Rotor Review Spring 2017 #136

SPRING 2017 NUMBER 136

In this Issue: 2017 Symposium Preview Regional Award Winners

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FOCUS: Multi-Mission Superiority Naval Helicopter Association Spring 2017 ISSUE 136

Symposium 2017 .............................................................. 50 Distributed Lethality ....................................................... 64 LCDR Michael Silver, USN The Little Valid Shot that Could .................................... 68 LT Caleb Derrington, USN Playing with Lightning ..................................................... 69 LT Colin Price, USN No Secondary Mission Too Small ................................... 70 LT Jess Phenning, USN

FEATURES Preacher’s Cave: One Way Out .......................................................22 LT Wes Jones, SCG Multi-Mission Superiority About the cover: An MH-60S Sea Hawk helicopter assigned to HSC-25 returns to USNS Washington Chambers (T-AKE 11) after depositing supplies on the flight deck of the forward-deployed amphibious assault ship USS Bonhomme Richard (LHD 6).

U.S. Navy photo by Mass Communication Specialist 3rd Class Kevin V. Cunningham Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc. (NHA), a California nonprofit corporation.

NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. View s 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 NHA or corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporation Code, is available on the NHA website at www. navalhelicopterassn.org. POSTMASTER: Send address changes to Naval Helicopter Association, P.O. Box 180578, Coronado, CA 92178-0578.

HSC and High Velocity Learning .................................................... 25 Ed “E-Dub” Weiler, USN. The Red Lions Sleep Tonight .......................................................... 26 CDR Ryan Hayes, USN Steel Knight 2017: Marines Execute Largest Long-Range Raid Exercise in 14 Years.............................................31 Lance Cpl. Jake McClung, USMC Return of the Black Sea Knights .................................................... 32 Carlo Kuit & Paul Kievit, Bronco Aviation Improving STEM Education, Industry Diversification Keys to Workforce Growth, Report Says ................................................35 S.L. Fuller Hey! We ‘re Getting the Choir Back Together ...............................36 CDR Jim Lois, USN For the Birds: New Prediction method Sheds Light on Flight .... 37 Warren Duffie, Jr. Rotor Review is intended to support the goals of the association, provide a forum for discussion and exchange of information on topics of interest to the rotary wing community and keeps membership informed of NHA activities. As necessary, the President of NHA will provide guidance to the Rotor Review Editorial Board to ensure the Rotor Review content continues to support this statement of policy as the Naval Helicopter Association adjusts to the expanding and evolving Rotary Wing Community.

In Appreciation of this Issue's Advertisers

©2017 Naval Helicopter Association, Inc., all rights reserved

Rotor Review #136 Spring ‘17

Robertson ...............................C2 Navy Mutual ..............................9 Hover Girl Properties ............ 40 Bell Helicopter..........................48

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Brietling..............................72 Avian Institute ..................76 Sikorsky, a Lockheed Martin Company. .............C4

DEPARTMENTS Chairman’s Brief ............................................................................ 5 In Review ........................................................................................ 6 Letters to the Editors ................................................................... 7 From the Organization ...............................................................10 In the Community ...................................................................... 12 Industry and Technology

AN/AES-1 ALMDS reaches IOC ................................................ 14 Shepard News Team

Marines to Get Smart Phones to Call in Fire Support ............. 14 Mathuel Brown

Coming Soon to the Fleet: HX-21 Quarterly Update .............. 16 LT Rebecca Bennett, USN

Meet the King .......................................................................... 17 Mr. Elan Head

Helicopter Training Program? ................................................... 38 Dr. Dan Goure

Opinon

Will it Take a Calamity for the Navy to Fix its Obsolete

Useful Information

Ways to Support a Friend During a PCS .................................. 40

Briana Hartzell and Craig Zabojnik

Avoiding Miltary Information Secuirty Violations While Using Social Media ................................................................... 41 Chad Storlie

Helo History

Lost Comms .............................................................................. 42

LCDR Tom Phillips, USN

Naval Helicopter History - 1967-1968 ..................................... 45 CDR Joe Skrzypek, USN (Ret)

Whiting Field Names Auditorim for Vietnam Hero................... 46 Melissa Nelson Gabriel Helicopter Squadron Anniversaries ............................................47

Book Review ............................................................................... 73 Eyes over Afganistan by Matthew Vernon LCDR Chip Lancaster, USN (Ret)

Radio Check ............................................................................... 77 Change of Command................................................................. 74 Command Updates ................................................................... 76 Fleet Up ...................................................................................... 90 Engaging Rotors.......................................................................... 93

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Editorial Staff Editor-in-Chief LT Mallory Decker, USN mallory.decker@navy.mil Design Editor George Hopson navalhelicopterassn@gmail.com Logistics Editor Allyson Darroch loged@navalhelicopterassn.org NHA Photographer Raymond Rivard Copy Editors CDR John Ball, USN (Ret.) helopapa71@gmail.com LT Adam Schmidt, USN adam.c.schmidt@navy.mil LT Caleb Levée, USN caleb.levee@navy.mil HSC Editors LT Gene Pontes, USN (HSC West) eugene.pontes@navy.mil LT Kristin Hope, USN (HSC East) kristin.hope@navy.mil LT Greg Westin, USN (HSC East) gregory.westin@navy.mil HSM Editors LT Chris Campbell, USN (HSM West) christopher.m.campbe@navy.mil LT Jess Phenning, USN (HSM East) jessica.l.phenning@navy.mil USMC Editor Capt Jeff Snell, USMC jeffrey.p.snell@usn.mil USCG Editors LT James Cepa, USCG james.e.cepa@uscg.mil LT Doug Eberly, USCG douglas.a.eberly@uscg.mil Aircrew Editor AWS1 Dan Mitchell, USN daniel.l.mitchell@navy.mil Technical Advisor LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com Historian CDR Joe Skrzypek, USN (Ret.) 1joeskrzypek1@gmail.com

Editors Emeriti

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 - Clay Shane Kristin Ohleger - Scott Lippincott - Allison Fletcher Ash Preston - Emily Lapp

Historians Emeriti

CAPT Vincent Secades,USN (Ret.) CDR Lloyd Parthemer,USN(Ret.)

www.navalhelicopterassn.org

Corporate Members Our thanks to our corporate members for their strong support of Rotary Wing Aviation through their membership.

Airbus AECOM Amazon Military Avian, LLC BAE Systems Electronic Bell Helicopter Boeing Breeze Eastern Bristow Group CAE Crew Training Int’l. (CTI) Fatigue Technology Flir Elbit Systems of America GE Aviation Innova Systems Int’l. LLC L3 Technologies Crestview Aerospace L3 Technologies Link Simulation & Training L3 Vertex Logistics Solutions Leonardo Helicopter Lockheed Martin Kongsberg MD Helicopters Northrop Grumman Raytheon Company Robertson Fuel Systems Rockwell Collins Simulation & Training Solutions Rolls Royce Co. SES Sikorsky a Lockheed Martin Company SkillMil Inc. SkyWest Airlines Trans States Airlines (TSA) Telephonics USAA Vector Aerospace

NHA Scholarship Fund

President............................................CAPT Derek Fry, USN (Ret.) Executive Vice President............CAPT Kevin “Bud” Couch, USN (Ret.) VP Operations.................................CAPT Paul Stevens, USN (Ret.) VP Fundraising ..........................CAPT Michael Fuqua, USN (Ret.) VP Scholarships.......................................................Vacant VP CFC Merit Scholarship...................................LT Ian Gill, USN Treasurer.................................................LCDR Bob Royal, USN (Ret.) Corresponding Secretary..................................LT Kory Perez, USN Finance/Investment.........................CDR Kron Littleton, USN, (Ret.)

Naval Helicopter Association, Inc.

Correspondence and Membership P.O. Box 180578, Coronado, CA 92178-0578 (619) 435-7139 President.........................................................CDR Chris Herr, USN Executive Director...........................CAPT Bill Personius, USN (Ret.) Rotor Review Design Editor.....................Mr. George Hopson Membership/Registration ...................................Ms. Leia Triplett Marketing & Finance......................................................Mrs. Linda Vydra Logistics Editor...................................Ms. Allyson Darroch Retires and Reunion Manager .........CDR Mike Brattland, USN (Ret.) VP Corporate Membership........CAPT Don Williamson, USN, (Ret.) VP Awards ..............................................CDR David Collins, USN VP Membership ................................CDR Ryan Hayes, USN VP Symposium 2017....................................CDR Sean Rocheleau, USN Secretary......................................................LT Ben Storozum, USN Treasurer ................................................LT Mary Hesler, USN NHA Stuff..............................................LT Adrian Andrade, USN Senior NAC Advisor..................................AWCM Justin Tate, USN

Directors at Large

Chairman...........................RADM William E. Shannon III, USN (Ret.) CAPT Gene Ager, USN (Ret.) CAPT Chuck Deitchman, USN (Ret.) CAPT Dennis DuBard, USN (Ret.) CAPT Tony Dzielski, USN (Ret.) CAPT Greg Hoffman, USN (Ret.) CAPT Bill Personius, USN (Ret.) CAPT Mario Mufsud, USN (Ret) CAPT Derek Fry, USN (Ret.)

Regional Officers

Region 1 - San Diego Directors...…...........................................CAPT Ben Reynolds, USN CAPT Dave Walt, USN CAPT Mike Mineo, USNR President..…......................................................CDR Roy Zaletski, USN Region 2 - Washington D.C. Directors ....……...……........................CAPT Kevin Kropp, USN Col. Paul Croisetiere, USMC (Ret.) Presidents .........................................CDR Wayne Andrews, USN CDR Pat Jeck, USN (Ret.) Region 3 - Jacksonville Director ......................................................CAPT Bill Walsh, USN President..................................................CDR Richard Whitfield , USN Region 4 - Norfolk Director .............................................CAPT Mark Leavitt, USN President ................................................CDR Ryan Keys, USN

Region 5 - Pensacola Directors...............................................CAPT Mark Murray, USN CAPT Thomas MacDonald, USCG NHA Historical Society President..........................................CAPT Bill Personius, USN (Ret.) President ...................................................CDR Steve Audelo, USN 2017 Fleet Fly-In...........................................LT Andrew Hass, USN Secretary .............................CDR Joe Skrzypek, USN (Ret.) Treasurer.................................................Mr. Joe Peluso Region 6 - Far East San Diego Air & Space Museum............CAPT Jim Gillcrist, USN (Ret.) Director.....................................................CAPT John Bushey, USN USS Midway Museum.....................CWO4 Mike Manley, USN (Ret.) President................................................CDR Carey Castelein, USN Webmaster.......................................CDR Mike McCallum, USN (Ret.) NHA Junior Officer Council NHAHS Board of Directors..........CAPT Dennis DuBard, USN (Ret.) CAPT Mike Reber, USN (Ret.) President........................................................LT Jeremy Cappalo, USN Region 1..........................................................LT Dave Thomas, USN CDR John Ball, USN (Ret.)

LT Laura Woessner, USN AWC Adrian Santini, USN (Ret.) Region 2...............................................................LT Aaron Lee, USN Region 3...........................................................LT Tim Barnikel, USN Region 4....................................................LT Andrew Countiss, USN Region 5..........LT Cameron Bouton, USN & LT Ross Conley, USN Region 6.....................................................LT Chris Campbell, USN

Rotor Review #136 Spring ‘17

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Chairman’s Brief

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to find a new venue that was more attractive to our members while still being to meet Navy Per Diem rates. The result of that search is the Bahia Hotel and Resort in the Mission Bay area.

As you attend the event please give us your feedback on this new venue. Once again it looks like a very busy schedule for the events planned. We have filled all the vendor booths so you should have plenty to see on the floor. We are also planning some great social events to include a luau, Padres game and casino night. In addition our new squadron reunion coordinator, Mike Brattland is supporting at least four 50-year squadron reunions for HC-5, HC-7, HAL-3 and HSC-3.

Before I sign off I want to give a shout out to our departing Membership Coordinator, Leanne Dehner. Leanne took our membership ranks to a whole new level. Thanks Leanne! Welcome to our new membership coordinator Leia Triplett. Leia has hit the deck running and is already improving our social media presence.

That’s all for now. See you at the Symposium!

RADM Bill Shannon, USN (Ret.)

ello and welcome to our special NHA Symposium edition of Rotor Review. It’s great to be back in San Diego for this year’s symposium. I know that our NHA National President, CDR Chris Herr, and his Symposium VP, CDR Sean Rocheleau, have been working hard to make this a memorable event. Special thanks also to our Executive Director, CAPT Bill Personius USN (Ret) and his great staff for all the hard work they have done behind the scenes to make the event successful.

We listened to our membership’s concerns about the venue for previous San Diego NHA Symposiums and worked hard

An MH-53E Sea Dragon helicopter from Helicopter Squadron (HM) 14, approaches the Republic of Korea (ROK) mine laying ship ROKS Wonsan (MLS 560), during exercise Clear Horizon. Exercise Clear Horizon is an annual bilateral exercise between the U.S. and Republic of Korea navies that focus on increasing capabilities and coordination between ships and aircraft in mine countermeasures in international waters surrounding the Korean peninsula. U.S. Navy photo by Petty Officer 2nd Class Jermaine M. Ralliford

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www.navalhelicopterassn.org

In Review

By LT Mallory "Mad Dog" Decker, USN

Readers, rotor heads, pilots, aircrew: after a year in the seat, I am signing off as Editor-inChief.

As the Navy moves me from sunny San Diego to somewhere that is almost certain to have fewer fish taco joints to choose from, I am turning Rotor Review over to the very capable hands of current copy editor LT Caleb Levee. Joining him are a few editions to the editing staff: LT Jess Phenning, representing HSM East; LT Chris Campbell, representing HSM West; and Capt. Jeff Snell, representing HTs and the Marine Corps. Their contact information is located in the Table of Contents. May their pilots’ eyes be sharp enough to catch every misplaced comma, and their pilots’ ears every poorly worded phrase.

On a more serious note, I would like to thank the Naval Helicopter Association and CAPT Personius for the opportunity to be a part of NHA and Rotor Review. I have loved reading articles and keeping abreast of the latest happenings in our community, and the editing job itself has certainly improved my attention to detail.

In my first issue as Editor, Rotor Review celebrated its 35th birthday. Over the past three and a half decades, it has grown from a four-page pamphlet to the roughly 80 pages of glossy pictures and articles you have in your hands today. But the purpose has never changed - to be a forum for news updates, sea stories, and discussion. As Editor, I have tried to encourage and grow Rotor Review’s interaction with its readers because it is trully a community-run and -led publication.

I hope you have enjoyed it as much as I have.

Happy flying!

Check it out on page 77!

Rotor Review #136 Spring ‘17

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Letters to the Editors It is always great to hear from the members of NHA to learn the impression Rotor Review is making on readers. The magazine’s staff strives to provide a product that meets demand. We urge you to remember that we maintain many open channels to contact the magazine staff for feedback, suggestions, praise, or publishing corrections. Your anonymity is respected. If you would like to write a letter, please forward any correspondance to mallory. decker@navy.mil or mail to the following address: Letters to the Editor | c/o Naval Helicopter Association, Inc. P.O. Box 180578 | Coronado, CA 92178-0578

National Defense Authorization Act and Saving HSC 85

Naval Helicopter Association 2017 Submission Deadlines and Publishing Dates

Dear LT Mallory Decker, Your team does a great job with every issue and the most recent SOF edition is no exception. My comments today are aimed at your introduction and the telling of the play of events that saved HSC-85 from disestablishment. Not sure how many of our members are aware of the National Defense Authorization Act (NDAA) process but I wanted to convey the difficulty and challenges navigating this activity. Why this is important is that by presenting the survival of HSC-85 as a mere Hail Mary pass to weary eyed congressman in the wee hours of the morning continues to marginalize the squadron and provides an opportunity to de-legitimize the Firehawks and the Redwolves by their detractors.

True, Congressman Ryan Zinke had a significant impact on pushing this markup for the 2016 National Defense Authorization Act (NDAA) but this originated in the Emerging Threats & Capabilities (ETC) sub-committee, of which Representative Zinke was a member. Every mark up, and there are many of them from many sub-committees, are voted on and those that pass muster make the list for further discussion.

There is no guarantee that these markups will survive the congressional gauntlet starting with the full body of the House Armed Services Committee (HASC) chop.

Here they are vetted, mostly behind closed doors by aides and professional staffers working exclusively for the HASC. When the marked up NDAA is finalized, they bring it to the floor of the House of Representatives where it is once again vetted and voted upon.

Once complete, the House NDAA needs to merge with the Senate’s version of the NDAA, which can be quite different. After another round of changes and vetting by both the House and Senate, the bill is finalized and only then leaves Congress. The President objected to over 50 items in the NDAA and HSC-85 was not one of them. This process plays out over many months.

To be clear, the HSC-84/85 markup that survived did not save the squadron but merely halted any decommissioning until the SECDEF, represented by

Spring/Symposium 2017 (Issue 136).....February 27, 2017 / April 2017 Summer 2017 (1ssue 137) ...............................May 31, 2017 / July 2017 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.

Rotor Review Submission Guidelines 1. Articles: Word documents as attachements are the preferred format. Do not embed your images; send as a separate attachment.

2. Photos and Vector Images: Should be as high a resolution as possible and sent as a separate file from the article. Please include a suggested caption that has the following information: date, names, ranks or titles, location and credit the photographer or source of your image.

3. Videos: Must be in a mp4, mov, or avi format.

• With your submission, please include the title and caption of all media, photographer’s name, command and the length of the video.

• Verify the media does not display any classified information.

• Ensure all maneuvers comply with NATOPS procedures.

• All submissions shall be tasteful and in keeping with good order and discipline.

• All submissions should portray the Navy, Marine Corps and Coast Guard and individual units in a positive light.

All submissions can be forwarded to your community editor via email or by mail to Rotor Review c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578

SECNAV and OPNAV, could adequately defend the cuts. The language in the bill states: Directs the Secretary of Defense to brief HASC by 23 July on planned retirement of HSC-84 and 85. Brief to include cost benefit analysis conducted to justify retirement. Plans to field replacement capabilities to meet all operational requirements including special operations-peculiar requirements of the geographic combatant commanders and US Special Operations Command; capability gaps and limitations identified as a result

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www.navalhelicopterassn.org

National Defense Authorization Act and Saving HSC 85 (continued) of the potential retirements, any other matters deemed appropriate by the Secretary of Defense.

The CNO, represented by OPNAV N8 VADM Joseph Mulloy, worked with Echelon II and Echelon III commands within the Navy and SOCOM to address this congressional mandate. The Navy asked for an extension to September to give them more time to analyze the problem but they were unable to resolve the HASC’s demands. Concerned that they would have to retain two squadrons, the Navy brokered a deal that recognized the need to retain a dedicated SOF rotary wing capability in the service and would resource HSC-85 properly, to include new aircraft. In addition, to help mitigate the loss of HSC-84, Navy would develop two Tactical Support Units (TSUs) to help train fleet aviators in SOF mission tactics and augment fleet squadrons overseas when necessary. The HASC, Secretary of the Navy, CNO, and SOCOM agreed to this plan and approved implementation.

As you mentioned in your remarks, this is a very emotional issue for many but we have a great opportunity to finally get this right. It is incumbent upon the leadership to resource and integrate HSC-85 and the TSUs into the Naval Rotary Wing community and comply with the directives from OPNAV. The reality is that the success of HSC-85 is good for the entire community. The HASC and SOCOM are counting on it.

Very respectfully, CAPT Sean Butcher, USN (Ret.)

CAPT Butcher, Thanks very much for your note! I had no intention of de-legimitizing HSC-85; I merely wanted to emphasize that its future prior to the 2016 NDAA had been very much in doubt (I had the opportunity to work as a legislative aide throughout the entire NDAA process that year, and I staffed the aforementioned HASC mark up. My attention perked when I heard the HSC-85 amendment offered). Now that its future is assured, the Naval Rotary Wing community has the opportunity to examine the role it plays within SOCOM - a question our previous Rotor Review issue tried to explore. Hope you enjoyed!

Cheers, Mallory Decker Editor-In-Chief

(Oct. 23, 2007) - Chief Aviation Electronics Technician Rexford Sackett, assigned to Helicopter Sea Combat Squadron (HSC) 85, looks upon miles of burnt terrain as he and other Sailors prepare to help fend off the blaze aboard an MH-60S Seahawk.

HSC-85 is providing helicopters specially equipped with a 420-gallon extinguishing trough used to dump water on San Diego’s ongoing fire disaster. The blaze has already forced more than 250,000 people from their homes.

U.S. Navy photo by Mass Communication Specialist 2nd Class Chris Fahey

Rotor Review #136 Spring ‘17

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www.navalhelicopterassn.org

From the Organization President’s Message

by CDR Chris "SHOOTER" Herr, USN

Greetings fellow members from sunny San Diego! The 2017 NHA Symposium is here and looks to be a fantastic event. A spectacular line up of professional briefings, forums and thanks to our corporate sponsors, high energy social events is coming together due to our NHA volunteers. Please take a look the schedule of events either in this issue or on our website (navalhelicopterassn.org).

I believe you will be truly impressed with the topics, speakers and line up your NHA team has put together. Additionally, I believe our new venue at the Bahia Resort on Mission Bay, San Diego will provide a great location and social scene.

Our 2017 theme of “Multi-Mission Superiority” should be well represented, and we look to generate a robust conversation of where we have been, where we are, and future areas for multi-mission exploitation throughout the week. YOU are the reason we exist. I highly encourage you to register today and make the time to attend the symposium and social events as this looks to be the best Symposium week yet.

I’d like to recognize those volunteers who have made the 2017 NHA Symposium a reality; they are a motivated cadre of active duty personnel (many of them your peers) who have dedicated significant amounts of time and effort to ensure our most successful NHA Symposium ever. Led by the Symposium VP and outgoing Commanding Officer of HSC-3, CDR Shawn”Opie” Bailey, and now CDR Sean “PR” Rocheleau, the hard work behind the scenes continues and sets new standards. Thanks again, team.

The theme for this year’s Symposium is “Multi-Mission Superiority”. As we close out the “helo master plan” and look to the future of Navy Helicopter Aviation, we are amazed at the advanced capabilities, increased mission sets and incredible abilities of our flight crews to continue to grow and fight in new mission sets. This level of profes-

Rotor Review #136 Spring ‘17

sional expertise and warfighting is not developed over night, and it requires increased risk analysis, cost of training and more talented aircrew and pilots. The battlespace has expanded for helicopter aviation, and as we continue to advance into new warfare specialties, at Air Wing Fallon and push ahead as Maritime Strike Leads, the time is ripe to discuss and celebrate the state of our community. I look forward to seeing you all the 2017 NHA Symposium to discuss the future and have some well-earned fun as well!

I encourage you to be a part of our NHA future. If not you are not already one, become a member and sign up for the 2017 NHA Symposium.

See you at the Bahia!

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Executive Director’s Notes

by CAPT Bill Personius, USN (Ret.)

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We’d like to welcome CDR Richard Whitfield as the new Region 3 President and thank CDR David Loo for all he has accomplished during his tenure.

Dave, thank you for all your hard work - you will be missed.

We hope that everyone will try to make it to this year’s Symposium and have a great time in Mission Bay and all that San Diego has to offer in the spring. Please consider taking advantage of some of the great specials that we are offering this year with regards to hotel stays and event pricing as we are looking forward to you joining us for what promises to be an outstanding professional and fun week.

Happy 50th Year Anniversaries to HC-3/HSC-3, HAL3, HC-6/HSC-26, HC-8/HSC-28, HC-5 (HSL-31), HC-7.

NAS North Island will also celebrate 100 years in November 2017. Keep your turns up, and see you at the Symposium.

he NHA National Office is in full swing, making a myriad of preparations for the 2017 NHA Symposium. This year’s event should prove to be bigger and better than any in the past. The change of venue to Mission Bay should offer a change of scenery and prove to be a fun location.

We have already sold out all the exhibit booths, so there is going to be a full complement of vendors to support the event.

I want to thank Mrs. Leanne Dehner/Anderson for her support as the NHA Membership Coordinator as she has changed jobs and moved on to the San Diego Military Advisory Council (SDMAC). Leanne has done a great job for us and pushed our membership numbers to over 3,200 members as well as updated the website in many ways.

I’d like to welcome Mrs. Leia Triplett (Leanne’s relief ) to the Membership Coordinator job. She is coming to us from Pensacola where she was a wedding planner. Leia has a great deal of experience with database management and websites and has already settled into the job, making improvements especially in the area of social media. I’d also like to welcome Mr. Mike Brattland to the team.

He is a retired HS pilot and he will be assisting the National Office with Retired Membership and Reunions.

Regards, Bill Personius

Aircrewman’s Corner

by AWCM Justin Tate, USN

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ellow aircrewmen, I can’t believe it! It is that time of year again for the NHA Symposium. The symposium is going to be held in San Diego at the Bahia Resort Hotel on Mission Bay. It is an amazing venue and a change from the previous San Diego venue.

From the aircrewman perspective, there has been change in the communities which will make changes in the symposium this year. If you have not heard, the AW ratings were stove piped from E-1 to E-9. This change was the catalyst for some new MCPO jobs in our communities. We are going to capitalize on these additions by having the wing AW MCPOs be a part of the Aircrew Panel as well. You will have the opportunity to ask whatever rating, community, detailing, SARMM, and aircrew training questions you have.

There is also a great team putting together the aircrew competition. Feeling up to the challenge? Put together a team and participate! It is going to be a great one this year.

Now keep in mind as well, the NHA symposium is a great

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place to ask your questions to the partners of industry that make the products that we use on a daily basis. Do not leave this week having unanswered questions. All your subject matter experts will be in one hall. Take advantage of this opportunity.

A continued reminder, it is because of your hard work, attention to detail and drive to make things better that the Rotary Wing community is so successful today and striving to become better for the future. I personally want to thank everyone of you for all you do. Keep up the great work. Now make sure to get on the NHA website to look at the schedule of events and enjoy what NHA has to offer the week of May 15– May 19. See you all there.

Fly Safe.

www.navalhelicopterassn.org

In the Community NHA Scholarship Fund

By CDR Derek “Droopy” Fry, USN (Ret.)

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reetings! As many of you know, CAPT Paul Stevens, USN (Ret.) has stepped down as President of the NHA Scholarship Fund after eight extremely successful years at the controls of what we, admittedly biased, believe is NHA’s most worthwhile endeavor. He has, however, not departed the pattern. Much like a seasoned instructor pilot on FAM-1, Paul is calmly sitting with his hands in his lap, watching me trying to familiarize myself with the ins and outs of a Nonprofit 501(c)3 organization, ready to grab the stick right before this simple stick monkey does something stupid. So, rest assured, the Scholarship Fund is on course.

It shouldn’t be a surprise to anyone that college isn’t getting any cheaper. This year, we had over 200 applicants, and the Regions are currently reviewing the submissions and making their selections. The Scholarship Fund is actively pursuing numerous options to increase the award amounts for both Active Duty and Region scholarships. Of course nothing would be possible without our corporate sponsors like Sikorsky, Lockheed Martin, Raytheon, FLIR Systems, Don Patterson Associates/L3, Northrop Grumman, CAE, and Kaman, who have so generously contributed to the Fund.

I am ecstatic to announce that just this week, we received a substantial donation from the USS Midway Museum.

CAPT Marc Liebman, USN (Ret.), as the VP of Fundraising, has been hard at work organizing a new event at this

year’s symposium. This year there will be an Author’s Panel composed of your fellow Naval Aviator rotor heads who have written memoirs, history and fiction. Sitting on the panel will be George Galdorisi, Larry Carello, Kevin McDonald and Marc Liebman and will be moderated by Tom Philips. Members of the panel will talk about how they became authors and will take questions from the audience. The authors have donated copies of their books which will raffled off by the Navy Helicopter Association Scholarship Fund and the proceeds of any book sales at these events will go to the Scholarship Fund.

Speaking of the NHA National Symposium! We have a number of other ways people can support the Scholarship Fund, including raffles and golf tournaments. This year again, the two lucky winners of our model raffle will be able to custom order the aircraft model of their choice from SquadronToys.com (better be a helo – just sayin’). We are also hopeful to be raffling off a custom engraved firearm. More to follow on that.

In Region 6, HSC-25 is organizing a Golf Tournament Fundraiser on April 28, 2017 to benefit the NHA Scholarship and LT Christian Hescock Funds. If you’re planning on being in the area, make sure you pack your clubs.

This is normally where the catchy sign off goes, but since I don’t have one yet, in honor of my dear, late friend, CDR Doug Kiem, I hope your day is “Damn near perfect!”

Naval Helicopter Association Historical Society

by CAPT Bill Personius, USN (Ret.)

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rom the Historical Society, all is well. We continue to work on our new NHAHS website upgrade.

Despite steady progress, we are not quite ready to open the site to the general public. Some of the new areas are going to be a Squadron History, Flag Officer/ Squadron CO Listing, Squadron/Detachment Patches and Plaques, Videos of the Squadron Ready Room, Helicopter Display, Helicopter Video and Flight Deck on the USS Midway. We are excited about rolling out this new version of the website and will let you know when it is ready for prime time. We are also getting involved with building a helicopter memorial in a park in Imperial Beach along with assisting with the next edition of the book Jackrabbits to Jets which is

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about the history of NAS North Island. We are hoping it will go on sale in November this year in conjunction with the NAS North Island 100 year anniversary. We are looking forward to the upcoming NHA Symposium and will man a table at this year’s event. We plan to have the Pilot Designation Numbers available. We will look for the “Oldest Helix” in attendance (the helicopter pilot with the lowest designation number), award the Mark Starr Pioneer Award, assist with the winging of newly designated Aviators and continue to recruit people to join our ranks. We’ll hope to see you in beautiful Mission Bay at the Bahia Resort Hotel in May. Keep your turns up.

Regards, Bill Personius

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A View From The Labs: Supporting The Fleet

by CAPT George Galdorisi, USN (Ret.)

What is the Threat?

.... What Should We Do?

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here is no question that the Naval Rotary Wing community is at the forefront of the defense of our nation. A quick glance at where our Navy, Marine Corps and Coast Guard is operating confirms that Rotary Wing assets are doing the heavy lifting that makes our sea services able to carry out the work of the Republic.But what is that work?

Who do we need to worry about? Reading the daily headlines offers only a piecemeal understanding of the threats to U.S. national security. Said another way, there is far more heat than light. We’ll try to light a candle.

As a result of globalization and the proliferation of new technology, the United States is facing challenges on a global scale. At the November 2015 Reagan National Defense Forum, then-Secretary of Defense Ashton Carter outlined the “4+1” construct. This new way of looking at threats to our nations focuses on “four contingencies and one condition.”

The four contingencies include: China and Russia, the high end threats; and Iran and North Korea, lower end threats but nations with great instability. The “condition” is the long-term fight against global terrorism.

This is a completely new way that the United States looks at these threats to our national security. For several generations,

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the Cold War and a fight against the Soviet Union dominated our national security calculus. While there were other threats the United States had to deal with, they were all viewed as lesser included subsets of the Soviet threat. In other words, if we had the doctrine, people and equipment to take on the Soviets, we could deal with these lesser threats. For decades, this construct worked.

That is no longer the case, and that is why the new “4+1” construct is so important. We face dramatically different strategic, operational and tactical challenges from the “four contingencies and one condition.” And in the year-plus since this construct was announced, these threats have taken on significant changes – all for the worse.

Throw away your old notes! This is a new way of looking at the United States security paradigm. As a community, armed with this completely new construct as to the threats to our national security, we can have a thoughtful dialogue about what new platforms, systems, sensors and weapons we need so our the Naval Rotary Wing community can continue to do the heavy lifting for our national defense today, tomorrow, and in the more distant future.

www.navalhelicopterassn.org

AN/AES-1 ALMDS reaches IOC

Industry and Technology

Article by The Shephard News Team

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nitial Operational Capability (IOC) has been reached for the US Navy’s AN/AES-1 Airborne Laser Mine Detection System (ALMDS), system manufacturer Northrop Grumman announced on 12 January.

ALMDS has been designed to provide rapid wide-area reconnaissance and assessment of mine threats in maritime operations.

The helicopter-mounted pod uses pulsed laser light technology to rapidly sweep the water. The light generates 3-D images of the near-surface volume to detect, classify and localise near-surface moored sea mines, with target data displayed on a console and stored for post-mission analysis.

The Navy’s ALMDS installation aboard the MH-60S Seahawk helicopter is mounted on a Bomb Rack Unit 14, which is installed on the carriage, stream, tow, and recovery system. The system’s self-contained design allows for rapid installation on other aircraft types and removal after the mission is complete.

The system has been integrated and demonstrated on a UH-60M Black Hawk helicopter; and has been sold to the Japan Maritime Self Defense Force, which has qualified the system on its MCH-101 helicopter.

Marines to Get Smart Phones to Call in Fire Support Article by Mathuel Browne Marine Corps Systems Command

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his fiscal year Marines will receive smart phones that make calling for fire support easier, quicker and more accurate.

The Target Handoff System Version 2 is a portable system designed for use by dismounted Marines to locate targets, pinpoint global positioning coordinates and call for close air, artillery and naval fire support using secure digital communications. The system is an upgrade to the Corps’ current Target Handoff System and is made up of a laser range finder, video down link receiver and a combat net radio.

“Our current THS, though capable, needed to be smaller and lighter to better support dismounted operations,” said Capt. Jesse Hume, THS V.2 project officer for Marine Corps Systems Command. “With the new version, Marines will obtain a lightweight device equipped to provide immediate situational awareness on where friendly and enemy locations are, and the ability to hand off target data to fire support to get quick effects on the battlefield.”

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THS V.2 also allows Marines to coordinate fire support missions more precisely, minimizing collateral damage, Hume said.

THS V.2 uses commercial off-the-shelf smartphones that reduce the system’s total weight from roughly 20 to 10 pounds, making it easier to transport. It also features new, more intuitive software. Information is transmitted via an encrypted combat net radio, ensuring mission security.

Matthew Bolen, assistant engineer for THS, said the use of COTS products eliminates the cost of investing in proprietary hardware and decreases the time it takes to equip the Corps with new technology.

“With the new commercial products, THS V.2 will be half the price of the previous system, while incorporating the speed of current advancements in handheld technology and encryption,” he said.

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INDUSTRY AND TERCHNOLOGY

This fiscal year Marines will receive smart phones that make calling for fire support easier, quicker and more accurate. The Target Handoff System Version 2, or THS V.2, is a portable system designed for use by dismounted Marines to locate targets, pinpoint global positioning coordinates and call for close air, artillery and naval fire support using secure digital communications.

U.S. Air Force Photo by Staff Sgt. Joe Laws

Designed for use by forward observers, air controllers and joint terminal attack controllers, THS V.2 allows users to quickly and accurately determine a target’s location and digitally transmit (hand-off) the data to supporting arms elements. The system automatically generates coordinates for targets identified by a Marine and digitizes the information into a map application pre-installed on the smartphone, eliminating the need for manual input. Once digitized, the information is transmitted to the Fire Support Coordination Center, where the proper approach of attack is determined.

The FSCC then coordinates air, artillery or naval fire support to extinguish the threat.

“THS V.2 provides embedded, real-time tactical information with ground combat element units down to the squad or platoon level,” said Gunnery Sgt. Nicholas Tock, THS operations chief. “If we are on patrol and we take contact from machine guns in a tree line, a satellite that passes over once every few hours is not going to help an infantry unit kill that target. THS V.2 is for that close combat.”

The system’s upgraded software includes a new, easy-to-understand interface similar to operating systems used by everyday mobile users. THS V.2 will also come with a pre-installed “Start Guide” help app with step-by-step tutorials ranging from configuration to trouble shooting operations.

“Start Guide is an intuitive app that goes through setup procedures, troubleshooting procedures and many other quick-reference materials,” said Chuck Schuster, MCSC’s liaison to the Aviation and Missile Research Development and Engineering Center. “This is the first time to our knowledge that a feature like this has been pre-installed on a system for Marines.”

THS V.2 is part of the MCSC’s joint fires and combined arms arsenal. Joint fires describe the use of weapon systems in a joint environment involving forces from two or more components in coordinated action in support of a common objective.

An AH-1Z Viper helicopter aapproaches the amphibious assault ship USS Wasp (LHD 1).

U.S. Navy photo by Mass Communication Specialist 1st Class Rebekah Adler/Released

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Coming Soon to the Fleet: HX-21 Quarterly Update Article by LT Rebecca Bennett, USN

Helmet Display Tracker System photo courtesy of Elbit Industries.

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s anyone who has operated with any Fixed Forward Sight (LOS) symbology has also been incorporated into the Firing Weapon (FFFW) System can tell you, the displayed symbology. The LOS symbology continuously discurrent targeting system for FFFW leaves something to be plays where the other pilot is looking. This feature will allow desired. For those readers that have not used the system, pilots to quickly acquire targets already acquired by the oppotargeting options include a grease pencil mark on the site pilot. The CCIP symbols, as well as the other pilot LOS windscreen or “walking” rounds onto the target. The current symbol, are depicted below.

Testing has included verification of symbology accuracy as targeting options result in less accurate ordnance placement well as live fire weapons testing to verify CCIP accuracy. Live and subsequently increased both time required to neutralize fire weapons testing included shooting both the A/A49E-27 threats and the amount of ordnance expended.

20mm gun and the digital rocket launcher (DRL) system.

In order to help solve this problem of targeting accuracy, a new Helmet Display Tracker System (HDTS) is under development for the MH-60S and is currently being tested by HX-21. As depicted to the right, the HDTS generates color symbology for both flight information and targeting information. That information is displayed through a Color Day Display Module (CDDM) during daytime flight operations and a Color Night Display Module (CNDM) during nighttime flight operations. The CDDM is a monocle-type device that attaches to the NVD quick-don mount. The CNDM is similar to the AN/AVS-9 Night Vision Goggles, but it replaces the right eyepiece with a modified component required to display HDTS symbology. The CNDM will replace the legacy HUD (AN/AVS-7) currently fielded and corrects several shortcomings associated with the legacy system. These corrections include the elimination of significant VSI and BARALT laten- The CCIP symbols, as well as the other pilot LOS symbol. cies as well as the modification of the AOB scale out to 45 deg.

Included in HDTS display symbology is a Continuously DRL shooting was conducted with mixed loadouts of both Computed Impact Point (CCIP) for forward-firing weapons. guided and unguided 2.75-inch rockets. Future testing is The reticle depicted changes symbology dependent on the planned for the spring of 2017. type of weapon selected (i.e. 20 mm or Unguided Rockets (UGR)). The CCIP will provide a much more accurate targeting solution for FFFW systems as opposed to the targeting systems currently in use. In addition to the CCIP, Line of Rotor Review #136 Spring ‘17

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Meet the King

Article by Elan Head Originally printed in Vertical Magazine, January 24, 2017. Used with permission

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To find out, we went behind the scenes of the CH-53K program at Sikorsky’s Development Flight Test Center in West Palm Beach, Florida. There, we got up close and personal with the K, and spoke with its designers, test pilots, and program managers.

They’re biased, of course. But it’s easy to understand their enthusiasm for what is certainly one of the largest, most technologically advanced rotorcraft ever built.

“It’s just an incredible leap in technology,” said Lt. Col. Foster Carlile, who as lead operational test director for the U.S. Marine Corps’ Marine Operational Test and Evaluation Squadron 1 (VMX-1) has been one of the first Marines to get his hands on the aircraft.

“The flight control laws and how the aircraft maneuvers and the information that’s provided to the pilot is just tenfold what we’re used to,” he said. “It’s really pretty impressive.”

here are three things you should know about the Sikorsky CH-53K. It’s big. It’s strong. And it’s smart.

The CH-53 legacy spans more than 50 years, with the YCH-53A having made its first flight on Oct. 14, 1964. The CH-53K may look similar to previous 53 models, but it is a fundamentally different, more capable aircraft.

Big, because it’s a CH-53, so of course it is. The K occupies the same footprint as the aircraft it’s replacing, the CH-53E Super Stallion, which is already the largest and heaviest helicopter in the United States military.

But the K will be substantially stronger than the E, thanks to three GE Aviation T408 engines that pack around 7,500 horsepower each (compared to the roughly 4,500-horsepower engines on the CH-53E). Despite retaining the same exterior dimensions, the K will have a maximum gross weight with external load that is 20 percent greater than the E model’s. It will be able to carry up to three times the payload in hot-and-high conditions.

And it has brains as well as brawn. The CH-53K features fly-by-wire flight controls with active inceptors and tactile cueing, allowing pilots to anticipate limits while keeping their eyes outside. When there’s nothing to see outside — as in brownout or whiteout conditions — the K’s advanced software will allow it to essentially fly itself.

The CH-53K’s main rotor is 79 feet (24 meters) in diameter, and its tail rotor alone produces as much thrust as the main rotor on a Sikorsky S-76 helicopter. “There is nothing small, and frankly there is nothing delicate, about this aircraft,” said chief engineer Andreas Bernhard.

Of course, if you’ve been following the CH-53K program in recent years, you probably know most of this. What you may not have heard is how the aircraft is actually performing, now that the program has logged more than 300 flight test hours.

Chasing the CH-53K during a recent test flight. By mid-December 2016, the program had reached 314 flight test hours.

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Filling a Need

There’s no question that the Marines — who have ordered 200 of the aircraft –need what the CH-53K has to offer. After years of heavy use in combat and humanitarian operations, the CH-53E fleet has been stressed to the breaking point. Last year, a “Super Stallion Independent Readiness Review” commissioned by the Marines found that the CH-53E fleet suffers from “inadequate inventory; unacceptable availability of the remaining inventory; too many aircraft in maintenance outside the squadrons; and CH-53E aircraft [were] not reset during and after the war.”

The findings prompted the Marines to undertake a complete reset of 147 CH-53Es, a process that is expected to take three years. But that’s really a stopgap measure to keep them flying until the CH-53K achieves full operational capability, which is currently anticipated in 2029 (with initial operational capability expected in 2019).

Only then, according to the Marines, will they have an aircraft that can operate “at distances, airspeeds, and gross weights sufficient to support the full range of military operations.”

Really, the Marines needed the CH-53K yesterday, but the program — which was first authorized in 2005 — is now about four years behind its original schedule. In 2011, the U.S. Government Accountability Office (GAO) attributed nearly three years of this delay to early difficulties, including the fact that the program started development before determining how to achieve requirements

within program constraints. Since then, early development testing revealed the need for redesigns to the gearbox and other critical components, which have caused the schedule to slip by another year.

As the GAO recently observed, the five-year gap between the CH53K program’s critical design review and its first flight, in October 2015, “is not consistent with best practices.” But the CH-53K is not an upgraded E model — it’s a brand-new design that just happens to look like a Super Stallion. That has naturally presented some challenges.

“This is a new aircraft,” emphasized Sikorsky’s chief engineer for the CH-53K, Andreas Bernhard. “There’s no common part number between this aircraft and the old aircraft.”

A key performance parameter for the CH-53K is the ability to carry a 27,000-pound (12,245-kilogram) external load over 110 nautical miles at an altitude of 3,000 feet and temperature of 91.5 F (33 C).

That’s about three times the lifting ability of the E model in similar conditions. Meeting this ambitious goal required not only the three fuel-efficient GE T408 engines, but also a new split-torque transmission system to handle all that power.

It was during bench testing that engineers discovered a problem with a gear retention rod in the main rotor gearbox — the design issue that was responsible for some of the recent program delays. The retention rod was redesigned, bench tested, then tested further in the full-sized CH-53K ground test vehicle before being incorporated into the program’s four flying prototypes.

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The tail of the CH-53K features an energy-absorbing strut.

INDUSTRY AND TECHNOLOGY

The CH-53K’s windows have been enlarged to permit easier exit in an emergency, and its troop seats are fully crashworthy.

Sikorsky Photo

Now, according to Col. Hank Vanderborght, U.S. Marine Saving Lives, Time, and Money Corps H-53 program manager, “Our gearbox issues are basiSo what do all of these innovations mean for how the aircally largely resolved. We haven’t seen any other problems with craft performs? In his Marine career, McCulley flew CH-53A, the gearbox.” The other good news, he added, “is that we did D, and E models, in addition to logging time in the MH-53 find these things. Because what you don’t want to do is find and CH-53GA (the “German Advanced” variant of the CHthem when the aircraft is already fielded.”

53). “So yes, I’ve flown them all,” he told us. “This so far is Besides the new engines, the CH-53K also gets a perfor- my favorite.” mance boost from new composite rotor blades, which as a According to McCulley, the CH-53K handles like a smallbonus eliminate the pressurized spar found in earlier CH-53 er helicopter, despite its massive size. “I think that’s because models. The rotor blades on the CH-53E are a “high mainte- we’ve got such a large rotor disc that enables us to do this nance driver” on the CH-53E because they tend to lose pres- heavy-lift mission, this 36,000-pound load, that when you sure from their spars, explained Sikorsky’s chief experimental don’t have that load on there, this thing is very maneuverable, test pilot for the CH-53K, retired Marine pilot Stephen Mc- very nimble,” he said. “When you’re flying at an internal gross Culley. With the K, he said, “that failure mode was removed.” weight of 60,000 pounds, it’s a sports car.”

Yet the most fundamental technology leap in the K is probThe full authority fly-by-wire flight control system also enably its fly-by-wire flight control system, which enables capa- ables the aircraft to fly itself very precisely. Pilots can program bilities that simply aren’t possible with the hydro-mechanical the aircraft to fly an approach to a specific landing spot, where flight controls in the CH-53E. According to Bernhard, the it will decelerate and roll itself into a hover at 50 feet above the CH-53K benefited from Sikorsky’s several generations of fly-by-wire development “This is not an attack aircraft, this is a pickup truck. A big, big on aircraft including the CH-148 Cyclone and the UH-60M Upgrade Black Hawk. pickup truck,” said chief engineer Andreas Bernhard.

The CH-53K’s sponsons are slightly narrower than the sponsons and “bat wing” auxiliary fuel tanks on the E model. ground. That capability could be life-saving in dusty “brown“We have leveraged quite a bit of that technology and that out” environments like Iraq and Afghanistan (where, as Lt. learning curve,” said Bernhard. “So we avoided a lot of pitfalls Col. Carlile put it, every approach into the dust in a CH-53E because of that.” “would take five years off your life”).

The fly-by-wire system is complemented by active inceptors “This is not an attack aircraft, this is a pickup truck. A big, developed by BAE Systems, including sidearm cyclic control- big pickup truck,” said chief engineer Andreas Bernhard. lers that free up the space occupied by a conventional cyclic “Now I can go into a brownout without touching the concontrol. The pilot and co-pilot controls are electronically trols and come to a hover,” McCulley explained. After the dust linked, so that each pilot can feel control inputs made by the clears, “I can dial myself down to the ground with my [radar other. The collective and cyclic control sticks (inceptors) also altimeter] or I can fly it myself, but I don’t have to go white provide tactile feedback to the pilots as they approach power knuckle on the controls because it will do it for me, and it’s or bank limits. got all of the authority it needs to make those adjustments.”

“I can pull up to my 19,000 shaft horsepower, and right The automatic flight control system also enables precise before the [rotor rpm starts to drop] I’ll get a little bit of a buzz control inputs when positioning over or delivering an external [in the collective], and I can back off from that,” McCulley load. “With this system, you can come into a point, and if [the explained. “I can pull through it if I need to, but it gives me crew chief says] ‘left five,’ I click it five times,” McCulley concues and feedback with my eyes outside.” tinued. “I hate to say it, but the aircraft flies better than I do.”

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In fact, the CH-53K’s control architecture opens the door to remotely piloted or autonomous applications in the future. “If they ever want to go no pilot, no problem,” said McCulley.

“It’s not built in; however, because it is fly-by-wire, because it is fully digitally controlled, it’s no different than the autonomous aircraft that we’re currently flying.”

If all goes according to plan, the Marines’ first CH-53K fleet squadron will be stood up sometime in 2019.

The CH-53K has also been designed to make life easier for cabin and ground crews. Crew chiefs will have wireless intercom systems. The aircraft has a builtin winch, and its interior is wide enough to accommodate 463L master pallets, The CH-53K has an elastomeric main rotor hub and new composite rotor so pallets won’t have to be broken down blades, which eliminate the pressurized spar found in earlier CH-53 models before loading. “The time on ground between a 53 Echo and a 53 Kilo, for the same payload that you’re going to carry, is a fraction,” noted While the technology in the K should make routine mainBernhard. tenance tasks easier, the real aim is to dramatically reduce There have also been some safety enhancements in the cab- the overall maintenance burden compared to the CH-53E, in. The triple hook hell holes have been redesigned to reduce which requires more than 40 maintenance hours per flight the risk of people falling into them. Integrated rails will allow hour. Improved components — such as engines with 64 percrew chiefs to move the length of the cabin while remaining cent fewer parts than the engines on the E model — should tethered to the aircraft, and the troop seats are fully crashwor- help with this goal. thy. The windows have also been enlarged to permit easier exit More fundamentally, the CH-53K’s integrated vehicle in an emergency. health monitoring system will allow the Marines to track Meanwhile, maintainers should appreciate the CH-53K’s trends across the fleet in order to anticipate and prevent comhealth and usage monitoring systems (HUMS) and built-in ponent failures. diagnostics capabilities. “From the ground up, we’ve designed “The real power of HUMS is the fleet management capathe diagnostic system to be self-reporting, so our intent there bility,” said Bernhard. “We can give the fleet user a much is to make it easy for the [maintainers] working on this air- better ability to take what used to be reactive maintenance . . craft,” said McCulley. “They can come in and download, and . and turn that into preventative, pre-planned maintenance.” it will tell them everything that’s broken, down to a line reLooking to the Future placeable unit, so they know what to pull out and repair.”

The CH-53K program has made strong progress since its Sikorsky expects the CH-53K baseline flight testing pro- first flight in October 2015. All four flight test vehicles are gram to last another two-and-a-half years. Marine pilots in- now flying and gradually expanding the aircraft’s envelope. tegrated with Sikorsky’s flight test team at an early stage of Already, the CH-53K has flown at an altitude of 10,000 development. feet, reached an airspeed of 185 knots, and lifted loads up to The CH-53K has built-in diagnostics for shaft balancing, 27,000 pounds. rotor balancing, rotor track and balance, and tail balance. AuIn October 2016, the aircraft successfully completed initomatic engine health monitoring is also built in. “The other tial operational testing by the Marine Corps, a key step in beautiful thing here is [the CH-53K] will do its entire mis- the transition from development to production. The weeksion spectrum, all the way down to the engines being at zero long operational assessment included lifting 27,000 pounds margin,” added McCulley. “It’s going to be a change for the in a hover and carrying a 12,000-pound load on a 110-nauMarines because they’re used to engines that don’t have that tical-mile mission. Ground evaluations included the embarcapability.” kation and debarkation of combat-equipped troops, internal And when the engines are changed out, the aircraft will no and external cargo rigging, tactical bulk fuel delivery system longer require a full flight control rig, thanks to the full au- operation, and medevac litter configuration. thority digital engine control and fly-by-wire control system.

Two of the four CH-53K flight test vehicles are dedicated With the CH-53E, McCulley recalled, “that was a full-day to general flight envelope expansion. Another will be used for effort, to do that rig. [In the CH-53K] an engine change, if I focused testing of the propulsion systems, while the fourth have to make an engine change, becomes half a shift.” will be used to test avionics and flight controls. Sikorsky PhoRotor Review #136 Spring ‘17

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INDUSTRY AND TECHNOLOGY to

“The operational assessment was really the first time where we had a Marine Corps crew fly the aircraft and perform operationally representative mission profiles,” said Col. Vanderborght.

Now the program is rapidly approaching the “Milestone C” decision for low-rate initial production, which is anticipated in the second quarter of 2017. In addition to securing the necessary contractual agreements, successful completion of Milestone C requires the program to have reached 400 flight test hours. By mid-December 2016, the program had reached 314 flight test hours and was logging them at the rate of 50 to 60 hours per month.

“We’re on a really good path to achieving Milestone C,” Vanderborght said at the time.

After low-rate initial production is approved, the flight testing program will continue in parallel. Dr. Michael Torok, Sikorsky’s vice president of the CH-53K program, said he expects the baseline flight testing program to last another twoand-a-half years.

“In general, we’ll hit most of the envelope expansion probably by next summer, toward the fall,” he said. “Beyond that, the rest of the back end of the testing, is filling out the specific details of all the points, of all the conditions, so that we have a really comprehensive set of data, which will support the aircraft for the next 40 years.”

Four CH-53K engineering demonstration models will be used for developmental testing by Air Test and Evaluation Squadron 21 (HX-21) at Naval Air Station Patuxent River,

Maryland. Two of these will later be converted into practical job trainers for initial accession training in New River, North Carolina, which is also where the Marine’s first CH-53K fleet squadron will be stood up. If all goes according to plan, that should happen sometime in 2019.

With improved fuel efficiency and maintainability, the CH53K should be less expensive to operate than the CH-53E. “The 53 Echo is an expensive aircraft to fly,” said CH-53K chief designer Andreas Bernhard. “For the Marines, it is a serious burden and a hard decision on when do you send the 53 Echo, because it’s so expensive.”

The Marines can hardly wait. “One of the primary, if not the primary element to victory in warfare is logistics. And the K is right in the middle of that, it’s a key logistical enabler,” said Vanderborght. “It’s really going to enable the Marine Corps to project power ashore from the sea, and really mechanize those future warfighting concepts that our nation is looking to be able to do in the future.”

For the pilots who will be flying the CH-53K in theater, the aircraft’s promise is more personal.

“Marines, our whole mission in life is to support the infantry, support the ground units, whatever they need,” said Lt. Col. Jonathan Morel of HX-21, who is the chief government test pilot for the CH-53K. “And so if they say, ‘We need this,’ and you crunch the numbers and you say, ‘I can’t do it,’ that hurts. . . . All of the things [on the CH-53K] are going to let our community be able to say ‘yes’ much more often to whatever the request is.”

The CH-53K’s main rotor is 79 feet (24 meters) in diameter, and its tail rotor alone produces as much thrust as the main rotor on a Sikorsky S-76 helicopter. “There is nothing small, and frankly there is nothing delicate, about this aircraft,” said chief engineer Andreas Bernhard.

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Preacher’s Cave: One Way Out

Features

Article by LT Wes Jones, USCG

Preacher’s Cave Photo by Logan Williams

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he crew of CGNR 6559, on 24 hour alert duty at Air Facility Newport, Oregon, launched for a night offshore hoisting flight. The Pilot in Command (PIC) elected to fly left seat to enable the Copilot (CP), also an Aircraft Commander, to complete hoist minimums and proficiency training. At 1800, following the completion of three night vision goggle (NVG) approaches to the water, the Sector North Bend Command Center diverted the crew for a report of two men trapped in a cave near Yachats.

With an intimate knowledge of the AOR, the PIC quickly turned south and pulled max power at 400 feet above ground level (AGL). The CP immediately gathered the who/what/ where/how from the command center, then conducted a thorough brief from the search and rescue (SAR) checklist. This brief reviewed possible contingencies, to include recovering persons in the water (PIW) in a surf zone and how turbulent winds and potential downdrafts would affect the aircraft. The search area was along a remote section of Highway 101 and beneath a rugged 2,500 foot wilderness area.

CGNR 6559 arrived 11 minutes after the initial notification. There was no natural illumination and rain squalls reduced visibility between two to five statute miles. Southeast winds were gusting up to 35 knots, and orographic turbulence increased near the shore. The Flight Mechanic (FM) directed the searchlight on the shoreline as the aircraft proceeded south using a slow, 150 foot AGL air taxi. Eight to ten foot breaking waves crashed along the jagged rocks.

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Two firefighters and a state trooper were separately traversing the shoreline searching for the men. The trooper did not have a radio, and the firefighters were unsure if the boys were last seen north or south of their position. The PIC gave the CP the controls in order to focus solely on searching the shoreline from the left seat. CGNR 6559 pulled into a 150 foot hover adjacent to Preacher’s Cave, a well defined hole in a steep rock wall. The FM directed the search light inside; the crew watched the surf violently surge into the cave. For 90 seconds they watched from a hover, hoping in vain to see someone alive.

The CP transitioned forward, making a right turn offshore and immediately observed no visible horizon, no illumination, and no visible ocean 300 feet beneath the aircraft. But, the crew remained faithful in the instruments, trusted their radar and continued the right turn back to the shoreline.

Unable to determine which cave or rock outcropping the PIWs were last seen, the CP flew two more slow shoreline searches, this time at 125 feet AGL. The FM, Rescue Swimmer (RS) and PIC saturated the shoreline using NVGs, the search light, and two pilot-controlled landing/hover lights.

With each pass, they hovered at Preacher’s Cave, hoping to see a sign of anyone or anything.

FEATURES An Unforgiving Coast The crew’s sense of urgency was heightened by a spate of recent fatal SAR cases, including a capsized vessel, two civilian plane crashes, and multiple PIWs swept out to sea. Most recently, a father and three year old son were carried off by a sneaker wave as the mother watched helplessly from shore.

Only the toddler’s backpack and shoe were recovered. To make matters worse, they received news the father’s body was found the morning before assuming their 24 hour duty.

With each passing minute, they naturally became less hopeful that two young men could survive in the 50 degree Pacific surf.

A Beam Of Light Now in a hover one nautical mile north of Preacher’s Cave on a fourth pass, a light flashed at the aircraft. Under NVGs, the light was incredibly bright. The fire fighter radioed that it looked like the state trooper was trying to signal them. The CP immediately closed the distance and placed the aircraft, once again, in a hover next to the cave. The PIC took controls and noticed the state trooper lying prone atop a 50 foot ledge.

His flashlight pointed down and right into the mouth of the cave. In disbelief, the crew observed a nearly nude young man crawling out. No pants, no shoes. He waded through the surf, perched on a rock and began frantically waving and jumping in the air. In his efforts to be seen, he lost his balance and nearly plunged into the water. He pointed deep into the cave, as if indicating the presence of the other survivor.

Here they were in a 125 foot hover over the surf, staring at a presumably hypothermic and potentially injured survivor deep inside a cave, with no way to exit, and no way for a ground party to reach them. His own desperate attempts to be seen might get himself killed before they had the chance to extract him.

The PIC had the survivor in his sights and called for Rescue Checklist Part II. While the FM and RS prepared the cabin, the CP immediately recognized the deteriorating fuel would not allow enough time to complete the hoist safely. With high tide hours away, the crew decided the victims could likely hang on a little longer and collectively agreed to abort the hoist and return to the Air Facility for fuel.

Left Behind This was the ultimate emotional roller coaster. After nearly an hour on scene and three searches of the cave, the crew had been losing hope. Then seeing the young man frantically waving from within the cave, that was an incredible high.

Now they were going to leave. This was the hardest decision any of them have ever made. However, these were going to be complex hoists that required more planning, and that required fuel.

After conducting a ‘hot gas’ at the Air Facility, in 25 minutes they were back on-scene in a hover, with a plan and adequate fuel to execute it.

To determine a hoist altitude, ensure clearance from obstacles, and to conduct a wind/terrain analysis, the PIC requested a “dry run”. With the aircraft facing into the southerly winds, he elected to maintain controls from the left seat, given the proximity to and visual reference of the terrain. Although left 25

seat hoists are unconventional and seldom practiced, the CP had limited visual reference with only the surf and complete darkness on the right side.

To ensure terrain clearance and place the RS as close to the cave entrance as possible, while keeping him out of the breaking surf, the PIC determined the safest hoist altitude would be 200 feet AGL. From 200 feet, only 40 feet of usable cable remained. This would leave little room for the Rescue Swimmer to maneuver if he remained connected. Following the dry run, the PIC briefed a harness deployment of the RS, which would allow the RS to disconnect and enter the cave.

Disconnecting presented a whole new element of risk.

Once the RS disconnects, whether in the open ocean or in the surf, there is nothing the helicopter can do to help in an emergency. For the crew, this added element of danger was nerve racking.

The FM successfully conned the aircraft into position and the RS was deployed to the pre-briefed rock formation without incident. After disconnecting from the hoist hook, the FM lost sight of the RS as he navigated chest high water, jagged rock, crashing surf, and complete darkness to enter the cave. RS hand signals were no longer visible, requiring the helicopter crew and RS to communicate exclusively by radio.

Due to the darkness and wave hydraulics against the rocks, visibility was nearly zero outside the cave. The RS had to blindly navigate over sharp rocks and shallow crevasses in order to reach the survivors. A rapid triage of the minimally clothed survivors revealed hypothermia, exhaustion, bloodied cuts and bruises.

The RS led the panic stricken survivors to the pre-briefed hoisting location on the exposed rock outside the cave. Gripping both men tightly, the RS protected the survivors from the breaking surf while waiting for the waves to recede. After multiple breaks, one survivor was battling consciousness and said he didn’t believe he’d survive, to which the RS literally smacked the survivor in the face and yelled “Yes you (expletive) are, I am here, we are making it together, stay with me!”

The crew pre-briefed a basket recovery of the survivor, but the PIC requested three trail lines, totaling 315 feet. The added length would let the RS control the rescue basket during the 200 foot hoist and also retain the bitter end of the line between hoists as he maneuvered in and out of the cave. This unusual technique permitted a faster deployment of subsequent rescue devices directly to the RS, but required extreme attention to line tending by both FM and RS. The RS carefully tended the trail line by coiling it in his hand then around his arm when it became too large. As the first survivor was placed in the basket, massive waves broke over the rocks, engulfing the RS and survivors. Because the RS hand signals were not visible, the “ready for pick up” was given over the radio. The RS fought with the trail line and yelled for the FM to slow down the hoist over the radio, fearing the trail line may snag on the rocks with the survivor in the basket. Half way up, the RS had to pull hard on the trail line to prevent the basket from hitting the cliff face.

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During all hoists, gusty winds varied in intensity, requiring large collective inputs of up to 30% torque. The pilots, utilizing night vision goggles, were frequently distracted by the headlights of oncoming traffic on the adjacent highway. The CP ensured compliance with briefed altitudes, oversaw power and weight management, adjusted a landing/hover light for optimal illumination, and managed radio communications between the command center, numerous ground assets, and the RS. With the first survivor in the cabin, the CGNR 6559 was now six minutes to BINGO. The CP recommended the deployment of a quick strop for the next hoist. While unusual to deploy the quick strop, it would save precious time. This was a change in the plan, and the RS had to be quickly briefed by radio.

The quick strop was lowered, once again requiring careful handling of the trail line. Upon the “ready for pick up” call and subsequent “prepare to take the load” command, an intense updraft hit the aircraft. The PIC reduced torque by 30% and pushed the nose forward to maintain hoist altitude, preventing the rapid extraction of the Rescue Swimmer and survivor on an already taught hoist cable. During the lengthy recovery, the FM conned the aircraft out and down past the surf zone to keep the RS and survivor away from the cliff.

With the survivors and RS on board, CGNR 6559 transitioned to forward flight and returned to the Air Facility while the RS and FM tended to the hypothermic survivors.

Once on deck, the RS and FM assisted the survivors into the warmth of the aircraft hangar and tended to their injuries while awaiting EMS arrival. Although conscious, one of the survivors appeared delusional but was kept alert by the crew. Oxygen therapy and warming fluids were administered intravenously during EMS transport to Newport Samaritan Hospital.

Debrief These two young men were college students from the Midwest and best friends since grade school. When one slipped from a ledge and fell into the ocean, the other stripped his clothes and jumped after without hesitation. As they struggled to stay afloat in the churning 50 degree water, the current carried them inside the cave where they waited for rescue.

When one man became immobile due to hypothermia, the other was left to signal for help. Deep inside the cave, away from the white water, the men saw the search light from the helicopter. With no shoes, no pants and in total darkness, the survivor felt his way to the cave entrance to signal the helicopter, but arrived just as the helicopter was flying away.

He did this three times, and with each excruciating transit, inflicted more deep cuts and scrapes to his already battered legs and feet.

If it wasn’t for the state trooper who peered into the cave from the ledge, the helicopter may not have found them in time. High tide was just hours away and they surely would have perished as the waves overcame and submerged the cave.

What the aircrew did not expect were the constant curve balls the situation would throw their direction, ultimately tossing out preconceived notions of how the case would be resolved. They had never trained to use three trail lines, or hoisted from the left seat next to a cliff at night. They have never deployed a RS from 200 feet to rocks engulfed in breaking surf, and the RS has never entered a cave. The FM has never hoisted from so high he lost sight of the RS, and they have never relied only on the radio to call in hoist commands.

The CGNR 6559 helicopter crew came together in a remarkable way to save two lives on an unconventional mission.

Missions like this emphasize the critical need to know your aircraft, to never take for granted a training mission, and to challenge yourself and your crew whenever possible. The professionalism of this crew kept them safe, and ultimately saved two lives from certain death.

Author’s Note A huge thanks is owed to the aircrew of the CGNR 6559. Without their careful input, this article would not have been possible.

CGNR 6559 CREW Pilot in Command, left seat: LT Zachary Wiest Copilot, right seat: LT Wes Jones Flight Mechanic: AMT2 Jason Caristo Rescue Swimmer: AST3 Chad Morris

Crew and Survivors

Rotor Review #136 Spring ‘17

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FEATURES

HSC and HIGH VELOCITY LEARNING Article by CDR Ed “E-Dub” Weiler, USN HSC-25 Commanding Officer, Andersen Air Force Base,Guam HIGH VELOCITY LEARNING: 1. Implement individual, team and organizational best practices to inculcate high velocity learning as a matter of routine.

2. Expand the use of learning-centered technologies, simulators, online gaming, analytics and other tools as a means to bring in creativity, operational agility and insight.

3. Optimize the Navy intellectual enterprise to maximize combat effectiveness and efficiency. Reinvigorate an assessment culture and processes.

4. Understand the lessons of history so as not to relearn them.

- Gus and POTY leveraged current best practices of other Services’ Centers of Excellence as a starting point for the Community. They spent countless hours researching their pubs, engaging in discussions to further educate themselves on the (R)ESCORT procedures. USMC rotary wing assets have a long history of performing in this capacity, the US Army also has similar TTPs or lessons learned that could be morphed to a maritime environment. Once generic TTPs were discussed and put to paper, it was time to perform TAC D&E. No outside/additional resources were required, no additional weapon systems, no new ranges; merely an acceptance, forward leaning Community/AIRWING/ARG Leadership to bless the TAC D&E and perform in an operational environment.

We have learned a great deal of information concerning this new capability. While neither perfect nor a 100% solution, it has been adopted on both the East and West Coast and will only encourage our younger aviators to realize that if you see a “potential capability” within your wardroom/weapon system/squadron/Community, that capability come to fruition and your ideas can be transformed into TTPs in an expedited manner!

Recently, the CNO visited NPS and went on to say: “It is very important that this not be confined just to schools. It has to happen out in the fleet. We are working very closely with not just the Naval Postgraduate School, but all of the Navy’s schools, so that they can find a way to teach the principles of high-velocity learning. Our leaders can go out there and become teachers. We teach the teachers here, and that starts and spreads across the fleet.”

This is just one example of how the HSC Community has taken one of the CNO’s LOEs and pushed our Navy for the better.

The HSC Community has fully immersed itself within the CNO’s LOE of “Achieving High Velocity Learning at Every Level” specifically with its most recent initiative: Rotary Wing (R)ESCORT. The MH-60S platform has the potential to revolutionize the AIRWING/ARG/NAE with its relatively new addition of the Fixed Forward Firing Weapon Systems.

This is not the same helicopter as the legacy platforms within the ARG, or CSG (i.e. H-46, SH-60F, HH-60H, etc…).

The main difference is that the MH-60S now provides similar (if not more) firepower and engagement profiles as current sister service Attack Helicopters. With the 20mm cannon, Unguided Rockets, the Advanced Precision Kill Weapon System, AGM-114 Hellfire missile(s), .50 cal and 7.62mm crew served weapons we provide CSGs, ARGs and Theater/ Combatant Commanders the ability to employ this weapon system while keeping up with the ever changing and dynamic/current environment.

One of the CNO’s Core Attributes within his “Design for Maintaining Maritime Superiority” is Initiative.

“INITIATIVE: On their own, everybody strives to be the best they can be – we give 100% when on the job. Our leaders take ownership and act to the limit of their authorities.

We foster a questioning attitude and look at new ideas with an open mind. Our most junior teammate may have the best idea; we must be open to capturing that idea.“ LCDR Eric “Gus” Gustafson (HSC-9) and LCDR Bobby “POTY” Anderson (HSC-26) along with other community pioneers have embodied this principal and have lead the charge for the HSC Community pushing the boundaries of this current relevant capability. These officers have spent countless off duty hours researching, developing, testing in an operational environment to include TSTA, COMTUEX, AIRWING Fallon affording the opportunity for internal/external evaluation. They realized with this new weapon system there were more mission sets that could be explored. Why couldn’t a Navy Rotary Wing Asset perform as a RESCORT during a CSAR mission? This past summer (2016) when Navy Sailors found themselves in Iranian Waters - could a Navy HSC squadron off the Carrier or off the LHD perform the overwater CSAR while providing its own “escort”? How would they carry out this mission? Which weapon system “cocktail” would be the preferred/optimal? These are the questions that two young LCDRs dove into and have worked toward utilizing the CNO’s LOE of High Velocity Learning.

Rather than play a “pick up game” in a real world event, the HSC community is looking to formalize a playbook in an expedited manner to meet the needs of the fleet through High Velocity Learning during their FRTPs.

RESOURCES: http://www.nps.edu/About/News/Chief-of-Naval-OperationsShares-His-Vision-for-High-Velocity-Learning.html http://www.navy.mil/cno/docs/cno_stg.pdf

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The Red Lions Sleep Tonight Article by CDR Ryan Hayes,USN HSC-15 Executive Officer

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elicopter Sea Combat Squadron Fifteen (HSC15), formerly Helicopter Anti-Submarine Squadron Fifteen (HS-15), deactivated on 31 March, 2017, as part of a larger deactivation of the Navy’s tenth air wing.

In an effort to better align carrier air wings with aircraft carrier availability, the Navy made the recommendation to deactivate the 10th air wing, which included CVW-14 staff, VFA-15, VAW-112, and HSC-15, and Congress and the HSC-15 Showbird in San Diego President approved of the deactivation in the 2017 National Photo by Raymond Revard Defense Authorization Act (NDAA). By reducing the number of carrier air wings, remaining squadrons experience a more consistent operational schedule, reducing the dwell time between deployment cycles, increasing readiness and efficiency of the Optimized Fleet Readiness Plan (OFRP). Explained by VADM Mike Shoemaker, Commander, Naval Air Forces, "restructuring to nine carrier air wings is the most efficient use of those operational forces to meet global requirements. Carrier strike group warfighting readiness and operational availability also improve by providing predictable rotations for squadrons, while reducing excessive time between deployments when carriers undergo lengthy maintenance availabilities."

The World Famous Red Lions of HSC-15 have had a remarkable and impactful history over the past 45 years of service to the nation. As an aircraft carrier-based squadron, HSC-15 has deployed aboard twelve carriers: USS Forrestal (CV 59), USS Saratoga (CV 60), USS Independence (CV 62), USS America (CV 66), USS Enterprise (CV 65), USS Nimitz (CVN 68), USS Dwight D. Eisenhower (CVN 69), USS George Washington (CVN 73), USS Ronald Reagan (CVN 76), USS John F. Kennedy (CV 67), USS Harry S. Truman (CVN 75), and most recently USS Carl Vinson (CVN 70).

Over the years, operations have taken HSC-15 to the Atlantic, Arctic, Indian, and Pacific Ocean, as well as the Adriatic, Arabian, Caribbean, Mediterranean, and Norwegian Seas. During deployments, the Red Lions have long played a role in U.S. foreign policy and military actions, including contingency operations with the U.S. Multinational Peacekeeping Force in Lebanon during Operation FLUID DRIVE; combat operations during URGENT FURY in Grenada; extensive North Atlantic Antisubmarine Warfare (ASW) operations with NATO; PROVIDE COMFORT in Iraq; PROVIDE PROMISE and DENY FLIGHT in the former Yugoslavia; DECISIVE ENDEAVOR and SOUTHERN WATCH in the Arabian Gulf; DELIBERATE GUARD and COOPERATIVE ASSEMBLY supporting U.S. involvement in the The Mighty Sea King Balkans conflict; IRAQI FREEDOM in Iraq; ENDURING FREEDOM and NEW DAWN in This new squadron was commissioned for the purpose of Afghanistan; UNIFIED RESPONSE in Haiti for human- testing and then fulfilling a new naval concept: Sea Control. itarian support; and INHERENT RESOLVE in Iraq and HS-15’s first years were spent assisting the Interim Sea ConSyria. Throughout its entire history, HSC-15 has the proud trol Ship evaluations onboard the USS Guam (LPH 9). On distinction of rescuing or evacuating more than 700 people. January 21, 1972, only 80 days after its commissioning and Helicopter Anti-Submarine Squadron FIFTEEN was com- one month after receiving its full complement of SH-3G airmissioned on 29 October 1971 to fly the SH-3 Sea King at craft, HS-15 deployed for the first time.

Naval Air Station, Lakehurst, New Jersey.

The first major event in HS-15’s illustrious history occurred Rotor Review #136 Spring ‘17

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FEATURES on 23 June 1972. Hurricane Agnes had severely flooded the Wilkes-Barres/Scranton area in northern Pennsylvania. HS15 sent five of its aircraft for disaster relief and evacuated or rescued 427 people. Without any rest for the weary, HS-15 was deployed two days later to continue its Sea Control Concept evaluation. This intrepid squadron transitioned to the new SH-3H helicopter in August 1972, eventually joining Helicopter Sea Control Group ONE on 29 September 1972.

The Sea Combat Control mission gave the squadron the opportunity to fly over the polar icecaps and relax during their first port call to Lisbon, Portugal on 20 June 1973. In November of that same year, HS-15 moved from Lakehurst, New Jersey to Jacksonville, Florida. The final Sea Combat Control Evaluation was held on 18 April 1974. By finally finishing the first mission assigned, HS-15 was allowed to shift from the Sea Control environment to the CV environment and operate as a conventional HS squadron.

The high tempo pace continued for HS-15 when they deployed in October of 1983. This deployment was originally scheduled for the Indian Ocean, but events in Grenada forced a diversion to the South Caribbean. Throughout the hostilities in Grenada, the Red Lions provided combat SAR service as well as small boat interdiction patrols while operating a forward detachment from the USS Moosbrugger (DDG 980).

During this detachment HS-15 rescued 11 wounded personnel from a downed Army helicopter. Four days later, the Red Lions rescued a civilian in the combat zone during a small boat interdiction flight.

The Red Lions were on deployment to the Mediterranean aboard the USS Forrestal when the Pan Am hijacking occurred on 5 September 1986. Since the Forrestal was in port in Naples at the time, an emergency recall was ordered. However, the ship left port missing nearly half of its crew and the Red Lions continuously conducted logistic runs to bring the necessary personnel back aboard.

The squadron’s 1988 deployment took the Red Lions from the Mediterranean Sea through the Suez Canal to the North Arabian Sea. Their presence was to ensure the unobstructed passage of ocean commerce through the Strait of Hormuz into

the Persian Gulf. Among the high points of the deployment was the opportunity to meet the Commander-in-Chief, President George H. W. Bush, prior to his “Summit on the Sea” with Soviet President Mikhail Gorbachev.

Through 1992 and 1993, HS-15 transitioned to a new aircraft, a new carrier, and a new carrier air wing. The Red Lions successfully completed the transition to the new SH60F/H Seahawk and subsequently joined CVW-17 and the USS Saratoga. HS-15 led the development of the overwater Night Vision Goggle program, ensured 100 percent of the aircrews were NVG qualified, and integrated with SEAL Team EIGHT to form the most operationally ready Combat Search and Rescue team in the Navy. This training allowed the Red Lions to stand over 1,000 hours of CSAR alert in the Adriatic Sea, supporting Operations PROVIDE PROMISE and DENY FLIGHT off the coast of Bosnia.

1997 provided more change as the Red Lions joined the

The Red Lions in Bosnia.

USS Dwight D. Eisenhower battle group and welcomed their first female pilot into the squadron. The squadron deployed with IKE in April 1998 to the Persian Gulf. However, plans changed with rising escalations in Yugoslavia. During Operation DELIBERATE GUARD, HS-15 logged over 2,500 hours of flight time patrolling the coast of the Adriatic Sea in a perfect position to support any missions.

HS-15 entered the global war on terror on 12 September 2001, the day after the tragic terrorist attacks. Within 24 hours the Red Lions had four aircraft and over half of their Sailors aboard USS George Washington in New York City Harbor supporting Combat Air Patrols.

During the first three months of their 2002 deployment

Aircraft 610 crossing the stern of a carrier.

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on USS George Washington, HS-15 actively participated in Operations ENDURING FREEDOM and SOUTHERN WATCH, flying numerous SAR flights and standing around the clock combat SAR alerts, enabling CVW-17 aircraft to constantly provide airpower in support of U.S. ground forces in Afghanistan. During deployment, the Red Lions also participated in numerous coalition exercises with allied countries.

HS-15 deployed with CVW-17 on USS John F. Kennedy (CV-67) in 2004 to the Arabian Gulf in support of Operation ENDURING FREEDOM and SOUTHERN WATCH, and executed a combat detachment of two HH-60Hs to Kuwait in support of Navy and Marine Corps Special Operations Forces operations in southern Iraq.

In 2005 the Red Lions began preparations for the Central Command Navy Air Ambulance combat MEDEVAC mission in Kuwait. Throughout the year, squadron pilots and aircrew completed U.S. Army Medical Evacuation doctrine schools, flew training missions with Army MEDEVAC pilots at Fort Rucker, and successfully completed a Helicopter Advanced Readiness Program specially designed to earn U.S. Army MEDEVAC certification prior to deployment. In November, the Red Lions, as the lead squadron, along with the Island Knights of HSC-25, formed the 2515th Navy Air Ambulance Detachment and relieved the 236th Army Air Ambulance Company as the primary MEDEVAC asset in Kuwait and Southern Iraq. It was with great pride that HS-15 assumed the long distinguished “DUSTOFF” call sign which is synonymous with all Medical Evacuation Units.

During this unique and intensive training period, the Red Lions also sent a two helicopter detachment aboard USS Harry S. Truman to assist with the evacuation and rescue efforts along the U.S. Gulf Coast following Hurricane Katrina. During Joint Task Force Katrina, HS-15 took charge and was responsible for the launch and recovery of all HS, HSL, and HSC helicopters as other communities joined the task force without bringing their own Plane Captains and LSE’s. On top of that, the Red Rotor Review #136 Spring ‘17

The Red Lions in Kuwait.

Lions flew 6 to 9 hour flights moving people from the Superdome to the airport while the maintenance department worked a 24 hour schedule. Over 10 days, HS-15 made 72 rescues, 31 evacuations, delivered 12 tons of food, and conducted 3 MEDEVACs. In early 2006, half of the Red Lions deployed to Kuwait while the other half continued MEDEVAC training.

In May 2006, the Red Lions deployed their second detachment to Kuwait on Thanksgiving to complete the yearlong deployment. While deployed, the 2515th Navy Air Ambulance Detachment flew 1,443 sorties, 2,503 hours, and conducted 331 MEDEVACs transporting 324 patients. The Red Lions’ tireless contribution in Kuwait and Iraq embodied the DUSTOFF credo “When I have your wounded” while instilling the Navy Search and Rescue motto “So Others May Live”.

In January 2009, HS-15 sent a squadron detachment to Barstow, CA to work with SEAL teams and USMC units.

The squadron prepared four HH-60Hs and 63 personnel to travel to Balad, Iraq in direct support of Combined Joint Special Operations Air Component Command. Within 72 hours the Red Lions were flying, and within a week assigned their first mission. After five months of operations, the squadron had tallied 455 combat flight hours resulting in the capture or kill of 21 High Value Targets.

Upon return from Balad, the squadron re-integrated and began to prepare for the upcoming Southern Seas deployment in January 2010. The squadron rapidly shifted from an overland desert environment to a traditional carrier-based helicopter squadron. The 30

Southern Seas deployment was the first part of the huge change for HS-15, as the squadron would move from Jacksonville, Florida to San Diego, California aboard yet another new carrier, the USS Carl Vinson .

On the first day of the deployment, 12 January, Port au Prince, Haiti was rocked with a magnitude 7.0 earthquake. The squadron utilized their five embarked SH-60F/HH-60H Seahawk helicopters in order to support the humanitarian aid mission during Operation UNIFIED RESPONSE. At the end of the operation, the squadron had flown 323 hours, conducted 135 MEDEVACs, and transported 50 tons of food and 75 tons of water. The Southern Seas deployment continued unabated and the squadron arrived at their new home in San Diego in 2010.

From 2010 to 2011, HS-15 deployed on board Carl Vinson on a WESTPAC deployment. The Red Lions participated in bilateral exercises and conducted training with the Royal Air Force of Oman in the overland mission skill sets. While continuing to train pilots and sailors, the squadron executed daily flight operations in support of ENDURING FREEDOM and NEW DAWN. Once again from November 2011 until May 2012, the Red Lions deployed with the USS Carl Vinson on a WESTPAC deployment. During this deployment HS-15 was invaluable in supporting Operation ENDURING FREEDOM. The Red Lions continued to build relations with the Royal Air Force of Oman and also participated in Theater Security- Operations with the Indian Navy during this deployment.

After returning to San Diego, HS-15 began the process of transitioning to the

FEATURES new MH-60S helicopter and training for the new Helicopter Sea Combat mission set. This transition culminated on 15 November 2012. Now as HSC-15, the Red Lions continued their excellence in any and all missions.

Only a few months passed before the Red Lions began to ramp up again in preparation for their next deployment. In December 2013, the Pride worked in conjunction with Naval Strike and Warfare Center (NSAWC) and VX-1 to perform a Quick Reaction Assessment (QRA) of the Advanced Precision Kill Weapon System (APKWS) Digital Rocket Launcher (DRL). An improvement to the LAU-61 Unguided Rocket (UGR) system, the DRL promises to be a valuable asset to various missions conducted by the MH-60S. Prior to the QRA, HSC-15 participated in HARP Fallon, at which the squadron utilized the UGR system as well as trained with the M197 20mm fixed forward firing cannon. The M197 utilizes the External Weapon System (EWS) already in place for the AGM114 Hellfire missiles, and can be mounted along with the Hellfire or UGR system. The Red Lions, with the assistance of their first Super JO since 1992, tested the capabilities of the combined weapon system while increasing their proficien-

Firing Exercise at Fallon.

cy with them, ensuring HSC-15 will be ready to answer the call when they are needed.

On 22 August 2014, the Red Lions began their WESTPAC deployment aboard USS CARL VINSON to the Arabian Gulf in support of Operation INHERENT RESOLVE. Throughout cruise, HSC-15 was awarded several prestigious honors, including the coveted Battle “E” award, the Jimmy Thach award, and the CVW-17 Golden Wrench maintenance excellence award.

During the course of their deployment, the Red Lions flew over 4,000 total flight hours, tirelessly contributing to CVW-17 air operations in the Global War on Terror.

Upon returning from their last deployment in June, 2015, HSC-15 entered the maintenance funding phase and has supported numerous Commander, U.S. Third Fleet, and Com-

mander, Helicopter Sea Combat Wing Pacific exercises and training events. In late 2015, the squadron was identified to deactivate as part of the Navy’s reduction of an entire carrier air wing, and the squadron was reassigned to Commander, Helicopter Sea Combat Wing Pacific. In the final months of flight operations, HSC-15 executed a shore-based detachment to Oahu, Hawaii, in support of the 25th Rim of the Pacific (RIMPAC) exercise, providing Distinguished Visitor logistics support. The squadron stopped flight operations in December, 2016, and will officially deactivate on 31 March, 2017.

The World Famous Red Lions past and present are grateful for the opportunity to serve our great Nation for the past 45 years. The squadron is not being decommissioned and may be re-activated in the future. Approximately 150 remaining Red Lion Sailors have been detailed to complete their tours at other units, most staying in-rate at other HSC or HSM squadrons at North Island, and all 8 MH-60S and support equipment will be recapitalized within the HSC Wing. The legacy that our squadron has built in over 45 years of service to our nation has become an integral part of each Red Lion Sailor, and each of us will be grateful to be part of the Pride.

HSC-15’s Last Flight

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Helicopter Antisubmarine Squadron Fifteen Commanding Officers Commander William P. Franklin

Commander Burdelle F. Doe

Commander James V. Davis

Commander Kenneth R. McCarty Commander William S. Renner

Commander Dale S. Brown, JR

Commander Giles M. Thompson Commander Andrew A. Granuzzo

Commander Robert R. Hanke

Commander William J. Crossen

Commander Stephen G. Kupka

Commander Harver O. Fielding

Commander Charles W. Woomer, III Commander Christopher L. Addision Commander Timothy J. Hallihan

Commander Richard W. Strickler Commander John J. Waickwicz

Commander Dovard W. Nelms

Commander Mark K. Adrick

Commander Kendall Card

Commander Howard S. Bayes, JR Commander Bruce L. Anderson

Commander Kevin B. Lynch

Commander George A. Cox

Commander Phillip L. Beachy

Commander John M. Slaughter Commander David R. Swain Commander Andrew A. Butterfield

Commander Arthur F. Trahan

Commander Todd J. Flannery

Commander Christopher M. Misner Commander Lawrence G. Getz Commander Kevin M. Kennedy Commander Gabriel E. Soltero

29 OCT 71 – 20 JUL 72 20 JUL 72 – 27 JUL 73 27 JUL 73 – 25 JUL 74 25 JUL 74 – 15 JUL 75 15 JUL 75 – 09 JUL 76 09 JUL 76 – 02 JUN 77 02 JUN 77 – 01 AUG 78 01 AUG 78 – 25 JAN 80 25 JAN 80 – 15 JAN 81 15 JAN 81 – 12 MAR 82 12 MAR 82 – 27 JUL 83 27 JUL 83 – 07 JAN 85 07 JAN 85 – 17 JUL 86 17 JUL 86 – 05 FEB 88 05 FEB 88 – 08 JUN 89 08 JUN 89 – 10 SEP 90 10 SEP 90 – 17 JAN 92 17 JAN 92 – 25 MAR 93 25 MAR 93 – 09 SEP 94 09 SEP 94 – 06 SEP 95 06 SEP 95 – 04 DEC 96 04 DEC 96 – 08 MAR 98 08 MAR 98 – 24 JUN 99 24 JUN 99 – 02 SEP 00 02 SEP 00 – 13 DEC 01 13 DEC 01 – 10 APR 03 10 APR 03 – 19 MAY 04 19 MAY 04 – 23 JUN 05 23 JUN 05 – 15 DEC 06 16 DEC 06 – 28 MAR 08 29 MAR 08 – 14 MAY 09 14 MAY 09 – 24 JUN 10 24 JUN 10 – 11 AUG 11 11 AUG 11 – 15 NOV 12

Helicopter Sea Combat Squadron Fifteen Commanding Officers Commander Gabriel E. Soltero Commander Mark C. Newkirk Commander Wesley S. Daugherty Commander James W. Stewart Joint Meritorious Unit Award (1992) Navy Unit Commendation (‘80, ‘84) Meritorious Unit Commendation (‘72, ‘82, ‘88, ‘91, ’98, ‘12) Battle Efficiency Award (‘80, ‘82, ‘90, ‘98, ‘09, ‘14) Navy Expeditionary Service Medal (‘81, ‘82) National Defense Service Medal (‘71, ‘90, ‘01) Rotor Review #136 Spring ‘17

15 NOV 12 – 06 DEC 12 06 DEC 12 – 06 MAR 14 06 MAR 14 – 01 JUN 15 01 JUN 15 – 31 MAR 17

Command Awards Armed Forces Expeditionary Medal (‘83, ‘84, ‘88) Global War on Terrorism Expeditionary Medal (2014) Global War on Terrorism Service Medal (2014) Armed Forces Service Medal (‘92, ‘94, ‘96, ‘98) Humanitarian Service Medal (‘76, ‘05, ‘10) Admiral J.S. “Jimmy” Thach Award (‘04, ‘14) 32

CAPT Arnold J. Isbell ASW Award (‘77, ‘78, ‘90, ‘91, ‘99, ‘03) CNO Safety Award (‘76, ‘79, ‘80,’ 81, ‘82, ‘86, ‘98, ‘99, ‘07) CINCLANTFLT Golden Anchor Award (‘97, ‘00, ‘01, ‘02, ‘05, ‘07) HSCWINGPAC Golden Anchor Award (’10, ’11, ’12) Arleigh Burke Fleet Trophy (‘98)

FEATURES

Steel Knight 2017: Marines Execute Largest Long-Range Raid Exercise in 14 Years Article by Lance Cpl. Jake McClung, USMC

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Planning and executing a mission of this scale took months of preparation, from its initial planning stages to returning home safely, said Lt. Col. Jackson Doan, commanding officer of 3rd Battalion, 5th Marine Regiment (3/5), and the assault task force commander.

To prepare, leaders of air and ground forces as well as several pilots participated in a simulation of Sea Horse Wind aboard MCAS Camp Pendleton, Dec. 1.

Reconnaissance Marines inserted into the training area Dec. 4. On Dec. 5, infantry Marines and personnel prepared gear and equipment to complete the long-range raid and on Dec. 6, air and ground forces conducted the raid.

Marines with Marine Light Attack Helicopter Squadron (HMLA) 169, Marine Medium Tiltrotor Squadron (VMM) 164, VMM-364, Marine Aerial Refueler Transport Squadron (VMGR) 352, VMGR-152 and Marine Heavy Helicopter Squadron (HMH) 466 acted as close air support and transported ground Marines into the objective area.

“For the individual Marine, this exercise is important because it provided them the opportunity to perform a longrange raid exercise, which we don’t get the chance to do that often,” said Lt. Col. Rafael Candelario, acting regimental commander of 3/5 and mission commander of Sea Horse Wind.

Marines on the ground engaged multiple simulated enemy outposts while calling for air support from nearby aircraft.

“Having that opportunity to actually work with the [aircraft], work with the crew and then learn his craft of being an assault Marine and going to the objective via aviation,” said Candelario. “It’s an opportunity for us to refine our standard operating procedures – to make sure that we are face-to-face with the guys who’ll be flying us in combat.”

ore than 600 Marines with the 3rd Marine Aircraft Wing and 1st Marine Division conducted exercise Sea Horse Wind, in both southern California and Arizona, Dec. 4 to 9.

Sea Horse Wind was a long-range raid in which 29 aircraft transported ground troops from Marine Corps Air Station Camp Pendleton, California, to a simulated combat zone in Yuma, Arizona, and provided close air support to ground units. The raid was a crucial component to exercise Steel Knight, a division-level exercise which allows Marines and Sailors to exercise the full range of their capabilities.

Steel Knight is an annual exercise lead by the 1st Marine Division that spans Pacific Southwest region of the United States. It gives members the opportunity to focus on fires, maneuvers, warfare tactics, and command and control capabilities. This training evolution allows Marines and Sailors to experience a range of environments and while fighting against a thinking opposing force, which enables 1st Marine Division to remain the Marine Corps’ largest, most capable and most lethal combat force in readiness.

Sea Horse Wind gave 3rd MAW Marines the opportunity to train with ground troops and allowed ground troops the chance to participate in a large-scale mission similar to the ones executed in Iraq and Afghanistan, said Capt. Andrew Lundskow, an AH-1Z Viper pilot with HMLA-169.

This is the first time Marines have conducted exercise Sea Horse Wind in 14 years, integrating air, ground, command and logistics command elements.

Two AH-1Z Viper pilots with Marine Light Attack Helicopter Squadron (HMLA) 169 participate in a simulation of exercise Sea Horse Wind aboard Marine Corps Air Station Camp Pendleton, Calif., U.S. Marine Corps photo by Lance Cpl. Jake M.T. McClung

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Return of the Black Sea Knights

Article and photographs by Carlo Kuit & Paul Kievit, Bronco Aviation

Romania’s Navy (Fortele Navale Române/ FNR)‘ Black Sea Knights’ helicopter squadron

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omania’s Navy (Fortele Navale Române/ FNR) is small compared to other naval forces in the Black Sea region and within NATO. Though it has a number of frigates, corvettes and minesweepers, the size of the naval aviation component is limited to three IAR.330 ‘Puma Naval,’ locally designed and built helicopters that serve in a variety of tasks.

Romanian Naval Aviation celebrates its tenth anniversary in 2017. The “Black Sea Knights” helicopter squadron is housed at Tuzla Airport, located southwest of Constanta, and operates three IAR.330s ‘Puma Naval’ helicopters. The history of Romanian Naval Aviation dates back to June 1920 when the first aircraft arrived. By the end of World War II, 24 Heinkel He-114s were in service. These seaplanes were withdrawn from service over the years with no replacement. Naval Aviation operations were disbanded in May 1960 when the last eight He-114s were scrapped.

In the late 1980’s, when the first Tetal II class frigate and destroyer ‘Mărășești’ entered service with the FNR, a number of IAR.316B Alouette helicopters were outfitted with inflatable flotation gear and a winch on the port side, as well as foldable main rotor blades. The two Tetal II class ships have a deck capable of handling one IAR.316B while ‘Marasesti’ has a deck and hangar capable of accommodating two IAR.316Bs. The helicopters were sourced from Air Force (Fortele Armee Română/ FAR) inventory, based at Tuzla at the time. With Rotor Review #136 Spring ‘17

the disbandment of the 59th Helicopter Group from Tuzla in 2001 and the retirement of most of the IAR.316s, the Romanian Navy found itself with no helicopter support from the FAR. The few operational IAR.330s from the disbanded squadron at Tuzla transferred to the 863rd Helicopter Squadron at Mihail Kogalniceanu.

“With the acquisition of two Type 22 frigates; F-221 Regele Ferdinand (ex HMS Coventry) and F-222 Regina Maria (ex HMS London) in 2004 it became clear there was a need for a dedicated naval helicopter force and procedures had to be adopted resulting in a steep learning curve for our crews.

Without helicopters we are not able to perform all our tasks,” according to CAPT Ioan. “They are a vital part in our ASW/ ASuW tasks.”

“In March 2016 a modernization programme has been started to upgrade the Type 22 frigates to be able to be able to carry out ASW and Anti-Surface Ship Warfare (ASUW) missions and to improve the Command & Control systems onboard. The upgrade will have a timespan of three years planned to be finalized in 2019,” adds CAPT Ioan.

A request for three new helicopters was issued. Elbit Systems & IAR Brasov were contracted in July 2005 with cooperation of FHL Claverham, Aerazur, Rockwell Collins, Breeze Eastern and Rafael Company from Israel. The first IAR.330 Puma Naval (#140) made its first flight at Ghimbav, Brasov 34

FEATURES on 30 January 2007. The IAR.330 Puma Naval underwent testing from February until June 2007, including sea trials and ship compatibility tests.

On 13 July 2007 the ‘Black Sea Knights’ squadron was formally re-established after forty-seven years of absence with the introduction into service of the first IAR.330 Puma Naval (#140) assigned to the Type 22 Frigate “Regele Ferdinand.” By the end of 2007, each of the eight Naval Aviation pilots logged a total of 25 flight hours. The second IAR.330 Puma Naval (# 141) was delivered during January 2008. After delivery of the third IAR.330 Puma Naval (‘142’) the squadron relocated end 2009 to Tuzla. “ Initial tasks were mainly day operations to get to learn operating the Puma Naval and get used to seaborne operations,” according to LCDR Bogdan Curca. “ The next phase we started to train and explore the capabilities of the tactical consoles on board, lastly in the period 2009-2010 night operations were high on our agenda in the training syllabus to be able to operate 24/7 when required.” Currently, not all pilots have been qualified for night operations.

The main modifications to the Puma Naval compared to the standard IAR.330L variant are: cockpit layout, Rafael Toplite eletro-optical ball senor in the nose (EOP), laser and radar warning receivers, blade antennas under the tail boom and on top of the main rotor fairing, chaff and flare dispensers under

The tactical consoles can be added rapidly and can deliver a valuable Recognized Maritime Picture (RMP).

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the main gear. These modifications can also be found in the IAR.330 SOCAT fleet of the Romanian Air Force (FAR). For naval operations, a number of changes were made to the basic IAR.330L airframe: foldable main rotor blades, inflatable flotation gear, door-mounted winch on the starboard side, anti-crash seats, harpoon for deck landing in rough weather conditions, crash position indicator on the port side of the tail boom, two searchlights under the fuselage and a bubble-type observation window on the sliding doors. “We basically added what devices we require for naval operations to the standard IAR.330L airframe,” adds CDR Marius Mitric.

At the time of the authors’ visit, exercises were conducted with USS Porter (DDG 78) to share experiences and procedures operating in a multi-national environment. This also included deck landings of an IAR.330 at USS Porter. The FNR also participated in Unified Protector (2011) and Operation Atalanta (2012) as part of European Union Naval Force (EU NAVFOR). The latter deployment included an IAR.330, 4 pilots and 12 technicians/engineers. “Before we deployed we had a Maritime Interdiction training to prepare ourselves for the anti-piracy mission,” said to CDR Ciobotaru. He continued, “we mainly conducted ISR missions of the Somali coast working with multi-national MPAs with usage of digital cameras. On average two missions a day were flown during the deployment of three months.”

Operations with the Puma Naval typically consist of a pilot, copilot and a mechanic, who also operates the winch in case of SAR missions. “For ASUW missions, two operators are added to the crew who are responsible for operating the sonar buoys and datalink 11 which is used to exchange large amounts of data between helicopter and the ASUW operators onboard our frigates. The tactical consoles can be added rapidly and can deliver a valuable Recognized Maritime Picture (RMP) to our fleet,” explained Black Sea Knight CDR Mitric.

In December 2005, ten selected naval officers started their initial flight training at the Air Force Academy at Boboc on the IAR.316B helicopter type qualifying as Navy pilots in July 2006 after finishing a 100-hour training syllabus. “At the start, the trainers at Boboc were a bit hesitant to have naval aviators with no experience trained; luckily this changed as we showed our capabilities and dealing successfully with the fast pace of training,” said one of the FAR Naval pilots. The new naval aviators continued with an accelerated training on the IAR.330 SOCAT at Bucharest-Otopeni airport for an additional 75 hours, which focused on day operations, basic maneuvering and emergency procedures. Eighteen ground crew technicians were also trained at Boboc Air Force Academy. Two of the eight pilots are also instructors on the IAR.330 Puma Naval.

“As we did not have any relevant experience anymore in naval operations, we had to start building our expertise again.

In a way we are a self-learning squadron,” said LCDR Bogdan Curca. “To build up our expertise in Anti-Submarine Warfare (ASW) operations, we have been working closely together with ASW operators on our Frigates as of 2014…after an extensive training we gained operational ASW capabilities in 2015. Currently we are conducting real life exercises with the Turkish Navy (Türk Deniz Kuvvetleri) submarines in order to www.navalhelicopterassn.org

IAR-330 Puma Naval helicopter

To further sustain the future of Romanian Naval Aviation, there are plans to acquire a fourth IAR.330 Puma Naval specifically to support the Batalionul 307 Infanterie Marina (307th Marine Battalion), the elite squadron of the Romanian Marines. The Marines are trained in a similar way as the Green Berets and Rangers and are primarily used for on/off shore and beach-head establishing missions, as well as fighting in Delta regions such as the Danube Delta. Less known is the cooperation with GNFOS Grupul Naval - Forte pentru Operații Speciale Grupul Scafandri Incursori (Special Operations Naval Group) who also saw action during Operation Atalanta (2012).

To support the future expansion of tasks and sustain the ‘Black Knight’ squadron a new group of young pilots is planned to be trained at Boboc training school in the near future.

test our procedures deploying the new TMS2000 sonobuoys with support of two technicians from Thalys.”

To enhance IAR-330 Puma Naval helicopter’s ASW, IAR Brasov awarded a contract in June 2013 to Thales to develop and deliver TMS 2000 sonobuoy processors. The sonobuoys send acoustic data to the processor through a VHF link which is received from the VHF receiver and processed by the aircraft in real-time. The TMS 2000 provides capabilities for detection, tracking, localization and classification of surface and subsurface targets in all environments by processing active and/or passive acoustic data gathered from sonobuoys. The TMS 2000 provides mono and multi-static processing modes for all active sonobuoys.

The last stage of the modernization was finalized by late 2015. The helicopters have been fitted with torpedo launchers, extending their operability to anti-submarine warfare.

The Puma Naval had previously been outfitted in 2012 with two machine guns (7.62 mm and 12.7 mm), for anti-piracy operations (operation Atalanta). “We have not selected and procured the actual torpedoes yet,” said CDR Mitric. “The Puma Naval is able to carry various torpedoes. We just select what equipment we want to have and put it on the helicopter.

That is our way of working and thinking.” It is most likely the BAE systems Stingray torpedo will be selected as the torpedo of choice.

Rotor Review #136 Spring ‘17

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FEATURES

Improving STEM Education, Industry Diversification Keys to Workforce Growth, Report Says Article by S.L. Fuller Article reprinted with permission from Rotor and Wing International

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ames Lankford, an Aerospace Engineering graduate student from the University of Maryland, was inspired to study aerospace by his uncle — a former West Point engineer and retired Bell Helicopter OH-58 Kiowa Warrior pilot. As highlighted in AIA and AIAA’s “2016 National Aerospace & Defense Workforce Summit: Proceedings Report & Recommendations,” Lankford wanted to be just like his uncle. However, Aerospace Industries Assn. (AIA) and the American Institute of Aeronautics and Astronautics (AIAA) underlined that the industry is near starved for people like Lankford. One cited study found that nearly 27% of the nation’s industry workers LT Madeline Andersen of HSC-3 and a friend tour a MH-60S. are older than 55. As the current workforce retires, it needs to be replaced.

AIA AIAA recommendations for helicopter industry programs to stakeholders and government officials was interestAlthough there are no other mentions of helicopanother. Businesses should, the report stated, expand its ters, the report and recommendations are pertinent to the external reach to engage students through competitions, aerospace and defense industries as a whole. The suminternships, mentorships and co-ops. mit, held during two days at the beginning of September, Another cause, the summit reported, of the low workfound that a major factor in the decrease of interest in the force numbers is diversity. An Aviation Week study industry in terms of the up-and-coming workforce is the found that Asian Americans, African Americans, Native lack of science, technology, engineering and mathematics Americans and Latinos currently represent 21.1% of the (STEM) education in grade school. Summit attendees industry workforce. The study also found that women were made recommendations for policy and recruitment as well a minority in the industry, at less than 22% of the workas education. force and 20% of the industry’s executives. Along with One conclusion drawn from the summit was that STEM recommending a better focus on recruiting and retaining education should start before fifth grade. minorities, the report also recommended addressing career “We must seek equity for all children, because they do advancement, salary levels and other issues to young not come to school on an equal basis, and a big gap is that STEM professionals — including student debt. schools are not equipped to address their difference,” said AIA and AIAA had pre-existing goals for U.S. STEM U.S. Congress Rep. Mike Honda in the report. “We must education and workforce development. “Revised to focus on what each child needs, and focus on preschool. reflect summit input,” the report’s conclusion included Most STEM programs begin in fifth grade, but many stugoals to enact STEM-focused national policies, diversify dents are [disengaged] by then.” mentoring, generate additional data to gain more insight, Recommendations include routinely articulating indusdemonstrate workplace evolution, market the aerospace try workforce concerns and practices to federal agencies and defense industry, and create effective models and and members of Congress, and collaborating with Conmeasurement. gress and committees to craft legislation that will bolster economic competitiveness and job opportunities in the industry and encourage education and training programs the industry requires.

The onus also falls on businesses and organizations to drum up workforce interest and technical ability, the summit reported. Developing new business and academic partnerships was one recommendation. Advocating for support to expand the most successful local regional 37

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“Hey, We’re Getting the Choir Back Together!”

Article by CDR Jim Lois, USN (Ret)

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he Naval Air Training Command Choir, launched in the late 1940’s and disbanded in the early 2000’s, is seeking past and present Navy, Marine Corps and Coast Guard aviators who were in the group during their Pensacola flight school days.

A cadre of past members and directors is working to locate former members and, if recruiting is successful, reunion concerts are being planned for San Diego and other military communities.

Any former members who still enjoy singing, or who would like to renew the camaraderie they shared back in the day, may register at https://tinyurl.com/natcc-signup. Or, send an e-mail to natcc1@aol.com and include your name, phone, e-mail address, year you were in the choir and vocal range. Facebook users can visit with choir members at www.facebook.com/groups/ natcc.

Throughout the years, the choir comprised members who were primarily aviation students in Pensacola. As they progressed to more advanced training at other bases, they would leave the area after roughly 12 months and new members would take their place.

Despite its high turnover rate, the choir’s reputation for musical excellence and patriotic presentation continued to grow. Over the decades, the group performed at hundreds of public events nationwide. It also appeared in such venues as The Tonight Show, a joint session of the U.S. Congress, nationally televised NFL and MLB games, the Miss Universe pageant, and with the Atlanta Pops symphony. It also produced a number of record albums.

Naval Air Training Command Choir Reunion Performance at National Museum of Naval Aviation in Pensacola, FL. Photo taken by Bruce Graner, Pensacola News Journal.

Rotor Review #136 Spring ‘17

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FEATURES

For the Birds: New Prediction Method Sheds Brighter Light on Flight Article by Warren Duffie Jr., Office of Naval Research

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ponsored by the Office of Naval Research, researchers at Stanford University found a new way to precisely measure the vortices-circular patterns of rotating air-created by birds’ wings during flight. The results shed light on how these creatures produce enough lift to fly.

Resembling a feathered flying ace with his miniature protective goggles and chinstrap, the parrotlet named Obie stood ready to take off. On signal, Obie propelled into the air, flapped through a laser field infused with microparticles and landed on another perch three feet away.

The journey only lasted three seconds, but it challenged the accuracy of three aerodynamics models long used to predict animal flight. It also might impact future designs of bio-inspired drones, robots and unmanned aerial vehicles (UAVs), a topic of interest to the U.S. Navy and Marine Corps.

Sponsored by the Office of Naval Research (ONR), researchers at Stanford University found a new way to precisely measure the vortices-circular patterns of rotating air-created by birds’ wings during flight. The results shed light on how these creatures produce enough lift to fly.

“One of the most exciting recent advances in understanding flying animals has been the use of new technologies like this to collect all kinds of data in free-flight conditions,” said Marc Steinberg, an ONR program manager who oversees the research. “We can learn what’s really happening-the biology and physics-and apply it to create UAVs capable of navigating challenging environments like under a thick forest canopy or through urban canyons.”

Led by Dr. David Lentink, the Stanford team tested three models commonly used to estimate how much lift birds, and other flying animals, generate when flying.

First, they had Obie and other parrotlets fly several times through a laser field flashing 1,000 times per second, lighting up nontoxic aerosol particles the size of a micron (one thousandth of a millimeter).

As Obie flapped through the field, thin mist particles moved around his wingtips and were photographed by superhigh-speed cameras-creating a new picture of the vortices in the wake of a flying animal. The Stanford researchers took this data and combined it with measurements gathered from another instrument, an aerodynamic force platform, invented in Lentink’s lab with support from ONR. “The platform is basically an ultra-sensitive weight scale that measures the force generated when a bird takes off in a specially designed flight chamber,” said Lentink, an assistant professor of mechanical engineering.

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Obi, the feathered ace.

The researchers then applied each of the three prevailing models to these new measurements multiple times. In each case, the existing models failed to forecast the actual lift of the parrotlets.

The problem is that long-standing models are based on historical measurements taken a few wingbeats behind a flying animal, resulting in predictions that wing vortices stay relatively frozen over time-like the puffy clouds that form and dissipate slowly in an airplane’s wake. Lentink’s research, however, demonstrates that birds’ wing vortices actually break up suddenly and violently, within two to three beats.

“For a long time, engineers have looked to animal flight literature to see how robotic wings could be designed better,” said Lentink. “But that knowledge was based on inaccurate models for lift. We now know we need new studies and methods to inform this design process better. I believe our method, which measures lift force directly, can contribute to such improvements.”

Future stages of Lentink’s research will involve applying his new lift model to studies of how winged drones and UAVs can perform missions in environments that are difficult to navigate, such as dense woodland. His work is sponsored by an ONR Multidisciplinary University Research Initiative focusing on unmanned, autonomous flight.

www.navalhelicopterassn.org

Opinion

Will it Take a Calamity for the Navy to Fix its Obsolete Helicopter Training Program?

Article by Dan Goure Reprinted with permission from The National Interest (http://nationalinterest.org)

TH-57 aircraft put in the hangar to protect from winter storms in 2016.

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he Navy’s program to train helicopter pilots stands on the precipice of a major technical or human calamity. Because it is operating obsolescent, 35-year-old TH-57 helicopters that are increasingly difficult to maintain, it is only a matter of time before there is a major incident that brings this critical training operation to a standstill. The Navy has been planning to replace this dwindling fleet of helicopters since 2005. It is now 2017 and the Navy is no closer to finding a solution. It is time for a new approach, one that leverages best practices from the commercial world of aircraft fleet management.

Helicopter training for Navy, Marine Corps and Coast Guard personnel is the responsibility of the Chief of Naval Air Training (CNATRA). The man in charge, Rear Admiral Dell D. Bull, has an impossible task. He must take nascent pilots coming off initial training on the modern T-6 trainer aircraft, and then send them back to the future by putting them into a 35-year-old helicopter without up-to-date avionics, safety features or electronic systems in order to prepare them for flying some of the most advanced aircraft in the world, such as the MH-60R, CH-53 and MV-22 Osprey. The Navy is in danger of creating a future in which it has the best operational fleet of helicopters and tiltrotor platforms, but an inadequate supply of fully trained pilots to fly them.

Rotor Review #136 Spring ‘17

Moreover, the TH-57, a derivative of the Bell 206, is no longer in production. If a helicopter is junked, there is no way to acquire a replacement. This means CNATRA must pay increasingly exorbitant amounts of money to keep the old birds flying. The current maintenance contractor, L-3 Communications, has performed a herculean task keeping these old crates flying. But maintenance demands are cutting into the number of aircraft available on a daily basis. As a result, there are reports that the number of daily training flights is declining below demand, creating a throughput problem that will soon affect the readiness of both the Navy and Marine Corps.

A lack of imagination from its acquisition community has contributed greatly to the Navy’s inability to fix its helicopter training program. Navy acquisition sees the problem as one of buying and maintaining helicopters. So it immediately goes ballistic worrying about the money required to buy a new fleet of training helicopters. Wrong way to think about the problem. CNATRA’s job is producing qualified, capable pilots in sufficient numbers to meet demands. Ownership of equipment is largely irrelevant so long as all the requirements for training are met. Even today, maintenance and support for aircraft, simulators and other equipment is performed by private contractors. On an average day, only the instructor pilot and the trainees are actually Navy personnel. Why, in such 40

Opinion an environment, should it matter who owns the helicopters so long as a sufficient number are available on a daily basis to meet demand?

How would a private company reluctant to pay the upfront costs to acquire capital goods handle this problem? It would outsource the job. It would contract with a services provider who would acquire and maintain the necessary fleet of helicopters, simulators and support capabilities to guarantee the required number of training flights per day. The beauty of this is that the contractor would own the aircraft, be responsible for their upkeep and modernization and ensure the smooth flow of trainee pilots through the system.

This is exactly what the Army and Air Force have done.

The Army awarded CAE USA a multiyear contract to provide a turnkey comprehensive training program for fixed-wing pilots. The work will be performed at a company-owned and operated training center and academic, simulator, with live flying training on both U.S. Army and CAE-owned aircraft.

Similarly, Doss Aviation is responsible for the Air Force’s Initial Flight Training program. This service is provided at the company’s owned and operated facility in Pueblo, Colorado using platforms, curriculum and instructors it provides. The Army and Air Force programs prove that there is no legal, regulatory or contracting barrier to hiring a services contractor to support Navy helicopter pilot training.

The Navy should hold a full and open competition to provide a complete system for training Navy helicopter pilots.

The contractor would provide a fleet of appropriate and modern helicopters, simulators, maintenance and support, even curriculum development and classroom instruction, if the Navy so desires. One contract, one contractor; what could be

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more straightforward and simple to administer? The contractor would get paid based on an agreed level of performance, generally defined as training opportunities. Based on the number of training flights the Navy requires per day, the contractor would ensure that number of aircraft are available. The Navy gets out of ownership of yet another fleet of helicopters as well as the headache of maintaining and upgrading them. The Navy can still control the training curriculum, the number and character of training flights and use its own personnel as trainers. But it gets rid of the costly and burdensome responsibilities for managing the equipment and training systems that support CNATRA’s mission.

Another risk the Navy faces due to its failure to innovate is that when the crisis hits, and it will, the Pentagon will simply shut down the separate Navy program and ship all the responsibility and resources to the Army’s helicopter training program at Fort Rucker. The new Secretary of Defense is already looking to consolidate areas of overlapping activity among the services. Turning Navy/Marine Corps helicopter pilot training over to the Army creates certain challenges given that each service operates differently, but this would still be a better solution than trying to maintain the Navy’s current creaky, inefficient and even dangerous system.

Dr. Dan Goure is a Vice President of the Lexington Institute.

He served in the Pentagon during the George H.W. Administration and has taught at Johns Hopkins and Georgetown Universities and the National War College. You can follow him on twitter @dgoure and you can follow the Lexington Institute @ LexNextDC.

www.navalhelicopterassn.org

useful Information

Ways to Support a Friend During a PCS Content provided courtesy of USAA.

By Briana Hartzell and Craig Zabojnik

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nyone who completes a move understands the stress and chaos it brings. After attempting to make a list of how I can help others going through this process (and coming up a bit short), I asked fellow military spouses how they received assistance or lent a hand to another family moving across the country. Their ideas are creative, kind and would be perfect for any friend preparing to move.

Here are ways you can help a friend during their move: Organize (sell/trash/donate): Help your friend stay realistic while preparing for a move. The box they haven’t opened since their last pack out? The stack of magazines they keep trying to find time to read? It often takes an outsiders perspective to help whittle down the belongings before a big move. Offer to bring things to a recycling center, donation location or assist with a garage sale.

Childcare: The most essential day to be child free is the pack -out. There is no way to keep an eye on the packers, your belongings and manage the children.

It would also help to watch the kids for a few hours prior to the move, so that the parents have time to organize (without someone following along to undo their efforts).

Feed: When you know a move is on the horizon- you try not to buy any groceries and eat out of your existing pantry and freezer. At some point a can of beans and some pasta is just not appealing! Make a meal to share and save them from a smorgasbord of canned goods.

Room and Board: Instead of the family sleeping on an air mattresses with bare bones supplies, offer to host them for a night or two during their pack-out.

Heavy Lifting: A trusted friend is the ideal extra set of hands (and eyes) during pack out (can help put labels on everything).

On the flip side, you notice a new family is moving in next door (ALERT: potential new friend!), here are some ways you can help ease their transition: Share your WIFI password until they can get their Internet services set up.

Share cleaning supplies. Their supplies are packed (and probably not easy to find or get to) and this will allow them to tidy up their new place before their belongings are delivered.

Rotor Review #136 Spring ‘17

LCDR Colleen Minihan, the sea detachment officer in charge of the “Sea Knights” Helicopter Sea Combat Squadron (HSC) 22 detachment one, takes a picture with her family after returning from deployment. HSC-22 deployed for eight months aboard the dry cargo and ammunition ship USNS Medgar Evers (T-AKE 13) supporting the Harry S. Truman Carrier Strike Group.

U.S. Navy photo by Mass Communication Specialist 3rd Class Kaleb R. Staples,USN.

Bring a meal (with disposable plates, cups, napkins and flatware so they don’t have to worry about cleaning and returning dishes.

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Useful Information

Avoiding Military Information Security Violations While Using Social Media Content provided courtesy of USAA. By Chad Storlie

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n enormous responsibility that today’s military personnel have that yesterday’s did not is how to use social media in a responsible manner. Responsible use of social media is a way that keeps you close to friends and loved ones while deployed or at your base but does not reveal any information that is useable or potentially useable to an adversary or existing enemy. Social Media is defined as the traditional forms of social media such as Facebook, Twitter, Instagram, email, blogging, and photo sharing.

The following items are to help you use social media in a responsible manner and continue to use social media as a vital tool to keep you in touch with friends and family and to deny vital and potentially vital information to current and future adversaries.

Avoiding Military Information Security Violations Using Social Media #1 – Do Not Geo Locate Photographs.

Photographs share a great deal of information both seen and unseen. One of the easiest ways to safeguard information is to turn off the geographic location feature on a phone and / or camera when you take pictures. Additionally, you also do not want to share your location on any photo sharing application.

There are a lot of easy to determine information from military photographs – units, ranks, weapons, and potential missions.

However, when you cannot geographically locate the picture, it becomes enormously more difficult to use the picture for a military purpose. Remember, no locations in the picture or in the application.

Avoiding Military Information Security Violations Using Social Media #2 – Check Your Emotions When Posting.

When using Social Media to post, consider using Buffer or Hootsuite (to name only a few) to create and schedule your Social Media posts. This way you can calmly compose, check, and attach photographs that tells your deployment story or what you are doing. Most importantly, scheduling Social Media does not allow time pressure or emotions to interfere.

Anger, missing friends and family, or a quick comment (“just got extended for 45 days in the Persian Gulf because of a ship breakdown @Norfolk”) can cause problems quickly. Remember, a social media scheduling service can aid staying in contact and prevent emotional out bursts on social media.

Avoiding Military Information Security Violations Using Social Media #3 – Tell a Positive Story.

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A lot of trouble with military social media can be avoided when you tell positive or interesting stories. Take a picture of your breakfast, lunch and dinner. That is a story for several days. What do you like, dislike, what are the “special” procedures and rules when you eat, etc.? This is especially interesting for children because it is a humanizing, interesting, and affirming story for a deployment. Moreover, pictures of military personnel making “ranger” pudding and the like with MRE’s is an interesting story. Additionally, pictures of dayto-day activities of where you work, sleep, etc. helps give a feeling of even temporary familiarity to those that miss you.

Remember, positive stories go a long way.

Avoiding Military Information Security Violations Using Social Media #4 – Write About Your Experience & Don’t Speculate.

Blog writers and social media posters can get into trouble with military authorities when they speculate on upcoming missions, the success of missions, the effectiveness of tactics, and what types and quantities of military specialties are at your location. When you tell your own story, a great deal of these concerns go away because you are telling what happened to you and what your perspective is. When you criticize and speculate on past and future missions, you are crossing a line.

As a rule, do not mention ranks and names, units, weapons, weapon capabilities, supply levels, or mission preparations.

Remember; tell your story with good background and detail.

Avoiding Military Information Security Violations Using Social Media #5 – Obey the Commands on Social Media of Your Unit.

Every unit and every commander has a different level of comfort and familiarity with social media and its uses. If you can, look to inform and teach how social media can and is used to portray and transmit a positive message to the country and to the unit’s members. If you cannot, then obey the issued rules and orders if you disagree. Remember, an order on social media use and posting is still a lawful order that must be followed.

Using social media to tell your story and stay in touch without violating information security protocols is achievable.

Do not use location on words & pictures, do not post when mad, tell a positive story, write about your experiences, and obey your units commands on social media use. www.navalhelicopterassn.org

Helo History

Lost Comms Article by LCDR Tom Phillips, USN (Ret)

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t all began when I stepped on the foot switch to talk on the intercom system (ICS) to my struggling student replacement pilot (RP) as we sat in a dip in the Delta training area off sunny Imperial Beach. When my worn, grey, terminally scuffed, polish-free flight boot (“really Skipper, I’d like to shine them, but that would be a fire hazard in the event of an emergency”) mashed the foot switch, an A/N ARC-51(V) UHF RadioTransmitter Set internal relay, somewhere among the wire runs of the all-electric Sea King, elected to respond to my stimulus by petulantly terminating it’s contract with the government to perform certain specified electro-mechanical duties in the proper manner, which it had, no doubt, loyally and reliably performed for many years with nary a word of thank from countless aviators (a lot of aviators in the case of a venerable ARC-51, the ONLY UHF radio installed in the equally venerable SH-3 Delta). The exact nature of its failure was very unusual and will be explained by the time this little lesson in humility is complete.

My “ops normal” report to Imperial Beach (IB) ground went unanswered. No big deal. From the Delta dip areas, it wasn’t unusual for IB not hear a helo in a dip although they had been copying us on previous calls. Probably some atmospheric afternoon effect thing. No matter. Break dip, get

the Naval Air Training Command Flight Program, and was a bloodied Fleet Readiness Squadron Replacement Pilot, having passed through the perils of FAM stage and was well in to the overwater stage. He had seen this type of setup before.

“O.K. Ace, what seems to be the matter?” I asked innocently.

“Well, sir,” (CAT Ones, new pilots, always call you sir, no matter how many times you assure them that it’s NOT necessary in the aircraft) “It could be a variety of things at this point...” he replied, scanning the gauges with grim determination, probably to buy time until all the outlying precincts of his memory reported in.

“Possible low engine oil pressure, eh?” I asked, seeing his eyes sweeping the engine and “Lost comms. I should be worried. A non-normal situation. transmission performance gauges.

His scan instantly stopped on the Not exactly an emergency, though. Not today.” engine oil pressure gauge, paused for an instant in confusion, decided it wasn’t the problem, and flicked his eyes around the adjacent some altitude and check in. We raised the dome and climbed gauges.

No clue there either.

The helicopter by now was in out. Still no luck. O. K. No problemo... call one of the birds a gentle descent and a very slight turn.

Wind was blowing in in a closer dip area to relay... SOP when comms weren’t so my window. good from the outer dips. Still no joy. I couldn’t see other “We seem to have plenty of altitude,” I hinted. Actually a helos closer in to shore, so maybe we were alone out here. double hint as I slid my hand under the collective.

Could the freq be wrong? A quick check of the button.....

He brightened, no longer clueless. The words “radio probNope it was still the right button. I asked the RP to try, with lem” formed in the light bulb above his all-white, unscuffed, similar results. Hmmmmm... Could we be lost comms? .... helmet, followed by the words “Gee that’s not on the grade Cool! card”.

The eyes dropped to the center console. The UHF Lost comms. I should be worried. A non-normal situation. power switch was still in transmit-receive plus guard. The Not exactly an emergency, though. Not today. After all, we mixer switches were all up where they belonged.

On to the were only 18 nautical miles out to sea, about equidistant from overhead circuit breaker panel.

All breakers in.

He looked at either Imperial Beach or North Island. It was CAVU (ceiling me.

“How was I doing it?” was written all over his face. and visibility unlimited) to the moon, dark visor flying, and in The aircraft continued its slow descent towards the serenely a very controlled and friendly environment. undulating surface of our enemy, the ocean, calmly waiting Following the old axiom, “When life deals you lemons, below.

He brightened again. Moving back down to my transmake lemonade,” I turned to my RP copilot, ready to turn mit select switch, he was disappointed to find it on number this malfunction into an unscheduled training opportunity. I one, the UHF selection, where it ought to be. He looked at looked over at him. He was silent thus far, and not a litme again, still perplexed, just too late to catch my glance over tle suspicious. After all, he was a card-carrying graduate of Rotor Review #136 Spring ‘17

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HISTORY North Island before securing for the day, it already being 1500 in the afternoon of a Friday, Ace?” Now the light went on upstairs again. Usually does when you make the question personal.

“Let’s go to North Island instead since it’s the same distance from our posit as IB. We can call IB when we’re safely on deck before they ever miss us.”

I was enjoying this immensely. It was a break from the same old syllabus stuff and it was challenging the RP in an unscheduled area, so I’d get to see how smart this guy really was. We were also getting an opportunity to work as a crew against something external instead of doing the IP-RP game.

That would generate a little bonding and bring him a little farther along the road from the training command to the fleet.

“Are we totally lost comms or have we just lost our receiver?” I asked. RP didn’t know.

“Well, if it’s the receiver, we can broadcast our problem in the blind and get someone to escort us in,” he ventured.

“No need for that. It’s CAVU. Besides, we don’t want to have to wait for them to take action and get hold of some bozo who probably couldn’t execute a running rendezvous if his life depended on it. Let’s head for North Island and tell IB, in the blind, what the problem is and what we’re doing about it.” I keyed the mic: “Beach ground, Calumet Four Zero transmitting in the blind. We are lost comms, departing Delta One for A “no-need-to-make-note-of-this-on-the-grade-sheet-yessir”.

North Island. If you copy, please advise Displaying some body language, slouched with a foot up on North Island tower that we’re inbound, the console, which indicated eloquently that control of the E-T-A ten minutes. Calumet Four Zero, aircraft and our collective lives was completely in his hands, out.” No answer.

I asked: “What’s that pounding noise I hear?”

“What if it’s IB that’s not transmitting.

Couldn’t they be off the air?” ventured RP. “O.K., now you’re thinking, let’s try IB tower instead. It’s “I don’t hear anything, sir.” He hesitantly replied after a a different radio.” We did. No joy. second or two.

“It could still be our receiver. If it’s our receiver, do we “Look at your turn-and-bank. See the ball? It’s pounding have another? What other receiver do we have?” He thought on the side of this pig trying to get back in.”

“Yessir.” The ball smoothly centered, first time, no over- for a minute. The aircraft held altitude and remained in balanced flight. I guess the lesson really had sunk in. shoot. The kid showed potential.

“How about the Guard receiver.” He said slowly with “I think we’re lost comm, Ace.” obvious triumph.

“Really?” Latent potential, anyway.

“Good. So we ask IB to call us on Guard if they receive.”

“Really. So what do we do?”

“Uh, return to IB using the day VFR lost comm proce- Tried that. Still no joy.

“O.K., there’s a chance that we’re too low to talk to IB. Both dures.” He paused, scanning the flight gauges, especially the ball. I remained silent, which could only be interpreted by an IB and North Island are at sea level and we have to stay low to RP as an invitation to enlighten me as to the specifics of such stay out of controlled airspace since we’re lost comm. Who

a procedure, which he did, in adequate detail, the procedures else can we call that might be high enough?”

I was thinking of Arizona Pete. Arizona Pete was the call ending with shut down the helicopter.

“O.K. Where does that leave us?” Silence. He refrained sign for the Air Force Air Defense Intercept Zone controller from saying that would leave us at IB for fear it would be for Southern California. We would hear him from time to taken as a flippant comment, and he had no other clue as to time calling some high, fast mover out in the ADIZ whose IFF was on the blink, or who had strayed out of his assigned the desired answer.

“What happens after we shut down?” Still not getting it, path while in the ADIZ. He was on some high mountain he kept silent. O.K. so the indirect questions weren’t get- somewhere, with great antenna height. When RP couldn’t ting through to him, so time to shift to the direct approach... think of anyone who might be high enough if neither IB nor “Who’s gonna babysit the helo while parts are sent down to North Island was high enough, I suggested Arizona Pete to IB from North Island, and who’s gonna wait to fly it back to him and he agreed to the possibility. So I took the aircraft and my right shoulder to catch the eye of the instructor aircrewman to assure him with a weary nod that I knew we were headed for the water... again. And that I would snatch us from the jaws of death, if necessary...again. It was gonna be necessary too, if the RP didn’t wake up shortly, very shortly.

He suddenly noticed something, I know not what, because he was scanning the caution panel just before he snapped back to job one, adding collective, pulling back the nose, and rolling wings level. We transitioned to a satisfying, and positive rate of climb, although the wind in my window increased somewhat.

“Hey, Ace,” (that wasn’t his real name, and I would NEVER demean another aviator, even a CAT I replacement pilot, with such a disparaging appellation, really. No really! Even if he HAD just tried to kill me and the crewman riding White Knuckle Airlines back there).

“Yessir? A poignant “yessir” full of contrition and awareness that he had screwed up, and that my point was made with him, by golly. A “no-need-to-make-note-of-this-on-thegrade-sheet-yessir”. Displaying some body language, slouched with a foot up on the console, which indicated eloquently that control of the aircraft and our collective lives was completely in his hands, I asked: “What’s that pounding noise I hear?”

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had RP look for a frequency for Arizona Pete. When it was communicated to RP that we didn’t have any ADIZ frequencies handy, flying in the ADIZ not being something we did, he suggested we use Guard.

He switched up Guard.

“Hey, Ace, what’s another name for Guard?” He responded with the proper name for the frequency, Military Air Distress (UHF).

“Right, but Navy pilots also call it Air Force Common, because the Air Force seems to use it for everything. They’re always up talking on Guard. Be sparing of using Guard. You don’t want anybody to think you’re an Air Force puke. In fact, let’s skip it. We’re approaching North Island’s airport traffic area and we’re almost home free. We certainly don’t need it today.” As we crossed the five-mile DME, I transmitted: “North Island tower, Calumet Four Zero in the blind. Five miles out on your One Nine Zero for landing. We’re NORDO. Request a green light indicating clearance up Three Six for landing Pad Ten and taxi to my line, Out.” “See anything RP?” Neither of us did. “Those dumbasses in the tower.... can’t even notice a helo operating in their ATA in broad freaking (sic) daylight. Geez, it’s a wonder we aren’t all killed with... never mind, let’s get the landing checklist.

Keep your eye on the tower. They might wake up and get their heads out of their asses any minute now.”

With the checklist complete and still no green light from the tower, we proceeded to the approach end of Runway Three Six, and landed on the taxiway, the designated spot for helo lost comm landings. Comfortably on deck, we kept looking at the tower while I quizzed RP on tower signal lights to control ground traffic. We couldn’t remember where to find them. We saw no lights.

“Well great. We can sit here till we run out of fuel waiting for someone to notice us. God help us if this aircraft carried a Spetsnatz team or a bunch of terrorists. Hell with this.

RP, it’s easier to get forgiveness than it is to get permission, let’s taxi up to the hold short of Runway Two Nine. We’ll be closer to the tower and maybe those blind yokels will notice us. Shine your controllable spotlight at them. What else can we do?”

“Well sir, we COULD try one of our “Prick Nineties” (The PRC-90 was a personal survival radio, kept in our survival vest for emergency use when the crew was in a survival situation).

“Hey, RP, good idea.” I broke out my survival radio from my vest and attached the earphone jack to the case, slipping the earpiece, an earplug, into my ear.”

“Geez that’s tight! Probably make my ear bleed. Ouch.”

There followed some general give and take among the four crewmen of Calumet Four Zero about the first penetration of bodily orifices, discomfort, questioning of experience, and a low level of crude conversation not suitable for repetition in public.

Teary-eyed and grimacing, I expedited a very perfunctory request for a green light on Guard, not waiting an instant more than necessary for an answer before removing the earplug, to the accompaniment of additional ribald comments about penetration however slight, falsetto endearments and promises, among which was my muttering promise to visit the paraloft for a smaller size plug, which set off another round of juvenile humor, while we approached the hold short to cross Runway Two Nine.

“I can’t believe this. We’re practically under their noses and they still don’t see us. Hell, we might as well taxi on home.

Those idiots’ll never know the difference. Are we clear right?”

Immediately, we got a red light from the tower. Out from the base of the tower, roared a flight line “follow me” truck, bubble gum machine flashing. We waited for the “follow me” to pull in front of us and lead us to the squadron line. Instead, the truck pulled up to a stop, and the driver got out. He entered the helo and shouted to me with a big grin: “YOU’RE TRANSMITTING ON THE RADIO ON GUARD, KEEP SILENT UNTIL YOU’VE SHUT OFF THE UHF RADIO. “THAT CAN’T BE,” I shouted back. “WE NEVER KEYED THE “BLEEPING” RADIO ON GUARD, EXCEPT FOR THE PRC-90.”

“WELL, FOLLOW ME, SIR.” We shut off the radio and taxied back to the line behind the truck in silence. We wrote up the NORDO gripe for the AT’s, who were back in maintenance control from their trouble-

An SH-2F Seasprite of Helicopter Antisubmarine Squadron (Light) (HSL) 31 hovers over a practice landing pad at Naval Auxiliary Air Station (NAAS) Imperial Beach, California, while an SH-3 Sea King operates behind it. This image was taken on April 7, 1975.

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HISTORY shooting before we could finish the yellow sheet. It seemed a little relay in the radio stuck in the transmit position causing everything to be transmitted on the radio, but nothing could be received since the transmitter was always on. I got this sinking feeling in the pit of my stomach just as the phone rang.

It was for me. The phone conversation went something like this: “This is the tower supervisor. It is my duty to inform you that you have been transmitting everything you’ve said in your helo over the UHF on Guard for the last twenty minutes.”

“That can’t be. We never transmitted on Guard except once on the PRC-90.”

“Wrong Lieutenant, every word any of you said went out over the air on Guard.”

“Everything? You mean the stuff about Air Force Common?”

“Yep.” “And the stuff about the blind yokels in the tower?”

“Yep.” “Even the stuff about...”

“Your ears? Yep that too.”

“On Guard? Dear Lord! Not on Guard?”

“Fraid so. We were hugely entertained. In fact, I don’t know when we’ve laughed so much. It was a hoot. We’ve got it on tape. Would you like a copy?”

“God no!” I shifted to a whisper, “Don’t ever let anyone know you have it on tape or I’ll never live it down. You must destroy that tape. “ O.K. Lieutenant. By the way, Arizona Pete called.......”

Now these are the Laws of the Navy Unwritten and and varied they be....

Take heed what you say of your seniors, Be your words spoken softly or plain, Lest a bird of the air hear the matter And so shall you hear them again.....

Sometimes when life deals you lemons and you make the most of the situation by making lemonade. Although it may be a pleasing shade of yellow, it is not always as sweet as it could be, and it can pucker your mouth so that it’s hard to talk.

It may be so bitter that you can hardly open your mouth. If so, keep your mouth shut. You never know who’s listening.

Naval Helicopter History - 1967-1968 Kaman Aircraft Company Honors UH-2A/B Seasprite Helo Aircrews. NAS Atsugi Japan Submitted by Joe Skrzypek, CDR, USNR (Ret.)

HONORED BY KAMAN. Scrolls of Honor and Mlssion Awards for rescues made while flying in UH-2 Sea Sprites were presented to crewmembers at a recent HC-7 formation.

Recipients were, front row, left to right, LTJG J.P. Brennen, Scroll and 2nd Mission Award; LTJG R. B. Beougher, 2nd Mission Award; ADJ3 S. R. Hill, 1st Mission Award; AE3 J, L. Feliciano and LTJG P . J . Skrzypek, 1st and 2nd Mission Awards; ADJ1 R. L. Clemons, (holding scroll).

Rear row, LT S. M. Salisbury, 1st Mission Award; LTJG L. L. Duncan, (holding scroll); LTJG W. L. Berry, 6th Mission Award and a plaque for logging 1000 hours flight time in the UH-2; LTJG P. D. Cullen, (holding scroll), LT A. J. Curtin, 6th Mission Award; AEW Smith, 2nd Mission Award. Other recipients were LTJG R. B. Lewis, 3rd and 4th Mission Awards; AMS2 R. R. Lavigne,(holding scroll).

The presentations were made by Donald Tancredi, far left, Kaman service representative.

Most of the rescue flights were made over Southeast Asian waters. (USN photo) 47

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Whiting Field Names Auditorium for Vietnam Hero Article by Melissa Nelson Gabriel Originally Published in the Pensacola News Journal, Jan. 12, 2017

T

he Whiting Field Naval Air Station auditorium where hundreds of Navy, Marine and Coast Guard flight students receive their coveted flight wings every year is being named to honor former Whiting helicopter instructor and Medal of Honor recipient , CDR Clyde Lassen,USN. Lassen, who died in 1994, flew his helicopter into North Vietnam and rescued two Navy pilots while taking enemy fire during the harrowing 1968 mission that led to his Medal of Honor recognition. He was the only helicopter pilot to receive the nation’s highest military honor for action in the Vietnam War. A Whiting flight training building previously named for Lassen was heavily damaged by Hurricane Ivan in 2004 and had to be bulldozed, said Jay Cope, spokesman for the base.

LT Clyde Lassen and the crew of Clementine 2, June 18, 1968. Image from “This Day in Naval Aviation” https://www.thisdayinaviation.com

Cope said base officials wanted to do something else to recognize Lassen, who became a helicopter training squadron commander at Whiting Field after his time in Vietnam.

“Every two weeks, the helicopter students who graduate from our program get their wings in a ceremony at the auditorium,” Cope said. “We thought it was the appropriate place to honor him.”

A display case in the auditorium lobby contains personal items donated to the base by Lassen’s family. The display also includes audio recordings made of radio communications during Lassen’s Medal of Honor mission.

According to Lassen’s citation, the downed pilots ran out of flares used to indicate their location on the ground.

“When flare illumination was again lost, Lt. Lassen, fully aware of the dangers in clearly revealing his position to the

LT Clyde Lassen and President Lydon B. Johnson at Medal of Honor ceremony..Image coutesy of Getty Images.

Rotor Review #136 Spring ‘17

enemy, turned on his landing lights and completed the landing. On this attempt, the survivors were able to make their way to the helicopter. En route to the coast he encountered and successfully evaded additional hostile antiaircraft fire and, with fuel for only 5 minutes of flight remaining, landed safely aboard USS Jouett,” the citation stated.

CAPT Dick Catone, USN (Ret.) was a longtime friend of Lassen’s and a fellow Vietnam-era helicopter pilot.

CAPT Catone, who also served as a training wing commander at Whiting, plans to attend the auditorium dedication ceremony at the base Tuesday and speak about Lassen.

Catone said Lassen was a phenomenal pilot who was able to share what he learned in combat with hundreds of young flight students to better prepare them for what they might experience in their military careers.

“Clyde’s philosophy was that he wanted to give each student the opportunity to reach their pinnacle,” Catone said.

“You don’t want to scare the students, but you want them to know why we are training. You never know what you might have to do; you are a warrior, you are going into harm’s way, and you have to be prepared as best you can.”

Lassen’s Medal of Honor mission is an example of making quick decisions, finding solutions to problems and accepting risks to save others, he said.

“He was flying an old, single-engine helicopter. He was out there in the middle of the night for the sole purpose of rescuing the aviators. When he put on his landing lights it made him a great big target, but he was able to do the rescue,” Catone said.

“He is a hero to many of us.”

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ANNIVERSARY DATES 2017-San Diego NHA Symposium HAL-3 - 50th Year - 1967 HSC-3 - 50th Year - 1967 HC-5/(HSL-31) - 50th Year - 1967 HC-6/HSC-26 - 50th Year - 1967 HC-7 - 50th Year - 1967 HS-6 - 71st Year - 1956 - (Reunion this year) NASNI - 100th Year-1917 -Nov 11, 2017 (on base) 2018-Norfolk NHA Symposium Naval Rotary Wing Aviation 75th Anniversary HU-1/HC-1 - 70th Year - Date 1948 HM-14 - 40th Year - Date 1978 HM-16 - 40th Year - Date 1978 HSL/HSM-41 - 35th Year - 1983 HSL-46 - 30th Year - Date 1988 2019 San Diego NHA Symposium HS/7HSC-7 - 50th Year -1969 HCT-16/HC-16 – 45th Year - 1974 HC-8/HSC-28 – 35th Year - 1984 HS-14/HSC-14 - 35th Year - 1984 HS-17 - 35th Year - 1984 HC-5/HSC-25 - 35th Year – 1984 HSL-42/HSM-72 - 35th Year – 1984 HSL-43/HSM -73 - 35th Year - 1984 HM-19 - 30th Year - 1989 HSL-48 - 30th Year - 1989 HSM-70 - 10th Year - 2009 Interested in having a reunion? We can help.

Contact NHA’s Retired and Reunion Manager, Mike Brattland; (619) 435-7139 or email retiredreunionmgr@navalhelicopterassn.org 49

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SYMPOSIUM 2017 MULTIMISSION SUPERIORITY Rotor Review #136 Spring ‘17

Book your room at the Bahia through NHA for special rate

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2017 Symposium Schedule of Events

All Events Are at the Bahia Resort Hotel, San Diego Unless Noted

SYMPOSIUM 2017

Items in RED Require: NHA Membership, Registration, Payment to NHA Website Monday,15 May 1000 -1700 Exhibitor Booth Setup Pavilion 1300-1700 Exhibitor Booth Setup Mission Bay Ballroom/Foyer 1100-1530 HS-3/HSC-3 50 Open House Building 346 NASNI 1500 HS-3/HSC-3 50 Year Celebration Ceremony Building 346 NASNI 1700-2100 2017 NHA Symposium Welcome Reception The Pennant S. Mission Beach

Tuesday, 16 May 0700-0800 Registration Desk Open Mission Bay Ballroom Foyer 0730-1700 Exhibit Halls Open Pavilion/Ballroom/Foyer 0730-0830 Morning Coffee & Pastries Bayside Pavilion 0830-0845 Opening Ceremonies/NHA President’s Remarks Mission Bay Ballroom 0845-0900 Chairman’s Remarks Mission Bay Ballroom 0900-1000 Key Note Address-VADM Mike Shoemaker Mission Bay Ballroom 1000-1115 Senior Enlisted Roundtable - (By Invitation Only) La Jolla Room 1000-1100 Safety Brief Mission Bay Ballroom 1100-1115 Break Pavilion/Ballroom/Foyer 1115-1215 OPNAV N98/PMA-299 Update Mission Bay Ballroom 1215-1315 Senior Enlisted Panel (AW Detailer, ECM, CNAP, AWCM, SARMM) Mission Bay Ballroom 1215-1315 Book Signing (by invitation only) Marina Room 1315-1415 Aviation Transition Assistance Luncheon & Brief (first 120 to sign up) Shell Room 1315-1415 Lunch: On Your Own 1415-1545 Awards Ceremony Mission Bay Ballroom 1545-1645 Pers - 43 Brief Mission Bay Ballroom 1400-1630 Detailer Breakout Groups La Jolla/Pacific Rooms 1700 Exhibit Halls Closed Pavilion/Ballroom/Foyer 1800-2200 Members Reunion - Waikiki Luau Buffet and Steel Drum Band West Bay Beach/Marina Wednesday, 17 May 0730-1700 Exhibit Halls Open Pavilion/Ballroom/Foyer 0730-0830 Morning Coffee & Pastries Bayside Pavilion 0800-1000 Trustees/Directors Breakfast Meeting (By Invitation Only) Shell Room 0800 Aircrew Challenge Breakers Beach, NASNI 0800-1600 Pers - 43 Breakout Groups La Jolla/Pacific Rooms 0830-0930 PMA- 266 MQ8-B/C Update Mission Bay Ballroom 0930-1030 MH60 Weapons Update Brief Mission Bay Ballroom 1030-1130 LCS Panel Mission Bay Ballroom 1130-1300 Veterans United Luncheon & Brief (first 120 to sign up) Shell Room 1130-1300 Lunch On Your Own 1300-1330 Amphib Update Brief Mission Bay Ballroom 1330-1430 Phoenix Fire Exercise Debrief Mission Bay Ballroom 1430-1445 Break Pavilion/Ballroom/Foyer 1445-1515 N98 OAMCM (MH-53/MH60-S RO’s) Brief Mission Bay Ballroom 1515-1600 DESIX ASW Exercise Debrief Mission Bay Ballroom 1600-1645 Junior Officer Panel Mission Bay Ballroom 1615-1730 Commodores Time/ESC (By Invitation Only) Marina Room 1700 Exhibit Halls Closed Pavilion/Ballroom/Foyer 1900-2300 Night Out at Petco Park Petco Park Thursday, 18 May 0715 5K Fun Run Mission Bay Beach 0730-1700 Exhibit Halls Open (Open Late to Accommodate Break Down) Pavilion/Ballroom/Foyer 0730-0830 Morning Coffee Bayside Pavilion 0730-0830 2017 SOE Fleet Fly-In Join-Up Meeting La Jolla Room 0830-1600 Pers-43 Breakout Groups La Jolla/Pacific Rooms 0830-0930 The Waterfront Perspective (Commodores, Ship CO/XOs, Airboss) Mission Bay Ballroom 0930-1030 Commodore/CAG Round Table Mission Bay Ballroom 0830-1730 VIP Break Room (Flag Officers and Captains of Industry) Marina Room 1030-1100 OPNAV N98 CMV-22 Update Mission Bay Ballroom 1100-1115 Break Pavilion/Ballroom/Foyer 1115-1230 Captains of Industry Panel Mission Bay Ballroom 1230-1400 VIP Luncheon (by invitation only)

RADM Miller Naval Aviation Update Briefing William D. Evans Sternwheeler 1400-1415 Symposium Administration Update Mission Bay Ballroom 1415-1600 Flag Panel Mission Bay Ballroom 1600-1700 Sikorsky Naval Hawk Reception Bayside Pavilion 1730-TBD Exhibit Halls Tear Down Pavilion/Ballroom/Foyer 1900-2300 Casino Night and Cocktails William D Evans Sternwheeler

Friday, 19 May TBA NALO Airlift & Commercial Departures NASNI/SD Int’l Airport 0800 Golf Range Time Sea & Air NASNI 0900-1400 Golf Tournament Sea & Air NASNI 1400 Sports BBQ/Awards Ceremony Sea & Air NASNI

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Guest Rooms

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Entrance

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1. GoJet Airlines 2. Navy Mutual 3. TFE Aces Dynamic Instruments 4. FLIR 5. FLIR 6. Telephonics 7. USAA 8. Elbit 9. MOAA 10. BAE 11. BAE 12-14. Northrop Grumman 15. (24 spaces) Sikorsky, a Lockheed Martin Company 16. CAE 17. CAE 18. Piedmont Airlines 19. GE 20. ADS 21. Hover Girl 22. Envoy Air 23. Naval Aviation Museum 24. Leonardo Helicopter 25. Leonardo Helicopter 26. MASSIF 27. UTC Aerospace Systems 28. Bristow Group 29. SkyWest Airlines 30. Breeze-Eastern

Mission Bay Ballroom & Foyer Exhibit Space 37 36 35 34 33 32

Stairs/Elevator

Restrooms Stairs/Elevator

Restrooms

48 Booths 31. Robertson Fuel 32. Squadron Toys 33. General Dynamics NASSCO 34. First Command 35. Enstrom Helicopters 36. Airbus 37. Airbus 38. Textron Systems Solutions 39. Bell 40. Bell 41. TRU Simulation and Training 42. Fatigue Technology 43. Innova Systems 44. Cobham 45. Veterans United 46. Frasca International, Inc 47. L-3 Communications Systems West 48. L-3 Crestview Aerospace 49. Allied Powers LLC 50. Shore Solutions, Inc. 51. PSA 52. TSA 53. CFD International 54. Cocoon, Inc. 55

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Tables T1 – Marc Leibman Book Signing T2 – L& J Publications T3 – PERS 43 T4 – Naval Post Graduate School T5 – FBI T6 – NAVAIR NASNI T7 – NHA Scholarship Fund T8 – NAE T9 – PMA-281 T10 – ANA T11 – Naval Safety Center T12+ – Squadron Toys T13 – NHA Stuff T14 – Silent Auction Prizes Registration Booths R1 - Registration R2 - Pre-Registration

* Drawings are not to scale. www.navalhelicopterassn.org

Symposium 2017 Sponsors NHA wishes to express our deepest thanks to our Event Sponsors. You provide the financial and moral support needed to continue our mission.

Your support for the events during the week will play a key role in making this year’s Symposium memorable and accessible to the naval rotary wing community.

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SYMPOSIUM 2017

Symposium 2017 Exhibitors Booth 1: GoJet Airlines proudly salutes the members and attendees of the 2017 Naval Helicopter Association Symposium. Your commitment to service, safety and professionalism are just a few of the touchstones that define naval aviation, and more specifically, make naval rotary wing operations the model for excellence at home and abroad. While some of you will stay on active duty, we recognize that many of you will choose to serve in a different capacity. For those of you interested in remaining in the cockpit, albeit in a different uniform, we hope you will stop by.We are just inside the main pavilion hall. GoJet Airlines has long been a proud supporter of those who wear the uniform. We actively recruit veterans, and have assisted many military pilots make the transition to commercial aviation. We offer competitive compensation, excellent training and an experience like none other. Above all else, we offer one of the quickest upgrades in the industry. This equates to minimal time before you become even more attractive to the major airlines. We have helped many rotary-wing pilots make the transition to the airlines. We can help you, as well. Thank you for your service. We wish you a successful symposium!

Booth 2: Navy Mutual Since 1879, Navy Mutual has faithfully fulfilled its duty to support military families by providing excellent life insurance and annuity products. We are proud to serve as steadfast advocates for Navy Mutual Members to ensure they receive the benefits and financial security they deserve.At Navy Mutual, our guiding principle is to serve our Members the same way they serve our country — with integrity, passion, and commitment. - See more at: https://www.navymutual.org/About-Us.aspx#sthash.xagUOh5n.dpuf

Booth 3: ACES/Dynamic Instruments has been serving the global military aviation maintenance industry for more than 20 years, ACES/Dynamic Instruments has been working side-by-side with military aviation maintenance professionals to keep our military’s planes ready to protect the nation. The Dynamic Instruments line of vibration analysis tools are designed to be rugged and reliable maintenance tools for main rotor track & balancing, tail rotor balancing, fan/turbine balancing, propeller balancing and transducer calibration verification in both field and laboratory environments. As we look forwards to improve our products to help better support our military our input and feedback is always important. We want our products to continue to be easy to use, reliable and to meet the needs of the fleet. Come by and provide your inputs and suggestions on how we can continue to support fleet. We are here for you!

Booth 4 & 5: FLIR Systems is a world leader in the design and manufacture of infrared and visible-light imaging solutions for airborne, maritime, land-based and man-portable applications including intelligence, surveillance and reconnaissance (ISR), combat search and rescue (CSAR), border control and drug interdiction, navigation safety, maritime patrol, force protection, forward observation, snipers, targeting, fires support & control and laser weapons designation. All of FLIR’s products can be seen on our web site: www.flir.com.

Booth 6: Telephonics remains steadfastly committed to advancing its core surveillance, communications, analysis and integration technologies, providing our aerospace, defense and commercial customers worldwide with a distinct tactical advantage, even in the most challenging of environments.

Booth 7: USAA - We proudly serve military members and their families Since 1922, we have stood by our members. We’ve provided years of guidance and assistance — from helping establish financial independence, to raising a family, to retirement.

Booth 8: Elbit Systems of America is a leading provider of high performance products, system solutions, and support services that aircrews can trust to increase mission effectiveness and cockpit situational awareness. To learn more about our solutions for allowing pilots to keep “heads-up, eyes out” while also seeing key flight information, visit us at booth 8 during the 2017 NHA Symposium and visit www.elbitsystems-us.com.

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Booth 9: MOAA is the one military association that’s with you every step of the way, serving your needs, fighting for your rights. Whether you’re deployed overseas, making the transition to a second career or grappling with your military benefits, MOAA is on your side for life. Make on smarter choices, throughout your life and career, for you and your family. Join MOAA today! www.joinmoaa.org”

Booth 10 & 11: BAE Systems’ cost effective global capabilities fully support the Nation’s rapidly changing global strategic employment. Among our key technologies that continue to enable the Rotary Wing Community’s forward presence are the Advanced Precision Kill weapon System (APKWS), Archerfish Mine Neutralization System, MIDS/JTRS, Rotary Aircraft Seat Systems, AN/ALQ-144 Infrared Jammer and the AN/ALE-39 Chaff and Flare Decoy Dispenser.

Booth 12 -14: Northrop Grumman is a leading global security company providing innovative systems, products and solutions to government and commercial customers worldwide, offering an extraordinary portfolio of capabilities and technologies for applications from undersea to outer space and into cyberspace. In the sea, land, air and space, Northrop Grumman is a recognized leader in autonomous systems. The depth and breadth of our platforms and technologies portfolio provide customers with a wide range of capabilities. The Northrop Grumman built MQ-8 Fire Scout is a combat proven, unmanned helicopter system that provides real-time Intelligence, Surveillance and Reconnaissance (ISR), target-acquisition, laser designation, and battle management to tactical users. Fire Scout has the ability to operate from any air-capable ship or land base in support of persistent ISR requirements.

Booth 15: Sikorsky, A Lockheed Martin Company, has an extensive 74-year history serving the Naval Rotary Wing Community as a leading manufacturer of helicopters built specifically to support the critical missions of the U.S. Navy. Today, Sikorsky’s MH-60 SEAHAWKS are operational and deployed with the U.S. Navy as the primary anti-submarine warfare, special opera-tions, and anti-surface weapon systems for open ocean and littoral zones. They are the world’s most advanced multi-mission maritime helicopters. In addition, the Navy continues to operate the Sikorsky MH-53E to conduct mine counter measures and heavy lift logistics missions around the world. Stop by booth 15 to learn about the MH-60 and Sikorsky/Lockheed Martin’s investment in Future Vertical Lift (FVL) technologies that will shape the next generation SEAHAWK. Additionally, discover the MH-53K Super Stallion transport, the only proven solution that meets the Navy’s Mine Warfare needs.

Booth 16 & 17: CAE is a global leader in training for the defense, civil aviation, and healthcare markets. Backed by a 70-year record of industry firsts, CAE continues to help define global training standards with innovative training solutions to make flying safer, maintain defense force readiness and enhance patient safety. CAE is the prime contractor responsible for the design and manufacture of MH-60R and MH-60S simulators and training systems for the U.S. Navy. The MH-60R/S tactical operational flight trainers play a key role in the training and readiness of aircrews who fly the Seahawk helicopter for the Navy.

Booth 18: Piedmont Airlines, a wholly-owned subsidiary of the American Airlines Group, recognizes the skill, commitment and passion of naval aviators across the country. Piedmont was founded on a similar platform of community, excellent training and a passion for flying. Piedmont expects to hire over 250 pilots in 2017 to fly an expanded fleet of Embraer 145 regional jets.Visit our booth at the 2017 NHA Symposium to learn more about Piedmont’s custom helicopter pilot transition program, and our guaranteed path to American Airlines. Can’t attend? Visit piedmont-airlines.com or email FlyPiedmont@aa.com for more information.

Booth 19: GE Aviation, an operating unit of GE (NYSE: GE), is a world-leading provider of jet and turboprop engines, components, integrated digital, avionics, electrical power and mechanical systems for commercial, military, business and general aviation aircraft. GE Aviation has a global service network to support these offerings and is part of the world’s Digital Industrial Company with software-defined machines and solutions that are connected, responsive and predictive.

Booth 20: ADS, Inc., is the world’s premier equipment, procurement, & support solutions specialist to the DOD. We provide a single source to meet our customers’ mission requirements as cost-effectively as possible.Your responsibilities & challenges include communicating with NAVAIR on the problems & requirements that exist within the helicopter community. Kara Swensen, NAVAIR Lead for ADS, has been involved in several projects championing for the approval of equipment that increases the safety & comfort of aviators, & those who keep them flying. She has assisted with the H53 Reset Kit, cargo containment improving egress, as well as the newly approved ESS LEP’s & Matbock autofocus for NVG’s. NAVAIR counts on ADS to support your missions from the program offices to the flight lines. Allow us to help you identify & procure the best solutions to maximize your budget, meet your deadlines & complete your mission.

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SYMPOSIUM 2017 Booth 21: Hover Girl Properties is the premier military Real Estate company in Jacksonville, FL. They have supported thousands of rotary wing personnel with education and relocation services as they transfer in and out of Jacksonville, FL. Hover Girl Properties are also a sponsor of the local NHA Region III for NHA Scholarship and regional activities. Additionally, they are a major sponsor of the Patriots Outpost at The Players Championship supporting the national and local military personnel. The ownership and agents are deeply rooted in the rotary wing community and strive to give back to the community through NHA. Booth 22: Envoy Air is a wholly owned subsidiary of American Airlines Group, offering an innovative Rotor Transition Program (RTP) to help military helicopter pilots make the transition to a civilian aviation career. With a solid foundation in aviation, military pilots qualify for the reduced ATP minimum flight experience requirement of only 750 total flight hours. Envoy provides financial assistance and mentoring to both rotor and fixed-wing pilots, enabling them to achieve their dream of flying commercial jets in just a matter of months. We’ll tailor a training plan for you to obtain the ratings and additional fixed-wing hours you need, using your VA benefits and up to $23,000 in funding provided by Envoy. Stop by Booth 22 and we’ll show you how a lifetime career as a commercial pilot is well within your reach. Envoy offers top pay of $60,000 or more the first year, along with a comprehensive benefits package and guaranteed flow-through to fly for American Airlines in just a few years.

Booth 23: The National Naval Aviation Museum, located aboard NAS Pensacola, FL is the largest Naval Aviation Museum in the world and the third largest aviation museum in the United States. It is visited by nearly one million visitors a year and is the most visited attraction on the Gulf Coast. It houses in its 300,000 plus square feet approximately 150 beautifully restored historic Navy aircraft ranging from the A-1 TRIAD from 1911 to the F/A 18. This collection includes 20 historic helicopters. The National Naval Aviation Museum proudly preserves the history and heritage of Naval Aviation and recognized the service courage and sacrifice of the men and women, both officer and enlisted from the aviation community that built the legacy of Naval Aviation.

Booth 24 & 25: Leonardo Helicopters (formerly AgustaWestland) is a full service, worldwide helicopter manufacturer with close to 5000 aircraft in service in more than 110 countries.

LEONARDO Helicopters offers the broadest rotorcraft portfolio of any manufacturer; from light single engine helicopters, to 3-engined multi-mission military combat helicopters, to the first commercially available AW609 tilt-rotor aircraft. LEONARDO Helicopters has successfully supported NATO allies such as the United Kingdom, Italy, Denmark, Norway, Portugal, and Canada with combat and search and rescue aircraft, and proudly continues that tradition of support with the next generation of rotorcraft.

Booth 26: Massif is a leading supplier of flame-resistant, high performance protective apparel to the U.S. military and other professionals who work in extreme environments. Over the past decade Massif has revolutionized the look and feel of flame-resistant clothing with innovative fabrics and forward-thinking designs, offering a new generation of high-end gear that sets the industry standard for protection, performance and comfort.

Booth 27: UTC Aerospace Systems is one of the world’s largest suppliers of technologically advanced aerospace and defense products. We design, manufacture and service best-in-class products and systems for commercial, regional, business and military aircraft, helicopters and other platforms. On display at this year’s Symposium are our Goodrich rescue hoists and health and usage management systems (HUMS). UTC Aerospace Systems produce both level wind and translating drum cable management systems which are used around the world for critical rescue missions by the U.S. and international armed and paramilitary forces, law enforcement and homeland security. Our Goodrich rescue hoists have field-proven success in high demand, extreme environment missions and have been instrumental in saving lives in several worldwide disaster relief efforts.

With HUMS on board, confidence in vehicle health and usage management data equates to mission readiness. Unique UTC Aerospace Systems technology synthesizes data from many sensors to detect incipient flaws, even those that develop months ahead of a potential failure. Comprehensive signal integrity and built-in test checks ensure the highest standard of diagnostics in the industry.

Booth 28: Bristow Group is the world’s leading commercial helicopter services provider in the transportation, search and rescue, and helicopter training sectors. With over 450 aircraft and 3000 employees, Bristow provides safe and reliable helicopter services worldwide in the Gulf of Mexico, the North Sea, West Africa, the Caribbean, and the Asia-Pacific theatre flying the most sophisticated commercial aircraft. Bristow is developing Unmanned Aerial Systems for commercial use as well as tilt-rotor aircraft and has its own commercial and military helicopter flight school located in Titusville, FL. Bristow is also the leading provider of commercial Search and Rescue services globally with 64% of the total market share. Our largest commercial SAR contract is with the United Kingdom’s government where Bristow has successfully and seamlessly provided operational service of this critical, no –fail mission. Our fleet management practices and ability to manage large aircraft fleets globally, along with our highly skilled and dedicated people, keep Bristow at the forefront of the aviation industry

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Booth 29: SkyWest Airlines

Booth 30: Breeze Eastern is a proud partner of the Naval Helicopter Rotary Wing, the US military, and the US government for over 70 years. Our partnership has resulted in our products enabling the warfighter to accomplish search and rescue, logistics, and transportation. We are thrilled to continue supporting the Naval Helicopter Rotary Wing community and we’re here to listen to you. While our company is composed of members of the active reserve as well as veterans, we need to know what you are experiencing now.

Through our dedication to your mission accomplishment, we were able to develop import new technologies. We will continue our steps continue these developments to improve safety, efficiency, and reliability of our products because when a mission is flown with a Breeze-Eastern product, we know that the mission will be accomplished; but we need your input to do so. We believe that to an operator, pilot, and crew chief, saving lives is your whole world—together we will lift the world Booth 31: Robertson Fuel Systems, L.L.C. (Robertson) a HEICO Company, of Tempe, Arizona is the world leader in the design, development, production, and sustainment of crashworthy and crash resistant fuel systems. The Company’s fuel containment technology, experience, and capability in fuel systems integration make it critical for civil use customers and a combat multiplier for combatant commanders. Robertson has a 40+ year history of producing crash resistant and crashworthy self-sealing fuel systems that are safe and reliable. The concept behind Robertson’s technology is to contain the fuel in ballistic, crash, blast and fragmentation events thus saving lives by preventing fuel fed fires. If the event is humanly survivable, Robertson’s commitment to its customers is that, “no crew member will perish in a post event fire.” The Robertson fuel containment approach to crashworthy fuel systems has proven effective in limiting the loss of life and catastrophic aircraft damage. By crash resistant and crashworthy self-sealing fuel system capabilities to contain the fuel, precluding fires and the losses fire creates, Robertson enhances aircrew and aircraft survivability. This technology application has essentially eliminated thermal injuries and deaths in U.S. military and civilian helicopters. Robertson customers procure a solution, not just a product. More information can be found on the company’s website: www.robertsonfuelsystems.com Booth 32: Squadron Toys: This year we’re donating three helicopter models to raffle off for the NHA Scholarship Fund. Come see us at Booth 32 and see samples of our custom hand carved and hand painted wooden model aircraft. From training to active duty squadrons we can build any variant based on your specification.” Logo attached. (no logo) Booth 33: General Dynamics NASSCO is the only major shipyard on the west coast of the United States conducting design, construction and repair of U.S. Navy and commercial ships. Currently, General Dynamics NASSCO is building the Navy’s Expeditionary Sea Base (ESB) ship, the USNS Herschel “Woody”Williams (T-ESB 4) along with USNS Lewis B. Puller (T-ESB 3) the first ESB; they will be optimized to support a variety of maritime based missions including Airborne Mine Counter Measure (AMCM) operations and Special Operations Force (SOF) missions. The ESBs are designed around four core capabilities: aviation facilities, berthing, equipment staging support, and command and control assets. The 784-foot-long ship will provide for accommodations for up to 250 personnel, a 52,000-square-foot flight deck, fuel and equipment storage, and will also support MH-53 and MH-60 helicopters with an option to support MV-22 tilt-rotor aircraft. For more information visit www.nasssco.com.

Booth 34: First Command Financial Services was founded by a retired Air Force officer in 1958 for the express purpose of improving the financial well-being of service members and their families. Today, close to 500 First Command Financial Advisors - many of whom served themselves - are committed to the company’s mission of “Coaching those who serve in their pursuit of financial security.” Ready to get your financial life squared away? Stop by our booth to learn more about our complimentary financial plans for active duty service members.

Booth 35: Enstrom Helicopter Corporation has been designing, manufacturing, marketing and delivering great helicopters in the Michigan Upper Peninsula for over 50 years. The Enstrom 480B turbine helicopter is an outstanding platform for flight training and military operations in a cost effective and efficient manner. Likewise, the piston helicopter models F28F and 280FX provide an excellent platform for similar operations that require a lower-cost solution. Stop in at booth #35 to check out the versatile, capable, low cost option for training in piston and turbine aircraft.. Our mission is to deliver the safest and best-supported helicopters in the world..

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Booth 36 & 37: Airbus Helicopters is a division of Airbus, a global leader in aeronautics, space and related services. Airbus’ mission is to provide the most efficient civil and military helicopter solutions to its customers who serve, protect, save lives and safely carry passengers in highly demanding environments.

Airbus Helicopters has become the world’s leading rotorcraft manufacturer. Flying more than 3 million flight hours per year, the company’s in-service fleet includes some 12,000 helicopters operated by 3,000 plus customers in 154 countries. Its range of civil and military helicopters is the world’s largest in the civil and parapublic sectors.The U.S. Coast Guard operates a fleet of 100 MH-65 Helicopters which has performed over 94,000 Search and Rescue (SAR) missions and has surpassed over 1.5 Million Flight Hours.

The MH-65’s 175 knot max speed, 300 nautical mile range, all weather operating capabilities and its ability to operate from Coast Guard cutters allows the MH-65 to excel while performing the full range of Coast Guard missions. The MH-65’s outstanding performance record and demonstrated versatility are key reasons why the Coast Guard continues to modernize and upgrade the platform.

AIRBUS Helicopters (as OEM of the MH-65 and the commercial AS365/EC155 fleet) has been and will continue to be a key element in the USCG’s industry team supporting MH-65 logistic, engineering and modernization/obsolescence efforts. Close partnership between the Coast Guard, and AIRBUS Helicopters will ensure the MH-65 remains an effective and affordable platform to operate for the foreseeable future. Airbus looks forward to supporting the Navy in its pursuit of the Advanced Helicopter Training System (AHTS) program.

Booth 38: Textron Systems’ businesses provide the U.S. Navy with a variety of defense and security solutions through its design and production excellence, ingenuity and valued support services. Textron Systems currently supports the Navy through multiple programs, including the Performance Based Logistics program, where Textron Systems has provided the U.S. Navy fleet of EA-6Bs, C2s and E2s with 100 percent availability since 2008. Textron Systems provides decades of experience managing assets, providing operational availability, and highly qualified personnel working side-by-side with troops in combat. This experience, alongside Textron Systems’ asset availability, ensures mission readiness and safety for customers around the world.

Booth 39 & 40 Bell Founded in 1935 Bell Helicopter was the first to obtain commercial certification for a helicopter, and Bell has delivered more than 35,000 aircraft to our customers around the world. Bell’s relationship with the Navy started in 1950 with the world’s first anti-submarine warfare helicopter, the Bell Model 61 (also called HSL-1). Bell has supported U.S. Naval helicopter training for over 35 years with the TH-57 Sea Ranger and is well positioned to offer the next generation training solution with the Bell 407GXP. The 407 is also the airframe for the Navy’s MQ-8C Fire Scout Vertical Takeoff and Land Tactical Unmanned Aerial Vehicle. Bell Helicopter invented tiltrotor aircraft, which lift like a helicopter and fly like an airplane with twice the speed and range of traditional helicopters. In 1955 Bell flew the XV-3, the world’s first prototype tiltrotor, the XV-15 in the 1970s and the Naval V-22 in the 1980s. Marine MV-22 have deployed continuously since 2007, and with the U.S. Air Force CV-22, are combat proven and have logged over 350,000 flight hours. The Navy CMV-22 is next with first delivery scheduled in 2020 to conduct the Carrier Onboard Delivery mission. The next generation V-280 tiltrotor will fly in late 2017 and is a multi-mission multi-service aircraft with design to build technology that will significantly enhance manufacturing, assembly and sustainability, while greatly reducing the total cost of ownership. Finally, Bell’s next generation Unmanned Aerial System (UAS) is the V-247 Vigilant tiltrotor designed as a group five (>1320 lbs and > FL180) shipborne UAS with unprecedented flexibility to execute a wide array of missions.

Booth 41: TRU Simulation + Training (TRU) is committed to the future of Naval Helicopter Aviation.

A total services solution partner, Textron/TRU has been analyzing, designing, developing, testing, delivering, and sustaining advanced Training Systems for more than 80 years.

With the combined power of Textron, TRU has a unique and unparalleled access to a vast pool of over 35,000 employees that includes aerospace and aerodynamic engineers, aircraft and simulation designers, technicians, simulation and training Subject Matter Experts (SMEs) and a peerless history of rotary-wing instruction. TRU is committed to the improving the quality of Naval Aviation rotary-wing training today and for the generations of aviators that will follow.

Booth 42: Fatigue Technology pioneered hole cold expansion and has advanced this science to develop innovative solutions for bushing, fastener, and aerospace fitting and hardware installations that improve maintenance and sustainment practices. Our products reduce the cost of aircraft ownership by reducing fatigue cracking, corrosion, and fuel leaks while extending inspection intervals and minimizing maintenance downtime.

Booth 43: Innova Systems

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Booth 44: Cobham Mission Systems in Davenport, Iowa specializes in life support, air-to-air refueling, and personal survival equipment systems. Products include on-board oxygen generation and fuel tank inerting systems; restraint and release systems; underwater military rebreathers; cryogenic coolers and controllers; and aerial refueling equipment for strategic and tactical tankers. Cobham’s safety and survival systems significantly increase mission effectiveness.

Cobham’s restraint systems, specifically the Mobile Aircrew Restraint System (MARS), gives highly mobile aircrew members the ability to complete a range of missions while working near open aircraft doors. MARS increases aircrew comfort and safety while easily adapting to existing aircrew harness or belts. More information can be found at www.cobham.com Booth 45: Veterans United Home Loans of San Diego is proud to support the Naval Helicopter Association! In 2016 we supported both the Hawk Ball and the US Aircraft Carrier Month Ceremony and Golf Tournament. In 2017 we made a charitable contribution to NHA through the Veterans United Foundation. During the 2017 NHA Symposium we will be offering a free VA Home Loan Seminar on Wednesday 17, May from 1130-1300 with lunch provided. Please stop by Booth 45 to sign up as seating is limited. Military buyers have access to the most powerful lending program available today – the VA home loan. With unique benefits like easier qualification, no required down payment and lower monthly payments, the VA Loan offers service members and veterans an affordable path to homeownership. In today’s tough lending climate, more than 80 percent of veterans and service members don’t qualify for a conventional home loan. A large majority, however, do qualify for the VA Loan.

Unfortunately, the benefits often go unused due to the lack of awareness of advantages and even the existence of the VA home loan program. Although we are not affiliated with the Department of Veterans Affairs,Veterans United Home Loans of San Diego is committed to educating service members about the powerful VA home loan program. We offer free seminars and educational tools for anyone who wants to learn more about their entitlement. And as a leading lender in the VA Loan industry, we’re here to help qualified buyers maximize their hard-earned benefit when it comes time for them to buy a home. You’ve defended the American Dream. We’re here to help you live it. (619) 296-5626 www.SanDiegoVU.com NMLS #1907 Booth 46: Frasca International, Urbana, Illinois, USA, is a world leader in the design and manufacture of Flight Simulators, Flight Training Devices and Simulation components. Frasca has a proven reputation for delivering high quality simulation equipment and leads the industry in simulation technology such as aerodynamics simulation, flight test, data acquisition, visual systems, NVG simulation, control loading, motion systems, motion cueing, manufacturing & fabrication, electronics design and more. Since its founding in 1958, over 2700 Frasca simulators have been delivered worldwide. Frasca is ISO 9001: 2008 certified. For more information, visit the company’s website at www.frasca.com or contact Peggy Prichard at pprichard@frasca.com.

Booth 47: L3 Crestview Aerospace, a division of L3 Technologies, is a one-stop, vertically integrated aviation support center of excellence. We provide world-class detail parts manufacturing, aerostructure subassembly and major assembly, as well as Maintenance, Repair and Overhaul (MRO) for US Government, OEMs and commercial customers.

Booth 48: L3 Communication Systems-West, a division of L3 Technologies, provides wideband communication expertise enabling best in class airborne, ground and maritime data link products, secure communications, complex communication integration, leading edge RF and antenna solutions, and advanced spectrum dominance techniques Booth 49: Allied Powers LLC Booth 50: Shore Solutions, Inc. Booth 51: PSA Airlines is a wholly owned subsidiary of American Airlines Group and operates an all-jet fleet consisting of exclusively Bombardier regional jet aircraft. The company’s nearly 3,000 employees operate nearly 700 daily flights to nearly 90 destinations. PSA has flight crew bases located in Charlotte, North Carolina; Cincinnati, Ohio; Dayton, Ohio; Knoxville, Tennessee, and Washington D.C. Recently, PSA launched a Rotor Transition Program in partnership with SkyWarrior Flight School which assists military helicopter pilots transitioning to a career as a commercial pilot.

Booth 52: Military experience is an asset at Trans States Airlines, and we are proud to have offered many former military pilots their first commercial flying job. Trans States is one of the original regional airlines, with over 30 years of experience and profitability rooted in a sound business model and employee-centered decision making. Visit us at Booth # X to learn how you can transition to a high paying civilian flying job that offers a great quality of life and fast movement to the major airlines.

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Booth 53: Celebrating over 30 years in the industry, CFD International specializes in the design and manufacture of the finest weapons, mounting solutions, ammunition handling and fire control systems available today. We provide a turn-key, integrated solution customized to your specific needs and requirements. Holding more than 37 patents, we are the world leader in high quality, precision engineered weapons mounting solutions.

Booth 54: Cocoon Inc. Protective Covers - Corrosion Free Storage - Buildings - Hangars - Sunshades. No matter the solution, our goal is to protect mission-critical assets from the devastating effects of the environment.

No matter what kind of elements you and your equipment are exposed to, you need a solution that’s built right.

Mother Nature doesn’t allow for compromise.

Table 1: Marc Liebman is a retired Navy Captain and Naval Aviator who has just under 3,000 hours in H-2s, H-3s and H-60s. He is also a member of the Navy Helicopter Association Scholarship Fund board and an author of five novels. All his books Cherubs 2, Big Mother 40, Render Harmless, Forgotten and Inner Look are about fictional character who is a Navy helicopter pilot. Marc’s are historically, operationally and technically accurate. They include many flying scenes that puts the reader in the cockpit so that he/she can experience what it is like to fly an anti-submarine warfare mission, make a pick-up in a combat rescue or penetrate enemy airspace insert a SEAL team deep inside enemy territory. Marc also does public speaking on the Navy and his experience as a helicopter pilot to publicize the role and missions of Navy helicopter squadrons.

Table 2: L & J Publications Table 3: PERS 43 - Naval personnel matters were originally handled by the Secretary of War until the establishment of the Navy Department on April 30th, 1798. It was not until 1815 that the Secretary of the Navy took control of personnel matters. In 1861, the Office of Detail was created and functions related to the detailing of officers and the appointment and instruction of volunteer officers, as well as the purchase of ships and related matters were transferred. The Bureau of Equipment and Recruiting was concurrently established to handle enlisted recruiting and service record maintenance. The Bureau of Navigation was established in 1862 and three years later the Office of Detail was placed under it. In 1889, the Bureau of Equipment and Recruiting transferred its enlisted personnel activities to the Bureau of Navigation as well. On May 13th, 1942 the command’s name changed to the Bureau of Naval Personnel, and in 1982 it changed to Naval Military Personnel Command. In 1991, the name changed back to the Bureau of Naval Personnel or «BUPERS» for short. BUPERS is led by the Chief of Naval Personnel.

Table 4: Naval Post Graduate School was established as the School of Marine Engineering at the U.S. Naval Academy in 1909. Today, NPS is the Nation’s premier Defense Research University. At NPS, four world-class schools oversee 14 academic departments that provide 77 Master’s, 16 doctoral degree programs and 59 certificates to approximately 1,474 resident students, including more than 211 international students, as well as to 986 distributed-learning students worldwide. Three research institutes, multiple secure research facilities and 31centers of excellence add to the wealth of resources. Non-resident courses are delivered to students through online, web-enabled, video- tele-education systems and/or by visiting faculty. Continuous learning, refresher and transitional educational opportunities abound, and short-term executive education courses and a variety of short courses are also offered by NPS, both in Monterey and abroad.

Table 5: FBI Hostage Rescue Team Created in 1983 and based at the FBI Academy in Quantico,Virginia, the HRT is the U.S. government’s non-Department of Defense full-time counterterrorist tactical team. HRT, whose motto is servare vitas (“to save lives”), provides enhanced manpower, training, and resources to confront the most complex threats. The team deploys operationally under the authority of the FBI Director and in support of our field offices and legal attachés and performs a number of national security and law enforcement tactical functions in almost any environment or conditions. Since its inception, the team has deployed to more than 850 incidents involving terrorism, violent crimes, foreign counter-intelligence, and other investigations. HRT has performed missions involving hostage rescue, barricaded subjects, undercover operations, high-risk arrests, and surveillance operations. It has undertaken traditional law enforcement roles in response to large natural disasters and dignitary protection missions, and has deployed to Iraq, Afghanistan, and other countries to protect FBI personnel and to conduct sensitive site exploitations and intelligence gathering activities. In collaboration with the Bureau’s Criminal Justice Information Services Division (CJIS), HRT developed the Quick Capture Platform (QCP), a backpack-portable tool that has made an impact on global counterterrorism operations. The QCP enables investigators to collect and store fingerprint data during investigations. Tactical aviation assets are managed through the Tactical Helicopter Unit (THU). The unit uses a variety of helicopters to support HRT and the field SWAT teams. THU’s pilots are trained to fly in various environments and weather conditions. Their mission profiles include arrest and assault force delivery, medical evacuation, vehicle interdiction, and other profiles supporting tactical operations

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Table 6: The NAVAIR Systems Software Engineering and Acquisition Management Branch, Code 4.9.4 located at Naval Base Coronado, San Diego has been supporting Helicopter Mission Software and associated simulator software since 1980. During that time they have produced numerous Fleet software releases and hardware/software integrations across multiple platforms including; SH-2F, SH-3H, UH-3H, SH-2G, SH-60F, HH-60H and SH-60B. The Branch is currently in the process of standing up a government- industry hybrid software support team for the MH60R/S with Lockheed Martin, Owego. The Branch also supports the software acquisition of the MQ-8B/C Firescout on-site at Northrop Grumman in Rancho Bernardo, CA. Table 7: NHA Scholarship Fund Table 8: The Naval Aviation Enterprise (NAE) is a formal Enterprise of all the stakeholders in Naval Aviation, including the rotorcraft communities. NAE activities include all Navy and Marine Corps helicopter type/model/series (TMS), helping to obtain and arrange the necessary manning, training, equipment and resourcing to ensure they all can achieve their warfighting missions. We advance the current readiness of today’s fleet and advocate for its future readiness all at the best possible cost. Stop by our booth to learn more about how activities among the NAE stakeholders benefit the Rotary Wing Community as well as to discuss how you are part of the Enterprise already, the resources we make available and what you can do to participate more actively.

Table 9: PMA-281 (Strike Planning and Execution Systems) is committed to providing the warfighter reliable strike planning and execution capabilities through operationally-relevant, programmatically-sound material solutions such as Joint Mission Planning System (JMPS), Electronic Knee Board (EKB), and Tactical Terrain Visualization System (TTVS formerly known as TopScene). In 2006, the CNO designated JMPS as the mission planning system for naval aviation.

JMPS provides the information, automated tools and decision aids needed to plan aircraft, weapon, and sensor missions rapidly and accurately. The system loads mission data into aircraft, weapons and avionics systems.

Future JMPS platforms include: CH-53K King Stallion, MQ-4C Triton and MH-53E. PMA-281 is responsible for the acquisition and life cycle management of a range of mission planning tools that are developed and integrated in partnership with other NAVAIR program offices, other Services, and foreign nation customers/partners. It is also responsible for JMPS hardware, software, training, and helpdesk services.

Table 10: The mission of the Association of Naval Aviation (ANA) is to serve as the principal association dedicated to advocating for all facets of Naval Aviation, and to educate and encourage an interest among the general public as to the importance of Naval Aviation in the defense of the United States and its allies. The ANA also seeks to foster the strong pride, esprit, and fraternal bonds with exists among those associated with Naval Aviation.

Table 11: The Naval Safety Center- Mishaps cost time and resources. They take our Sailors, Marines and civilian employees away from their units and workplaces and put them in hospitals, wheelchairs and coffins. Mishaps ruin equipment and weapons. They diminish our readiness. The Naval Safety Center’s goal is to help make sure that personnel can devote their time and energy to the mission. We believe there is only one way to do any task: the way that follows the rules and takes precautions against hazards. The Naval Safety Center supports the Naval Rotary Wing Community by ensuring they are safe, and combat ready. When members of the Naval Rotary Community visit the Naval Safety Center’s booth they will learn about all the things the Naval Safety Center is doing to educate the community on the latest in safety regulations and news. We will also provide material that teaches the safety guidelines and discuss the latest in safety statistics.

Table 12: Silent Auction Prizes Table 13: NHA Stuff Registrations Tables R1: Registration R2: Pre-Registration R3: Registration R4: Registration

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Distributed Lethality: The Future of the Helicopter Sea Combat Community

By LCDR Michael S. Silver, USN With contributions by: LCDR Loren M. Jacobi, USN LCDR James J. Moore, USN LT Robert J. Dalton, USN Introduction

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he future of the Helicopter Sea Combat (HSC) community is at risk. HSC, which is made up of both carrier air wing (CVW) and expeditionary (EXP) squadrons that employ MH-60S helicopters, struggles with its purpose to the fleet. Platform capabilities fail to keep pace with technological advancements and HSC warfighting relevancy is diminishing.

A focused vision, careful risk mitigation, An MH-60S Sea Hawk helicopter from Helicopter Sea Combat Squadron rebalanced mission priorities, and thoughtful (HSC) 21 approaches the flight deck of the amphibious transport dock ship platform acquisitions are needed in order to USS New Orleans (LPD 18) during night flight operations. strengthen the fleet and secure the future of U.S. Navy photo by Mass Communication Specialist 2nd Class Gary Granger Jr. the HSC community.

What Does an HSC Vision for 2026 Look Like? the HSC community to provide warfare commanders with What is needed is will—the fortitude to recognize that we the capabilities they require to meet future maritime security have to change the way we currently operate. –VADM Thom- challenges. as Rowden, “Distributed Lethality.” 1* President Trump is calling for more ships in the Fleet and The HSC community of 2026 has a renewed focus on mar- the Navy’s revised force structure assessment will likely drive itime employment and a customer-focused concept of opera- an increase in demand for MH-60S missions. Now is the time tions based on the needs of warfare commanders. This means for the HSC community to make the most of the MLU in pivoting tobecome the maritime mission experts, integrating order to recast itself in the mold of DL. Doing so will create into a Carrier Strike Group (CSG), Amphibious Ready Group a future comprised of more powerful, networked platforms (ARG), or Independent Deployer via the Distributed Lethal- combined with innovative tactics that enhance naval warfare ity (DL) model: capability and support developing requirements generated “Distributed lethality is the condition gained by increasing from national strategy. the offensive power of individual components of the surface force (cruisers, destroyers, littoral combat ships [LCSs], amLimiting Risk phibious ships, and logistics ships) and then employing them HSC has assumed an injurious level of risk training to a in dispersed offensive formations.” 2* broad range of specialized warfare competencies. The battle A pivot to distributed lethality requires alignment with war- to maintain currency and proficiency in specialized overland fighting requirements, focused funding along a revised com- missions has increased risk, resulted in mishaps, and has made munity Roadmap/Flight Plan, and leveraging of existing naval warfare commanders reluctant to rely on the HSC community aviation programs of record. The Mid-Life Upgrade (MLU) for overland personnel recovery (PR), special operations forces is a Naval Aviation Enterprise requirement that reviews and (SOF) missions, and direct action (DA) missions. Historical improves resources throughout the lifespan of platforms. The HSC community data reveals that over 50 percent of HSC forthcoming MH-60S MLU presents a watershed opportuni- mishaps occurred during controlled flight into terrain (CFIT), ty for the HSC community. It offers the clearest path to match with the majority occurring during training in a degraded vicapabilities with warfighting requirements outlined in the sual environment (DVE) or executing unprepared landings CNO’s Design for Maintaining Maritime Superiority while (UPLs), resulting in four Class A mishaps, three Class B mismeeting the demands of an environment increasingly shaped haps, 22 Class C mishaps, and one Class D mishap.4* by the need for network-enabled technology in constrained Compounding this data, the HSC community has relied on budgets. 3* Assuming the current Service Life Extension Plan Seahawk Weapons and Tactics Instructors (SWTIs) as sub(SLEP) will deliver the first MH-60S in 2028, the MLU op- ject matter experts to teach the most challenging missions, but portunities for warfighting upgrades, guided by HSC Road- SWTIs have struggled to maintain minimum flight hour remaps and aligned with a maritime pivot to DL, will enable quirements themselves. 5* The CNO’s direction to “guide our Rotor Review #136 Spring ‘17

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FOCUS - MULTIMISSION SUPERIORITY behaviors and investments, both this year and in the years to come” demands that the community’s plan for the future adheres to responsible risk/benefit analysis. To do so, the HSC community should consider tailoring Defense Readiness Reporting System-Navy (DRRS-N) requirements to focus on maritime missions that contribute to a DL model. 6* Rebalancing Mission Priorities Fleet Carrier Air Wing HSC Squadrons maintain 10 primary mission areas and four secondary mission areas encompassing 210 required operational capabilities. 7* A visual depiction of HSC missions can be seen in the figure below.

Given constrained resources, the number of specialized

mission areas (seen at the top of the figure) is inversely proportional to the ability to perform those missions well. When considering where to allocate future resources, the HSC community must prioritize the maritime domain. The current MH-60S, which makes up 275 of the 555 aircraft in the Navy’s MH-60R/S inventory, lacks adequate sensors, sensor integration, and long-range weapons systems that warfare commanders require. As a result, decision makers mainly rely on the MH-60R to perform anti-surface warfare (ASUW) and anti-submarine warfare (ASW) missions focused on maritime dominance. The HSC community must obtain the systems that warfare commanders desire and focus training on the missions that utilize them.

According to the Master Aviation Plan (MAP), there will be an increase in HSC employment as more LCS enter the fleet.

This will be a major driver for requirements and is consistent with the DL concept. Since USN units are expected to be lethal against a broad range of threats, the HSC community must use existing opportunities to ensure that MH-60S integrated sensors are absolute requirements in order to provide situational awareness for warfare commanders, augment networked targeting platforms, and become a relevant sea control platform.

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“The more capable platforms the adversary has to account for, the more thinly distributed his surveillance assets will be and the more diluted will his attack densities become. The more distributed our combat power becomes, the more targets we hold at risk and the higher the costs of defense to the adversary.” 8* Rebalanced HSC mission sets should prioritize SAR/LOG/ HADR, AMCM, UAS & SSC, and ASUW, while carefully tailoring overland PR/SOF DRRS-N requirements.

SAR/LOG/HADR Warfare commanders have historically demanded force-enabling mission sets from the rotary wing community and they will continue to be necessary core competencies operating aboard any surface platform. In addition to supporting daily operations, the HSC community has made significant strategic contributions executing SAR/LOG/HADR mission sets in times of crisis (e.g. tsunami relief operations, non-combatant evacuation operations, etc.). With the Trump administration demanding an increase in fleet size and publicly supporting a 350 ship Navy, it is logical to assume that there will be additional demand for force-enabling missions that require rotary support. The MH-60S is the platform of choice to meet increased demand for these mission sets and the HSC community should position itself accordingly.

AMCM According to the Naval Aviation Vision 2016-2025, “effective mine warfare is a key tenet of the Navy’s anti-access/ area-denial (A2AD) strategy, and AMCM plays an important role in executing that strategy,” yet the HSC community has fundamentally marginalized and underdeveloped this important capability. 9* Already a Navy program of record, focusing on AMCM will address a significant challenge to U.S. maritime superiority. The MH-53E brings significant capability to heavy-lift contingency logistics requirements, while being a proven AMCM platform. With several MH-60S AMCM systems failing to meet requirements, a heavy lift replacement like the MH-53K would provide a baseline for LOG and AMCM missions. The MH-60S and unmanned HSC platforms like Fire Scout need to augment AMCM capabilities as soon as possible in order to counter this powerful asymmetric threat and contribute to the success of DL. UAS & SSC HSC is the first Naval Aviation community to significantly develop and integrate unmanned systems, which purports to be a force multiplier in DL operations. Becoming UAS experts positions the HSC community to become leaders in the SSC mission, providing greater range, sensor capability, and distributed lethality than manned rotary-wing assets, while simultaneously reducing human risk, cost, and impact to routine events such as CVN cyclic operations. Currently, UAS is a secondary requirement on FRS and Expeditionary squadrons.

Flight crews and maintainers are required to maintain separate currency and qualification on diverse platforms. Unmanned www.navalhelicopterassn.org

systems are integral to the future of warfare and the HSC community should explore resourcing commands and crews that are devoted to unmanned platforms.

Missions should be trained to and executed on a sound risk/ reward level to give SOF the reach needed to execute their effects from traditional and non-traditional surface platforms.

A ship takedown executed from a Military Sealift Command (MSC) ship or LCS may be an emerging counter terrorism requirement in the globalized threat domain.

Technology/Acquisitions Recommendations DoN budget challenges (Columbia-class SSBN, shipbuilding, TACAIR Inventory Management, etc.) will continue to pressure naval rotary wing funding. The MH-60 Service Life Assessment Plan (SLAP), beginning in FY17 and transitioning into SLEP in the early 2020s, provides a unique opportunity to incorporate key mission upgrades and capabilities in conjunction with MH-60 MLU. While MLU is still unfunded and currently outside the Future Years Defense Plan (FYDP), the HSC community should work with OPNAV N98 and the Naval Aviation Enterprise (NAE) to support upgraded MH60S capabilities that enhance Fleet DL. Obtain RADAR capability. The HSC community is the aviation asset for LCS, but it has virtually no networked sensor capability. In a distributed threat environment, the MH-60S needs to be able to contribute additional sensor information to decision makers and shooters. The logical solution is a phased planar array RADAR, which gives HSC the ability to positive hostile identify (PHID) at range and use RADAR designation for the Joint Air to Ground Missile (JAGM). An LCS based SAG needs air-based sensor coverage, all-weather PHID capability, and the ability to hold the enemy at risk, at range. JAGM Block III (another Navy program of record), will virtually double the range of the HELLFIRE missile. Due to limitations of the current MH-60S MTS sensor at long ranges in humid overwater environments, the HSC community will face significant limitations in utilizing JAGM at ranges beyond legacy HELLFIRE capabilities. The MH-60R, with RADAR-based designation capability will be able to utilize the full range envelope of JAGM. Until this gap is bridged, only the 280 MH-60R helicopters out of the Navy’s 555 MH60R/S inventory will be able to leverage the full capability of this weapon. Obtaining RADAR imaging and designation will enable the MH-60S to integrate into the overwater joint fires world of DL. Approve the MH-60S “Torpedo Truck” concept for the Pacific Fleet. The “Torpedo Truck” concept multiplies warfighting effectiveness for any battle group by permitting HSC platforms to carry torpedoes that can be employed in conjunction with an MH-60R. Time on station is primarily determined by fuel load and aircraft weight limitations necessitate a choice of either additional fuel or expendables such as torpedoes. Outfitting an MH-60S “shooter” platform with torpedoes permits an MH-60R platform to take off with more fuel (instead of torpedoes) and remain on-station as the “designator” for longer periods of time. The MH-60S “Torpedo Truck” significantly increases ASW warfighting capability (particularly on LCS) and enhances DL. Additionally, to bring ASW capability to a broad range of Independent Deployers, the “Torpedo Truck” directly supports DL requirements. No matter what

Two MQ-8B Fire Scout unmanned air vehicles are aboard the guided-missile frigate USS Halyburton (FFG 40) for an offload at Naval Station (NS) Mayport.

U.S. Navy photo by Mass Communication Specialist 2nd Class Gary Granger Jr.

ASUW Whether operating as part of a CSG, ARG, or Independent Deployers; offensive and defensive anti-surface capabilities offer warfare commanders a wide range of options while simultaneously adding complexity to the calculus of potential maritime adversaries. An HSC DL model can protect a high value unit (HVU), hold enemies at risk at range with a wide variety of unguided or precision guided munitions, and employ the MH-60S in conjunction with the MH-60R when required, all in the interest of defending Sea Lines of Communication and ensuring maritime security and superiority.

PR/SOF Despite an increased focus on overwater missions, overland mission capability must still exist organically within the Navy Rotary Wing community. Overland capability must be maintained in a resource-constrained environment while implementing ways to mitigate risk. This could be accomplished by carefully tailoring training requirements for specific AORs beyond the current HSC Seahawk Weapons and Tactics Program 3502.6. Commands that are not projected to operate overland while deployed should be expected and even encouraged to report “yellow” or “red” in DRRS-N, reducing the risk associated with specialized overland mission sets and freeing up resources for other mission areas. This will permit the HSC community to “demonstrate predictable excellence in the execution of our maritime missions” and increase tactical relevance by seeking missions that are desired by warfare commanders.

While accepting some risk in the overland power-projection/PR missions, the HSC community needs to link squadrons to relevant NSW and other SOF units to be the customer of choice when doing SOF missions in the maritime domain.

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Mass Communication Specialist 1st Class Shane Tuck, assigned to the underwater photo team of Expeditionary Combat Camera, climbs a ladder into an MH-60S Sea Hawk helicopter during cast and recovery training with Explosive Ordnance Disposal Mobile Unit (EODMU).

U.S. Navy Photo by Mass Communication Specialist 1st Class Jayme Pastoric

the ASW threat, a threat submarine needs to be close in to launch a torpedo against a ship. The DL concept applied to ASW in a non-traditional LCS SAG is only possible with the ability to employ organic weapons that can hold the enemy at risk, at range. The “Torpedo Truck” concept has already been endorsed by Carrier Air Wing FIVE (CVW 5) and requires further review from higher Pacific Fleet echelons. Commander DESRON 15, Commander NAWDC, Commander CTF 70, and Commander SEVENTH Fleet should consider generating an urgent operational needs statement based on current and projected submarine threats, and work with OPNAV for immediate approval. (11*) Obtain Ku-band HAWKLINK capability. The HSC community needs to connect HAWKLINK to warfighting requirements as they are currently written. HAWKLINK permits full motion multi-spectral targeting sensor (MTS) video feeds that are demanded by warfare commanders who desire real-time evaluation of potential ASUW threats. Additionally, the “Torpedo Truck” concept could drive the ASW requirement for HAWKLINK (in SEVENTH Fleet in particular). It is not possible to have pervasive, wide-area sensor coverage over the entire Pacific. It is possible, however, to use distributed sensors to localize threats in the form of ship-based towed arrays, submarine-based networking, and P-8 buoy brickwork. Having HSC detachment-based, LCS-organic capability to launch weapons allows networked sensor systems to continue search and localization without coming off-station to launch a weapon for both ASUW and ASW missions.

Procure MH-53K Heavy-Lift and AMCM capabilities.

CSG logistics requirements are immense when operating continuous flight operations, particularly during a contingency that prevents or delays pulling into port. Sea basing for this environment without heavy lift support remains untested with smaller platforms like the MH-60S. With the growing asymmetric mine threat and unproven/failed MCM technology for smaller platforms, a heavy-lift replacement for the Helicopter Sea Combat HM squadrons would provide a sound

baseline for both MCM and LOG warfighter capability while the MH-60S and Fire Scout augment via a more distributed model.

Conclusion Now is the time to chart the future of the HSC community.

Dogged adherence to the current HSC model may have negative implications for HSC aircrews and will likely result in the same warfighting triviality that has frustrated the community for years. However, if the HSC community is confident enough in its vision to adjust course and take advantage of existing opportunities with a renewed focus on maritime missions and well-planned, achievable warfighting enhancements that strengthen Fleet DL, it can and will be dedicated to safely executing mission sets that warfare commanders demand on a regular basis. * References 1. VADM Thomas Rowden, RADM Peter Gumataotao, and RADM Peter Fanta, U.S. Navy, “Distributed Lethality,” Proceedings Magazine, Jan 2015 Vol. 141/1/1,343, pp. 4 2. “Distributed Lethality,” pp. 1 3. ADM John M. Richardson, U.S. Navy, A Design for Maintaining Maritime Superiority 1.0, 2016 4. FY11-FY16 HSC Community Mishap Data 5. HSC Weapon School SWTIs struggled to maintain a tactical hard deck of 10 flight hours per pilot per month during FY16 6. CNO ADM John M. Richardson, A Design for Maintaining Maritime Superiority 1.0, 2016, pp. 4 7. OPNAV Instruction C3501.384, 17 May 2011 8. “Distributed Lethality,” pp. 1 9. VADM Mike Shoemaker, U.S. Navy, LtGen Jon Davis, U.S. Marine Corps, VADM Paul Grosklags, U.S. Navy, RADM Michael Manazir, U.S. Navy, RADM Nancy Norton, U.S. Navy, Naval Aviation Vision 2016-2025, pp. 44 10. CAPT B. G. Reynolds and CAPT M. S. Leavitt, U.S. Navy, 2016 HSC Strategy, 11 Jul 2016 11. CDR Jeffrey Holzer, U.S. Navy, MH-60S Torpedo Truck Point Paper, 18 Sep 2014

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The Little Valid Shot that Could Article by LT Caleb Derrington, USN, HSC-25

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oday’s modern battles are won by sound decision making from agile minds. The core of that statement is agility in decision making.

Simply put, it is the ability to easily change decisions to adapt to the present circumstances.

The best way to achieve this dynamic mindset is by practicing the way we fight, because we all know too well that a plan always changes and we are continually driven to adapt to the changes. In a way, this unnatural inclination to change plans becomes a natural habit for aviators. I encountered such a situation when HSC-25 embarked to the Farallon de Medinilla (FDM) bombing range to execute a live HELLFIRE shoot. I just want to point out that this would be my first time shooting a live HELLFIRE. Our excursion to FDM was a joint training evolution that involved the Navy, Air Force, and Marines. All the stakeholders gathered together two weeks prior to the event to begin our in depth planning, in which HSC-25 was tasked to insert Navy SEALs and execute a live HELLFIRE shoot on the very first day of the weeklong event. The Air Force B-1s and F-16s were going to join us in delivering death from above. Overall, each of the stakeholders had specific training requirements to fulfill for differing qualifications. HSC-25 specifically needed to launch two HELLFIREs for detachment qualifications. I fell in that requirement, and got the privilege to launch a live HELLFIRE while being controlled by an actual JTAC (Joint Terminal Air Controller). Start the excitement.

Five days before the event, the stakeholders held our last meeting to solidify our plans. We were all on the same sheet of music until an hour into our meeting. An individual, not to be named, popped his head into our meeting and informed us that Range 3 of FDM was just declared for inert ordnance only. Let the agile minds fiddle. To explain why this was a big deal, I have to paint a picture of FDM. This small sliver of land protruding out of the Pacific and at the northern edge of the Marianas is an island by definition. To me, it was rock projecting about 100 feet above the waterline. It was about 120 yds at its widest, about 1200 yds long, and filled with craters from a history of ordnance deliverance. There were three ranges on the island that numbered in sequence from north to south. The most northern region was for small arms only and was where the SEALs would be inserted, while Range 2 and 3 had previously allowed larger ordnance. Now we were stuck with only Range 2, when we were all planning to engage in Rotor Review #136 Spring ‘17

Aviation Boatswain’s Mate (Handling) 3rd Class Andrew Abad directs an MH-60S “Knighthawk,” assigned to Helicopter Sea Combat Squadron (HSC) 25, during flight operations aboard amphibious assault ship USS Bonhomme Richard (LHD 6). U.S.

Navy photo by Mass Communication Specialist 2nd Class Diana Quinlan.

Range 3. Immediately, the B-1s bugged out of live ordnance delivery due to the safety ring of their payload. The F-16s were on the fence.

HSC-25 and the SEALs immediately analyzed charts to determine if a HELLFIRE could be launched at Range 2 with their position at Range 1. With some real time map study and creative problem solving, we were able to find a safe and acceptable solution for all players and the mission was saved.

Our three bird section met up the afternoon prior the flight to brief.

We had our run-ins calculated, talked through every possible contingency we could think of, and were excited about the mission. I was thrilled by the fact that I was not simulating. We met at the break of dawn on the day of the operation and immediately ran into issues.

An APU failure on one of the aircraft threatened to delay the mission.

Adapting, my aircraft chose to launch as a single to refuel and wait in Saipan for a pending join-up and minimize time wasted at the single-point refueling platform in Saipan International Airport. Thankfully, our playmates’ aircraft was fixed and the three bird section joined in Saipan. In Saipan, our motivated and competent Aviation Ordnance Division knew that we were trying to make-up time and loaded our missiles at blistering speed. They kept us in our window, and my hats are off to them for saving the day. They unsurprisingly adapted to the situation and loaded the missiles perfectly.

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FOCUS - MULTIMISSION SUPERIORITY With the lost time made up, we picked up the Navy SEALs and proceeded to FDM. Following the insert, the JTACs had to change the run-in headings and shot distances based on their new assessment of the terrain, so some quick calculating was needed from us to adapt to the change. With exceptional CRM between the pilots and the aircrew, the new times were calculated and heading mapped before we even armed the missiles. Speaking of arming the missiles, the HELLFIRE arming mechanism on the missile itself jammed causing it to stay offline as the scenario started. After an abort and a reset,

Hellfire! U.S. Navy photo by Mass Communication Specialist 2nd Class Daniel M. Young

Playing with Lightning

we were able to eventually troubleshoot the problem and get the missile online. The missile was working, JTACs were waiting, and we were ready to go. Let the weather roll in. As with all weather in the Pacific, it rolls in unexpectedly and fierce and that day was no exception. Dodging around the rain trying to stay inside the final approach course was challenging for the crew and we were immediately getting laser backscatter due to the humidity in the air.

After our third abort we decided as a section to push from a Lock-On Before Launch to a Lock-On After Launch shot in order to get the missile off the rail. A quick look at our shot cards told us it was doable with the cloud cover and we pushed in as close as we could to maximize our LASER signature on the target.

After three failed run-ins due to malfunctions and weather, our section was able to get off two valid shots and re-up the squadron for our HELLFIRE shooting qualifications. While the mission was planned to be an easy operation to get a tick in the box, we in fact gained a ton of real life experience that will be invaluable for future missions to come. Continually adapting to the c hanging circumstances from planning to execution was a prime example of high velocity learning. We had to keep our minds agile and adjust to the dynamic situation to get the job done. It is a natural habit that all aviators have become accustomed to and will forever be part of how we operate. Overall, we upheld our motto of being “ISLAND KNIGHTS, READY TO FIGHT!”

Article by LT Colin Price, USN

“C

ombat One-One, say check-in report.”

“Saber Eight-One, Combat One-One, Mission Number 121, Single F-35...”

The call was simple and routine, and at the time I did not give it special thought. However, at the end of the six hour “double bag”, I reflected with my wingman and our crews upon the importance, and added historic value, of the mission I had just flown. HSM-77 had just completed a SCAR (Strike Coordination and Reconnaissance) training sortie off the coast of Japan near Marine Corps Air Station (MCAS) Iwakuni, marking the MH-60R’s first integration with an operational F-35 squadron. As anyone who has studied the F-35’s capabilities and limitations or followed the platform’s development understands, it is an extremely technologically advanced aircraft. To be completely honest, during the weeks spent planning for this complex, coordinated event, I often wondered what exactly my section of MH-60Rs could contribute to such a star-studded cast. However, the flight with the VMFA-121 “Green Knights” proved to me again that the MH-60R sensor suite is far more capable than any other maritime helicopter, and when each system is utilized methodically by a knowledgeable tactician, it is a most impressive multi-mission platform.

The MH-60R is designed for command and control, but isn’t limited by that construct. In the example I provided earlier, during the event alongside the “Green Knights”, my wingman broke off and played Armed Reconnaissance, com71

pleting full-sensor positive identification on surface vessels and conducting simulated, sequential time-on-target attacks, all with Airborne Low Frequency Sonar and a sonobuoy launcher installed. Completely outfitted, there is no better example of a multi-mission platform than the MH-60R. While although a subsurface threat was absent during this particular training scenario, the real world is unpredictable. Had I needed to re-task my playmate to an ASW problem, he would have been able to seamlessly transition to a completely different, but familiar mission set. Meanwhile, my seasoned aircrewman monitored all air and surface traffic via transponder, radar, and infrared, keeping the range clear and giving all players a “warm and fuzzy”, allowing more focus towards targeting and weapons employment.

I’d like to take a moment and highlight the importance of Crew Resource Management with our aircrew as paramount to being a superior multi-mission aircraft. They are what allows us pilots to push the limits of our platform, regardless of the mission set, be it surface, anti-submarine, or search and rescue. Our aircrew are what drew the greatest curiosity and respect from the Marine aviators of VMFA-121. They were very impressed by the professionalism and knowledge of our rescue swimmer-schooled, crew served weapons-qualified, sonar technicians and radar operators. It proves the point that you cannot hope to dominate the field of multi-mission platforms without a talented, cross-trained crew.

When people say that the FDNF pace is busy, they aren’t www.navalhelicopterassn.org

An MH-60R Sea Hawk, from HSM 77, takes off from the flight deck of the Navy’s only forward-deployed aircraft carrier, USS Ronald Reagan (CVN 76) U.S. Navy photo by Mass Communication Specialist 3rd Class Nathan Burke

kidding around. CVW-5 is deployed half the year, and when HSM-77 isn’t embarked on the carrier or the shotgun cruiser, we are planning and executing cross countries for training detachments to other parts of Japan and coordinating HARP stateside. If any fleet squadron exemplifies the multi-mission motto our community touts, it is HSM-77. Integrating with others to fulfill a variety of mission sets, whether it be range clearance for a live-fire event for our fixed wing brothers or executing a screen delta to clear the way ahead of PIM, isn’t simply a training objective. It’s a lifestyle we live and breath in order to maximize effectiveness. The minute we lose sight of that as a squadron, and I would argue as a community, we become irrelevant.

In conclusion, it is 13 years since HSL-47 completely committed to air wing integration, becoming the first LAMPS squadron to fully embark on a carrier with CVW-9. While although awareness of the capabilities of the MH-60R is still not completely widespread across the fleet, it’s reputation is solid and growing stronger. During my time working with CVW-5, DESRON 15, and many other joint and allied assets over the past two years and four patrols, I have seen the MH60R used in almost every mission of which it is capable. It genuinely is a superior multi-mission asset for the U.S. Navy and its future is bright.

No Secondary Mission Too Small

– The Importance of Training Watchstanders

By LT Jess Phenning, HSM-40

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y crew and I launched in our MH-60R from an air-capable ship in the Mediterranean on what had become the “standard SSC interspersed with NATO training” bag. While this flight was more notable than usual – the detachment’s senior aircrewman was going to tick over into 1,000-hour territory as we were airborne – our actual tactical application was not expected to differ too much from our previous flights in the area. What we didn’t know when we launched, though, was that we were about to exercise equipment for one of our secondary missions for the very first time… and this mission was COMREL. When deployed on an air-capable ship (and probably elsewhere), COMREL stands for “Community Relations,” and pertains to volunteer work that Sailors do in port to help local communities and bolster the Navy’s/America’s image. In an MH-60R, as in the SH-60B and MH-60S, COMREL stands for “communications relay.” This refers to a button on the center console that will allow transmissions broadcast by

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an entity (in this case, our ship), to be re-transmitted by the helicopter to extend the range. As we picked our way around our NATO group, identifying contacts, we were re-directed by the Anti-Submarine Tactical Air Controller (ASTAC) to get the name of a specific merchant vessel. We flew towards the contact and started to build sensor awareness on it. Very soon, we were able to discern the name of the vessel from the Forward-Looking Infrared (FLIR) and passed that back to the ASTAC. We switched up one of our radios to Maritime Channel 16 and listened. Our ship began to attempt communication with the subject vessel. The vessel could hear the ship and was responding, but our ship could not hear their response and kept querying. The frustration was evident in the voice of the person responding on the merchant vessel.

“ASTAC, Pilot. The vessel is responding to you, but it sounds like you can’t hear it. Do you want us to COMREL for you?”

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FOCUS - MULTIMISSION SUPERIORITY “Pilot, ASTAC… let me ask, ma’am.” with this term, so he passed it up to the Tactical Action Officer The next response we got from the ASTAC was surprising. (TAO). The officer standing TAO had also been unfamiliar, so “511, you’re no longer needed on station, you can continue he called the Captain. The Captain, who was also not aware your SSC around the group.” My copilot and I exchanged of our COMREL capability, either assumed or was told by looks, and our aircrewman expressed his confusion as well. the TAO that we would just repeat what the OOD was trying We marked the vessel in our system, anticipating that we to broadcast, like a game of telephone. Fortunately, he was so might return, and began to move on. We had practice instru- irritated that we would suggest something so summarily ridicment approaches to several NATO naval vessels to conduct in ulous that he called Air Boss. Air Boss was able to explain the the next phase of this mission, and that phase was scheduled capability. The Captain realized immediately that it would be to begin soon. very useful in this situation. The next thing we knew, we were Ten minutes later, as we were setting up for an approach to back on station. the Italian ship, we got a request from the ASTAC to return to the merchant vessel “Executing COMREL, we discovered, was simple. Coordinating COMREL for COMREL. This time, my aircrewman was the difficult and messy part.” had more colorful expressions of confusion than he had previously used. We turned back toward the vessel and while Executing COMREL, we discovered, was simple. Coordiwe flew, began to work out the process of COMREL. nating COMREL was the difficult and messy part. This parThere is no checklist for COMREL because it is very simticular situation had been benign – this vessel was not threatple. Although none of us had ever actually done it, we all ening us, nor was it threatening the ship or the group. It was theoretically knew how it worked. I explained to the Officer a fairly routine exchange of information once communication of the Deck, over land-launch frequency, that they would be was established.

But what if it had not been so benign, and talking to the merchant ship via land-launch. We would be our part in it had been delayed as it was because of a lack of monitoring, but silent. Their transmission would be broadfamiliarity of our capabilities?

In Initial Ship-Air Team Traincast by our system over Maritime Channel 16. The OOD ing (ISATT), we had briefed watchstanders on COMREL as understood, and it was time to see this secondary mission in a secondary capability, but we did not explain what it actually action. I pushed the button, and the ship began their query. was, and no one asked the question.

It led me to wonder – Success! They conducted the full exchange seamlessly, with what else do we not know that they don’t know? our helicopter acting as a relay. But why had we been initially On air-capable ships, ISATT briefs are standardized to the re-tasked? extent of NATOPS. The information is the same, but how An oft-overlooked but necessary facet of multi-mission sumuch of that information is presented can differ from detachperiority is how we train those controlling us about the extent ment to detachment.

Additionally, air presence in key watch of our capabilities. When we had initially told the ASTAC station board processes seems to differ from ship to ship. that we could conduct COMREL, he had not been familiar Some TAO or OOD boards involve the Air Boss, some do not. Over two deployments on two different cruisers, I represented helicopter operations on just one junior officer “murderboard” for OOD. Air Detachment presence (preferably the Air Boss/OIC) on OOD and TAO boards would help those crucial watchstanders understand our capabilities better.

As the Navy’s helicopters become more advanced, we need to ensure the people who work with us and control us are fully aware of all we can do. On air-capable ships especially, we have to help cultivate the mentality that we are a weapons system and a sensor suite. They need to be just as familiar with MH-60R employment as they are with Boatswain’s Mate 3rd Class Dyamond P. Khammanivong signals an SH-60R CIWS. Sea Hawk helicopter aboard the Arleigh Burke-class guided-missile destroyer USS Donald Cook (DDG 75). The ship is forward-deployed to Rota, Spain, conducting naval operations in the U.S. 6th Fleet area of operations in support of U.S. national security interests in Europe and Africa.

U.S. Navy photo by Mass Communication Specialist 3rd Class Alyssa Weeks

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FOCUS - MULTIMISSION SUPERIORITY

Rotor Review #136 Spring ‘17

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Eyes Over Afghanistan

Book Review

by Matthew Vernon Reviewed by LCDR Chip Lancaster, USN (Ret.)

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young brash Navy lieutenant intent on career moves and seeing the world and getting the maximum adventure out of his military experience, gets a little more than he had counted on. LT Matt Vernon signed up for an IA (Individual Augmentee) tour to Afghanistan in 2007 that results in more adventure than he had planned for.

Afghanistan is often referred to as the “Graveyard of Empires” and Matt’s book gives the reader insight into why this is so. A near crash of a presidential helicopter and an unplanned staff meeting encounter throw Matt into a cauldron of a mission. From fledgling Air Force staffer, his positon suddenly escalates to program manager for a yet to be established program. His mission now: in a strange land a half a world away with strange customs and a language you don’t speak, set up a pilot training program for an unfamiliar aircraft and make it all work by next week.

Luckily, he’s not unfamiliar with working in strange lands and pilot training. Prior to being in the Navy, Matt was a Mormon missionary in Japan which experience he recounts. In the Navy, he received pilot training experience flying the H-60S with Fleet Replacement Squadron HSC-3. These experiences along with some weapons and special ops training at the Naval Academy and in preparation for the IA prepared Matt for his new mission.

The flight training program has be to set up through Air Force channels, an immense bureaucracy intent on throwing every impediment possible in the way. Slogging through the quagmire of foreign and domestic staffs to get to a Russian helicopter training school is a story in itself. His experience learning to fly the Mil Mi-17 Hip with chain smoking, vodka drinking old-hand instructors is worth the price of the book alone.

Back in country, the adventure continues from setting up the pilot training program with pilots often not qualified to fly let alone handle a beast like the Hip to establishing a MEDEVAC program. Matt teams up with a brash no-holds-barred Navy doctor to fight the often

antagonistic and belligerent Afghan military bureaucracy to get the MEDEVAC program literally into the air.

Matt’s story follows him and Doc Joey in flights through the rugged and mountainous Afghan terrain in all types of weather often on missions where the boundary between legal and illegal was definitely blurred. I especially like the book’s insight into the Afghan people and politics.

Throughout the book, Matt pays attention to everyone he encounters from the peasant and farmer eking out an existence to the bumbling military bureaucrats to the warfighters on both sides of the fence. Eyes Over Afghanistan is both an incredible adventure and a tribute to a war torn nation and its people. Strapping on an unforgiving Russian helicopter for a nap-of-the-earth flight down a raging river between towering cliffs with the bad guys shooting at you is worth the price of admission. Check it out!

LCDR Matthew Vernon is USNA Class of 2000 with an MA in International Relations from the University of Maryland. Before the Academy, Matt was a Mormon missionary to Japan and speaks fluent Japanese. His fleet tours included flying the MH-60S with HSC-8/28, HSC-3, HSC-84 and HSC-85 with deployments to the Northern Arabian Gulf, Somalia and Haiti. In 2007 he deployed on an IA to Afghanistan as the first U.S. embedded combat advisor with the Afghan National Army Air Corps flying the Mil-17 Hip. He left active duty in 2009 and currently resides with his wife Sunshine and their children in northern Virginia.

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Expeditionary Strike group THREE

Change of Command

RDML Cathal O’Connor, USN relieved RDML Daniel Fillion, USN on January 13, 2017

Helicopter Maritime Strike Wing Atlantic (COMHSMWINGLANT)

Helicopter Maritime Strike Wing Pacific (COMHSMWINGPAC)

CAPT David Walt, USN relieved CAPT Sil A. Perrella, USN on January 27, 2017

CAPT Michael L. Burd, USN will relieve CAPT William Walsh, USN on May 25, 2017

Naval Air Facility El Centro

TACTRAGRUPAC

CAPT Michael Dowling, USN relieved CAPT Richard Haidvogel, USN on March 31, 2017

CAPT Brent Alfonzo, USN relieved CAPT William Doster, USN on January 20, 2017

Rotor Review #136 Spring ‘17

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Joint Regions Marianas

HSC-3 MERLINS

RDML Shoshana Chatfield, USN relieved RDML Babette Bolivar, USN on January 27, 2017

CDR Sean Rocheleau, USN relieved CDR Shawn Bailey, USN March 16, 2017

HSM-40 AIRWOLVES

CDR Richard Whitfield, USN relieved CDR David Loo, USN March 3, 2017

HM-15 BLACKHAWKS

HSC-28 DRAGON WHALES

CDR Bernard V. Spozio, USN relieved CDR Dennis Monaglethe, USN on February 16, 2017

CDR Steve Thomas, USN relieved CDR Everett Alcornon, USN March 16, 2017

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Rotor Review #136 Spring ‘17

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“What technological upgrades to the aircraft do you think would be most useful?”

From Wilbur Wright, Dayton, Ohio, January 10, 1912: “Like all novices, we began with the helicopter, but soon saw that it had no future and dropped it. The helicopter does with great labor only what the balloon does without labor and is no more fitted than the balloon for rapid horizontal flight. If the engine stops, it must fall with deadly violence, for it can neither float like the balloon nor glide like the airplane, but it is worthless when done.”

From TJ Cullen, via Facebook: “A certified GPS to keep up with Instrument Approach technology and moving maps to assist in mission planning and execution.”

From Wayne Papalski, via Facebook: “Real time moving map and terrain following radar.”

From Chris Keating, via Facebook: “Overall better hearing protection.”

From LT Rebecca Bennett, HX-21: “As anyone who has operated with any Fixed Forward Firing Weapon (FFFW) System can tell you, the current targeting system for FFFW leaves something to be desired....targeting options include a grease pencil mark on the windscreen or “walking” rounds onto the target. In order to help solve this problem of targeting accuracy, a new Helmet Display Tracker System (HDTS) is under development for the MH-60S and is currently being tested by HX-21.”

From an anonymous contributor: “In 1996, Pierce Brosnan came out with a movie called “Golden Eye.” It had a Tiger helicopter - it had a lot of great stuff. I’d say anything from “Golden Eye.” Also, sideways ejector seats.”

On behalf of every aircrewman: “Better/more ergomatic cabin and gunner seats!”

From Harry Bruno, aviation publicist, 1943: “Automobiles will start to decline almost as soon as the last shot is fired in World War II. The name of Igor Sikorsky will be as well known as Henry Ford’s, for his helicopter will all but replace the horseless carriage as the new means of popular transportation. Instead of a car in every garage, there will be a helicopter.... These ‘copters’ will be so safe and will cost so little to produce that small models will be made for teenage youngsters. These tiny ‘copters, when school lets out, will fill the sky as the bicycles of our youth filled the prewar roads.”

Next Issue: “In your opinion, what makes a good pilot? Crew Chief?”

Submit answers to: caleb.levee@navy.mil

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NHA 2017 Regional Awards

Command Updates

Region 1 Aircrew of the Year Pilot (non-deployed) of the Year CG 6022 LT Tyler K. McCoy, USN LCDR Wayne T. O’Donnell, USCG HSC-21 LT Daniel G. Besohar, USCG AMT2 Ryan W. Harvey, USCG AST1 Jonathan H. Foss, USCG Rescue Swimmer Coast Guard Sector San Diego of the Year

Aircrew of the Year (deployed) Red Stinger 107 LCDR Bret A. Walther, USN LT Kylie E. Hahn, USN AWR2 Daniel E. Rodriguez, USN AWR2 Alexander D. Hewett, USN HSM-49

AWS2 Vincent O. Meza, USN HSC-21 Fleet Instructor Pilot of the Year LT Ian E. Gill, USN HSC-3

Aircrewman of the Year AWR2 Alexander D. Hewett, USN HSM-49 Maintenance Chief of the Year AECS Greg W. Lowery, USN HSC-15

Maintenance Officer of the Year LCDR Timothy E. Rogers, USN HSM-75

Shipboard Pilot of the Year LCDR Daniel R. Rogers, USN USS BOXER (LHD 4)

Maintenance Enlisted of the Year PR2 Juan U. Ramirez, USN HSM-49

Region 2 Pilot of the Year LT John E. Rashap, USN HX-21

Aircrew of the Year Aircrewman of the Year (non-deployed) PO2 Matthew S. Robinson, USN CG Rescue 6042 HX-21 CDR Steven F. Jensen, USCG LT Michelle Simmons, USCG AET3 Daniel J. Cote, USCG AST 3 Mario A. Estevane, USCG CGAS Cape Cod Instructor Aircrewman of the Year AMT1 Michael V. Huth, USCG CGAS Detroit

Rescue Swimmer of the Year AST2 Mario A Estevane,USCG CGAS Cape Cod Maintenance Officer of the Year LCDR Brad M. McNally, USCG CGAS Detroit

Rotor Review #136 Spring ‘17

Maintenance Chief Maintenance Enlisted of the Year of the Year AE1 Macon E. Wilson, USN AET 3 Robert M. Walker, USCG VX-1 CGAS Cape Cod

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NHA 2017 Regional Awards Region 3 Aircrewman of the Year PO1 Keifer D. Piil, USN HSM-74

Fleet Instructor Pilot of the Year LT Dane R. Mutschler HSMWSL Maintenance Officer of the Year CWO2 John S. Fields, USN HSM-74

Pilot of the Year Aircrew of the Year LT Jason A. Nieman, USCG (deployed) CG HITRON Jacksonville Endgame 19 LT Jason A. Neiman, USCG CDR Patrick M. Lineberry, USCG LT Joseph S. White, USCG Instructor AET1 Tyler S. Michael, USCG Aircrewman of the Year AMT1 Eric F. Burns, USCG AWR1 Joshua P. Laurin CG HITRON Jacksonville HSM-40 Maintenance Chief of the Year AMCS Jeffrey P. Wright, USN HSM-40

Maintenance Enlisted of the Year PO2 Brittany L. Ruiz, USN HSM-74

Region 4 Aircrew of the Year Aircrew of the Year Pilot of the Year (deployed) (non-deployed) LT Brian J. Paskey, USN Bayraider 30 Trident 620 HSC-28 LT Paul M. Byrne, USN LT Justin T. Medlin, USN LT Jeyna S. Boss, USN LTJG Jennifer M. Groger, USN AWS1 Robert W. Runnels, Jr. USN AWS2 Miguel A. Guerrero, USN Rescue Swimmer HM2 Erin D. Williams, USN AWS3 Christopher B. Proffitt, USN of the Year AWS3 Jose A. Rodriguez, USN HSC-9 AWS2 Christopher B. Proffitt, USN HSC-28 HSC-9 Fleet Instructor Pilot of the Year LT Waylon R. Carlson, USN HSCWSL

Aircrewman of the Year AWS1 Peter R. Lagosh, USN HSC-2

Shipboard Pilot of the Year LT Daniel J. Robertson, USN USS FORD (CVN 78)

Instructor Aircrewman of the Year AWS1 Joel W. James, USN HSC-2 Maintenance Officer of the Year LT Miguel Flores, USN HSC-28

Maintenance Chief Maintenance Enlisted of the Year of the Year AMC Travis P. Meredith, USN- AE2 Joy-Therese Galloway, USNHSC-28 HSC-26 81

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NHA 2017 Regional Awards Region 5 Pilot of the Year LT Zachary T. Gross, USCG CGAS Houston

Aircrew of the Year Training Command Instructor (non-deployed) Pilot of the Year CGNR 6502 LT Ryan W. Miller, USN LCDR Neal A. Corbin, USCG HT-8 LT Michael J. Hennebery, USCG AMT2 Dylan R. Hernandez, USCG AST1 Michael C. VonBormann, USCG AST2 Ari F. Markle, USCG CGAS New Orleans Maintenance Officer

Maintenance Chief of the Year AMCS Eric D. Lester, USCG CGAS Houston

of the Year AVI3 Matthew W. Kellison, USCG CGAS Houston

Instructor Aircrewman of the Year AMT1 Travis D. Hebrank, USCG CGAS Houston

Maintenance Enlisted of the Year AMT3 Colin J. McFadden, USCG CGAS Houston

Region 6 Aircrew of the Year (deployed) CG Rescue 6590 LCDR James Kenshalo, USCG LT Ryan Hawn, USCG AMT1 Travis Burke, USCG CGAS Kodiak Pilot of the Year LT Andrew Lund, USCG CGAS Sitka

Aircrew of the Year (non-deployed) CG 6032 LCDR Peter N. Melnick, USCG LCDR John M. Leach, USCG AET2 Andrew D. Sullivan, USCG AST2 Jason R. Yelvington, USCG CGAS Sitka

Aircrewman of the Year AWR1 Adam Wuest, USN HSM-77

Instructor Aircrewman of the Year AAET1 Matthew J. Elliot, USCG CGAS Borinquen

Fleet Instructor Pilot of the Year

LCDR Hector R. Ramos,USCG CGAS Borinquen Maintenance Officer of the Year

CWO3 Pablo A. Dominguez, USMC HMH-463 Rotor Review #136 Spring ‘17

Rescue Swimmer of the Year AST2 Phillip D. Walker, USCG CGAS Barbers Point

Maintenance Enlisted of the Year AZ1 Amy L. Kretchman, USN AM1 Jeffrey D. Claus, USN HSC-12 HSM-51 Maintenance Chief of the Year

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HSMWSP Leads DESI ASWEX 2016

Article by LT Adam Arndt, USN HSM Weapons School Pacific Public Affairs Officer

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he ‘Honey Badgers’ of Helicopter Maritime Strike Weapons School Pacific (HSMWSP) led the charge during the bi-annual Diesel-Electric Submarine Initiative Anti-Submarine Warfare Exercise (DESI ASWEX) held off the coast of San Diego, California during the period of September 14th – 19th, 2016. DESI is an international exercise hosted by Commander Submarine Force Atlantic in coordination with the Chilean Navy that provides ASW assets the opportunity to train against a foreign diesel powered submarine, the CS Thomson (SS 20).

Taking place on the Southern California Offshore Range (SCORE) training area, pilots and aircrew from HSM-35, HSM-41, HSM-49, HSM-71, HSMCDR Eric Kelso watches as the crew of the CS Thomson (SS 20) oper73, HSM-75, HSM-78, HSMWSP, and ates their equipment to counter MH-60R and P-3 aircraft during the 2016 Patrol Squadron (VP) 46 all jumped at DESI ASWEX. Photo by CS Thomson (SS 20). the opportunity to participate in this rare training evolution.

While operating from their home station at Naval Air Sta- think of the ASW fight in terms of a single sortie, wherein the tion North Island, it is rare that MH-60R units are able to crew can expend all its stores and burn down to minimum fuel track and train against an actual submarine in order to refine before returning to the ship to resupply and re-launch with a their ASW skills. Crews are normally limited to training in fresh crew. The submarine, however, must constantly manage simulators in canned scenarios or against submerged training its batteries, oxygen, and even crew fatigue to operate in an entargets that run automated profiles. “Units were able to per- gagement that could potentially last an entire day--often days. form effective training against a ‘thinking’ adversary, where How this limited their ability to react to any single encounter crews are challenged to operate in a dynamic environment and was eye-opening.” improve their proficiency in one of our community’s primary By the exercise’s end, crews flew 140 hours and demonmission sets,” explained LT Scott Martin, HSMWSP DESI strated their ASW aptitude by maintaining contact on the ASWEX coordinator.

CS Thomson for 36.7 of the 37 hours on range. AdditionalIn addition to aircraft partaking in the event, CDR Eric ly, HSM crews executed 35 simulated torpedo attacks on the Kelso, HSMWSP Operations Officer, was afforded the oppor- submarine over the course of the four day exercise, increastunity to embark aboard CS Thomson throughout the dura- ing combat readiness and enhancing their ability to effectively tion of the exercise. “It was extremely insightful to see how the counter a subsurface threat.

ASW problem is fought from the perspective of a submariner.

CDR Jon “Red” Baron, Commanding Officer of HSMSpecifically, they have the benefit of assigning personnel (or WSP, stressed the importance of such international exercismultiple personnel) to one fixed task (e.g., monitoring radar, es. “These types of engagements with our allies are crucial sonar, or the periscope). The fact that they were able to effec- to expanding our combat proficiency, challenge our tactical tively process, communicate, and integrate the data from their assumptions, and learn from one another’s experiences. The various sensors to quickly determine and execute a course of environment, scenarios, and presence of a mutually dynamic action was impressive.” Concerning the differences in execu- adversary for air and submarine teams were irreplaceable attrition from the MH-60R perspective, CDR Kelso explained, butes. But the best learning came from our ability to leverage “Conversely, a helicopter with a crew of three could be respon- the reconstruction power of NUWC Keyport’s Visual Interacsible for the same tasks. This notion was a difficult concept for tive System for Training Analysis (VISTA). High fidelity post the Chileans to accept. Additionally, helicopter crews tend to mission data, collected from all players, enabled MPRF, HSM, 83

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and CS Thomson crews to replay, analyze, and hot wash every aspect of the exercise. Crucial to this was the prioritized and timely efforts by Third Fleet Staff to ensure all debrief material were reviewed for foreign disclosure just days after the exercise. Without these mutual efforts, our debrief products, allied engagements, and overall learning experience would have been much less robust. I am proud that HSMWSP executed an exercise so aligned to our charge to train squadrons to have the

confidence to be ‘ready for battle’ and ‘succeed in combat’.”

HSMWSP plans to continue coordinating and participating in the bi-annual DESI ASWEX in the years to come in order to provide the best training opportunities for MH-60R crews and maximize combat effectiveness across the HSM community.

Stingers on the Move: HMLA-267 Deploys to Okinawa Article by Pfc. Liah Kitchen, USMC

An AH-1Z Viper with Marine Light Attack Helicopter Squadron (HMLA) 267 is prepared to be transported on a C-5 Galaxy aboard Marine Corps Air Station Miramar, Calif., Nov. 10.

HMLA-267 deployed to MCAS Futenma, Okinawa, Japan, in November.

U.S. Marine Corps photo by Pfc. Liah Kitchen/Released)

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arine Corps Air Station Miramar / 3rd Marine Aircraft Wing. Marines with Marine Light Attach Helicopter Squadron (HMLA) 267 prepared to deploy to Okinawa, Japan, aboard Marine Corps Air Station Miramar, California, Nov. 10.

HMLA-267 is heading to MCAS Futenma for approximately six months in support of III Marine Expeditionary Force as a part of the Unit Deployment Program.

This milestone is significant because it is the first time that the AH-1Z Viper will be forward deployed to the Asia-Pacific region, providing close-air support missions and ground attack coordination previously executed by the AH-1W Super Cobra.

This deployment aligns with the Marine Corps’ H-1 replacement program which exchanges the UH-1N Huey and AH-1W with the updated UH-1Y Venom and AH-1Z. “The biggest difference in capability between the AH-1Z and the AH-1W is our ability to see three to four times farther out than before which allows us to better identify targets,” said Lt. Col. John Livingston, commanding officer of HMLA-267.

The Viper also offers a four-bladed composite rotor system

Rotor Review #136 Spring ‘17

and a four-bladed tail rotor, which enables it to fly further, faster and smoother than its predecessor.

According to Livingston, during the deployment the squadron will fly a full range of missions to support the Marines of III MEF in their mission “to provide the United States with a forward-deployed force in readiness in the Pacific Theater.”

“The strategic importance of this deployment is presence overseas,” said Livingston. “Beyond that, it is bringing the integration with the Marines of III MEF who haven’t had the same opportunity to train with this equipment as the Marines of I MEF.” While in Japn, the Marines in the squadron will experience a higher operational tempo due to multiple exercises III MEF participates in throughout the year in countries such as Thailand, the Republic of Korea and the Philippines.

“The morale of the Marines is sky high and the Marines are ready to deploy,” said Livingston. “Marines join the Marine Corps to see the world, and this deployment gives them that opportunity.”

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Naval Air Force Atlantic Selects Sailors of the Year Article by CDR Dave Hecht, USN

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IRGINIA BEACH, Va. - Commander, Naval Air Force Atlantic (CNAL) announced the selection of Naval Air Crewman Operator First Class (AWO1)(NAC/ AW/SW) Marc Deskin and Aviation Ordnanceman First Class (AO1)(AW/ SW) Christopher Carter as Sea and Shore Sailors of the Year, respectively, at a luncheon ceremony at the Westin on Thursday, 9 February.

Deskin, a Winston-Salem, NC, native, is currently attached to Patrol Squadron (VP) 16 at Naval Air Station Jacksonville, Fla., where he serves as the Tactics Department leading petty officer. Carter, a Hyattsville, MD, native, is currently attached to Helicopter Maritime Strike Squadron (HSM) 40 at Naval Station Mayport, Fla., where (From left) Rear Adm. Bruce Lindsey, Commander, Naval Air Force Atlantic he serves as the Maintenance Depart- (CNAL), Naval Air Crewman Operator 1st Class Marc Deskin, Aviation Ordnanceman 1st Class Christopher Carter and Force Master Chief Bill Smalts. ment leading petty officer.

U.S. Navy photo by Mass Communication Specialist Second Class Kevin F. Johnson.

Rear Admiral Bruce Lindsey, Commander, Naval Air Force Atlantic, highand shore components within Naval Air Force Atlantic. Each ly praised both Sailors for their outstanding accomplishments. represented their respective commands after being selected as “We had an exceptionally talented group of Sailors this year, that command’s Sailor of the Year. and I couldn’t be more proud of all of them,” said Lindsey.

Both Sailors will advance to the next selection process to “These two specifically have represented themselves and their determine the Sailors of the Year for U.S. Fleet Forces Comcommand at the highest level and I am confident that they mand. will continue to do great things.”

The two Sailors were selected from 12 candidates representing more than 30,000 men and women serving in the sea

Fleet Readiness Center Southwest (FRCSW) H-60 Facility Increases Seahawk Throughput Article by FRCSW Public Affairs

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ince opening its new H-60 Seahawk maintenance, repair and overhaul (MRO) facility in Building 325 on Naval Air Station North Island just over one year ago, the Fleet Readiness Center Southwest (FRCSW) helicopter program has gained operational efficiencies and staffing improvements that will send about 10 more aircraft to the fleet every year.

The intention to consolidate H-60 MRO operations from Buildings 306, 308, 310 and 333 began with a ceremonial ground breaking in December 2012.

“Our quality assurance (department) was in Building 378 and our production control was in PS 154. We were literally 85

spread out on the northern half of this island,” said Deputy Integrated Project Team H-60/MQ-8 Lead Travis Cooper.

“Simple things like writing discrepancy work orders would go from Building 306 to 154 to 378 and back to 306. It would take a day to get one written; or half a day if I walked it through personally. Now, all of those groups are here so this procedure can be done in minutes.”

Cooper noted that multiple work orders may be required per aircraft, and that each undergoes the same processing route. Work orders are created and submitted as flaws or damages are discovered. They are not held for processing in groups. www.navalhelicopterassn.org

Since transferring to Building 325, H-60 staffing increased by approximately 25 artisans, primarily aircraft and sheet metal mechanics, while the examiners and evaluators staff (E&E) doubled from seven to 14.

“The biggest reason for that is because in Buildings 306 and 308 we had a single-piece flow system, so aircraft went from one disassembly cell to wash, to one E&E cell to repair, and back to assembly,” he said.

“Now, we basically have two lines working: So we have two disassembly cells, two E&E cells, sending them over to particle media blast (PMB) every three days, and coming to eight repair cells and five assembly cells versus three.”

The H-60 MRO program applies the Integrated Maintenance Program (IMP)

Sheet metal mechanic Kris Dipraseuth repairs a structural crack near the gunner’s side window of an H-60 Seahawk in Building 325 at FRCSW. U.S. Navy photo

“We’re on a six-day TAT,” Cooper said. “Disassembly and E&E gets six days, but repair gets 24 days because they have the number of cells that afford them that time. Repair has eight cells, because their workload is dependent on the discrepancies that are found.”

Although out of the scope of the IMP, in-service repair (ISR) work is handled on major components, like cracked transmission beams, under a separate work order. ISR work in the H-60 program totaled approximately 14,500 manhours last year, Cooper noted.

In addition to IMP and ISR work, modifications and upgrades are also sizable portions of workload.

One current modification is the replacement of an outside beam from aluminum to titanium to stop a crack near the forward portion of the cabin door on H-60-S models.

“The first time these cracks were discovered was a few years after the aircraft was received,” Cooper said. “A temporary repair was made, and now a titanium beam is being added.

Each of these mods requires about 3,000 manhours and we’re scheduled to do seven of them per year.”

An avionics systems upgrade modification is also underway in the program. It requires about 800 manhours per system, he said.

Between the IMP, ISRs and modifications, Cooper said that work in H-60 program is projected to exceed 250,000 manhours this year.

“Our goal will be to get out 65 IMP aircraft a year: or 200 aircraft every three years,” he said.

The H-60 program will soon relocate its hard-point and laser alignment fixture from Building 333, install additional shelving for storage, and setup 16 new wraparound stands to enhance artisan safety and protect the aft side of the aircraft transition section during servicing.

With 110,627 square feet of building to work with, all that stuff should fit.

to assess and ensure the structural integrity of the MH-R and MH-S models of the H-60 airframe.

Under the IMP, aircraft undergo a Planned Maintenance Interval-One (PMI-1) or 2 cycle. PMI cycles are performed in two, three-year intervals. PMI-1 is done at the end of the first three-year cycle, and PMI-2 the following three years.

PMI work is divided into six sections or zones of the aircraft: zone one covers the aircraft cockpit; zone two, the cargo bay; zone three, the aircraft’s fuel system and where the tail cone attaches to the fuselage; zone four covers the tail cone; zone five, the tail pylon and tail rotor; and zone six, the upper deck of the helicopter and main rotor.

Cooper noted that not all zones of the aircraft are covered during both PMI cycles.

The primary difference between the two cycles is that during PMI-2 the helicopter’s engine and transmission are removed, the rotor heads and transmission serviced, and the aircraft is stripped and painted. Conversely, zone three (fuel system and its hoses) is serviced during PMI-1 but not PMI-2.

As the PMI induction begins, the identified zones of the aircraft are disassembled and the E&Es inspect the zones and components for damage and wear. The E&Es also determine the scope of repairs, and assign depot-level work to FRCSW, and organizational-level (O-level) work to the aircraft’s squadrons.

Degraded avionics equipment, like the aircraft weapons replaceable assembly, is returned to the squadron for replacement.

“The induction is to get the baseline to determine what condition the aircraft is in. When we’re ready to return it we’ll do an acceptance test, and if there’s anything different, we’ll know that it was something that was affected while the aircraft was here --- like if one of our artisans accidently drilled through a wire we’ll be able to catch that and repair it,” Cooper said.

Depending on the condition of an aircraft, PMI processes within the cells strive to achieve specific turn-around times (TAT).

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Island Knights Aid in Rescue off the Coast of Guam From Commander, Naval Air Force Pacific Public Affairs

An MH-60S Sea Hawk helicopter assigned to the Island Knights of Helicopter Sea Combat Squadron (HSC) 25 off the coast of Guam.

U.S. Navy photo by Chief Mass Communication Specialist Joan E. Jennings.

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NDERSEN AIR FORCE BASE, Guam (NNS). The "Island Knights" of Helicopter Sea Combat Squadron (HSC) 25 assisted during their first rescue operation in 2017 where two small fishing boats were in distress off the coast of Guam, Jan. 23.

HSC-25 aircrew members first spotted a distress flare while exercising routine training. Shortly after spotting the flare, two MH-60S Sea Hawk helicopters used their forward looking infrared radiometer (FLIR) cameras and night vision goggles to locate the boats. Both fishing boats were adrift in 10-12 foot high seas approximately 10 miles southwest of Cetti Bay. The vessels were stranded without power, so the Island Knights marked their location and remained on scene until Guam Fire and Rescue arrived. Guam Fire and Rescue towed the two vessels back to shore and safely returned the fishermen. Last year, HSC-25 aided the U.S. Coast Guard and Guam Fire Department in 60 search and rescue missions throughout the Northern Mariana Islands.

HSC-25 is the Navy's only forward-deployed MH-60S expeditionary squadron, equipped with an armed helicopter capability for U.S. 7th Fleet in support of anti-surface warfare, personnel recovery, special operation forces missions, and humanitarian assistance.

No Flight Deck, No Problem: A Wolf Pack MEDEVAC

By LT Fred Darlington, USN and LT John Bamonte, USN

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edical Evacuation (MEDEVAC), a secondary mission of the MH-60R, is often a low profile, straight-forward operation. Common incidents that drive the need for MEDEVAC may include an individual onboard a destroyer or cruiser falling down a stairwell, the occasional ruptured appendix, or an even more rare and grotesque severed finger or limb. The individual is airlifted to a nearby aircraft carrier, amphibious ship, or shore-based facility for greater medical treatment. In November 2015, while underway on 87

USS Chancellorsville (CG 62), HSM-75 Detachment One received the call to conduct a MEDEVAC that was slightly non-standard.

Detachment One’s Officer-in-Charge received word that the ship could be diverted from the Ship Anti-Submarine Warfare Readiness and Evaluation Measurement (SHAREM) Exercise to assist in a MEDEVAC from a USNS vessel. Initial details revealed that a 58 year-old civilian was experiencing heart attack symptoms onboard the USNS Able, and would www.navalhelicopterassn.org

The distance between the two vessels required that our crew need a life-saving airlift to USS Ronald Reagan (CVN 76) wait until the following morning to launch. Just before sunfor evaluation and treatment. After confirmation came down rise, we conducted our NATOPS and Operational Risk Manthe chain of command, the Chancellorsville changed course agement brief and then broke deck. In our MEDEVAC-contoward USNS Able and the crew of LONEWOLF 712 began figured aircraft, we launched from the USS Chancellorsville the mission planning process. with two aircrewmen, the ship’s chief Our initial perception was that corpsman, a full auxiliary fuel tank the MEDEVAC would be a piece and our Google imagery. Our planned of cake since a USNS vessel, usuroute was 75 miles direct to Able, ally a supply ship of some sort, approximately 60 miles back to the would have a large flight deck.

Chancellorsville for a refuel, and then Furthermore, we anticipated the a 127-mile leg to the USS Ronald sea state would be calm and that Reagan. whole ordeal would be over beWe climbed and established comfore lunchtime. Mission planning munications with the Able 15 minutes included a review of the Helicopinto the flight.

From Able we received ter Operations From Ships Other an updated latitude and longitude and Than Aircraft Carriers (HOSTAC) soon were able to acquire the vessel on publication in order to determine radar and FLIR. Once on station, the what type of deck would be utiship began prepping the patient for lized. Unfortunately, the copy transfer while we conducted some recof the HOSTAC didn’t include ce passes and power checks.

Although the USNS Able. No big deal. We our gross weight, winds, and power turned to our next most reliable were non-issues, we discovered insource—Google—to find imagflight that the USNS Able was clearly ery of the Able and scope out our different from the imagery we poslanding deck. When the images fisessed— the open area for VERTREP, nally loaded, we realized the USNS where we had planned on hoisting, Able was a Surveillance Towed was occupied by even more antennas Array Sensor System (SURTASS) and sensors. ship—a civilian-run vessel that Continuing our low orbit, we disis used for ocean acoustic monicussed as a crew several courses of actoring. Of note, a SURTASS ship The plan to hoist an aircrewman down tion. There appeared to be an empty has no flight deck and the weather to the logistics deck had a flaw. spot on the upper weather-deck along decks are littered with large anthe forward port quarter. Though this tennas, although there is a small area wasn’t entirely large enough, it open area for VERTREP. Armed could be workable if we paralleled the ship’s course and hoistwith this info, we came up with a plan to hoist an aircrewman ed from a low port-side hover. Only after we had relayed our down to the logistics deck, lower the rescue basket, place the intentions to the ship’s crew and conducted an approach to patient in the basket, recover the basket, and finally recover our intended hover point did we realize there were two flaws our aircrewman. with our plan.

MEDEVAC aircrewman and crewmember of USNS Able smiling after a sucessful MEDVAC.

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COMMAND UPDATES The first was that our plan of hovering parallel with the ship simply would not work. To ensure obstacle clearance, we were forced to hover about 45 feet above the deck. This high hover deprived the right seat pilot of any visual reference points on the ship. The second flaw to our original backup plan, was the excessive amount of trash and loose gear that began to scatter and fly upward toward our aircraft due to rotor wash. We immediately waved-off and requested that the ship’s crew secure all loose material on their deck.

Meanwhile our crew brainstormed yet another approach path. Our hoist operator, AWR1 Hoover, suggested that we approach perpendicular to the ship’s course instead of parallel.

His reasoning was that it would afford greater visual reference to the deck and ship’s mast. We planned to hold our hover overhead the pilot house, straddling a bow antenna on our left side and the ship’s mast to our right. Once all potential FOD was cleaned up, we made our second approach to the ship.

The new positioning offered a vast improvement. It allowed good visual references for holding the hover, space for our aircrewman to hoist and load the patient, and a clear egress forward in case we experienced an emergency. With our hover established, we quickly lowered our other aircrewman, AWR2 Turnbull, followed by the rescue basket and reversed the process with the basket (now holding the patient).

Once all parties were safe in the cabin and the hoist operator cleared us for forward flight, we departed the hover and flew back to our home ship for a drink of fuel before launching again for USS Ronald Reagan. We released our patient to the Reagan’s medical team and made the return journey with no issues.

The mission overall was very rewarding, an affirmation of our training. It offered a great change of pace for our crew and although we didn’t experience any aircraft emergencies or encounter any near minimum fuel situations, the deviations and decisions were made as a crew based on the knowledge and experience gained from thorough training and study of NATOPS and supporting flight publications. Adaptability and teamwork were key components to this mission’s success, allowing the USNS Able to remain on-station to carry out their mission while a member of their crew received much needed medical attention.

Change of Command Helicopter Sea Combat Squadron Three Article by LCDR Chip Lancaster, USN (Ret.)

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elicopter Sea Combat Squadron Three had a change of command on March 16, 2017. The well attended ceremony took place on the seawall at NAS North Island, CA celebrating the time honored customs and traditions of passing authority and responsibility. Following the encouraging, motivating and entertaining words of Commodore Reynolds, outgoing Commanding Officer CDR Shawn Bailey was relieved by CDR Sean Rocheleau. CDR Bailey new assignment is as Deputy Commodore of the HSC/HM Wing in Norfolk and will be sorely missed by the Merlins. The Merlins are happy to welcome CDR Rocheleau to their family. Like CDR Bailey, CDR Rocheleau brings a wealth of experience to Merlin leadership. He is a product of the Seaman to Admiral Program with tours in HS-3, HS-5, HS-7, HS-11, the USS John Kennedy (CV 67) and USS Theodore Roosevelt (CVN 71) flying the SH-3H, SH-60F/H and the MH-60S. His most recent squadron tour was as the XO and CO of HSC-4 Black Knights. All Merlins wish CDR Bailey “fair winds and following seas” and CDR Rocheleau a hearty welcome aboard.

CDR Shawn Bailey was relieved by CDR Sean Rocheleau.

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RDML Chatfield Assumes Command of Joint Region Marianas Article by JoAnna Delfin, Joint Region Marianas Public Affairs Date: 1/27/2017

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ANGILAO, Guam (NNS) -- Joint Region Marianas (JRM) held a change of command ceremony at the Father Duenas Memorial School Phoenix Center in Mangilao, Guam, Jan. 27, 2017.

RDML Shoshana Chatfield relieved RDML Bette Bolivar as commander, JRM; U.S. Defense representative for Guam, Commonwealth of the Northern Mariana Islands, Federated States of Micronesia and Republic of Palau; commander, U.S. Naval Forces Marianas; and commander, Task Force West.

Former U.S. Senator and former Secretary of the Navy James Webb was the keynote speaker and praised Bolivar for her exceptional leadership during her time at the command from August 2014 to January 2017.

“What we are doing right now is following a long line of military tradition that says to the world that we are continuity, and the people may rotate, but the continuity will not rotate,” he said. “Bette, you inspire people by your expertise, you inspire people by your personal example, and you inspire people by your loyalty.”

U.S. Pacific Command Deputy Commander, Lt. Gen. Anthony Crutchfield, presented Bolivar with the Defense Superior Service Medal and highlighted her many accomplishments, including advancing efforts for the pending Marine Corps buildup, the Divert Programmatic Agreement, and spearheading the One Guam outreach program which engaged military and local leadership.

“Our joint forces stationed here on this island serve as America’s sentinel to the Indo-Asia-Pacific,” he said. “Some

of America’s most capable forces -- heavy bombers, fighters, THAAD (Terminal High Altitude Area Defense), attack submarines, and Navy SEALs remain here in Guam ever watchful and prepared to tackle the variety of challenges that exist in this region. Under her command, Joint Region Marianas and our forces stationed right here in Guam have much to be proud of.”

During her remarks, Bolivar thanked the military and local communities for their partnership during her tour on island.

“To the JRM, Andersen [Air Force Base], and Naval Base Guam ‘familia,’ wherever the path of life takes me I know I will never find another group of highly-skilled, passionate, and dedicated professionals such as you all,” she said. “To the people of Guam, there are no words that can even begin to express my gratitude for opening your homes, inviting us into your lives, and calling us your family. I will never forget you and in my heart you will all remain.”

Bolivar will report to her new assignment as commander, Navy Region Southeast.

Chatfield reports to Guam after serving as the U.S. deputy military representative to the NATO Military Community in Brussels, Belgium.

“It was my previous experience on Guam, the operational importance of the infrastructure and units assigned here, and the relevant work to be done that caused me to seek this assignment,” she said. “It feels good to come home to Guam.”

A joint color guard posts the colors during the Joint Region Marianas (JRM) change of command ceremony at the Father Duenas Memorial School Phoenix Center in Mangilao, Guam. RDML Shoshana Chatfield relieved Rear Adm. Bette Bolivar as commander of Joint Region Marianas; U.S. Defense Representative for Guam, the Commonwealth of the Northern Mariana Islands, Federated States of Micronesia and Republic of Palau; Commander, U.S. Naval Forces Marianas; and Commander, U.S. Task Force West.

U.S. Navy photo by JoAnna Delfin

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VMM-161 Ramps up Training in Preparation for Deployment

Story by Cpl. Kimberlyn Adams,USMC Marine Corps Air Station Miramar / 3rd Marine Aircraft Wing

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arines with Marine Medium Tiltrotor Squadron (VMM) 161 arrived at Creech Air Force Base, Nevada, to conduct a deployment for training (DFT) exercise, Dec. 1. The “Greyhawks” are conducting DFT in preparation for their deployment with the 15th Marine Expeditionary Unit (MEU) next year.

A MEU is one of the components of the Marine Air-Ground Task Force.

A MEU is made up of four elements: ground combat, aviation combat, logistics combat and command.

As part of the two-week long exercise, the squadron is scheduled to conduct several different training missions to hone their tactics, techniques and procedures in an effort to advance the overall readiness of the squadron.

“Some of the missions we will be accomplishing in our DFT include day and

Marines with Marine Medium Tiltrotor Squadron (VMM) 161 head to Creech Air Force Base, Nev., to conduct a deployment for training (DFT) exercise, Dec. 1.

U.S. Marine Corps photo by Cpl. Kimberlyn Adams.

night tactical recovery of aircraft and personnel, long range raids, and [aerial refueling] with Marine Aerial Refueling Transport Squadron (VMGR) 352,” said Maj. Adam Johns, a pilot and the operations officer with VMM-161.

The squadron is also expected to conduct training missions in humanitarian assistance/disaster relief, noncombatant evacuation operations and mass casualty, added Capt. Gary A. Andres, a pilot and the current operations officer with VMM161.

Because the squadron is required to complete its certification to deploy prior to joining the 15th MEU, they will be evaluated on their mission skills throughout the exercise.

“The people in our organization have been there, and they have a baseline of what they think is right and wrong, but it’s great when you have an outside perspective because they can take a fresh look that’s unbiased, and they can evaluate a unit on its capabilities,” said Capt. Patrick McCammond, a pilot and an administration officer with VMM-161.

More than 150 Marines and up to eight MV-22B Ospreys are projected to support the exercise.

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According to Johns, the exercise is having a huge impact on the Marines because of how they have had to adapt to the change in operating environment and transition to an expeditionary mindset.

For the majority of the Marines, they see the impact of the training on how they will operate on the deployment, which makes them realize the reasons why they joined the Marine Corps in the first place—to do their part in contributing to this elite fighting force, Johns continued. VMM-161 is dedicated to completing their squadron’s mission, as well as maintaining mission readiness.

“You can’t fly aircraft without personnel, the most valuable asset of any squadron are the Marines themselves,” said McCammond.

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Wings of Gold

Fleet-Up

Mr. Jack Hayes

of water that is approximately 30ft. deep. As the tube sinks, it also rotates, disorientating the occupants. As water floods into the chamber, the candidates take a deep breath, and hold it until all motion stops. The candidates are then allowed to exit the chamber. The candidates then swim to the surface, get in line, and do it again. This exercise builds confidence in the candidates’ ability to exit an aircraft which has crashed, and is sinking. [Side note, this exercise has actually saved a number of crewmen, and pilots’ lives.]

Upon successful completion of Aircrew Candidate School, the Rescue Swimmer Candidate enters Rescue Swimmer Candidate School. Rescue Swimmers are the lifeguards of the seas.

This school further tests the candidates’ resolve, by challenging them physically and mentally. The physical readiness program of Aircrew Candidate School is built upon by adding additional difficulties. Under water swims are added, along with buddy tows, disentanglement, and “breaks and holds” drills.

The Rescue Swimmer Candidate is shown how to engage, disengage, and control panicked survivors, particularly in the aquatic environment . They are also shown how to disentangle a survivor that is wrapped up in a parachute. The final test is a multiple person rescue, in which the candidate must correctly assess and prioritizes numerous survivors floating in an aquatic environment (pool, simulated ocean). The candidate must satisfactorily complete the rescue using the equipment available within a time limit. The rescue includes hoisting all survivors aboard the simulated helicopter, and then performing first aid while in transit to the trauma center.

Tested, tried and true, the candidate then enters AW (Aviation Warfare Systems Operator) “A” school. This is primarily a mentally challenging school, where the candidate learns some basics about the duties involving flying, to include an introduction to crew-served weapons, and Oceanography.

Upon graduation, the candidate attends shipboard fire-fighting school, where they learn the basics of damage control and fighting fires aboard a ship deck. The final practical includes

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aval Aircrew Wings have been awarded to Aircrewmen since they first appeared in 1943 during World War II as a breast insignia to recognize the job done by enlisted aircrew personnel flying in combat. These first wings were silver with a center disk surcharged with a fouled anchor.

Below the disk was a scroll with the words Aircrew written upon it. In 1958 there was a major change in the Aircrew Insignia to the current gold color metal pin; winged, with a circular center design, an anchor upon which the block letters AC are superimposed, known today as ‘Wings of Gold.’

The road to being awarded these coveted wings of gold is difficult and demanding, both physically and mentally. It starts in boot camp where the candidate is separated off from the mainstream recruits to receive specialized training with the rest of the “Special Programs” [such as SEAL, EOD, Special Boat Teams, and Rescue Swimmers] recruits. They are greeted by a special programs motivator, who mentors them through a rigorous physical training program. Upon completion of this program, they proceed on to Aircrew Candidate School. This course is designed to determine, through an increasingly rigorous physical training course, the candidates’ physical and mental adaptability for aeronautics and duties involving flight.

The physical demands generally consist of pushups, pull-ups, situps, and group runs. There is however a water component to the physical training which consists of; a tower jump, swimming one mile in a flight suit and boots. Additionally there is a 75 yard swim, treading water, and drown proofing in full flight gear, and survival training.

It is during aircrew candidate school, that the candidate is introduced to what is affectionately known as “Panic-ina-drum.” During this evolution, a number of candidates (8 – 10) are loaded into a cylindrical shaped tube, which is lying horizontally. The tube is approximately 10ft. in diameter, and approximately 30ft. in length. It is to simulate an aircraft fuselage. The candidates are seated, and strapped in via a seatbelt. The tube is then lowered horizontally into a pool Rotor Review #136 Spring ‘17

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FLEET-UP handling a charged fire hose; to contain and suppress a real [controlled] fire on a simulated flight deck. Upon successful completion of this school, they are enrolled in SERE training.

Survive, Evade, Resist, Escape (SERE) training is one of the most memorable training experiences these candidates will endure. In order to keep the experience in its correct context, I will say that it is training that consists of part land survival, and part prisoner of war survival. This training is so intense that I, after 30 years, still vividly remember my “experience”.

The Rescue Swimmer is then enrolled in their Fleet Readiness Squadron (FRS). This is where the candidate learns the duties and responsibilities of flying their particular weapons platform. One of the MH-60S helicopter flight schools is located in Norfolk, VA, the other in San Diego, CA. The Rescue Swimmer is taught basic aerodynamics, hydraulics, electrical, and mechanical drive and flight control systems. They are taught how to become an integral part of a flight crew. They learn how to deploy a swimmer, effect a maritime or land based rescue. They are introduced to Night Vision Device (NVD) flight, and flight duties in a tactical environment. Additionally they are introduced to crew-served weapons, laser targeting, and various other weapons systems employed by the MH-60S flight crews. These young crewmen aspire to live up the Aircrewman’s Creed: “I am a United States Naval Aircrewman and a member of a combat team. My pilot and shipmates place their trust in me and my guns. I will care for my helicopter and guns as I care

for my life. In them I hold the power of life and death, life for my countrymen, and death for the enemy.

I will uphold my trust by protecting my pilot and helicopter to the absolute limit of my ability. So help me God.” Along with the academic requirements, the students are given the opportunity to practice their new found skills in hands on static aircraft events, virtual reality flight simulators, and aircraft flight events. The students are also continually encouraged to hone their rescue and physical endurance skill with daily physical training events and periodic academic and hands-on evaluations.

Upon graduating from this rigorous training, the student, found to be Tested, Tried and True, is designated as an Enlisted Naval Aircrewman. They are not however authorized to wear their coveted “Wings of Gold” until they complete the organic training program particular to their ultimate parent command, and qualify in a MH-60S crew position. The typical time to complete this transformation from civilian on the street, to qualified crewmember is 2½ - 3 years. Making these coveted Wings of Gold a very prestigious achievement.

Students train in the Aircrew Simulator

CDR Shawn Bailey, Commanding Officer of HSC 3 congratulates the newly qualified aircrewmen

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FLEET-UP

HSC 3 and HSM 41 Hold Joint Soft Patch Ceremony A joint HSC-3 and HSM 41 Soft Patch ceremony was held on February 11, 2017 at the historic I-Bar on Naval Base Coronado. The ceremony symbolizes the newest helicopter pilots’ transition to their first operational squadrons by the removal of the FRS patch and application of the squadron patch. The students from HSC-3 were: Greg Shaffer, going to HSC-8; R.J. Kreyer and Chris Junghans going to HSC-21; J.J. Haumschild and Frank Comenra going to HSC-25.

The Audience

Newest Raptor

Merlins Fleeting-up

HSM 41 Students Fleeting-up

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December 2, 2016

Top Row: LtCol. Cory DeKraai, USMC, CO HT-28; 1st Lt. William Degraff, USMC, HT-18; ENS Spencer Stark, USN, HT-28; 1st Lt. Daniel Cleavenger, USMC, HT-28; ENS William Irwin, USN, HT-8; 1st Lt. Aidan Steele, USMC, HT-28, LTJG Alexandre Roth, USN, HT-18; 1st Lt. Kirby Mansberger, USMC, HT-28; ENS Kyle Brogdon, USN, HT18; 1st Lt. John Nevins, USMC, HT-8; RADM Daniel H. Fillion, USN, Commander, Expeditionary Strike Group Three Middle Row: CDR Brian Sanderson, USN, CO HT-18; ENS Patrick Swain, HT-18; 1st Lt. Christopher Bock, USMC, HT-28; ENS Patrick Scott, USN, HT-28; 1st Lt. Andrew Collison, USMC, HT-28; ENS Brian Cunningham, USN, HT-18; 1st Lt. Jose Ruiz Jr., USMC, HT-18; ENS Braxton Godfrey, USN, HT-28; 1st Lt. Philip Coale, USMC, HT-28; ENS Mackenzie Tunick, USN, HT-18; Capt. Mark Murray, USN, Commodore TW-5 Bottom Row: CDR Steve Audelo, USN, CO HT-8; 1st Lt. Nicole Castro, USMC, HT-28; ENS Dana Milam, USN, HT-28; 1st Lt. Tyler Jacobsma, USMC, HT-28; LTJG Edwin Forteza, USCG, HT-18; 1st Lt. Samantha Patton, USMC, HT-18; LTJG Marvin Salonga, USN, HT-18; 1st Lt. Megan Love, USMC, HT-8; ENS Sarah Woolley, USN, HT-8; ENS Helen Becker Smotzer, USN, HT-28

January 11, 2017

Top Row: LtCol Cory E. DeKraai, USMC, Commanding Officer HT-28; 1st LT Brendan O’Branski, USMC, HT-8; ENS Steven M. Schlender, USN, HT-18; 1st LT Scott Willey, USMC, HT-28; LTJG Aaron P. Szymborski, USN, HT-28; 1st LT Kevin C. Degener, USMC, HT-8; CAPT Timothy T. McGurie, USCG, (Ret.).

Middle Row: CDR Brian D. Sanderson, USN, Commanding Officer HT-18; 1st LT Benjamin J. Murphy, USMC, HT18; ENS Benjamin J. Mosebar, USN, HT-28; ENS Eric J. Zecman, USN, HT-28; LTJG Jackson L. McGinnis, USCG, HT-28; ENS Megan E. Delage, USN, HT-8; CAPT Mark Murray, USN, Commodore TRAWING 5.

Bottom Row: CDR Stephen A. Audelo, USN, CO HT-8; ENS Michelle C. Costanza, USN, HT-18; ENS Michael R. Topp, USN, HT-28; ENS Benjamin R. White, USN, HT-18; LTJG Jonathan A. Lopez-Mercado, USN, HT-8; ENS Rebecca R. Atkinson, USN, HT-18; ENS Sarah M. Black, USN, HT-28.

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January 25, 2017

Top row: LtCol Cory E. DeKraai, USMC, Commanding Officer HT-28; 1st LT Samuel H. Dupaix, USMC, HT-8; 1st LT Brandt P. Wimer, USMC, HT-18; 1st LT Robert B. Allen, USMC, HT-18; 1st LT Luke Carpenter III, USMC, HT-18; 1st LT Craig A. Cecin, USMC, HT-8; ENS Nicholas C. Steele, USN, HT-18; LTJG Luke J. S. Mueller, USN, HT-8; Guest Speaker CAPT Paul D. Bowdich, USN, Executive Assistant, Naval Education and Training Command Middle Row: CDR Brian D. Sanderson, USN, , Commanding Officer HT-18; ENS Raymond W. Sudduth, USN, HT-8; 1st LT Katherine A. Ashton, USMC, HT-8; LTJG Kevin A. Shroeder, USN, HT-28; 1st LT Zachary T. Duncavage, USMC, HT-18; ENS Phillip A. Melzer, USN, HT-8; LTJG Sam S. Combs, USN, HT-8; LTJG George P. Lockbaum, USN, HT-8; CAPT Mark Murray, USN, Commodore TRAWING 5 Bottom Row: CDR Stephen A. Audelo, USN, Commanding Officer HT-8; ENS Dominique A. Carey, USN, HT- 28; LT Angela P. Ingram, USCG, HT-28; 1st LT David J. Campbell, USMC, HT-8; LTJG Zachary J. Speck, USCG, HT-18; ENS Kathleen A. Yim, USN, HT-18; 1st LT Conner M. Riley, USMC, HT-28; LTJG Charles J. Thomas, USN, HT-28; 1st LT Taylor M. Yust, USMC, HT-28.

February 8, 2017

Top row: LtCol. Cory Dekraai, USMC, Commanding Officer HT-28, LT Nathaniel D. White, USCG, HT-8; LTJG Marco Pilade, Italian Navy, HT-18; LTJG James M. Fennessey, USCG, HT-8; ENS Ryan M. Litchert, USN, HT-18; CDR Bradford Crain, USN, Commanding Officer HSM-48 Middle Row: CDR Brian Sanderson, USN, Commanding Officer HT-18; 1st LT Stephen T. Picchini, USMC, HT-8; LTJG Gregory W. Turner, USN, HT-8; LTJG Jake B. Nichols, USN, HT-8; 1st Lt. Kyle R. Steenberge, USMC, HT-8; 1st Lt. Sahil K. Patel, USMC, HT-18; CAPT Mark Murray, USN, Commodore TRAWING 5 Bottom Row: CDR Stephen A. Audelo, USN, Commanding Officer HT-8; ENS Sean R. Reilly, USN, HT-28; 1st Lt. Anasitasia Ioane, USMC, HT-18; ENS Anna H. Halverson, USN, HT-28; LTJG Jonathon B. Jones, USN, HT-8; LTJG Roberta Valloni, Italian Navy, HT-18

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February 27, 2017 Top Row: Lt Col. Cory E. DeKraai, USMC, Commanding Officer HT-28; ENS Christopher M. Stuller, USN, HT-18; 1st Lt Daniel V. Fallon, USMC, HT-18; 1st Lt Daniel J. Shackleton, USMC, HT-28; ENS Shaun C. Florance, USN, HT-28; LT Spencer W. Grinnell, USCG, HT-18; CAPT Mark S. Leavitt, USN, Commodore CHSCWL; Middle Row: CDR Brian D. Sanderson, USN, CO HT-18; ENS Bradley J. Paterik, USN, HT-28; LTJG Luca Marcosano, Italian Navy, HT-28; LTJG Riccardo Pitacco, Italian Navy, HT-28; 1st Lt Chase T. Mlnarik, USMC, HT-28; 1st Lt Patrick C. Heitkamp, USMC, HT-28; CAPT Mark Murray, USN, Commodore, TRAWING 5 Bottom Row: CDR Stephen A. Audelo, USN, Commanding Officer HT-8; LTJG Angel M. Santos Fontes, Armada De Mexico, HT-28; ENS Kyle H. Griffitts, USN, HT-18; LTJG Max C. Van Benthem, USN, HT-28; LTJG Alberto Gambino, Italian Navy, HT-8; LTJG Sergio Giorgini, Italian Navy, HT-28

U.S. Naval Test Pilot School Class 150 Rotary Wing Syllabus, December 16, 2016

Maj William Cronkright, USMC; Mr. William Moonan, RTC; CPT Ryan McDonald, USA; MAJ Michael Pinter, USA; CW5 Darren Kesty, USA; LT Ryan Camasso, USN; Mr. Jeffrey Werly, NAWCAD; LEUT Alister Auld, RAN; LT Jeffrey Lindbom, USN; Maj Edward Gallagher V, USAF; LT Haylee Coffey, USN; Maj Thomas Hutson, USMC

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3yrs - $105.00

5yrs - 175.00

2 yr-Nugget (O-1 / O-2 on first tour) - $35.00 Rotor Review #136 Spring ‘17

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1 yr Enlisted Membership (E-9 or below) - $15.00

FALL SALE SYMPOSIUM SALE

Shop Online 24/7 for the Summer 99

www.navalhelicopterassn.org

Rotor Review #136 Spring ‘17

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