BY LTJG STEPHEN BAUCHMAN, HSM-49
O
n a beautiful day in sunny San Diego our crew planned to launch on a CASEX event to track a friendly submarine. We were to work with a MH-60R squadron to localize and track our fictitious foe. As one of the oldest rotary wing platforms still in the fleet, the venerable SH-60B Seahawk still had numerous anti-submarine warfare capabilities - one of those being technology first developed during W WI, the Magnetic Anomaly Detector (MAD). Essentially this system, when fully deployed, trails behind and below our aircraft by approximately 200 feet. It assists in tracking submarines by detecting any abnormal magnetic anomalies in relation to the Earth’s magnetic field (it detects giant metal objects in the water if we fly over them). Our event was progressing as normal starting the aircraft, departing from home field, Naval Air Station North Island (NASNI), transiting and gaining communications with controlling agencies. As soon as we arrived on station and checked in, we conducted our combat checklist to include streaming the MAD. After the MAD reeling machine finished running through its cycle, we noticed a flickering MAD LIMIT advisory light on our caution/advisory panel indicating that the MAD had stopped at an intermediate position. At no time during this cycle did we get any indications in the cockpit that the reeling machine was not operating and streaming normally. As we waited for the 15 minute time limit between MAD reeling machine cycles, as required per NATOPS, we re-checked our checklists to ensure we had not botched this operation. During this sanity check we continued to prosecute the ASW problem at hand, notified the other aircraft involved, and the range controller of our disabled state. Unfortunately, due to other system degradations aside from the MAD, we quickly became limited to only delivering buoys in this problem. We decided to deconflict and pull ourselves out of the ASW problem while we continued to troubleshoot. We executed the MAD REEL MACHINE FAILURE WITH TOWED BODY emergency procedure. After taking the appropriate actions with no success, we tried to see if we could reel
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the MAD back in one last time before we returned to base. As we reeled the MAD in, one of our aircrewmen monitored from the cabin door to see if he could tell whether or not there was any movement. When our troubleshooting proved to be unsuccessful with the MAD still deployed approximately 40 feet, we began our coordination with the range controller to return to base. Using plain language, we explained what was going on with our aircraft (that we did not have a ‘dipper’) and to get into contact with our squadron duty officer to relay the status of the aircraft.Although we never officially declared an emergency, we were fortunate to be given priority handling. Each controlling agency was extremely helpful in providing us with whatever as required. FACSFAC was already aware of our situation before we checked in due to our previous coordination with the range. Upon contacting NASNI Tower, we found them ready for our recovery. Tower assigned us the ‘lost communications’ pad at the approach end of Runway 36 where our Safety Team and Maintenance Personnel were awaiting for our arrival. NASNI personnel were very helpful in coordinating with our squadron to sit in a high hover over the beach line away from other runway and pad traffic until we were conned in to recover. We gained radio communications with our squadron personnel on
Approach-MECH
