboard.

A New Bullet Prepares the

Wildcards for a Busy 2008

Article by LTJG Michael Dimmitt, USN

As the New Year began for the Wildcards of HSC-23, so did a new

era as CDR Greg Sheahan took the reigns from CDR Robert

Weissenfels, becoming the second Commanding Offi cer in

the squadron’s history. The Wildcards also welcomed CDR

Michael Dowling as the new Executive Offi cer. In his fi rst

month, CDR Sheahan led from the front, taking 88 personnel

to El Centro for a 10 day training detachment, performing

numerous tactical training fl ights with SEAL team elements.

Meanwhile the Suicide Kings of Det 4 stood double duty

by maintaining the home guard operations while supporting

Carrier Air Wing Two during the JTFEX training evolutions. Looking back, the Wildcards had a great end to 2007 by welcoming home the One-Eyed Jacks of Det 3 on the 17 th of November. Deployed aboard the USS Bonhomme Richard for over 7 months, the SAR detachment fl ew over 750 hours, Continued on page 56

The Wildcards standing tall in 2008.

Photo courtesy of

COAST GUARD UPDATES: USCGAS Sitka / USCGAS San Diego

scale of its reach, the local Park Rangers requested collaborative assistance in the form of archeologists from the National Park Service.

The National Park Service responded enthusiastically, dispatching several archeologists from the Midwest Archeological Center to Sitka to assist in the fi eld research. Continued from page 65

Usk Bay Mountain and Cross Peak Hoonah Sound, Sitka, AK.

U.S. Coast Guard HH-60H, Sitka, AK

During two full days of fi eld time, the joint 4-man team located, identifi ed and recorded 22 cairns of various types and sizes, signifi cantly more than the two or three they had expected to fi nd.

Once back at sea level, the researchers met w/ tribal elders from the Kiks.ádi clan to report on their fi ndings. Clan leader Ray Wilson was visibly moved after seeing archeologist Bill Hunt’s photographs of the numerous cultural features in the alpine. He stood when thanking the team for opening a window into an aspect of his ancestors’ lives that had been lost from memory. Ray also expressed that the cooperation between the agencies “was a model for the culture” as the clans work together for the good of the Tlingit people.

After the success of this initial, reconnaissance-level survey, more in-depth studies are being planned. After the success of this initial, reconnaissance-level

USCGAS SAN DIEGO COAST GUARD SAVES MAN FROM CRUISE SHIP Article by USCGAS San Diego A Coast Guard h e l i c o p t e r fl ying in stormy conditions airlifted an ailing 88-year-old man and his caregiver Friday night from a cruise ship about 40 miles off the coast. Coast Guard public affairs offi cer Lt. Jeremy Denning said that the man had been vomiting blood and may have had some internal bleeding.

He was fl own to Scripps Memorial Hospital-La Jolla, Denning said. Due to federal privacy laws, his condition was not released.

Denning said the Coast Guard Air Station San Diego received a call at 8:23 p.m. from the cruise ship Crystal Symphony about 40 miles northwest of La Jolla.

A Coast Guard fl ight surgeon evaluated the situation and later determined the man needed a medical evacuation. A Coast Guard HH-60 Jayhawk helicopter with a crew of four was dispatched at 9:22 p.m. and arrived at the ship within 12 minutes, Denning said.

Winds were blowing about 25 to 30 mph at the time, and waves were 7 to 8 feet, Denning said. It was just starting COAST GUARD SAVES MAN FROM CRUISE SHIP Article by USCGAS San Diego conditions airlifted an ailing 88-year-old man and his caregiver

Continued to page 67

COAST GUARD UPDATES: USCGAS San Diego/ USCGAS Humboldt Bay

to rain, he said.

“We have to fi nd an area that’s safe for them to do the hoist. It was defi nitely more dangerous because of the wind and the seas,” Denning said. “The wave heights caused the ship to roll around a little bit. We had to get the nose of the helicopter into the wind, and we had to get the ship to stop where it was not rocking a lot. Finding a spot on the ship where all that lines up is defi nitely more diffi cult than in a case when the winds Continued from page 66

and seas aren’t very high.”

Denning said the crew included two pilots, a fl ight mechanic and a rescue swimmer who is certified as an emergency medical technician.

He said the man was airlifted by stretcher, and a woman identifi ed as his caregiver was airlifted by bucket.

USCGAS HUMBOLDT BAY Coast Guard Responds To Divers

In Distress T he U.S. Coast Guard rescued two divers in the vicinity of Kibesillah Rock, six miles north of Fort Bragg in December.

Around 6:45 P.M., two divers were reported to be stranded on top of a rock protruding from the surf, and another diver was reported missing. Hazardous weather as well as treacherous terrain played a large role in the execution and outcome of the rescue. The Coast Guard helicopter was able to hoist both stranded divers off the rocks and safely transport them to awaiting emergency medical personnel. After locating the third diver, who was completely unresponsive in the surf, the rescue effort was reluctantly aborted due to the perilous weather conditions which would have made any attempt to recover the victim dangerous.

The Coast Guard immediately launched two Motor Life Boats and a mobile land unit from Coast Guard Station Noyo River, and an HH-65C helicopter from Coast Guard Air Station Humboldt Bay.

The Mendocino County Sheriff Offi ce continued the search and recovery of the third diver this morning. The Mendocino County Sheriff Offi ce continued the

U.S. Coast Guard Announces Over A Million Lives Saved Since 1790 Article by USCG Public Affairs, Washington

Rotor Review # 100 Winter ‘08 67 The U.S. Coast Guard announced during a ceremony marking its 217 th birthday that 1,109,310 lives have been saved since the services establishment on August 4, 1790. “When things are at their worst, America’s Coast Guard is at its best,” said Homeland Security Secretary Michael Chertoff. “What began as a revenue enforcement agency with a fl eet of ten cutters established by Alexander Hamilton more than 200 years ago has evolved into the world’s premiere multi-mission, maritime and military service. It’s fi tting that we celebrate the Coast Guard’s 217th birthday this August 4th as we recognize its brave men and women for saving more than 1 million lives over the course of its long and storied history.” “As America’s lifesavers and guardians of the seas, Coast Guard men and women commit themselves every day to serving our nation and its people with selfl ess courage and unfl inching determination,” said Adm. Thad Allen, commandant of the Coast Guard. “This year we celebrate a remarkable milestone in our history as more than one million lives have been saved by the Coast Guard since 1790. What began as America’s only lifesaving service charged with the dangerous duty of saving sailors from shipwrecks along our coasts has evolved into a modern-day, multimission Coast Guard that demonstrates the same commitment to saving lives that it did more than 200 years ago.” The Coast Guard is one of America’s fi ve armed forces and traces its founding to Aug. 4, 1790, when the fi rst Congress authorized the construction of ten vessels to enforce tariff and trade laws, prevent smuggling, and protect the collection of the federal revenue. Responsibilities added over the years included humanitarian duties such as aiding mariners in distress and the service received its present name in 1915 when the Revenue Cutter Service merged with the US Life-Saving Service to form a single maritime service dedicated to saving life at sea and enforcing the nation’s maritime laws. The Coast Guard is the nation’s oldest continuously operating sea service. In the years since World War II, the helicopter has played an increasingly instrumental role in Coast Guard lifesaving operations. The efforts of Coast Guard Commander Frank Erickson, who fl ew on the fi rst-ever helicopter life-saving mission, was also one of the early pioneers in the development of the helicopter. He along with other Coast Guard offi cers battled red-tape and risked their lives testing and developing the helicopter for rescue operations. Their perseverance and dedication prevailed, as today the helicopter is irreplaceable in Coast Guard rescue and law enforcement operations. “The saying ‘A life lived for others is a life worth while’ truly summarizes being a member of the Coast Guard,” said Capt. Jim McPherson, a Coast Guard spokesman. “For 217 years our brave members rowed through the surf to save lives or fl ew through storms to make daring rescues. Although the technology has advanced the common theme through the years is the heroism of Coast Guard women and men.”

Perspective For The Future of Rotary Aviation

Rotor Review # 100 Winter ‘08 70 Of course, standardization does not stop at community boundaries. All Navy H-60 pilots and aircrew will soon reap the benefi ts of rotary wing’s fi rst ever “Super Hawk” NATOPS conference. This watershed event was focused towards standardizing limitations and normal/ emergency procedures and among all H-60 TMS’. Plans are already underway to address other areas of NATOPS during the Second Superhawk conference. Additionally, efforts to expand this level of standardization to SOPs, MDGs, and TTPs are ongoing. These efforts will ultimately result in a safer and far more capable fi ghting force.

A second challenge facing the Navy’s helicopter community comes as a result of the advanced war fi ghting technology imbedded in the Sierra and Romeo. This dazzling array of technology affords Navy helicopters the opportunity to assume an immensely larger role in tactical aviation; however, it also presents a challenge to rotary wing pilots, aircrew, and maintainers. While bringing enhanced capability, many of these systems also bring an exponential increase in the complexity of maintenance and tactical employment. Thus it is incumbent upon every member of our community to master his or her specialty if helicopters are to fully realize the opportunities that lie ahead. In the Romeo, enhanced RADAR is capable of simultaneously tracking a previously unimaginable number of surface and air contacts while the ALFS sonar represents a quantum increase in both the number and fi delity of undersea contacts that can be tracked. However, properly managing the workload of classifying contacts and prosecuting hostiles while in the air will add a new degree of diffi culty to Cockpit Resource Management (CRM).

In the Sierra, Link 16 will provide helicopters with a previously unheard of level of integration into the tactical strike group picture while a second generation FLIR and improved weapons systems expand its envelope of lethality. Here again, intensive training, building upon and modifying the tactical employment techniques used by other platforms, and thinking outside the box will be key to leveraging these systems to their fullest capacity. Fortunately, history tells senior leadership that the answer to much of this problem will be as simple as stepping back and allowing our young, eager, and eminently capable junior offi cers the opportunity to explore the myriad possibilities that these new systems offer---under the watchful eyes of community leadership of course.

As our community surveys its list of warfare requirements, no question looms larger than those of airborne mine counter measure (AMCM) and heavy lift. Both missions have previously been met by the venerable but aging H-53; however, mission capability in these areas will be diffi cult without modernization. On the counter mine warfare front, efforts to imbed AMCM sensors in the MH-60 Sierra have met with decidedly mixed results. Testing is still ongoing, but bringing an organic mine counter measure capability to the fl eet will undoubtedly be more expensive and take longer than expected. Moreover, the Littoral Combat Ship (LCS), once considered the primary means of deploying our organic AMCM capability, is far behind schedule. This is not to say that the program lacks bright spots. Airborne Laser Mine Detection System (ALMDS) is moving ahead and may also bring a level of ASW capability to the HSC community; however, Rapid Airborne Mine Clearance System (RAMICS) is still in test. Likewise, initial testing of the AQS-20 sonar is promising, but problems with the deployment/recovery mechanism remain unresolved. At this juncture one can safely say that some level of OAMCM capability is coming to the fl eet; however, current technology limitations might require reconsideration of the Sierra’s ability to meet the entire AMCM requirement.

Though not as cutting edge in technology, the issue of heavy lift may well be the more critical concern. War College students are quickly taught the adage, “amateurs talk tactics, while pros talk logistics,” and the removal of H-53 without fi nding a replacement of similar size and capability will certainly drive major changes in the concept of fl eet logistical support. Here again, changing events, capabilities, and mission requirements may merit revisiting the Helo Master Plan.

Finally --- and this is a good problem to have, one must ask themselves if the demand for rotary wing assets is approaching, “too much of a good thing.” As the requirement for helicopter support continues to spiral upward, missions in Kuwait, Iraq, and the Horn of Africa, show no sign of abating. At the same time both the SEAL and Naval Expeditionary Combat commands are actively seeking much larger support roles from our community. Though fl attering, these requests do pose a problem given the current fi nancial, hardware, and manpower constraints that are reality in both rotary wing and naval aviation.

The future appears to be one of continued growth in mission requirements. Numerous grand strategy analysts point to prolonged, low intensity confl icts in underdeveloped Continued from page 69

Continued to page 71 MV-22 Osprey hovering over the fl ight deck. Photo courtesy of the NHA Archives

The 100th Issue of Rotor Review

FeaturesFeatures

Departments

INSURING THE MEN AND WOMEN WHO PROTECT THIS NATION.

Remembering Frank Piasecki

If Igor Sikorsky was t h e g o d f a t h e r o f rotary wing aviation development in the United States, Frank Piasecki was one of its brash young upstarts.

Breaking Ice and Taking Names!

Vanguard Heavy Lift Takes

A New Bullet Prepares the

Wildcards for a Busy 2008

USCGAS HUMBOLDT BAY Coast Guard Responds To Divers

U.S. Coast Guard Announces Over A Million Lives Saved Since 1790 Article by USCG Public Affairs, Washington

This article is from:

Rotor Review 100