Rotor Review Fall 2006 #95 by Naval Helicopter Association, Inc

Rotor Review

Number 95 / Fall ‘06

Focus

Index

Mission Versatility

Departments

Editor’s Log LT Kristin Ohleger, USN

Chairman’s Corner RADM Mac McLaughlin, USNR (Ret)

President’s Message CDR John Miley, USN

State of the Association Col Howard Whitﬁeld, USMC (Ret)

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

There I Was...Four Aircraft Night VERTREP CAPT P.M. “Mike” Reber, USN (Ret)

Museum Watch

Unorthodox Rescue By Huey Crew Saves Soldier’s Life Cpl Brandon L. Roach, USMC

HSL-60 Executes Navy’s First Authorized Use of Force Mission LCDR Matt Dunley, USN

M.A.S.H. - The Navy Way CDR Skip Trahan, USN and LT Jen McCollough, USN

Island Knights Save Water Tower and Homes LT Mike Fisher, USN

What’s Up, Dog? LTJG Tom Van Hoozer, USN

LAMPS Operations In The Littorial Battlespace LCDR J.P. Dunn, USN

Industry News

HSL-44 Detachment Redeﬁnes Multipurpose LCDR Bill Sherrod, USN

Historical I Taught An Angel To Fly CDR Thomas E. Zinn, USNR (Ret)

Taking On DANCON LT Ron Martin, USN

A “Hairy” Rescue LCDR Earl “Bergy Bergsma, USN (Ret)

Individually Augmented HC-4 LTJG Sean “Spicoli” Tingley, USN

Symposium Registration

Naval Helicopters and the Space Program “The Last Splashdown” CAPT Gene Pellerin, USN (Ret)

Change of Command

Squadron Updates

Stuff

Features NASWI SAR Rescues San Juan Islander Off Coleman Glacier LCDR Todd Vorenkamp, USN

Airborne Use of Force Adds Some Bite to the LAMPS Bark LTJG Phil Hoblet, USN, LTJG Dave Calhoun, USN, and LTJG Andrew Watts, USN

17th Gulf Coast Fleet Fly-In LT Ricke Harris, USN

The cover page is an image of two MH-60Ss part of the 2515th Air Ambulance Company taking in off in the desert Photo taken by HM1 Benjamin Moreno

Rotor Review # 95 Fall ‘06

Rotor Review

Editor LT Kristin Ohleger Design Editor George Hopson Community News Editors Aircrewman Editor AW2 Thomas J. Trotto HSC / HM LT Jen McCollough HS LT Kevin Colon HSL/HSM LT Ken Colman Special Mission LT Kelly Natler Technical Advisor Chip Lancaster

NHA Photographer and Historical CDR Lloyd Parthemer, USN (Ret) Editors Emeritus

Wayne Jensen John Driver Andy Quiett Susan Fink Tracey Keefe Bryan Buljat Todd Vorenkamp Clay Shane

John Ball Sean Laughlin Mike Curtis Bill Chase Maureen Palmerino Gabe Soltero Steve Bury

Next Issue Focus From My Past to Future: A Senior Helicopter Pilot Perspective Submissions

The Editorial Board welcomes submissions from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes. Submissions should be e-mailed as attachments or provided on Mac or PC formatted disks using any current word-processing software. Photos and graphics are encouraged and may be mailed or sent electronically as a high resolution JPEG or PDF.

Feedback

Comments, suggestions, critiques and opinions are welcomed, your anonymity is respected. Send to:

rotorrev@simplyweb.net PO Box 180578 Coronado, CA 92178-0578 Tel: (619) 435-7139 Fax:(619) 435-7354

Publisher

Naval Helicopter Association ISSN Number: 1085-9683

Deadline for Submissions Winter Spring Summer Fall

2007 February 9, 2007 April 27, 2007 August 9, 2007 November 16, 2007

Policy The Rotor Review is published quarterly by the Naval Helicopter Association and intended to support the goals of the Association, provide a forum for the discussion and exchange of information on topics of interest to the rotary wing community and keep membership informed of NHA activities. As necessary, the President of NHA will provide guidance to the Rotor Review Editorial Board to ensure that Rotor Review content continues to support this statement of policy as the Naval Helicopter Association adjusts to the expanding rotary wing community.

Views expressed in Rotor Review are those of the authors and do not necessarily represent the policies of the Naval Helicopter Association or ofﬁcial Navy Policy. NHA, Rotor Review and Helix logos copyright 1998 by The Naval Helicopter Association.

NAVAL HELICOPTER ASSOCIATION The Navy Helicopter Association was founded on 2 November 1971 by the twelve rotary wing pioneers listed below. The bylaws were later formally written and the organization was established as a nonprofit association in the State of California 11 May 1978. In 1987 the bylaws were rewritten, changing the name from Navy to Naval to reflect the close relationship of the rotary wing community in the Coast Guard, Marine Corps and Navy, from initial training to operating many similar aircraft. NHA is a 501 ( C ) (7) nonprofit association.

NHA Founding Members CAPT A.E. Monahan CAPT M.R. Starr CAPT A.F. Emig Mr. H. Nachlin

CDR H.F. McLinden CDR W. Straight Mr. R. Walloch CDR P.W. Nicholas

CDR D.J. Hayes CAPT C.B. Smiley CAPT J.M. Purtell CDR H.V. Pepper

Objectives of NHA Provide recognition and enhance the prestige of the United States Naval vertical ﬂight community. Promote the use of vertical lift aircraft in the U. S. Navy, Marine Corps and Coast Guard. Keep members informed of new developments and accomplishments in rotary wing aviation.

Rotor Review # 95 Fall ‘06

Naval Helicopter Association

National Ofﬁcers

Directors at Large

President.......................................CDR John Miley, USN V/P Corp Mem......... CAPT Mike Middleton, USN (Ret) V/P Awards ..............................CDR Monte Ulmer, USN V/P Membership ................ LCDR Brian Randall, USN V/P Symposium 2007 ..........CDR Spence Crispell, USN Secretary..........................................LT Ryan Hayes USN Treasurer ......................................... LT Tom Healy, USN “Stuff”.......................................LT Jen McCollough,USN

Chairman RADM Mac McLaughlin, USNR (Ret) CAPT John McGill, USN (Ret) CAPT Mike Baxter, USNR (Ret) CAPT Mike Reber, USN (Ret) CAPT Dave Moulton, USN (Ret) CAPT Chuck Deitchman, USN (Ret)

Regional Ofﬁcers

Executive Director..Col. Howard Whitﬁeld, USMC (Ret) Admin/Rotor Review Design Editor........George Hopson Membership/Symposium .............................. Lucy Haase

Region 1 - San Diego

Directors.………………............CAPT John Hardison, USN CAPT Buddy Iannone, USNR NHA Scholarship Fund CAPT Matt Pringle, USN President..…................................CDR J. Curtis Shaub, USN President...............................CAPT John Hardison, USN Enlisted Membership..............AVCM Sean McColgan, USN V/P Operations..........................................................TBD V/P Fundraising ............................CDR Art Garcia, USN Region 2 - Washington D.C. Asst. V/P Fundraising .................LT Mike Hoskins, USN V/P Scholarships .................CDR Bob Weissenfels, USN Director ..…………...…………........CAPT Glen Ives, USN Treasurer...................................LT Suzanne Harker, USN CAPT Bill Lescher, USN Corresponding Secretary..................LT John Dolby, USN President ......................................LCDR Todd Bahlau, USN Finance Committee.....................................Kron Littleton Region 3 - Jacksonville Director ...................................... CAPT Mike Martin, USN President..........................................CDR Doug Malin, USN

Corporate Associates

AgustaWestland Inc. AirCenter Helicopters, Inc. American Eurocopter Armor Holdings Aerospace & Defense Group BAE Systems Bell Helicopter Textron, Inc Boeing Aircraft and Missiles Breeze-Eastern CAE Inc. G.E. Aircraft Engines Goodrich Corporation, Fuel & Utility Systems Harris Corporation Lockheed Martin Systems Integration-Owego L3 Communications / D.P. Associates Inc. L3 Communications / Ocean Systems L3 Communications / Vertex Aerospace Northrop Grumman Integrated Systems Raytheon Naval & Maritime Systems Robertson Aviation LLC Rockwell Collins Corporation Rolls-Royce Corporation Sikorsky Aircraft Corporation Telephonics Corporation Thales Underwater Systems Thomas Group Whitney, Bradley and Brown Inc.

Region 4 - Norfolk Director ..........................................CAPT John Smith, USN President .......................................CDR Kris Croeber, USN Region 5 - Pensacola Directors......................................CAPT Dave Malony, USN CAPT Dave Callahan, USCG CAPT Peter Spaulding, USN President ...................................CDR Michael Steiner, USN Far East Chapter President ..................................... CDR Chris Fletcher, USN Mediterranean Chapter President ....................................CAPT David Schnell, USN

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Editor’s Log

Keeping the Excitement Alive: The Ever-Changing Missions of Naval Helicopters By LT Kristen Ohleger, USN, HS-10

am extremely excited for this 95th issue of Rotor Review. Over the last few years I have seen and heard of squadrons performing missions that they do not regularly train for. These missions include Special Operations support, disaster relief, and air ambulance. The thing I ﬁnd interesting about this is that many people in the Naval Helicopter community are unaware of this as most of us know and love our standard missions of SAR, ASW, ASUW, NSW and VERTREP. This came to light for me earlier this year, while having a conversation with HSL editor Ken Colman. As we were doing the typical “JO banter”, we were discussing the mission of the HS community and to my surprise he did not know about an NSW mission that has been ongoing in Iraq since 2004. For some reason, I thought that everyone had at least heard about it by now, but I was mistaken. He then mentioned a few missions that the HSL community was performing, to which I had no knowledge of as well. While discussing the topic for this issue of Rotor Review, I though what a perfect opportunity we had to share our experiences. The mission of Rotor Review is to share with the rest of the Naval Helicopter community what is going on in each of our communities and squadrons. We all agreed that “Mission Versatility” would be a great focus for the magazine. After receiving several great articles, I began to realize just how great and versatile our communities are. I learned of missions that I had no idea we were taking part in and it made me proud to be in this community. Each of our squadrons are performing missions that we have never trained for as well as missions that we have to be able to adapt and overcome to the situation. All of these experiences are great lessons to be learned for future training and operations. I encourage you to keep submitting articles for this magazine. This is a great opportunity for all of us to share our experiences with the rest of the Naval Helicopter community. I hope you enjoy the articles in this issue as much as I have. I look forward to reading and learning about your squadrons in the next issue of Rotor Review. LT Kristin Ohleger

Rotor Review # 95 Fall ‘06

Chairman’s Corner

The Grooming of Our New Naval Helicopter Generation By RADM Mac McLaughlin, USNR (Ret)

eason’s greetings from San Diego, the hometown of NHA and the site of the upcoming 2007 NHA Symposium. Our annual trip to NAS Whiting to visit with our future Naval helicopter pilots was very inspiring and invigorating for me, and it’s always nice to return to the place where it all began. To tell you the truth, Milton, Florida and NAS Whiting are frozen in time and not a lot has changed. Still a great little town, a couple of new stores -- I can’t believe they decommissioned Piggly Wiggly, and the Base is still turning out the ﬁnest helicopter aviators in the world. We had a chance to enjoy a barbeque with the aviators about to receive their wings of gold that week, and as I looked around I couldn’t help but be impressed with the attitude and intelligence of the next generation of pilots and aircrewmen I met. I found myself asking the question, “did I ever look that young?” and “was my group as sharp as these young ﬂyers.” In answer to those questions, I suppose there was a time when my appearance was a youthful as theirs, but to the second question, we were never as focused or as sharp as this new generation is. Our community is grooming pilots and leaders at Whiting, and they’re better than my generation ever was. I’m personally glad to be on the sidelines and out of their way, enjoying the freedoms that they are stepping forward to protect. The Navy, Marine Corps and Coast Guard’s helicopter community have never been in better shape and that was clearly evident during our Whiting Fly-In event.

This edition of Rotor Review focuses on the versatility of the helicopter in supporting our Naval Forces now, and into the future. As one who comes from the old school of mission alignment, my generation felt very strongly that you were either HC, HS or HSL. If you did vertrep, you didn’t hunt for subs and if you landed on carriers, you avoided the small boys. The total integration of Navy’s helicopter capabilities into the Strike Group, coupled with the multi-mission ROC/POE (is it still called that) of our squadrons has completely transformed our community and thrust it into the inventory of capabilities for future Strike Group commanders. The alignment and mission capability of ALL communities will ensure viability for the future and the versatility that you bring to the battle will give warfare commanders a whole new menu of ﬂexible options. Maybe that’s why the young aviators I visited with at Whiting are so sharp. They have to be in order to accommodate what they are asked to do. Multi-mission operations, joint tasking from sea and land commanders, and the requirement to process so much information simultaneously only scratches the surface of what we demand of today’s aviators. I never thought I’d see HS squadrons preparing to hunt mines, but then again, that was then…this is now! I have one ﬁnal announcement I’m proud of that I’d like to pass along to the next generation. My daughter called home the other day to tell us that she was engaged to LT Doug “Spooner” Hale, a helicopter pilot with the world famous HS-15 Red Lions in Jacksonville. I’m proud that my daughter acquired the good taste to marry a helicopter pilot and we’ll look forward to seeing all of you out here in San Diego next April for the symposium. Rotors Rule!

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President’s Message

Make A Difference By CDR John Miley, USN, HSC-3 Fellow NHA Members,

appy New Year! I trust that you and your families and loved ones all had a happy and safe Holiday season.

The recent Gulf Coast Fleet Fly-in was a great success. On behalf of NHA, I would like to publicly acknowledge the fantastic job that LT Ben Sigurdson and his team did. They set a new standard. I’d also like to thank all of the squadrons that sent Fleet aircraft for the SNA’s to ﬂy; as well as our industry sponsors who support this very worthwhile event.

Mission Versatility is the theme of this issue. Versatility could very well be the middle name of every Helicopter pilot, especially every Naval Helicopter. As we continue implementing Helo Conops, introducing new aircraft and systems to the Fleet, the versatility that has been our hallmark will only continue to grow. Communities will see signiﬁcant increases in the Primary Mission Areas they are responsible for, well beyond that which is currently envisioned today. The 2007 Symposium in San Diego is fast approaching and planning are already well underway. Further on in the pages, you’ll ﬁnd a registration form and more details about the Symposium. Mark you calendars (10 – 13 April) and start making plans to attend.

As I’ve said before, NHA is your organization and Rotor Review is your magazine. We’d love to hear your suggestions on how to make both better. Get involved. Contribute. Make a difference. I expect that 2007 will be a great year for NHA. Warm regards, CDR John Miley, USN

How Can We Make Your NHA Membership The “Best” Ever? We would like to here from you. Just log on to www.navalhelicopter.org and ﬁll out our membership questionaire. Just simply click on Membership Questionaire; answer the questions, and submit. It’s that easy. Let us know how we can serve you better.

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State of The Association

SYMPOSIUM 2007

By Col. Howard M. Whitﬁeld, USMC (Ret)

ADM Mac and CDR Miley have said it all in their columns regarding the Fly-In at NAS Whiting- it being one of our best. My personal thanks to TRAWING FIVE Commodore Dave Maloney, HT-8 Squadron Commander CDR Mike Steiner and the workbees, LTs Ben Sigurdson, Dan Decicco. Bob Radak, Ben Neal, and Bryan Schultz. The recently activated NHA Historical/Retired Committee is making real progress towards consolidating lists of previously active and retired (PAR) Naval helicopter pilots who are not currently members of NHA. This effort is in preparation for an active campaign to reacquaint these people with the beneﬁts of (re) joining NHA. The team is led by John Leach and includes, Mike Brattland, Dick Lynas and Phil Poisson. Also activated is the NHA Finance Committee made up of the President, CDR John Miley, Treasurer, LT Tom Healy, CAPT (ret) Bill Lloyd, and myself.

Planning is well underway for the 2007 Symposium, April 10-13 at Town and Country Hotel & Convention Center. Included in this issue is the schedule of events and a registration form (pages 36-39). The Chief of Naval Operations, Admiral Michael Mullen, has accepted our invitation to be the Keynote Speaker on Wednesday, 11 April. CDR Spence Crispell, XO, HSC-3, volunteered to be the Symposium Vice President. The theme is, “Armed and Ready”, reﬂecting the new missions and weapons for the MH-60S and MH-60R. The Symposium Committee has had a few meetings and is being ﬂeshed out with volunteers. The key events include the Member’s Reunion Tuesday, 10 April, beginning at 1700 at the Admiral Kidd Club. On Wednesday, 11 April, awards will be presented again this year at the Awards Luncheon, which provides an affordable opportunity for maximum attendance. At 1600 that day is the popular Team Seahawk “happy hour” reception in the exhibit area. On Thursday, 12 April at 0700 is the Aircrew Competition to be held at Breakers Beach. The 10K run, also on Wednesday, at 0900, will be at Coronado. Later that day is the Golf Tournament starting at 1300 followed by the Sports Barbecue, all at Eastlake Country Club. Friday, 13 April is the Captains of Industry Panel at 1000. There will be a light buffet lunch in the exhibit hall at 1200 followed by the Flag Panel at 1330. In between the events highlighted here are important professional workshops on Safety, PMA-299, Detailers/Promotion, Current Fleet Helo Ops, Enlisted Panel, and Individual Assignments. The Symposium will wrap-up with the Salute to Industry Reception in the exhibit hall following the Flag Panel. We encourage squadron or community reunions during the Symposium. Let me know if you are interested and we will assist with a rendezvous room and other coordination. We will facilitate tours of the Midway Museum and other points of interest in San Diego. Start making your travel plans to attend the Symposium in San Diego in 2007!

Mark Your Calendars 2007

NHA Symposium April 10-13, 2007

Town & Country Resort and Convention Center, San Diego, CA

Rotor Review # 95 Fall ‘06

A View From the Labs : ... Supporting the Fleet

“Mission Versatility – To Do What?”

By CAPT George Galdorisi, USN (Ret)

he theme of this issue of Rotor Review is Mission Versatility and it’s a good topic. Articles you read throughout this quarter’s magazine will, no doubt, cover a wide variety of missions and if Mission Versatility weren’t the explicit topic of this issue it would logically the implicit one and quite likely be the implied topic of any issue of this magazine. Well, there’s nothing really new there, is there? We all know – and celebrate – the fact that naval helicopters are arguably the most versatile platforms in any military organization today – bar none. We’ve seen that played out in spades during the Cold War, during the postCold War “savage wars of peace,” in the ongoing global war on terror and in the relief efforts in the wake of natural disasters at home and overseas. O.K…still nothing new you say – and you’re right. The current helicopter community CONOPS addresses the near and mid term requirements of our community and we probably shouldn’t monkey with those plans, whether they be the Navy’s transition to the MH-60R/S, the Marines transition to the V-22 and the Coast Guard’s transition to the airborne portion of their Deepwater program. But what about the next generation of naval rotary wing aircraft, aircraft that, given the long lead time for acquisition of complex airborne platforms, must soon be on the drawing boards. To figure out what those should be the question that must be asked is “Mission Versatility – To Do What?”

And to do that, we must, collectively, pay close attention to the dramatic changes in the

Rotor Review # 95 Fall ‘06

international security paradigm faced by the United States in this new millennium. Some of those changes were wrought by the tragic events of September 11, 2001, but others were happening anyway. How well the naval helicopter community builds to this new paradigm will be the primary determining factor regarding how effective our community is for the rest of this century. Consider these dramatic changes:

Maritime Partnership Initiative (formally the 1000-ship navy) which puts a huge emphasis on coalition operations and the need for us to conduct operations with other navies. And, the Navy will unveil its new Maritime Strategy (the ﬁrst new strategy in a generation) in June 2007 and this strategy will bear no resemblance to anything ever before. This is all huge for naval rotary wing aviation.

Also within DoN, for the Marine Corps, they too must deal with the issue that many of the ops that they conduct will not be “lesser included subsets” of MCO and that they too will need to work more closely with coalition partners. And the Marine Corps has dramatically changed how they “get to the ﬁght” (can anyone remember the last time we did a real amphibious assault via landing craft?) and is the service leaning most heavily into the notion of “Seabasing.” These factors all have huge implications for what the next generation of Marine Corps rotary wing aircraft will need to - At the DoN level, for the collective be able to do. memory of everyone reading this magazine, the Navy procured equipment For the Coast Guard, as the naval service to deal with major combat operations most heavily involved in homeland (MCO) and all other missions were security and homeland defense, the “lesser included subsets” of that mission. ability to work with a different set of No longer. The Navy’s new paradigm, coalition partners, meaning national reﬂected in the notion of the “3/1 strategy” partners such as Customs and Border notes that in addition to major MCO, Patrol, Drug Enforcement Agency, and there are other missions that are not lesser included subsets of MCO and the Navy Continued on page 20 intends to build to that need. Additionally, the CNO has put forward the Global

- At the DoD level, all emphasis (meaning dollars) is moving away from traditional threats and towards dealing with disruptive threats – read – dealing with WMD. Additionally, this year, Deputy Secretary of Defense and former Secretary of the Navy Gordon England issued a little-noticed memorandum stating that henceforth, DoD would treat stability operations, the kind of ops we’re currently conducting in Afghanistan and Iraq, as a major mission area and of equal importance to combat ops.

Story and Photo By Cpl. Brandon L. Roach, USMC 3rd Marine Aircraft Wing

hile deployed to Iraq, the mission of a UH-1N Huey helicopter pilot and his crew is to provide support to ground units with heavy ﬁrepower and an extra set of eyes, but for one pilot and his crew, a mission of escorting convoys Sept. 25, turned into one of the most unforgettable days of their lives.

With his co-pilot, Harshman, watching the gauges and manning communication, and Alyassini directing him where to go, Marshall brought the Huey in close enough for DiPasquale to physically reach the injured man. “This was a very dangerous situation because we were trying to hover over people within close proximity to them,” said Alyassini, helicopter airframes mechanic UH-1/AH-1, HMLA167. “I guided the pilots in above the disabled helicopter so that we could grab hold of the wounded soldier.”

The UH-1N Huey pilots, Capt. Clint R. Marshall and 1st Lt. Ryan N. Harshman, and their two crew members, Staff Sgt. Mark DiPasquale and Sgt. Samair Alyassini, were conducting a convoy support mission in the Al Anbar Province of Iraq when they were redirected to provide cover for a disabled aircraft Sept. 25.

Focus:Mission Versatility

Unorthodox Rescue By Huey Crew Saves Soldier’s Life

Once the Huey was in position “We knew there was an injury and the hover was held, the when we arrived to the site,” Marines tried to get a gunner’s said Marshall, assigned belt around the soldier (L-R), Sgt. Samair Alyassini, Capt. Clint R. to Marine Light Attack Marshall, 1st Lt. Ryan N. Harshman and Staff Sgt. so they could hoist him Helicopter Squadron 167, inside of their helicopter. Mark DiPasquale stand in front of their UH-1N Marine Aircraft Group 16 Huey helicopter at Al Asad, Iraq, Oct. 19. The crew (Reinforced), 3rd Marine “The soldiers were on used this helicopter to extract a wounded soldier Aircraft Wing (Forward). the rotor head of the from a disabled aircraft Sept. 25. Ofﬁcial Marine “All we could do at that disabled aircraft when Corps Photo was taken by Cpl. Brandon L. Roach point was listen to the we began our hover updates over the radio to above them. The rotor ﬁnd out what was happening and make sure that the crew on wash from our Huey started to spin the rotor the the ground was safe.” soldiers were on,” said DiPasquale, native of Rochester, N.Y. “When this happened, it made it After an update on the injured soldier, the Marines knew hard to secure the belt around him, so we had to try what they had to do. They needed to evacuate the injured it a different way.” soldier to a medical facility. When the belt idea didn’t work, the Marines repositioned With limited landing space available at the location, the their Huey and got in close so DiPasquale and Alyassini Marines would have to hover over the disabled aircraft and could grab a hold of the wounded man and pull him aboard hoist the soldier into their helicopter. their aircraft. “As Marines we take chances sometimes,” said DiPasquale, UH-1N Huey crew chief, HMLA-167. “This was a maneuver that we don’t usually do, but we had to in order to help that soldier.”

“The soldier was a very big guy,” said Alyassini, a Cupertino, CA., native. “But we had no problem pulling him up into our bird.”

Continued on page 10 9

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Mission Versatility: Huey Rescue / The First Use of Force Continued from page 9

“I was really surprised by the soldiers awarding us the (Army Commendation Medal),” said Marshall. “I honestly felt better knowing we saved that soldier than I did getting a medal.”

The Marines then headed back to Al Asad with their wounded soldier so that he could get the proper medical treatment. “Good teamwork made this mission a success,” said Harshman, a native of Jacksonville, N.C., and UH-1N Huey pilot, HMLA-167. “We analyzed the situation and made it work right. The directions from the crew put Marshall right on target.” Although their heroics were just another part of a day in the life of pilots and crewmembers with HMLA-167, they walked a little taller knowing that their actions had saved a man’s life.

Although as prestigious as it is for the Marines to be awarded a medal by a different branch of the military service, Marshall and his crew knew that there was no medal that could instill the sense of pride they got after saving the soldier’s life. “I got a more honorable feeling from knowing he was okay, than any award could ever give me,” said Alyassini. “It was great for the Army to do that, but we would do it for anyone, anywhere.”

“This was my ﬁrst time ﬂying with Marshall,” said Harshman. “It is a mission that I will never forget.” A few days after the daring rescue, the soldiers with 82nd Medical Company, MAG-16, surprised the Marines early in the morning with a token of their appreciation.

“We have gained a greater respect for the jobs that the soldiers of the medical evacuation units do,” said Marshall. “The feelings you get knowing that your actions saved someone’s life, is by far the best feeling anyone could ever have.”

HSL-60 Executes Navy’s First Authorized Use of Force Mission Story and Photos By LCDR Matt Dunlay, USN, HSL-60

n October 4th, 2006,

Detachment ONE from the “World Famous” Jaguars of HSL-60 returned home to NAS Mayport, FL after a ﬁve month Counter NarcoJaguar 605 makes its approach Terrorism (CNT) onboard USS John L. Hall (FFG deployment to 32) U.S. Navy Photo taken by LCDR the U.S. Southern Matt Dunlay Command area of responsibility (AOR). The detachment departed April 28th onboard the USS John L. Hall (FFG 32) as the Navy’s ﬁrst helicopter detachment authorized and trained to use Airborne Authorized Use of Force (AUF) tactics. Aircrews from the Navy Reserve helicopter Rotor Review # 95 Fall ‘06

squadron under-went extensive training provided by the U.S. Coast Guard (USCG) Helicopter Interdiction Tactical Squadron (HITRON) in Jacksonville, FL and COMHSMWINGLANT Weapons School prior to deployment. In the past, the USCG was the only authorized service to employ AUF tactics, which encompasses the use of aerial gunnery to force noncompliant vessels suspected of transporting narcotics on the high seas. This extended capability that has carried over to the U.S. Navy has allowed for a true “stopping power” and has become a crucial turning point to deter Maritime Narcotics Trafficking. First, employed by the U.S. Coast Guard in 2000, the concept of Airborne AUF has been tremendously successful combatant against drug trafficking. AUF has contributed directly in well-over 100 drug interdictions in the Caribbean and Eastern Pacific AOR. Prior to the Jaguars AUF “proof of concept” Continued on page 11 10

Mission Versatility: The First Use of Force Continued from page 10

during the work-up phase of the deployment as HSL60 DET One was formally evaluated on their AUF tactics by representatives from both the USCG and Navy. Throughout the cruise HSL-60 DET One and USS John L Hall encountered numerous missed opportunities to implement AUF, but in early September 2006 the opportunity presented itself and marked the ﬁrst use of AUF, forever changing conventional tactics against Narco-Terrorists for future Navy deployments.

assignment, the HSL community utilized the SH60B strictly as a search and pursue platform in the War on Drugs. Given the previous success of AUF by the USCG, senior leadership from both services determined a training syllabus be developed to instruct U.S. Navy flight crews in this highly effective program, in addition to expanding the capabilities in the dynamic mission of Narco-Terrorism. The interdiction began after a high speed Training consisted of vessel, or “GO-FAST”, suspected of numerous flight events with carrying narcotics was detected by the COMHSMWINGLANT aircrew of Jaguar 605 commanded by Weapon School Instructors. LCDR Mike Hanson along with LTJG The events included Coast Guard LE DET utilizing the M-240 Chris Stuart and AW2 Chris Borer. training against high against a GO-FAST on Jaguar 605. U.S. After collecting intelligence data and speed boat targets and Navy Photo taken by LCDR Matt Dunlay verbally ordering the GO-FAST to stop, live fire aerial shooting with no response, Jaguar 605 fired 3 events to familiarize bursts of warning shots across the bow of the vessel using Navy aircrews with USCG Aerial Gunnery and their procedures. Training for the mission continued Continued on page 12

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Mission Versatility: Navy First Authorized Use of Force Command South (TACLET), based in Miami, FL provided essential ship and air-controllers to coordinate tactical movements while HITRON Jacksonville provided the critical element of a USCG Aerial Gunner onboard Jaguar 605 during all patrol and interdiction ﬂights. These USCG personnel, along with the leadership of their Ofﬁcer-in-Charge, provided an outstanding joint-service capability.

HSL-60 Det One

U.S. Navy Photo taken by LCDR Matt Dunlay

Continued from page 11

the M-240 machine gun mounted onboard. Immediately following the shots, the Narco-Terrorists stopped their vessel surrendering themselves and their contraband onboard. Within a short period of time, The USS John L Hall closed the vessel’s position and deployed USCG Law Enforcement Detachment (LEDET) 408 for boarding. In all, four NarcoTerroists and fifty bales of heroin/cocaine were seized in the interdiction. The operation marked the first time a U.S. Navy Helicopter used Airborne AUF tactics to facilitate an interdiction, truly a historic event not only for the HSL and Surface Navy Communities, but for the entire U.S. Navy. DET One assisted the USS Hall in various other drug interdictions and boardings during the Spring / Summer 2006 deployment. USCG personnel played a vital role in the first Naval AUF interdiction. Tactical Law Enforcement

This was HSL-60’s third deployment to the SOUTHCOM AOR conducting CNT Operations. DET One was comprised of 4 Pilots, 2 Aircrewman, and 14 Maintenance Technicians. Being a Navy Reserve Helicopter Squadron, the Detachment is diversified with Selective Reserve (SELRES) pilots, aircrewmen and maintenance personnel that spend any where from two to six weeks deployed throughout the year. Under this operation concept, the Detachment is able to maximize experience and manning into the vigorous cycle of the CNT mission while effectively executing complex AUF operations. “The Reserve concept is dynamic and the AUF mission is very exciting, the more aircrews we can expose to this new Navy mission, the more effective their training will be when AUF becomes a community wide program” says LCDR Matt Dunlay, Officer-In-Charge of HSL-60 DET ONE, “We’ve accomplished what we were sent out here to do, prove a necessary concept that the Ship-Navy Helicopter-Coast Guard team can execute a joint AUF mission to further increase our force capability against global drug trafficking.”

M*A*S*H – The Navy Way

Air Ambulance- A New Wave

or the last year and half, Navy helicopter aircrews from various squadrons throughout the HS and HSC communities have been providing air ambulance services for the ground troops in and around Kuwait and Southern Iraq. The training pipeline (with combined efforts from HSC Weapons School, and the Army School of Aviation Medicine) was started two years ago in support of Army MEDVAC units that were being overtasked. Since then, Navy detachments have provided two- ship Alert 15 aircraft around the clock 24-7.

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Story by LT Jen McCollough, USN, HSC-23

souls from HSC-25 begin training in The ﬁrst Navy squadrons to accept the challenge was HSC-25 from Guam and HS- preparations of a fourth wave. 15 from NAS Jacksonville, Florida, which sent 126 personnel, three MH-60S and three HH-60H aircrafts to the region. Currently, the third wave of Navy Air Ambulance Detachment (NAAD) has formed in order to provide the same assistance for our ground troops ﬁghting in the Middle East. The 2515th Air Ambulance Company is manned by personnel from HSC-21 and the newly HSC-23. The cycle continues on as another detachment of brave

“M*A*S*H - The Navy Way” continues on page 13 with the article “Patient 296”

Mission Versalitiy:

“M*A*S*H - The Navy Way”: Patient 296

Patient 296 Story by CDR Skip Trahan, USN, HS-15 Photos taken by LT David Matsumoto, USN, HM1 Benjamin Moreno, USN, HSC-23, and 2515th Air Ambulance Company

he jokes began as soon as the ﬂight schedule was published the day prior and continued through the brief the following day. There was only one member of the ﬁve person crew who was under 30. And the only reason the 23 year old 2nd crewman had been scheduled with the “Geritol Gang” was to be on hand in case one of the senior members broke a hip getting into the aircraft! So goes the normal friendly banter of forward deployed aviation operations. This aviation unit is the 2515th NAAD. A provisional, composite squadron tasked by the Secretary of Defense to provide land-based MEDEVAC under the command of Combined Forces Land Forces Component Command (CFLCC) through Aviation Task Force Kuwait (ATF-Ku). The squadron of three MH-60S and three HH-60H aircraft is presently comprised of 126 personnel and aircraft from HSC21 in San Diego, CA and HS-15 in Jacksonville, Florida as well as helicopter SAR Corpsmen from units around the world. The task that has been successfully met for the past 11 months is to provide two-ship, Alert 15 aircraft, 24-7 for response throughout all of Kuwait, the North Arabian Gulf and Southern Iraq. To date, there have been 296 personnel who have been MEDEVAC’d by the NAAD since assuming the watch in November of 2005. The 9-line call for launch came in at 1825, a little over one hour past sunset on a starlight only night. The mission was to pickup a wounded soldier at Navistar (Iraq/Kuwait border crossing station) and transport him to the Level III (surgical care unit) at Arif Jan. The patient was characterized as “Urgent Surgical”. Since the route was preplanned, as the crew assembled in the aircraft, weather was the principle concern. Strong seasonal winds from the south had pushed moisture off the gulf and combined it with dust to bring the forecast weather to 800 ft ceiling and 2 miles of visibility in the area of pickup with “rapidly degrading conditions of less than 400 meters visibility to the south”. There are neither instrument approaches at Navistar or Arif Jan nor instrument routes between the facilities.

the 800 ft ceiling and 400 meter visibility predicted for the southern portion of the flight. From an altitude of 500 ft (required altitude to avoid most hazards in Kuwait), the ANVIS 9 NVGs allowed the crew to see only the ground below the aircraft, but barely. The IR searchlight was tried, but provided a negative effect so continued use was abandoned. Only FLIR provided the crew with a horizontal view of about 1.5 miles. Due to moisture in the air the image was “mushy” at best, but provided sufficient visual cues for operations, although no horizon. The aircraft was flown at 90 KIAS to improve pilot reaction time to hazards. With one pilot flying and the other “watching ahead” with the FLIR and providing navigation calls, the high tension wires, poles and antennas that crisscross the route to the landing site were all successfully avoided. The landing at Navistar revealed a young IED attack victim from Southern Iraq who had been transported from point of injury by ambulance for airlift. He had not been stabilized by any higher care provider than a field medic. Launching back into the weather the crew began to discuss alternatives if either weather or patient conditions degraded. The flight from Navistar to Arif Jan was estimated at approximately one hour based on navigationally safe airspeed. Ten minutes into the flight, the patient’s blood pressure dropped to 83 over 30 due to excessive bleeding from a lower extremity wound. The patient was failing. The corpsman recommended an intermediate stop at Udairi’s Level II medical clinic to further stabilize the patient. The Medical Regulating Officer (MRO) had recommended a direct flight since Udairi’s clinic did not have a blood supply.

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With the weather providing a formidable obstacle, the “Geritol Gang” had two positive factors in its corner. The ﬁrst was a FLIR-equipped aircraft and the second was the experience provided by 9,980 combined ﬂight hours across a crew with three WTIs. Launching to the north from the NAAD base of operations at Udairi Army Air Field, the crew immediately encountered

Air Ambulance conducting “dust-off” procedures U.S. Navy photo taken by LT David Matsumoto

Rotor Review # 95 Fall ‘06

Mission Versalitiy:

“M*A*S*H - The Navy Way”: Patient 296 weather and return to other than adequate care. This is a challenge for mission commanders due to the rotary aviation community’s lack of medical knowledge. The functional leadership role of the corpsman was critical in making the “right choice”. This is crew resource management (CRM) in action.

The crew of 2515th Air Ambulance. (l-r) HM1 George Marinez, CDR Skip Trahan, LCDR Tim Simonson, AWC Charley Stoneking and AW2 Bobby Bichlmeir. U.S. Navy photo taken by 2515th Air Ambulance Company

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Weighing the options, the crew agreed with the corpsman as it would give more of a lease on life to the patient and it would give the aircrew a chance to update weather and get additional fuel. The aviation concern was that the northern portion of the flight was supposed to be the “good weather” and we were looking at 45 minutes of flying south into predicted worse conditions. While getting additional fuel, the weather update from local observations stated the weather to the south was improving to at least 3,000 meters. With plenty of fuel and a now stabilized patient, the crew launched back into the weather headed for the surgical unit. Eight miles to the south of Udairi, the co-pilot got a momentary case of the leans from an illusion created by a ground vehicle’s headlights on an adjacent highway that angled away from the aircraft which was in a turn. This was quickly rectified by leveling the wings with both pilots getting on the gauges. 15 miles to the south, the weather was in fact much better and the crew was able to increase speed and get the patient into surgery sooner than expected. The rest of the flight was uneventful. Upon return to Udairi, the rest of the night was spent removing the litter management system, floor armor and floor boarding to clean up the bio-hazards created by the soldier’s injuries. On the 17th the NAAD learned that post-op, the young soldier was “not out of the woods yet” but in stable and improving condition. On October 20th, the patient’s condition had improved greatly and was well enough for transportation out of theater.

Second, the mix of technology and experience tipped the scales in favor of mission success. A lesser experienced crew with the same advantages provided by FLIR or a seasoned crew without a FLIR may not have yielded the same results. It becomes a challenge for leadership to a make decision on mission approval with so many variables. It becomes a further challenge when leadership takes on a mission and succeeds, but may not approve such a mission for a lesser equipped/experience crew. No question this soldier would have died without air ambulance, and every crew strapping on an aircraft, regardless of their experience, realizes they may be the ones to tip the balance of the scale in one direction or the other. Every crew says, “Send me.” Third, FLIR is critical for night overland missions and integration for navigation capability is a must. Use of FLIR for navigation technology (ﬂight path vector mode) has been in existence for nearly two decades in the Army and Air Force, yet Navy helicopters have repeatedly “missed the boat” by not capitalizing on the full potential of this capability. The synergy of hardware and integration is the path the Navy must take. The overland missions will continue and the Navy will be tasked to participate – this tool is a “gotta have”. Fourth, ORM (Operational Risk Management) does not rule out performing high risk missions. It is not a safety program! It challenges us as aviators to meet the risk with adequate planning, personnel, experience, equipment and sound decision making to accomplish the mission successfully.

So what are the “take-aways” from Patient 296? First, MEDEVAC is a composite mission based on patient care and aviation considerations. The conditions of either will impact decision making for the crew. A decision to “press” south without the intermediate stop to stabilize could have proved disastrous for the patient if his condition worsened and/or the aircraft was forced to abort due to

Rotor Review # 95 Fall ‘06

The crew making ﬁnal prepartations for another air ambulance ﬂight. U.S. Navy photo taken by HM1 Benjamin Moreno

Mission Versalitiy: “Island Knights” Save Water Tower

Island Knights Save Water Tower and Homes Story and Photo By LT Mike Fisher, USN, HSC-25

The “Island Knight of HSC-25 provide precision water drops in support of ﬁreﬁghters in Guam. U.S. Navy photo taken by LT Mike Fisher

ach weekend the Island Knights of HSC-25 keep two crews available for SAR launch. The primary SAR crew launches in under an hour while the secondary crew takes over the watch if the primary crew can no longer fly due to crew day or rest issues. It is rare that both are ever launched at the same time. So we were not expecting to assume the primary responsibility when my pager went off on my secondary SAR weekend. Before I could call the duty office my copilot, LT Eric Peterson, called me in his typical, excited way. “Fish, the whole NAVMAG is on fire, they want to launch two birds, let’s go, let’s go.” I couldn’t find Eric when I arrived at the squadron and there was a group desperately trying to find firebucket qualified crewmen to make a second crew so I headed out to the line to preflight the aircraft. By this time the primary SAR crew was in their aircraft and getting it ready to go. Their crew consisted of LTJG Harken, LT Leyva, AW2 Rocha, and AW3 Bageant. They were having trouble with their

bucket so they took ours. I wasn’t too concerned since there were three buckets at the squadron and I doubted we would launch, especially if we couldn’t find the required crewmen. However I pre-flighted expeditiously and prepared for the flight. We looked at our bucket to see if we could make it work. Turns out that third bucket was really broken. The bucket hangs off the cargo hook and we simply hover low enough over a water source to allow the bucket to fill with water and sink. Then we pull up to fill the expandable material with as much water as possible and then fly over the fire. There is an electrically controlled trap door on the bottom of the bucket which a crewman controls with a hand switch. That hand switch was stuck in and couldn’t be pulled out, even electronically or manually. So the aircrewmen took the switch apart and put the wires together. Sure enough, that was enough to make the trap door open.

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Mission Versatility: “Island Knights” Save Water Tower Continued from page 15 We briefed based on our expectations for the flight and hopped in for spin up. We planned for AW2 Onion to handle the two wires while AW2 Sam Baker and AW3 Castro would aid him as lookouts. We flew towards the southern end of the island as fast as possible to see what I figured would be one little fire at the edge of a small burnt patch. Oh, no. The whole side of the mountain was on fire. The fire line had made it over halfway up the side and in some places had run up dry crevices toward several houses. The other aircraft told us there were no comms with the ground units which meant it was up to us to decide where to drop the water. Even though it was our primary concern to protect government property (that’s the only reason we can launch) we quickly assessed the situation and decided which houses were in the most danger concluding they could be spared while the fire progressed toward the water tower (the only government property that seemed in any danger at this time).

hit the fire directly a cloud of steam and soot would fly into the air. We had to try several techniques for dropping the water and each had its own application. When we were fighting a fire line that was still away from houses we dropped at 50 knots in front of the fire as we were trained. When that didn’t work because the fire quickly spread up the hill, we started dropping directly on the fire line. That met with more success. We also decided to drop directly on the fire when it was close to the houses choosing to drop these from a hover avoiding houses and people standing there with their garden hoses. Eventually the fire department started phoning our squadron who then radioed to us to give us basic directions. Our Squadron Duty Officer had to filter the information in order to give us something we could use. The SDO would get

So we started the dance of hovering over Fena Reservoir (the only fresh water lake on Guam), racing toward the fire line, deciding where exactly to drop (since the scene changed greatly during the five minutes that we were getting water), and then dropping the water, and evaluating the drop as we raced back to get more water. Sometimes we had to fly through the thick smoke which rained black snow off our windscreens. After two attempts to fly through this we took the extra time to fly around it due to the amount of smoke the crewmen were subjected to.

Continued on page 17

Each drop was a challenge without being able to talk to the ground because we couldn’t tell if there were people near the ﬁre line until we were right over it. We had two to three pairs of eyes frantically searching for possible life before giving the ‘drop zone clear’ call. I imagine that 450 gallons of water falling 150 feet dropped from a helicopter doing 50 knots might have some sting to it. Plus, if we

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Mission Versalitiy: “Island Knights” Save Water Tower Continued from page 16 “tell the helo to drop more to the left” so the SDO got them to name a distinct landmark and get a cardinal heading from it. Soon enough the water tower, which was supplying the ground units their water, came under siege and we focused on protecting it. The two helicopter’s coordinated efforts prevented damage to the tank and its surrounding equipment.

around the rest of the area through the green tubes. It was at this point that we were very glad to have brought a third crewman on the ﬂight. One pilot and this extra crewman could keep a strong lookout for obstacles while the other three people looked for personnel on the ground before dropping the water.

The primary SAR crew launches in under an hour It was close On this side of the hill the fires had while the secondary crew takes over the watch if the to 1900 with moved very close to more houses; we primary crew can no longer fly due to crew day or sunset quickly kept fighting them until we were just too rest issues. approaching. tired (Not only had most of us been up The other all day but the alertness required and the helicopter six hour adrenaline rush were wearing decided it would be too unsafe to continue. Which, if they on us). Eventually our portion of the fires were out and we weren’t comfortable doing it, was absolutely the right headed home. The rest of the fires looked well under control call. It was a lot more difficult saying ‘we quit for safety’ with the few remaining fire trucks close by. than pressing on. But we had the SDO ask our CO, CDR Chatfield, if we could do this at night, or at least we would In all we remained on station for nearly six hours and try it and if we could do it safely, then we would continue. dropped about 15,750 gallons of water. The other crew We could tell the firefighters needed us to stay on scene. The dropped 7,200 gallons. The water tower was safe and no CO agreed knowing the crew was capable but not stupid homes were lost though a few had suffered some smoke enough to endanger themselves. We stopped to get more damage. We were just glad we were able to do a small fuel and grabbed night vision goggles. Even though the part in the major effort to contain this fire, and help out our moon was scheduled to put out a lot of lux we did not want neighbors. to be in an unaided ten foot hover over the water. I lost visual references several times during the day just due to the amount of rotor wash and at night that would have been very uncomfortable. The NVDs were the way to go, if anything. The sun had set by the time we took off again. And then darkness fell and melted the fire ravaged areas into a vista of a decaying battle field. The moon light could not reflect off the new laid ash which gave the burnt ground a sharp contrast to the living world around it. There were embers that were visible on the night vision goggles. They floated with the wind in a surreal slow motion from the glowing trees which still suffered from their burning affliction. We flew to the other side of the mountain where the flames had progressed. They produced so much light the hills were bright as day on the goggles. We couldn’t look too close to the ravenous fires without blooming out the NVDs. We had to look at the flames with our naked eyes while scanning

Rotor Review # 95 Fall ‘06

Mission Versatility: What’s Up Dog

What’s Up, Dog? Story and Photo By

LTJG Tom Van Hoozer, USN, HS-14

Austrailian SAS attack dog gets a familiarization ﬂight with the “Chargers” of HS-14. U.S. Navy photo taken by LTJG Tom Van Hoozer

t’s an image straight from a country western song: you’re driving down a country road on a sunny day with your dog sitting next to you, his head hanging out the window, and his ears flapping in the wind. Now replace the pickup truck with a HH-60H Seahawk helicopter, the country road with the Western Australian Outback, and that friendly pooch with a trained attack dog, and you have the scene on 14 August 2006 when Helicopter Anti-Submarine Squadron Fourteen went on one of its most unique flights. The Chargers of HS-14 worked with Australian SAS teams while flying special warfare training flights during Exercise Orange Crush in mid-August. Over the course of a week, HS-14 flew airbornesniper, urban raid, and fast-roping missions. They also conducted small arms training with the Australian SAS. During one of the flights from Bin Doon SAS Training Range to Pearce Air Base, one of the SAS sergeants asked if he could take the attack

Rotor Review # 95 Fall ‘06

dogs onboard to help familiarize them with flying in helicopters. This was the first time the dogs, a German Shepard and an Australian Shepard mix, had the opportunity to go flying. Of course, HS-14 “rogered up” to this unique mission. The Australian SAS have just started including attack dogs as part of their teams. LCDR Steve “Comet” Nassau, one of the pilots on the flight, explained, “Apparently the SAS observed the use of attack dogs in other special forces units during their involvement in Operation Enduring Freedom. They wanted to take advantage of the added combat capability and psychological advantage that the canines bring to the fight.” The Australians’ goal is to someday use specially made harnesses so the dogs can be fast roped out of the helicopter along with their two-legged team members. The aircrew on that flight loved having the dogs aboard. The crew chief, AWC

Ennis, stated, “this is the ﬁrst time I have ever heard of this happening. It’s another example of how ﬂexible and adaptable helicopter crews have to be.” AW2 Abbott, a member of the crew, remembered, “that was a great experience. I was impressed to see how innovative the Australian SAS could be with their tactics. And the dogs behaved great. One of them really did hang his head out of the cabin door like he was in a pickup truck.” Training opportunities with international forces are nothing new for HS-14, but this one will surely be remembered as the one of the most interesting.

HS-14 is a member of Carrier Air Wing FIVE and Battle Force Seventh Fleet. They deploy regularly aboard the USS Kitty Hawk, the worlds’ only permanently forward deployed aircraft carrier.

Mission Versalitiy: LAMPS Operations

LAMPS Operations in the Littoral Battlespace By LCDR J.P. Dunn, USN, HSL 42

ith the Navy’s increasing focus on the littoral battlespace, Rotary-Wing Aviation, and in particular the LAMPS Community, is poised at the brink of a new and exciting period of tactical development and battlegroup integration. LAMPS detachments assigned to Expeditionary Strike Groups (ESG) or those conducting Maritime Support Operations (MSO) in the Northern Arabian Gulf (NAG) are making the ﬁrst forays into the littoral and bringing to the attention of Warfare Commanders the unique capabilities of the SH-60B.

So what makes the SH-60B a viable asset in the littoral? In a word: versatility. The “Core B” SH-60B can ﬂy for over three hours per combat sortie loaded with Hellﬁre missiles and a .50 caliber machine gun providing an organic strike capability to a non-CVN battle group. It can employ its onboard radar, ESM and FLIR systems, down-linked via secure Hawklink to its Mother, to generate an unparalleled Recognized Maritime Picture (RMP) of the littoral environment. It’s capable of conducting Communications Relay (COMREL) across most military frequencies and is an outstanding SAR platform. Aircrews assigned to SH-60Bs are trained in Joint Strike Operations including the use of MAS 9-lines and Sledgehammer tactics.

occurred during ESG workups. We were underway conducting the Strike Group Certification Exercise (CERTEX) and planning were ongoing for an amphibious raid to be conducted on Myrtle Beach International Airport. The scenario had driven the ESG to disperse over a relatively large geographic area and the MEU Planning Cell was concerned over a lack of close air support (CAS) for the initial Force Recon Team that would go in-country to provide the on-ground surveillance of the intended target. Phil Sea was tasked with transporting the Force Recon Team to the vicinity of Myrtle Beach and then to use its RHIBs (rigid hulled inflatable boats) to bring the Team in close enough for a swim insertion. Our Detachment was tasked to provide FLIR coverage of the operation and to conduct armed surveillance of the final raid. We flew through the night providing real-time FLIR imagery, COMREL between the Force Recon Team and the Marine Command and Control elements on PHIL SEA, and close air support for the Recon Team on the ground. Later the following day, we provided secondary CAS and primary SAR support for the raid conducted by the full MEU with its supporting ACE.

The Navy has already recognized the shift to littoral operations and has taken steps to secure its dominance in the littoral battlespace. A renewed focus on riverine forces is currently underway and Rotary-Wing Aviation is an integral part of that equation.

After deploying with the ESG and arriving in the 5th Fleet AOR, Phil Sea was detached from the ESG and chopped to CTF 158 to conduct MSO and Oil Platform (OPLAT) Defense Operations in the NAG. CTF 158 is a rotational Command between the Americans, British and the Australians, whose primary responsibility is the security of the Iraqi oil infrastructure, including the Kwahr Al Amayah and Al Basrah Oil Terminals (KAAOT/ABOT). Secondary responsibilities include enforcing the sovereignty of Iraqi territorial waters and training the Iraqi Navy and Coast Guard in the same functions. Phil Sea was a major part of the Coalition effort and served as the Flag Ship for CTF 158 while spending over 100 days within 12 miles of the coasts of Iraq, Iran and Kuwait.

I was Officer-in-Charge of HSL-42 Detachment Eight, comprised of two “Core B” helicopters embarked in USS Philippine Sea (CG 58), and assigned to Iwo Jima Expeditionary Strike Group (IWOESG) with the TWO FOUR MEU embarked. The experiences of my Detachment during our workups and subsequent 5th Fleet deployment serve to highlight the potential of the SH-60B in the littorals.

The CTF 158 AOR encompasses the Northern Arabian Gulf including all approaches to the ports of Iraq, and abuts Kuwaiti and Iranian territorial waters that aren’t ofﬁcially recognized by all of the neighboring countries. Interaction between Coalition forces and Iranian Republican Guard Corps Navy (IRGCN) units occurred regularly. Daily helicopter tasking included armed surveillance ﬂights in and around the OPLATS, up the river to the Iraqi port facility of Umm Qasr, and then south to

Continued on page 20

Our ﬁrst opportunity to operate in the littoral environment

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Mission Versatility: LAMPS Operations Continued from page 19 build the RMP in the NAG. Special attention was paid to the “Thunder Valley Patrol” which covered the pumping stations and oil pipelines extending out to the OPLATS. While in theater, my Detachment participated in a mission specific to the CTF 158 AOR. The BLUE THUNDER Patrol (BTP) was conceived to provide Multi-National Division Southeast (MND-SE) with a snapshot of the current state of oil production and the critical oil infrastructure in Southern Iraq. Taking advantage of the unique capabilities of the SH-60B, MND-SE developed a series of waypoints, including the ports of Umm Qasr and Khor Al Zubayah, as well as other various oil production facilities, for surveillance and monitoring. As part of the BTP, we were tasked with flying the prescribed route at night at a designated altitude while using our FLIR to provide real-time imagery via Hawklink for review and analysis by intelligence personnel onboard the ship. Phil Sea was able to conduct video capture of the entire flight and burn that same video onto a DVD for further dissemination up the chain of command. Additionally, Phil Sea was able to set up a Video Tele-Conference with MND-SE so they could review the FLIR imagery in real time. It is important to note that the standard LAMPS two-plane detachment, with three flight crews and requisite maintenance personnel assigned, provided the operational commander with an around the clock, flexible asset able to react to emergent situations in the littoral battlespace. When combined with the multi-level sensor architecture that included multiple UAVs operating in the AOR, the SH-60B was the go-to platform.

So what makes the SH-60B a viable asset in the littoral? In a word: versatility. The “Core B” SH-60B can fly for over three hours per combat sortie loaded with “Hellfire” missiles and a .50 caliber machine gun providing an organic strike capability to a non-CVN battle group While UAVs, including SCAN EAGLE and the WASP microUAV were extensively utilized, the operational commander depended on the helicopter aircrews for their on-the-scene judgment and adaptability. The Navy has already recognized the shift to littoral operations and has taken steps to secure its dominance in the littoral battlespace. A renewed focus on riverine forces is currently underway and Rotary-Wing Aviation is an integral part of that equation. Embarked LAMPS detachments add a flexible, dynamic component to the Warfare Commander’s toolkit when operating in the littoral. Naval Expeditionary Combat Command has been stood up to chart the course of our Navy’s littoral warfare capabilities and to prepare us for the future. The SH-60B and the follow-on MH-60R operating from legacy platforms and ships like the newly commissioned USS Freedom (LCS 1) will be key to the Navy’s continued dominance in the littoral battlespace.

Continued from page 8

A View From The Labs... Supporting the Fleet many, many others must drive the capabilities of the next generation of those aircraft. This must be done – while not forgetting the Coast Guard’s wartime missions as the “Fifth U.S. Military Service.” Important issues for that service. So, we’re about done. But whether you agree with everything here or not, what is true is that dramatic changes have happened to our national security paradigm and these changes need to be addressed within the naval rotary wing community. But it’s not enough to agree with that, it’s time now to start doing something about it. The NHA provides an ideal forum to have that dialogue. As we come up with themes for upcoming symposia and other venues we need to have our entire community – and especially our senior leadership – engage in a national dialogue with the senior members of the Executive Branch so we can move from just “Mission Versatility” to “Mission Versatility – To Do What?” Having that dialogue – and getting those answers – will enable us to effectively design “The Naval Rotary Wing Community after Next.”

Rotor Review # 95 Fall ‘06

Mission Versalitiy: HSL - 44

DET Redefines Multipurpose

HSL-44 DETACHMENT REDEFINES MULTIPURPOSE Story and Photo by LCDR Bill Sherrod, USN, HSL-44

hen LAMPS first began the innovators probably didn’t envision just how diverse a mission set the airframe could support. HSL-44 Detachment Nine recently returned from a six month Global War on Terrorism surge deployment that continues to redefine the ever-increasing capabilities of the SH-60B. The Shakas of Detachment Nine embarked Mayport-based USS Hue City (CG 66) in April of 2006 for what would become the longest surge deployment since the beginning of the fleet response plan. With only three months to prepare for their deployment, the traditional Helicopter Advanced Readiness Period could not anticipate the unique mission that lay ahead.

The departure from the norm began when the Shakas were tasked to support a Joint Special Operations Task Force in an effort to deter piracy in the vicinity of the Horn of Africa. Unlike other anti-piracy missions previously ﬂown, the detachment found itself working for Commander, Naval Special Warfare Unit Three embarked on Hue City. The Shakas, in cooperation with three other entities: HSL-43 Detachment Three onboard USS Reuben James (FFG 39), elements from HSC-26 Detachment One embarked on HSV SWIFT, and SCAN EAGLE Unmanned Aerial Vehicle detachments all which were attached to USS Trenton (LPD 14) conducted coordinated operations with Special Forces. Though much of the operation is still classiﬁed, the detachment took the lead in developing airborne sniper tactics, techniques, and procedures to conduct both Naval

The “Shakas” of HSL 44 Det Nine onboard the USS Hue City (CG-66) U.S. Navy photo taken by LCDR Bill Sherrod

Special Warfare (NSW) over-watch as well as interdiction of evasive, high speed pirate skiffs. The DesertHawks of HSC-26 DET One provided the initial site survey for casualty evacuation from other than air capable ships and all detachments conducted multiple high hoist evolutions to the bow of a merchant ship. Extensive rehearsals of the full mission proﬁle were a proof-of-concept for coordinated airborne support from multiple SH-60Bs and a MH-60S for the operation. During the execution phase of the operation, the group was required to maintain Alert 30 readiness for periods lasting from 96 hours to seven days. In order to sustain the alert posture and maximize aircraft availability during several blocks of action each detachment forward deployed to USS Trenton during various phases of the operation. Forward deployment of a ‘mini-det’ from a detachment is certainly not the norm however innovation and cooperation made each evolution successful as the operation continued seamlessly. The operation can be considered a success on many levels. There were no further piracy incidents in the region and the Helicopter Maritime Strike community supported Naval Special Warfare in a manner that had never before been asked.

Continued on page 22 21

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Mission Versatility: HSL - 44

DET Redefines Multipurpose

Continued from page 21 Upon completion of the joint special operation, Detachment Nine spent nearly two months in the Central Arabian Gulf supporting a Coalition Task Force conducting Maritime Security Operations. During a gap in carrier presence, the two-plane detachment maintained an overt presence and conducted crucial surveillance operations during a period of increased Iranian naval activity. During the initial transit home, Detachment Nine was diverted to the Eastern Mediterranean to support Joint Task Force LEBANON and humanitarian assistance operations in the war-torn Levant region. Coordinating with Task Force ALPHA and Task Force BRAVO, Detachment Nine was the only LAMPS asset in the region to conduct maritime surveillance operations and logistics support. Again, the SHAKAS maintained an around-the-clock alert status to support search and rescue in the event the force was required and supported the evacuation of the American embassy in Lebanon.

An SH-60B from HSL-44 Det Nine on Alert. U.S. Navy photo taken by LCDR Bill Sherrod

Six months after the GWOT surge departed Mayport, the Shakas returned home.

HSL-44 Detachment Nine’s Deployment demonstrated the qualities unique to Naval Aviation of ﬂexibility and adaptability to increase combat capability to best support the mission and the combatant commander. Conducting three dynamic missions in different geographic regions spanning two separate areas of operation, the Shakas’ deployment captured the way ahead for future Helicopter Maritime Strike operations. The detachment approached every mission with the ﬂexibility and innovation to complete the assigned undertaking no matter how much it diverged from the typical LAMPS role.

(Left) A pilot views from left seat during a high hoist evolution to the bow of merchant ship. (Above) SH-60B approaches bow for a high hoist evolution. U.S. Navy photos taken by LCDR Bill Rotor Review # 95 Fall ‘06

Sherrod

Mission Versalitiy: Taking on the DANCON

Taking on the DANCON Story by LT Ron Martin, USN, HSM 41

elicopter Pilots show they can make it on the ground by competing in the DANCON March, sponsored by the Danish Military serving in Afghanistan. The march is open for all military personnel serving in Afghanistan with International Security Afghanistan Forces (ISAF) or related U.S. missions. The march has been a tradition since 1972. It started as the Danish contribution to the mission in Cyprus (UNFICYP). In every peacekeeping mission since then, every Danish contingent has had its DANCON March.

The rules are simple you must carry at least 10 kg (22 lbs) in the participants backpack; water and weapon are not included in these ﬁgures. The distance covered is 25 km which equated to eight laps within the conﬁnes of the camp and the participants had a time limit of six hours to complete the march. Normally, the DANCON March is conducted two times per mandate (six month); during spring/summer and also during autumn/winter. We expect the next two DANCON Marches in autumn this year. LCDR Joe Wilkinson, LT Ron Martin, LCDR Heath Thomas all currently serving as Individual Augmentee (IA) for Combined Forces Command Afghanistan. LT Ron Martin, 1st LT Cumpston and Lt Col Le Brun maintain their motivation throughout the march.

LCDR Joe Wilkinson, LT Ron Martin, LCDR Heath Thomas all currently serving as Individual Augmentee (IA) for Combined Forces Command Afghanistan. U.S. Navy photo courtesy of HSM-41 Public Affairs Ofﬁce

LCDR Joe Wilkinson (formerly of HSL 49) marched as an individual posting a time under three hours, while LT Ron Martin of HSM 41, marched as part of the Combine Forces Command Afghanistan (CJ5) team. The team made up of SGM August Hohl, USA, 1st LT Meagan Cumpston, USA and French Army LtCol Pascal Le Brun posted an average time of three hours and ﬁfty-ﬁve minutes. “It was bit of a struggle to maintain the pace throughout the march, but it was worth every step,” said LT Martin. As part of the CFC-A CJ5 team, LCDR Heath Thomas of HSL 43, along with Air Force Major Winston Gould and Army Major Matt Dale provided valued support.

The IAs take the time out for a charitable cause. U.S.

Navy photo courtesy of HSM-41 Public Affairs Ofﬁce

Rotor Review # 95 Fall ‘06

Mission Versatility: Individually Augmented HC-4

Individually Augmented HC-4 Story and Photo by LTJG Sean “Spicoli” Tingley, USN, HC-4

The Big Iron turns as it loads combat ready troops heading to Iraq. U.S. Navy photo was taken by LTJG Sean Tingley

t wasn’t until 2 weeks prior to Winging when I found out that HC-4 was looking for pilots for a new mission in Kuwait. My well thought out “dream sheet” went into the circular file as HC-4 became my number one selection. I was not passing up this opportunity. Talking with the HT instructors I knew this was not the typical Navy mission and as a boot camp pilot I knew this would be a Navy first deployment like no other. A year and ½ later I find myself in the desert with the Army of One.

Det II to be part of the ﬁrst Navy MH-53E NVD/NSW deployment. With the El Centro training emphasizing NVD formation brownouts, we were anticipating all of our Iraq missions to be carried out at night. Once arriving in Kuwait in July 2006 to relieve Det I, we soon discovered that quite the opposite was taking place. Most ﬂights involved day missions taking troops, VIP’s, and cargo to various locations in southern Iraq.

So, instead of being trapped on a claustrophobic Navy ship, I had the freedom to move about a fairly large base and utilize the amenities such as multiple coffee shops, MWR buildings, exchange stores, and a relatively good dining facility. The resources on base at Udairi Army Air Field could be considered “the little things” that make everyday a little bit more enjoyable, but the real reason why this deployment was so awesome was the ﬂying.

Based on the heavy lift capabilities of the MH-53E, and due to the fact that we were so frequently utilized it’s a surprise that our squadron was only tasked with this mission for a year. In that, we would frequently move over 100 troops in a couple hours where it would take an Army UH-60 ﬂight of two all day to complete. It was also peculiar that we were replacing the Army C-23 “Lunchbox” mission because the majority of the Iraq drops off locations were strictly helicopter landing zones.

To put it quite simply, our missions were fun. Stressful, yet fun. To reduce the risk from “enemy” engagements we were required to fly low, unpredictable routes into Iraq. Any helo bubba would love flying the “Big Iron” in this regime: banking left and right in combat cruise with your wingman, and low enough to see people waving, or sometimes throwing rocks at us depending on where we were. It wasn’t just the transit portion of the missions that were exciting, but the LZs were also interesting, especially with two 53’s. I remember telling myself after some missions, “that was the reason why I chose HC-4 in flight school.”

We will all miss this type of flying, and the Army will surely notice the lack of heavy lift capability in Udairi once we are gone. This deployment was unlike any other Navy cruise, but in my mind it was as good as it gets aside from missing out on the traditional port visits. So I didn’t get “salty” on my first deployment but being a boot camp JO I’m sure I’ll have plenty of opportunity for a boat cruise later. From flying low like a helicopter should, to kicking back at the coffee shop later that same day, all of us as pilots and aircrew have nothing to complain about with regards to this deployment. As the sun sets on HC-4, this was the way to go out!

The “work ups” were also a blast for this deployment. They consisted of desert training in El Centro, CA which enabled

Rotor Review # 95 Fall ‘06

By CAPT P.M. “Mike” Reber, USN (Ret) Photos are courtesy of Naval Helicopter Association Archives

Dear Editor; y compliments on the summer 06 issue of Rotor Review. I was especially impressed by the HSC21 Night VERTREP article by LT Valasco. His description of a relatively rare, two aircraft night VERTREP was interesting and informative. However, a four aircraft night VERTREP is an even more rare event and I wanted to tell you about the only one that I am aware of. It took place on Yankee Station in the Tonkin Gulf on 20 July 1971. The customer ship was USS Enterprise CVA (N)-65. The four aircraft involved were H-46s from HC-3 Dets 102 and 104. I was a LCDR at the time and the O-in-C of Det 102. LCDR John Jones was the O-in-C of Det 104. The other pilots from Det 102 who flew the mission were LT Ed Vitt, LT Dick Blair and my co-pilot, LT Ed Hintz. Much to my regret, I do not remember the names of our magnificent aircrew or who flew the mission from Det 104 and those records are lost. Enterprise departed Alameda for her fifth WestPac deployment on 11 June 1971 and arrived on Yankee Station for her first line period on 15 July. The Enterprise air wing (CVW-14) flew strikes against infiltration and logistic targets in Laos and South Vietnam for five days and nights and prepared to conduct her first underway replenishment with USS Sacramento (AOE-1) and USS Niagara Falls (AFS-3) in the late afternoon of 20 July. HC-3 Det 102 was embarked aboard Sacramento and HC-3 Det 104 was embarked on Niagara Falls. The original plan was for Enterprise to receive approximately 250 tons of dry stores and frozen foods from Niagara Falls via VERTREP before sunset and then come along side Sacramento for a connected replenishment (CONREP) of aviation fuel and a full ordnance rearmament of approximately 450 tons via both CONREP and VERTREP. The Sacramento operations were expected to last into the night. However, unanticipated problems forced a major delay in the start time and replenishment could not commence until 2300. Enterprise’s operational commitments for 21 July precluded any further delay or rescheduling of replenishment, so plans for a simultaneous CONREP and a 4 aircraft VERTREP were made via message and tower-to-tower radio communications among the participating parties.

“There I Was...”

Four Aircraft Night VERTREP

Night replenishment ops in the Pacific Fleet were not unusual in that period. Sacramento and Niagara Falls had both been deployed for over four months and their crews and Helo Dets were experienced in night operations. However, no one had ever done a two Det/4 aircraft operation at night and Enterprise had just entered the first line period in her deployment and this was to be her very first underway replenishment. We need not have worried. Enterprise was nothing short of magnificent in her crew’s ability to manage what still may be the most intense replenishment operation ever conducted to a single ship. Her crew operated to perfection, the drop zones were clearly designated and well lighted and the Air Boss was the most professional and able controller I ever experienced. There were a few scary moments such as catching a load of retrograde in the Enterprise safety nets. But, the only significant delays were caused by a shortage of retrograde which precluded maximizing the pre-staging of loads and required Sacramento and Niagara Falls to wait for retrograde return before making up additional loads for transfer. (Five days later Sacramento and Det 102 completed a second 300 tons before-dawn-into-daylight ordnance VERTREP and set a then unprecedented transfer rate of 90 tons/hour. That’s a 1&1/2 to 2 ton load of ordnance almost every 60 seconds for the better part of 3 hours, with breaks for refueling helos and crew changes. Sacramento, Det 102 and Enterprise knew their business.) The general plan was that Niagara Falls and Det 104 would take station on Enterprise 500 yds to port and conduct all operations to a designated drop/pickup area forward of the Carrier’s island. Sacramento would conduct refueling by CONREP along the starboard side and simultaneously transfer ordnance via both CONREP and VERTREP with the overwhelming majority of lifts via VERTREP to a designated drop/pickup area aft of the island near the stern of the Enterprise. The time available and the amount of stores and ordnance to be transferred required the use of all available assets. VERTREP commenced at 2300, 20 July and was completed at 0330, 21 July. Over the 4.5-hour period, Det 102 moved over 300 tons of ordnance using 2 aircraft for the first 3 hours of the operation and dropping to one aircraft for

Continued on page 26

Rotor Review # 95 Fall ‘06

Mission Versatility: “There I Was...” Continued from page 25 the last two. Det 104 used 2 aircraft for almost their entire operation and as I recall they completed their mission in slightly less than 4 hours.

operational ones. In spite of the fact that VERTREP had been introduced in Pacific Fleet operations as early as 1965, there was still some lack of acceptance of the use of helos as the primary transfer vehicle for stores and ordnance in underI must admit that in spite of the relatively routine nature of way replenishment. The COs of Sacramento and Niagara night replenishment ops (my log book for July, August, and Falls and the helo det O-in-Cs all saw this operation as a September of 1971 great opportunity to shows 15.6 hours of provide an outstandnight VERTREP; and I ing example of the efThe general plan was that Niagara Falls and Det 104 would did not fly every night ficiency and effectivetake station on Enterprise 500 yds to port and conduct all mission the det comness of VERTREP for operations to a designated drop/pickup area forward of the pleted) we had some the entire Pacific Fleet Carrier’s island. significant concerns, and thus encourage many of which were its increased use. We shared by LT Valasco in were confident of our his article. He lists the current UNREP and NATOPS manual ability and felt it was worth the risk. Nevertheless, we were requirements as including; 1. A natural horizon, 2. Ships glad when it was SAFELY over. alongside in CONREP position and 3. Drop/pickup zones of both ships visible from the cockpit at the same time. In our As a matter of additional interest to current VERTREP case, only the Sacramento was in CONREP position and the personnel, before and during the Vietnam war period, VERweather that night was overcast throughout the operation TREP dets consisted of 2 H-46’s, 20 enlisted maintenance with no visible horizon what-so-ever. We were able to meet and aircrew and five pilots (3 HACs and 2 2Ps). Some dets the drop/pickup zone visible from the cockpit requirement also had a CWO maintenance officer. From early 1971 and and we reduced the number of aircraft involved to 3 as the throughout the rest of the Vietnam war, HC-3 Dets remained transfer requirements were met. We may have been down to permanently on station in the Western Pacific and transferred 2 aircraft (one from each det) toward the end of the first 4 from ship to relieving ship approximately every 6 months. hours and we finished with 1. Det personnel were assigned on a four- month rotation with some members of the Det turning over each month of the We were acutely aware of the great risks involved in what we deployment. When necessary, replacement aircraft were sent had committed ourselves to accomplish. And like LT Valesco with deploying ships and returning ships carried the replaced and his HSC-21 Det on Ranier, we tried our best to carefully aircraft back to CONUS. anticipate each of them. However, we also felt some pressures to maximize our effort, which were beyond the obvious

A sailor from the USNS Shasta attaches a cargo pendant to the MH-60S assigned to HSC3 during a VERTREP with ammunition evolution U.S. Navy

In The Spotlight

Photo taken by MCSN Matthew Haws

Rotor Review # 95 Fall ‘06

Features NASWI SAR Team rescues a San Juan Island resident from the Coleman Glacier area. Photo was taken by Roy Grossinger

NASWI SAR Rescues San Juan Islander Off Coleman Glacier By LCDR. Todd Vorenkamp, USN Naval Air Station Whidbey Island Search and Rescue Public Affairs

aval Air Station Whidbey Island (NASWI) Search and Rescue (SAR) helicopter air crew helped to save a fallen climber on Mount Baker Oct. 21.

The victim, a San Juan Island, WA., resident, was climbing on Coleman Glacier Oct. 20 when he slipped and fell into a 65-70 foot crevasse at approximately 4 p.m.

His climbing partner lowered himself into the crevasse, administered basic ﬁrst aid and placed the victim on a pad and inside a sleeping bag before climbing out of the crevasse and seeking help. Bellingham Mountain Rescue Council (BMRC), a volunteer group of mountain SAR specialists, ascended Mount Baker and reached the victim on the glacier. The victim was suffering from multiple fractures and lacerations. BMRC spent the night keeping the victim warm and making preparations to hoist the victim out of the crevasse to the surface of the glacier. NASWI’s Sikorsky MH-60S Knighthawk helicopter launched at 9:30 a.m. Oct. 21 to assist the BMRC team with the rescue. The crew, aircraft commander, CDR Mark Nowicki, co-pilot, LCDR Todd Vorenkamp, crew chief, AW1 James Barrailler, rescue swimmer, AWCS Phillip Meyers and HM1 Class Greg Highﬁll, staged the helicopter in a landing zone at Mount Baker Vista after establishing communications with BMRC on the radio.

Continued on page 28 27

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Features: NASWI SAR Rescue Continued from page 27 BMRC determined that bringing the helicopter over the scene with personnel down in the crevasse could be hazardous to the victim and rescuers due to overhanging ice and an unstable ice shelf. The SAR crew remained nearby until BMRC had extricated the injured climber and rescue team members from the crevasse. At 11:35 a.m., the helicopter crew received the call from BMRC to proceed to the landing zone for pick up. The aircraft launched from the vista and proceeded the two miles to the glacier. After establishing the helicopter in a hover over the scene, Highﬁll donned his crampons and was

lowered to the team via the helicopter rescue hoist. "After I got to the surface of the glacier, I found the terrain to be extremely steep and treacherous and the patient in bad shape," said Highﬁll. Within 10 minutes, the climber was secured in the litter and ready for pickup. Highﬁll and the climber were then hoisted into the safety of the cabin and began the transit to Harborview Medical Center in Seattle for further treatment.

Musuem Watch

Boeing’s Future of Flight Museum By LCDR Todd Vorenkamp, USN

he simple fact that the Boeing Company funds and operates two large aviation museums in the Puget Sound area of Washington State shows that there is money to be made in the aircraft manufacturing business. I discussed Boeing’s world-class Museum of Flight in a previous issue of Rotor Review – that museum, centered around the historic “Red Barn” is a must-see destination for fans of aviation and aviation museums. The Future of Flight Aviation Center and Boeing Tour, in Everett, WA is Boeing’s newest tourist attraction. It appears that the Aviation Center was designed primarily as a staging facility for the Boeing factory tour of the Everett factory. Aviation Center: The facility is impressive and its design is modern and clean. You certainly get the impression that you are in a new museum. The downside of this newness is the fact that the Aviation Center is not as full of aircraft and displays as the average aviation museum enthusiast is accustomed to seeing. There are several aircraft suspended from the ceiling, notably a sexy Beech Starship, but on the main ﬂoor the attractions are aircraft

Rotor Review # 95 Fall ‘06

parts instead of whole planes. A Pratt & Whitney 777 engine stands ready to suck customers into its gaping intake. An entire 747 vertical tail rests on the floor. You can compare the construction of the Pan Am 707 fuselage to a cross section of the new 787 Dreamliner where you can see the simplicity and weight savings of carbon fiber versus aluminum. An Eastern Airlines 727 nose rests at one end of the building. Strangely, the Boeing restoration people failed to accurately reproduce the font of the “EASTERN” logo and Eastern’s modern falcon trademark is printed backwards on the Whisperjet. Personal computers are everywhere on the Center’s floor facilitating what Boeing deems a highlight of its center – the Airplane Design. The individual consoles allow participants to design their own Boeing airliner and later print their designs on paper, poster, or t-shirts in the museum store. Pretty cool, but your design options and livery choices are fairly limited. This center also serves as a banquet facility for Boeing events – smart. If you purchase a premium automobile from a local dealership, you might expect special treatment when taking delivery. When you buy an airplane from the Boeing Company it is an understatement that you have made a significant financial investment. Boeing thanks its customers by making every aircraft delivery an event. The Aviation Center is a great setting to facilitate the celebrations surrounding the delivery of a multi-million dollar airplane. Boeing Tour: This is the only opportunity for the general public to tour the

Continued on page 29

Features: Airborne Use of Force Adds Some Bite

Airborne Use of Force Adds Some Bite to the LAMPS Bark

Story by LTJG Phil Hoblet, USN, LTJG Dave Calhoun, USN, and LTJG Andrew Watts, USN HSL-46 Detachment 3 “Disposable Heroes”

or years, one of the ”other” missions that HSL Detachments have been tasked with is drug interdiction. Called Counter Drug Operations or more recently, Counter Narco-Terrorism Operations, this mission involves a LAMPS Detachment with an independent deployer off the Caribbean and the Pacific coasts of South and Central America. Along with the Coast Guard and allied nations, the Navy has been effective in stopping illegal narcotics from reaching their final destinations in the United States and Europe. However, the future promises increased effectiveness for this mission by adding a new tactic to the Navy’s arsenal, Airborne Use of Force (AUF). firing at moving targets and exposes the aircrew to the rifle’s effects in the cockpit and cabin area. The other three events are flown against a simulated Go Fast with an emphasis on correct procedural knowledge as well as effective tactical maneuvering. Currently, on the East Coast, these flights take place over the St. John’s River against the HITRON’s Tactics Training Boat (TTB). The TTB is a cigarette-type boat very similar to a typical Go Fast vessel. Manned with a USCG crew experienced in maneuvering against helicopter aircrews, it Despite the recent implementation of this tactic by the Navy, AUF has already presents a formidable been employed successfully by both HSL-60 Det 1 onboard USS John L Hall opponent in and HSL-43 Det 4 onboard USS Thach. This mission will undoubtedly produce the simulated engagement

Developed and employed successfully by the USCG Helicopter Interdiction Tactical Squadron (HITRON), AUF targets highspeed vessels suspected of carrying drugs. These vessels or Go Fasts are capable of speeds making them difﬁcult, if not impossible, to stop using conventional means. With AUF, a helicopter-borne, Coast Guard sharpshooter, or Aerial Gunner (AG), uses a .50 caliber sniper riﬂe to disable the engines and stop the Go Fast.

Although still in the proof of concept stages, training for AUF is being conducted victories for LAMPS and the Navy in America’s continuing war against illicit for LAMPS drug trafficking and Counter-Narco Terrorism During a pilot’s detachments first flight, slated for the instructor Counter Narcodemonstrates the maneuvers and comms from the right seat Terrorism deployments. To date, HSL-60 Det 1, HSL-43 Det 4, with the student in the left. The second flight immerses the and HSL-46 Det 3 have deployed with the capability to perform student into the task intensive mission by placing him in the AUF. The purpose of this article is to expand on the training and right seat and requiring him to perform the maneuvers and employment tactics associated with this new mission. comms. At the outset of the event, the Go Fast travels in a relatively straight line allowing the student to maintain a AUF training consists of both classroom and flight instruction. good firing position with minimal control inputs, but as the Beginning with several days in the classroom, instruction focuses event progresses, the level of difficulty increases. A third, on the legal requirements, maneuvers, and tactics specific to the crew evaluation event pairs detachment personnel together mission. Following classroom instruction, one flight at a firing range and three flights against a simulated Go Fast are required Continued on page 30 to complete the training. The range flight consists of the AG

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Features: Airborne Use of Force Adds Some Bite Continued from page 29 for final mission qualification. The entire engagement profile is performed at altitudes of 50-75 ft and speeds from a hover to 50 kts, combinations consistently in the Avoid region of the SH-60B’s heightvelocity diagram. With the pilot concentrating on maintaining position, the co-pilot ensuring that a safe altitude is maintained and torque limits are not exceeded, and the gunner constantly directing the pilot into position for a successful shot, it is as much a crew coordination drill as a drill in piloting skills. Additionally, the aircrews must be aware of the activity on the boat, ready for a “Suppress! Suppress! Suppress!” call if a ‘drugdrig smuggler’ trains a weapon toward the helo. This call causes suppressing fire from the 7.62 mm maching gun and the .50 cal sniper rifle and immediate departure by the pilots. All of the training culminates in 4 stages of mission execution. The first stage is the reconnaissance phase, the classic covert SSC/RMP/FLIR data collection drill

Musuem Watch Continued from page 28 Boeing aircraft factory. The tour starts with a 15 minute video showing the current Boeing product line. [The fact that the Boeing video shows McDonnell Douglas, er…Boeing F-15 Eagles might be the subject of a soap box column in the future.] The coolest part of the video was the time-lapse footage of the complete assembly of a Boeing 777. Unfortunately, after the tour I was remembering the video as the highlight. A bus ride across Paine Field takes you to the world’s largest building (square footage) adorned with the world’s largest mural – Guinness lists it at 100,000 square feet. This mural cost Boeing more than you think one could (or would) spend on a mural. Inside the factory are the 747, 767, 777, and 787 production lines. The tour takes you to a balcony overlooking the 777 and 787 lines. The 787 line is under assembly, but the 777s get built right before your eyes. We were told that no cameras are allowed in the factory. The guide told us that a tourist had dropped his camera from the balcony onto the wing of a 777 and did $250,000 worth of damage…to the plane. The camera was ok.

Rotor Review # 95 Fall ‘06

performed by countless past aircrews during CNT operations. However, with the implementation of AUF, the LAMPS role does not stop here. Once sufficient data is gathered, a Statement of No Objection (SNO) is requested for warning shots and disabling fire from the Joint Interagency Task Force South (JIATF-S).), If granted, TACON shifts to the USCG for the engagement, andthe days of training pay off as the aircraft hails the vessel and moves into position for warning shots from the M240 or M-60. If the vessel chooseschoosed not to stop, the warning shots are fired, followed closely by .50 caliber precision fire into the Go Fast’sFasts engines until they are disabled.. All that is left at this point is to monitor and deter while USCG boarding teams execute the bust. Despite the recent implementation of this tactic by the Navy, AUF has already been employed successfully by both HSL-60 Det 1 onboard USS John L Hall and HSL-43 Det 4 onboard USS Thach. This mission will undoubtedly produce victories for LAMPS and the Navy in America’s continuing war against illicit drug trafficking and Counter-Narco Terrorism.

Boeing is currently tearing up the floor in the 777 and 787 production lines with plans to install a tug in the factory floor. This tractor will pull the new planes through the factory at a speed of 1.6 inches per minute. I was a bit perplexed as to how this is more cost effective than hooking a diesel tow tractor up to the aircraft every night and pulling it forward a few feet. I hope someone figured that out. Yet another loss for the tow tractor driver’s union. I recommend giving the Boeing Future of Flight Museum a few more years to mature into what will probably be a more complete aviation experience. Right now, there are far too few planes on exhibit to make the trip worth the time and money. If you are in the area, be sure to combine this stop with the Boeing Museum of Flight at Boeing Field. The mockup of the 787 interior, the 747 tail, 777 engine, and other floor exhibits are interesting, but the museum needs to fill the open spaces a bit more with some planes! The factory tour is a bit sterile and short for my tastes. I would have preferred to walk around the floor and see more than a balcony between two production lines allows you to see. An unscientific observation of the crowd showed that my disappointment in the experience was not echoed amongst the tourists who seemed enthralled by their tour.

http://www.futureofﬂight.org/index.html

Story By Rob Koon, NAVAIR Public Affairs

Industry

First Romeo helicopter ﬂight trainer delivered

The MH-60R operational ﬂight trainer undergoes a series of operational test. Photo courtesy of NAVAIR Public Affairs

he first MH-60R Seahawk helicopter Tactical Operational Flight Trainer was recently delivered to the “Seahawks” of Helicopter Maritime Strike Squadron Four One (HSM-41), the West Coast Fleet Replacement Squadron (FRS) at Naval Air Station North Island, CA., after an aggressive 41-month design, build, and test schedule. “The trainer will benefit the Fleet by providing a very realistic training environment in which aircrews will be able to train for almost all facets of flight experience,” said LT Brandon Youngstrom, HSM-41 Romeo Training Officer. “It allows instructors to go over everything from basic flight maneuvers and emergency procedures to advanced radio communications and mission scenarios.” “The trainer will improve the efficiency of the war fighter by allowing them to practice and perfect skills required in difficult or overwhelming tactical situations. The working relationship with Manned Flight Simulator (MFS) has been great. Since they (MFS) are a government agency with experienced personnel, it’s very easy to explain what’s needed and what has to be done to improve the fidelity of the trainer. Manned Flight then takes care of the rest,” added Youngstrom.

first of three being developed by MFS to support HSM-41, who received the first deployed MH-60R Multi-Mission Helicopter (MMH), also known as the Romeo. The Navy is presently consolidating six of their H-60 series helicopters into two platforms, the MH-60R and the MH-60S. “The Romeo is the next generation submarine hunter and surface attack maritime dominance helicopter. It will provide the warfighter with state-of-the-art avionics and a combination of capabilities greatly surpassing previous Navy helicopters,” said CDR Ed Balaton, the H-60 Romeo training systems program manager. “The Romeo flight trainer actually consists of two separate trainers that can be combined together. The first trainer is the Operational Flight Trainer (OFT), which contains the high-fidelity cockpit for training the pilot and the Airborne Tactics Officer (ATO). The second trainer is the Weapons Tactics Trainer (WTT), which contains a high fidelity Sensor Operator (SO) station and a partial ATO station. The OFT and WTT can be used individually for simultaneous training or combined for multi-crew training,” added Balaton. “These flight trainers allow HSM-41 to train in the virtual world on aircraft systems and sub-systems, currently

Continued on page 31

Manned Flight Simulator (MFS) recently completed this three year project developing this prototype trainer. It is the

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Industry: First MH-60R Flight Trainer Continued from page 31 unfamiliar to anyone in the Fleet. Training on these simulators will benefit the Fleet in several ways. For example, losing an engine at altitude can result in a power off autorotation to the ground, which is workload intensive for the pilot and requires a set of specific skills to successfully land,” said Balaton. “The autorotations can be practiced many times in simulation allowing the pilot to polish skills that can potentially save the crew’s lives if it happened in the real aircraft. Simulators add hours to the life of an aircraft by allowing the aircraft to be used for its primary maritime-dominance warfighting task, rather than training crewmembers. Simulators allow pilots and aircrew to more efficiently use flight time by fully immersing them in the trainer aircraft systems prior to actual flight,” continued Balaton. “Delivering a trainer to a program of this magnitude and program phase contained challenges and “opportunities to excel” for MFS. MFS formed a highly effective team with the Aviation Training Systems program office (PMA205), NAVAIR Orlando Training System Division, and Navy Fleet personnel,” said Capt. Randy Black, the aviation training systems program manager. “PMA205 provided program direction, coordination, and management support, and a conduit to PMA299, the MH-60R aircraft program office. NAVAIR Orlando supplied systems engineering support and logistics expertise to ensure that the trainer was maintainable and supportable.” “Navy Fleet personnel included pilots and aircrew from VX-1, HX-21, and HSM-41 in order to provide immediate feedback during simulator development and test phases. Due to the complexity and development of the Romeo aircraft during various stages of the project, the MH-60R TOFT project required engineers and programmers to be flexible and accommodating to performance the software changes in the aircraft, one of the hallmarks of MFS over its 20 year history,” added Black. “MFS leverages simulation solutions to/from the Research and Development Test and Evaluation (RDT&E)

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flight simulation devices and Fleet training devices to significantly reduce cost and schedule to the program office for the RDT&E and Fleet simulation devices. One of the highlights of the MH-60R TOFT project was the collaboration between the TOFT and the MFS MMH simulator, a Test & Evaluation simulator at Manned Flight,” said Chris Sweeney, the Romeo flight trainer program manager at MFS. “The TOFT was able to provide information to and utilize software from the MMH MH-60R/S T&E lab trainer. This synergy allowed TOFT software developers to test initial models on the MMH to ease the development crunch on the TOFT itself. The TOFT team used lessons learned the MMH team garnered from integrating new deliveries of the aircraft’s operational program running on the mission computer, flight management computer, and airborne flight control computer,” said Sweeney. “The H-60 program office was able to purchase or use systems from the MH-60R TOFT, such as the MultiMode Radar system, the acoustic stimulator, the FLIR system, Integrated Self-Defense, Electronic Surveillance Measures, and weapons systems and navigation systems at greatly reduced costs and integration time. Utilizing these resources and collaborating with similar programs helped to save the Navy, both the training community and the T&E community, millions of dollars of cost and schedule,” said Sweeney. NAVAIR’s Integrated Battlespace Simulation and Test Department’s (IBST) Aircraft Simulation Division in conjunction with the Flight Vehicle Modeling and Simulation Branch form the Manned Flight Simulator Facility (MFS). MFS develops, operates and maintains a real-time, hardware-in-the-loop, pilot-in-the-loop flight simulation laboratory; employing both high and low fidelity simulated aircraft crew-stations, which provides a synthetic environment capable of supporting flying qualities and performance evaluations, aircraft flight test, installed systems test, avionics integration and test. MFS also develops prototype training simulation devices for the Fleet.

Industry:

Fire Scout Makes A Flight Debut

Enhanced Fire Scout Makes Flight Debut Press Released by NAVAIR

Fire Scout MQ-8B UAV makes ﬁrst ﬂight on 18 December 2006 in St. Inigoes, Maryland.

Photo Courtesy by NAVAIR

he U.S. Navy’s MQ-8B Fire Scout unmanned aerial vehicle made its ﬁrst ﬂight this week, at the Webster Field annex of Patuxent River Naval Air Station, in St. Inigoes, Maryland.

and continued to the perch position. The aircraft was then allowed to hover for 12 minutes as telemetry data was recorded. Upon issuance of the land command, the aircraft executed an uneventful landing back to the launch spot.

The Navy’s vertical takeoff and landing tactical UAV (VTUAV) system was originally dubbed the RQ-8A, but during the summer of 2005, was re-designated to the MQ-8B to reflect the Fire Scout’s evolution toward an increased, multi-functional role. The test events described here mark the first flight of the enhanced variant.

“We are very proud of our efforts leading up to this important milestone for the program,” said CDR Rob Murphy, the VTUAV team lead. “We had an aggressive schedule, and the integrated team really pulled together to make it happen on time.”

During flight test, three events were conducted and executed as planned. Flight test one was a test of the command for launch abort functionality, calling for the operator to command a launch and immediately command an abort. This test ensured that the control logic would hold the aircraft on deck if it had not yet taken off. Flight test two was a test of the same system after takeoff had commenced. It called for the operator to issue the launch command then issue an abort command immediately after takeoff. The third flight test focused primarily on safety. Fire Scout developers have determined that when the aircraft is below ten feet, it is safest to return immediately to the deck. If the aircraft is higher than ten feet, it should continue up to a “perch” altitude of thirty feet, and await further commands. Flight test three confirmed this functionality, as the air vehicle properly ignored an abort command above ten feet

Some of the most notable improvements seen with the MQ variant of the Fire Scout include increased power, fuel, and payload capacity. Additionally, the MQ-8B offers more than double the mission radius and time on station than the previous version of VTUAV. The Fire Scout UAV program strives to provide safe, reliable, repeatable, autonomous flight operations in a maritime environment from all air capable ships. When operational, Fire Scout will provide critical situational awareness, intelligence, surveillance, reconnaissance and targeting data to the forward-deployed warfighter. The program is on schedule for fleet introduction in FY 08, with full rate production in FY 09 following successful operational evaluation. The Fire Scout UAV is manufactured by Northrop Grumman Unmanned Systems, and the program is managed by the U.S. Navy’s Unmanned Air Systems program office, PMA 263.

Rotor Review # 95 Fall ‘06

Historical

I Taught An Angel To Fly

By Thomas E. Zinn, CDR, USNR (Ret.)

n February of 1962 I was a junior Navy Lieutenant. Helicopter Utility Squadron 2 (HU-2) assigned me as Officer-In-Charge (Oin-C) of a small detachment of one H-25 helicopter, one junior officer and 12 enlisted men to support the helicopter. This helicopter was also known as a HUP and universally nicknamed the “helo.” Although I had served aboard many carriers as a detachment assistant O-in-C, HU-2 was “trying me out” as a detachment O-in-C on an aircraft carrier which specialized in chasing submarines – in this case, the USS Wasp. My junior officer was Lieutenant Junior Grade Mike Lovas and my senior first class petty officer was AD1 Powell. The ship was supposed to chase Russian submarines coming down the slots between Scotland and Iceland, and Iceland and Greenland. The Air Boss advised us that the seas and winds were predicted to be very high; therefore, the H-25 would be stored on the hanger deck while at sea, and used extensively when the ship was in port. My crew was going crazy with boredom during the first week at sea, and getting into minor trouble. Loves, Powell and I agreed that HU-2 had issued our detachment the dirtiest, most beat-up helicopter in the fleet. To occupy our crew, we would fix it up and make it the best looking helicopter in the fleet. So during all the sea periods our crew brought that helicopter back into factory condition, even steam cleaned the engine and waxed under the floorboards. As a final touch we gave the helicopter a new paint job which covered the ugly grey with a beautiful royal blue color. The crew became very proud of that H-25; some even slept in it during the night. The admiral aboard (Admiral Buie) was so impressed that he often commandeered the helicopter for his own use. When not being used by the admiral, the ship’s XO (CDR. “Zeke” Cormier) wanted the use of it. That’s when the fun began. The first day in port in England CDR Cormier came walking toward the helo. He was dressed in a dark green flight suite, carrying a helmet with an oxygen mask attached, and wearing a parachute harness. We politely advised him that - since we flew at 500 feet most of the time - we had no use for oxygen, and also carried no parachutes. He asked how we bailed out, and we said, “We don’t.” After Powell strapped him in the co-pilot’s seat, I started and engaged the helo. I lifted gently off the deck and flew along the south coast of England. I said, “Do you just want me to fly you around?” He replied, “Oh, no. I want to learn to fly it. I want to get a helicopter rating on my commercial pilot license.” I said, “Well, this helicopter is dynamically

Rotor Review # 95 Fall ‘06

unstable, with no auto-pilot, so you have to fly it every second. You can’t take your hands or feet off the controls, and the faster you fly the more rudder pressure you need. And when the cyclic control stick has no pressure on it, that means it is going to go where it wants to go.” He chuckled and said, “All right, I think I got it.” I held the cyclic stick loosely, and then told him to take hold of it and put his feet on the rudders. He scooted forward on the seat, put his feet on the rudders and gripped the stick about a foot from the top, using only his thumb and two fingers, his wrist braced against his right thigh. I was expecting him to over-control as most people did, but he immediately began to fly a constant heading at 500 feet at 60 knots. I was astounded! I said, “Are you sure you have never flown a helicopter?” He said, “That’s right. Why do you ask?” “Well, for a first-time helicopter pilot, you are the best I have ever seen.” He gave me a semi-serious look. “Do you know who I am?” “Yes, you are the XO of the Wasp.” “Is that all you know about me?” “Yes, sir.” “Tom, I am an A4D pilot and have had two tours in the Blue Angels. If I can’t fly this pea-shooter, I’m going to turn in my wings.” I laughed and said, “Well, you don’t need me then.” I pushed my seat back and took my hand away from the cyclic, but hung onto the collective. He called, “Get back up here. I’m not that good; so if I get in trouble, take over!” Every time we were in port, the XO flew with me for hour after hour. Each time he got better. I had him starting the engine and engaging the rotors on the second hour. Within another hour I gave him control of the collective, but still had my hand loosely around it. Within several more hours I was just sitting and monitoring his flight as he went where he wanted to go around Plymouth, South Hampton, Portsmouth, Prestwick AFB, Greenock, Rotterdam, Kiel and Oslo. We were always close enough to the ship for radio

My crew was going crazy with boredom during the first week at sea, and getting into minor trouble. Loves, Powell and I agreed that HU2 had issued our detachment the dirtiest, most beat-up helicopter in the fleet. communications, and only once above 500 feet. We had no navigation aids and I wanted to get him used to navigating by local maps. One day we took off from Plymouth and flew west and around Lands End to St. Mawgan AFB. He needed to contact the Wasp, so we had to climb to 10,000 feet to get a “line of sight” which allowed

Continued on page 41 34

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For further information on the 2007 NHA Symposium, the Naval Helicopter Associationâ&#x20AC;&#x2122;s national headquarters Rotor Review 95 Fall â&#x20AC;&#x2DC;06 Rd, North Island, San Diego, 36 CA. To contact NHA, please call 619.435, or by is located in Bldg#654, Rogers fax 619.435. 7354, by website: www.navalhelicopterassn.org or by email at rotorrev@simplyweb.net

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Rotor Review # 95 Fall â&#x20AC;&#x2DC;06

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Rotor Review # 95 Fall ‘06

Naval Helicopter Association Symposium 2007 San Diego, CA

All events are at the Town & Country Hotel unless otherwise noted.

Tuesday, 10 April

Thursday, 12 April

0730 NHA Ofﬁce - Expo Ofﬁce 0800 Registration Opens- Grand Exhibit Hall Lobby 1130 Exhibit Set-up- Grand Exhibit Hall 1130 Trustee Luncheon/Meeting- Sunrise Room 1400 Directors’ Meeting- Sunrise Room 1700 Members’ Reunion, Admiral Kidd

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Rotor Review # 95 Fall ‘06

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Historical: us to contact the ship with our UHF radio. Those wooden blades were flopping and popping so much that the HUP was shaking like it was going to come apart. When his contact with the ship was over, we got down in a hurry. He said, “I’ve never been so afraid in my life! We’ll not go above 500 feet again.” We refueled at the AFB, then proceeded up the west coast of Wales, then east to the Taw River. We flew south down the river, with about 30 knots of headwind. Since we always flew at 60 knots indicated air speed, we were making all of 30 knots over the ground. The wind was also causing us to soar like a bird riding the currents up and down. We came back to the coast at Exeter, then over to the Wasp docked at Plymouth. It was a beautiful flight on a beautiful day. He was getting so good at flying under normal conditions that we got into practicing auto-rotations to a spot, and flight without the boost – usually out in isolated fields in southern England. Soon we left England and docked at Rotterdam. I had just come back from taking Admiral Buie on a sight-seeing trip around the dike system of Holland. We had no heater in the H-25, and it was so cold that our hands and nose were almost frozen. While down in the admiral’s quarters having some warming coffee, CDR Cormier entered. He joined us, and asked the admiral if he were done with me for the day. CDR Cormier wanted to fly around Rotterdam also. We went back to the flight deck. The crew had refueled the helo and had it ready to go. We bundled up as best we could and took off for a leisurely tour of the city. By this time he had become an excellent helicopter pilot, so there was only one thing left for him to try. I had been stressing routes of flight so that he could land safely in the event of an emergency. The Wasp was docked at Rotterdam and the dock was very crowded with all kinds of equipment

I Taught An Angel To Fly

and supplies. There was work being done on the hanger deck and all of the aircraft were on the flight deck. The only spot available for the helo to operate was on the starboard side, just forward of the superstructure. When we were getting near the ship for landing I told CDR Cormier that if he could figure out how to land the helo under these conditions I would sign him off as safe for solo. He circled slowly near the starboard side of the ship, and looked over the area closely. He said, “The wind is from the starboard side, but I can’t come up the dock because if I lose the engine, I’ll crash in all that equipment. I can’t come perpendicular to the dock and over the flight deck because I’ll have to come over those warehouses with the pointed roofs, then over the aircraft. I can’t come up the flight deck because of all the planes on the deck.” He thought for several minutes then said, “I don’t have the experience to know how to get into our landing spot, pointed into this strong wind.” I chuckled, “Well, why don’t you back it in?” “Back it in? Back it in? I’d never have thought of that! Tell me how to do it.” After I explained how, he said, “Oh, man! This is going to be fun!” Grinning all the way he slowly backed up, and soon he was safely chained down on the deck. LCDR Jensen who was in charge of the flight deck came running over to my side of the helo and yelled, “Who made that terrible approach?” I pointed my finger toward the XO and said, “He did!” Jensen looked over to see CDR Cormier at the controls and exclaimed, “Nice approach, sir!” Cormier replied, “You’d better say, ‘Nice approach!’” He made the approach so well that I signed him off. I heard later that he got the helicopter rating put on his commercial license. That’s how I taught an angel to fly. TEZ

Rotor Review # 95 Fall ‘06

Historical: A “Hairy” Rescue

A “Hairy” Rescue

Photo courtesy of LCDR Earl “Bergy” Bergsma

Story and Photos by LCDR Earl “ Bergy” Bergsma, USN (Ret) Helicopter Pilot #240

CDR Amos Hathway, St. Paul’s Executive Ofﬁcer interviews the rescued Rangers. Notice the blood streaked bullet crease on the Ranger’s cheek.

arch 31, 1951, I was aboard USS St. Paul (CA73) at anchor in Wonsan Harbor, North Korea. It snowed during the night and a gusting 40 knots wind was blowing from the southwest. At 0500, I was awakened and told to be at a conference in the Admiral’s cabin at 0730 for a briefing regarding a helicopter rescue mission that had been going through planning stages throughout the night. Present at the briefing were LT Whitaker and LTJG Thornton from Helicopter Squadron Two (HU-2) Lakehurst, N.J., aboard LST 799, LT Felten HU-2, aboard LST Q-012, and Chief Jenks “Aviation Pilot” and myself from HU-1 San Diego, CA with the USS St. Paul. The mission involved an attempt to rescue four U.S. Army Rangers and twenty South Korean R.O.K.’s, who were surrounded at a location 38 miles south and 20 miles west (inland) from Wonsan Harbor. Felten, Thornton, and I were scheduled to fly the mission in our HO3S Sikorsky Helicopters. We were expected to rendezvous with an Air Force C-47 at a point 38 miles from the St. Paul and then follow the C-47 to the spot where the rescue was to be attempted. While still on the St. Paul deck I discovered that our helicopter was the only one with a radio that could communicate with the C-47. So I was told to monitor the C-47 radio frequency until we intercepted them. Once I had established radio contact with the C-47, I was expected to switch channels and relay the C-47 messages to the other two helicopters. All three helicopters were expected to monitor guard but not communicate on this common frequency unless an emergency ensued. The enemy was known to monitor the guard channel around the clock and we didn’t want them to know anything about our rescue mission.

Rotor Review # 95 Fall ‘06

I briefed the other two pilots by radio as best I could, while we were still on our separate flight decks. Through our radio conversations, I discovered that I was the only one with a map of the area where the pickup was to be attempted. “The blind were truly leading the blind that day!” We were finally notified that we could expect a 0900 takeoff. Before we left, I suggested to the ship that it should get underway, and head south so that they would be closer to us for our return trip. The closer they got to us the longer we could remain on target. The ship accepted my idea, and we got underway on a southerly course. Since we were so heavy with fuel and since we had to pick up so many at the rescue site it was decided that each pilot would fly alone, without the help of a hoist operator. The pilot had hoist switches on his flight controls and could operate the hoist from the cockpit. The H03S was tail heavy when only one person was in the cockpit. Most pilots flew with a fifty-pound sandbag in the nose. Due to my large size, I did not, but as a precaution I carried a five-gallon can of water up in the nose section of the chopper. We got airborne promptly at 0900, and shortly thereafter, we joined up with the C-47, which was accompanied by two F4U Corsair fighters. As we turned 90 degrees to the right to proceed inland, I was happy to notice the St. Paul heading south at flank speed was only about 15 miles behind us. The 40 mph headwind prevented our getting much forward ground speed since our cruising speed was only 65 mph. Looking back later in the day, I realized we probably should have stayed aboard the St. Paul until it reached the

Continued on page 43

Historical: A “Hairy” Rescue rendezvous point, because we didn’t make much headway flying against the wind. The ship was almost able to keep up with us as we flew toward the C-47. I was told over the radio that the C-47 had radio contact with the Army Rangers, who were communicating with them through their walkie-talkie radio. I was informed that the Rangers had laid out an orange colored panel at their site. In turn, I relayed this information to the other choppers. Thornton spotted the Ranger first and immediately started an approach to their location. The Rangers were located in a Korean graveyard, which was on top of a 2,500 feet mountain. Thornton tried to land his helo in a gravesite clearing but upon setting his helicopter down, his left wheel rested on a loose pile of rocks that covered a grave. The rocks gave way suddenly causing his helicopter to tip over. When the rotor blades contacted the ground, the helo cartwheeled and rolled down the mountainside. The stricken helicopter finally came to rest in some trees about 45 feet below the gravesite. The aircraft burned for a while, but then went out. Fortunately, Thornton was uninjured, so it became my turn to work at rescuing those on the ground. I tried to hover on the outer edge of the gravesite, but as I did I caught a glimpse of tracer machine gun fire coming from the base of the mountain. I moved away from this dangerous area and searched for a safer place to effect the rescue. The next spot I chose proved to be unsatisfactory, because the wind currents coming over the top of the mountain were so strong that holding the helicopter in a steady hover became impossible. Then Felten made an approach to another site, and was able to hook his hoist cable to one of the Rangers. I noticed that his passenger was not being hoisted aboard, but was just hanging from the end of the cable. Felten told me by radio that “my hoist cable has gone out all the way, and it won’t rewind. The cable is spliced looped around the spindle, and the spindle just twirled inside of the loop. “What should I do?”

I lowered my sling for the second time and motioned for Thornton to get aboard; however, he already had another soldier rigged in a sling and sent him up the hoist instead. This second soldier caught a bullet graze on his cheek as he came up the hoist. Next, I moved away from my hoist location. I then handed the five-gallon can of water to one of the soldiers and told him to throw it overboard. “No,” he yelled. “Napalm...we’ll throw it on the enemy.” “It’s water, dump it,” I yelled back. I thought that after getting rid of that 40 pounds of water, perhaps I might be able to make a third pick up. Again, I went into a hover over Thornton. I had applied maximum revolutions per minute to the rotors and my collective pitch (which controls the angle of the rotor blades) was as high as it would go. Thornton shook his head with a “No,” and waived me off, so I headed back to the ship. On the way back to the St. Paul, one of the soldiers told me that the remaining soldiers had only 45 caliber pistols and they were low on ammunition. I radioed this information to the ship and suggested that they break out some carbines to be flown on the second flight to the men waiting for a rescue. Aboard ship the hoist was repaired on Felten’s aircraft and, when both helicopters had been refueled, they took off again for the rescue site. Whitaker switched places with Felten,

Continued on page 44 Photo courtesy of LCDR Earl “Bergy” Bergsma

Continued from page 42

I told him to keep the Ranger in the horse collar, ﬂy to a deserted area, ease the suspended man to the ground, land and have him throw the loose cable in the back seat – and get the hell out of there! Then I picked a different area for an approach and brought the helicopter to a hover. Thornton, meanwhile, had taken the horse collar out of his wrecked helicopter, and had placed it around one of the soldiers waiting to be picked up. When I lowered my sling to the ground, Thornton took my sling off its pelican hook, and got the soldier hooked up with the sling from his crashed aircraft. I then hoisted the soldier aboard my aircraft.

Earl “Bergy” Bergsma, LCDR, USN (Ret), ex HU1 (and HU-2, later) my HO3S Helo, on an Arctic Icebreaker Cruise, June 1950 at Will Roger/Wiley Post monument, Pt. Barrow, Alaska. 43

Rotor Review # 95 Fall ‘06

Photo courtesy of LCDR Earl “Bergy” Bergsma

Historical: A “Hairy” Rescue

90-year old Robert Felten, LCDR, USN (Ret), ex HU2, CDR H.K. Croeber (current C.O. of HC-2), and the memorial on the hanger door of HC-2 (formerly HU2), NAS Norfolk, VA. Continued from page 43 and Jenks took my seat. Jenks carried a load of carbines and ammunition with him to be dropped at the rescue site. Since the C-47 had remained on station while we had ﬂown back to the ship, it was able to direct the two returning helicopters to the site. Whitaker spotted the crashed helicopter and made an approach to a hover. He said that he saw many soldiers crawling over the wrecked chopper, and he assumed that they were friendlies. They were not! As soon as the enemy soldiers became aware of the approaching chopper, they started shooting “from the hip” at it. Whitaker said later that if they had really aimed their weapons, he would have been a “dead duck.” He immediately pulled up and away from that site. He radioed to Jenks not to make an approach, because it appeared that there was no “friendlies” left to rescue, so they both returned to their ships. A critique with all concerned parties made after the rescue, plus a statement from Thornton years later, (after spending three years in prisoner of war camps) shed light on the entire story. Four U.S. Army enlisted Rangers, plus twenty South Koreans (clothed in North Korean uniforms) parachuted at night into North Korea. Their mission was to blow up bridges and tunnels, and then walk back south into South Korea through enemy lines. Their equipment consisted of backpacks of explosives, a 45-caliber pistol for each man and one portable radio for the group. They were to be assisted by South Korean (underground) agents in their efforts. The

Rotor Review # 95 Fall ‘06

parachute drop zone was miscalculated and the group landed right in the middle of a North Korean/Chinese marshalling area. Many railroads and highways were junctioned near their landing site and the underground reported that there were some ten thousand troops commanded by a Chinese General Officer in the immediate area. The planned sabotage mission had to be scrapped. Now their main concern was escape. A C-47 flew over them periodically, and contacted them as to their whereabouts. During the nights, underground agents provided food and guided them out of this hostile area. While the soldiers “holed up” during the days. For three nights, they made the arduous trek across the mountains. When it snowed on the night of March 30th, the underground agent traveling with the troops reasoned that the enemy troops might follow his snow tracks the next morning. He assumed correctly for they were soon within firing range of the entrenched soldiers. The Rangers then radioed for immediate help. First, the Army contacted the carrier task force, which was operating off the east coast of Korea. The carrier said, “No, it is a suicide mission.” Then the St. Paul was contacted. Our Cruiser Admiral was not as protective of his aviators as a Carrier Admiral might be, so we were told to do it. We were informed that in addition to the two F-4U Corsairs, which escorted us to the site, there were six F9F Panther jets, six South African P-51 Mustangs that were bombing, rocketing, napalming, and strafing the surrounding areas; in the middle of which we were to do our pick-ups. We were aware that there was one hell of battle going on, but we were oblivious as to the enormity of it all. When Felten’s hoist would not rewind, he flew twenty miles to the beach before he was able to land. We had to fly to and from the site at 6,000 feet, because of high mountains, along our flight path. Visualize if you will, that poor soldier dangling like a pendulum 75 feet beneath the chopper. Temperatures that day were in the freezing range; and with a horse collar strap around his back and under his armpits, he managed to hang on for twenty miserable miles!

Rogers and Post were attempting (in 1935) to be the first around the world flight in a single engine double float plane. Overloaded, they couldn’t get airborne off a small lake at Pt. Barrow. They plowed into the beach and were killed. Continued on page 45 44

Historical: A “Hairy” Rescue Continued from page 44

In Memory

That should have been bad enough, but during the 20-mile flight, Felten said that he thought that the chopper was going to roll over every time the pendulum reached the outer limits of its swing. If you consider the 40 knots of gusting wind that was bouncing the helicopter around you can appreciate the old adage, which says, “Chopper pilots sometimes need an extra arm and leg in order to fly those birds.” It appears that the second flight of helicopters failed to locate the Ranger, Thornton, and South Korean soldiers, because they had moved to another mountain about a half mile away. Their radio had been smashed during their evacuation, and they did not dare to display their panel because they were at a lower altitude and could be seen from the crash site. Eventually, they were captured. Thornton and the Ranger survived three years in prisoner of war camps, but the South Korean soldiers were shot on the spot as spies. This year, 2006, Bob Felten and I are the only pilots from that rescue who are still alive.

In Memory Earl “Bergy” Bergsma LCDR, U.S. Navy (Retired) May 5, 1924 - Dec. 18, 2006

Earl “Bergy” Bergsma passed away on December 18, 2006 due to a fatal accident. He was 92 years old. He is survived by his wife Christina (Simpson) Bergsma, his children Judith Bergsma-Simper and Clifford Bergsma, stepchildren Peggy Douglas and Peter Spielmann, and his grandchildren Steven Bergsma, Laura Thornton, and Ashley Douglas. Bergy was raised in Rock Valley, Iowa, after his parents, William and Marie Bergsma, lost their farm in the Depression. His mischievous side confessing to being in on the “dropping of watermelons down the train’s smoke stack from a viaduct” geared him in practicing for future bombing raids. Sworn that he would never become a “Plow Jockey,” he headed to Chicago worked the factory at age 17. Later, he joined the Navy, and had the opportunity to have ﬂight training and earn his wings as a Navy Pilot. Bergy was commissioned as an Ensign in 1944. He was one of the pioneer helicopter pilots and helped establish the helicopter as a rescue craft recovering those pilots who had survived crash landings at sea and in enemy territory. He is credited for the rescue and recovery of two pilots and two rangers (which was explained in this article A Hairy Rescue); and with 63 combat mission and nearly 200 ﬂight time during the Korean War. Bergy was a true American Hero, a tough guy from the “John Wayne” mold, whose booming voice and stature made him a natural leader and people-person. He retired from Navy in 1963 as a LCDR and reinvented himself as real estate salesman with Boise Cascade, selling land in California. He wrote hs autobiography, Chopper Pilots is the Craziest People and many other article by his life in Iowa and as a helicopter pilot. He was the happiest when standing before an audience telling his stories. He will be missed by all that knew him and his legacy.

Rotor Review # 95 Fall ‘06

Rotor Review # 95 Fall â&#x20AC;&#x2DC;06

17th Annual NHA Fleet Fly-In Concludes Story By LT Ricke Harris, USN, HT-18 Photos Taken By LTJG David Stark, USN, and ENS. Joseph Pruce, USN

UH-1N Huey on Display

Ofﬁcial U.S. Navy photo taken by LTJG David Shark

lthough Friday morning, Oct. 27, 2007 began with dark clouds and torrents of rain, the weather in no way put a damper on the high spirits and excitement of the flight students of NAS Whiting Field as they prepared to get back to doing what they do best - training to fly. For the past week, a different type of training was going on. Fleet aircraft from all of the sea services flew in from around the country to take part in the Naval Helicopter Association’s (NHA) 17th Annual Gulf Coast Fleet Fly-In. It was during this time that the flight students of the helicopter training squadrons got their first taste of fleet aviation. Many of them will be strapping into aircraft just like these in the near future so to see the aircraft up close and hear the stories of their pilots serve not only to boost their morale and excitement for the future, but to better direct their efforts on their path to earning designations as aviators. On Tuesday, Oct. 24, the fleet aircraft began arriving. Every service was represented. In spite of the high operational tempo of many of the fleet squadrons, every type of helicopter made it to NAS Whiting Field. Many of these aircraft took to the skies Wednesday morning, Oct. 25, to conduct Orientation Flights for the flight students. Guided by a fleet aviator, the students who had signed up for a ride received the opportunity to take the controls of a multi-engine fleet helicopter 47

Continued on page 48 Rotor Review # 95 Fall ‘06

Feature : 17th Annual Gulf Coast Fleet Fly-In

Some of the spectators check out the simulator during the exhibit. U.S. Navy photos taken by LTJG David Shark Continued from page 47 many times more powerful and capable than the TH-57 trainer aircraft that they have been flying with the training squadrons. The students and instructors alike had the opportunity on Thursday, Oct. 26, to ask questions of a Senior Officer Panel regarding the future of Naval helicopter operations. Throughout the day, many personnel also visited the multiple industry displays showcasing the technologies soon to arrive in the fleet for employment in their aircraft. Thursday included another Orientation Flight window. Directly after, the students who had completed the course of training were honored with a Soft Patch Ceremony, where they received their leather flight suit name patch embossed with the Naval Aviator’s Wings of Gold.

Thank you to our Fly-In sponsors

Whether running a 5K or catching a tee time, outdoor fun was had by all at the Fleet Fly-In. U.S. Navy photos taken by LTJG David Shark and ENS Joseph Pruce

Though Friday morning’s rainy weather delayed the return launches of many of the ﬂeet aircraft, one important event continued as scheduled. At 1 p.m., 22 students received their wings as Naval Aviators and stepped into an organization with a very bright future.

2005 CNO Awards Admiral John S. “Jimmy” Thach Award HS-3

Captain Arnold Jay Isbell Award COMNAVAIRLANT HS-7 and HSL-48

COMNAVAIRPAC HS-14 and HSL-43

Rotor Review # 95 Fall ‘06

Thanks for making the 17th Annual Gulf Coast Fleet Fly-in a success!

Sikorsky Breeze Eastern L-3 DPA L-3 Vertex MOAA Lockheed Martin AgustaWestland Augusta Westland

CHSMWP

CAPT Matthew Pringle, USN relieved CAPT Curt Chestnutt, USN on November 16, 2006

EMERALD KNIGHTS

CDR Bill Pevey, USN relieved CDR Paul D. Reinhart, USN on September 23, 2006

Proud Warriors

CDR Richard Skiff, USN relieved CDR Doug Tenhoopen, USN on December 14, 2006

Airwolves

CDR Douglas A. Malin , USN relieved CAPT (SEL) Joseph A. Bauknecht, USN on November 2, 2006

HS-7

HMM-268

Dusty Dogs

RED DRAGONS

CDR Michael D. Sheahan, USN relieved CDR Mark M. Huber, USN on December 1, 2006

HSL-42

HSL-40

HSL-48

Vipers

CDR John Gumbleton, USN relieved CDR Jeff Hughes, USN on December 15, 2006

Change of Command

HS-75

Lt. Col John J. Gamelin, USMC relieved Lt. Col Patrick A. Gramuglia, USMC on December 1, 2006

HS-15

RED LIONS

CDR Todd Flannery, USN relieved CDR Skip Trahan, USN on December 15, 2006

Rotor Review # 95 Fall â&#x20AC;&#x2DC;06

Naval Helicopter Association Membership Application

Date: _____________________

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Story and Photo Courtesy of HSCWSP Public Affairs Ofﬁce

he Helicopter Advanced Readiness Program (HARP) has been around for a long time, and has proven to be a useful measure of the capabilities and effectiveness of HS squadrons to complete the Primary Mission Areas (PMAs) set forth by the US Navy. Until recently, HARPs were routinely scheduled events prior to work ups and Air Wing Fallon at NAS Fallon, NV, where the helicopter squadrons are then incorporated into strike packages with the rest of the Carrier Air Wing with which they will be deploying. Today, however, with the merger of the HS and HSC communities, not all squadrons will deploy as HS squadrons of the past. With the merging communities and regulating instructions, like the Sierra Seahawk Weapons and Tactics Program (SWTP), the HARP has taken on new requirements to meet new obstacles, much like the helicopter squadrons it hopes to evaluate. One of the most challenging issues that the HARP evaluators at the HSC Weapons Schools must overcome, is the det-concept of the HSC squadrons. Instead of deploying as one squadron on board a carrier, the HSC squadrons deploy in detachments. Questions arise on how to best support the fleet and fairly evaluate the many detachments going to sea while still addressing the increasing number of PMAs required for each detachment. One example of this difficulty relates to the Air Ambulance detachments currently supported by HSC-21, -23, and -25. In maintaining consistency in training, those detachments are being individually tested and evaluated on their required PMAs over a several-week process prior to deploying to Kuwait. The additional strain comes when the HSC Weapons Schools begin to try to handle HARP evaluations for as many as 18 different detachments per Wing. This, on top of the HARPs required for the current HS squadrons, complicates scheduling. Meeting this challenge, the HSC Weapon School Pacific is incorporating the individual detachments into their evalua-

tion schedule. The third wave Air Ambulance has completed its HARP and is currently deployed in Kuwait. The HSC Weapons School is currently preparing for wave four which will be completed in Guam for HSC-25 with supporting joint units on island. Plans are also already being created for the first non-Air Ambulance HSC detachment HARP for HSC-23 on December 5th. This HARP will be followed by a HARP for HSC-21 detachments in March 2007. These HARPs, modeled after the current HS HARPs, will include ground schools, live fire exercises, and live rope and infil/ exfil exercises with local NSW and EOD units in order to meet all required PMAs of the detaching units.

Squadron Updates

HSC Weapons Schools Expanding the Helicopter Advanced Readiness Program

The merging HSC community continues to have interesting hurdles for all the squadrons to overcome, to include the training and evaluation of the squadrons as they prepare to deploy. The HSC Weapons Schools are supporting the ﬂeet through the Helicopter Advanced Readiness Program (HARP), and to make improvements to the current evaluation system in order to meet the needs and operational tempo of the ﬂeet squadrons.

Another HARP evolution completed. U.S. Navy photos courtesy of HSCWP Public Affairs Ofﬁce 51

Rotor Review # 95 Fall ‘06

Squadron Updates: NIGHTDIPPERS DEPLOY HS-5

Nightdippers Deploy

Story and Photo by HS-5 Public Affairs Ofﬁce

he pilots and aircrew from Helicopter

Italy.

Antisubmarine Squadron Five (HS-5), “The

Just prior to departing on cruise in October, the Nightdippers

World Famous Nightdippers”, recently completed

welcomed several new pilots to the squadron. These

their ﬁrst two months of deployment in support of Maritime

illustrious individuals include LT.JG Dan “Lurch” Person

Security Operations (MSO). HS-5, an integral element of

and LT.JG Matt “Wildman” Roy. According to Lt.j.g.

Carrier Air Wing Seven, is currently deployed supporting

Person, “Although I am new to the ﬂeet, I have already

Operation Enduring Freedom aboard the USS Dwight D.

been impressed by the level of professionalism shown in

Eisenhower (CVN

our operational actions to date. It is gratifying to ﬁnally

69) as part of Carrier

conduct real world missions which make a true difference.”

Strike Group Eight

LCDR Glenn “Dr. Doom” Jimenez and LCDR Mark

(IKE CSG).

“Skinny” Strothiede also proudly added to the Nightdipper ranks during the ﬁrst two months of deployment. Over the

The Nightdippers

coming months HS-5 will strive to continue their established

ﬂew more than

precedence of excellence, providing the vital services

200 hours and the

necessary to ensure the success of Carrier Strike Group Eight

missions ranged

and its missions.

from naval special operations fast-roping exercises to antisubmarine warfare

The Nightdippers conducts VERTREP at sea with the USS Anzio (CG 68). U.S. Navy Photo

by Mass Communication Specialist 2nd Class Miguel Angel Contreras (RELEASED)

operations during their ﬁrst month on cruise. They also ﬂew two immediate medical evacuations

in support of the USS Dwight D. Eisenhower (CVN 69), completing one to the Azores, and the second to Naples,

Rotor Review # 95 Fall ‘06

The “Nightdippers,” performs channel guard duty as the Nimitz-class aircraft carrier USS Dwight D. Eisenhower (CVN 69) transits the Strait of Gibraltar. U.S. Navy photo by Mass Communication Specialist 2nd Class Miguel Angel Contreras

SQUADRON UPDATES: HS- 7

SUPPORTS SEAL TEAM TEN

HS-7

Dusty Dogs Support SEAL Team TEN Air Certiﬁcation

Story and Photos By LTJG Bruce Lindsay, USN, HS-7

he Dusty Dogs of HS-7 recently returned from a two week detachment to Naval Station Norfolk in support of the air certiﬁcation for SEAL Team TEN. HS7 partnered with VX-1 and HSC-84 to provide helicopter lift for the newly minted special warfare unit.

The two week training evolution focused on familiarizing special warfare personnel with helicopter operations and was tailored for optimum ﬁdelity and realism. The Seal Team Ten honing in their training events included skills during a multiple Kbeachhead assaults with Duck evolution. Photo taken by helicopters and combat rubber raiding craft LTJG Bruce Lindsay (CRRC). Team TEN honed their skills on multiple K-duck evolutions from Dusty Dog helicopters in simulated assaults. The detachment supported numerous fast rope evolutions, allowing the SEALs to culminate their training in a week long coordinated Helicopter Visit Board, Search and Seizure exercise with the USS San Antonio . The newest addition to the US Atlantic Fleet, the USS San Antonio simulated a non-compliant vessel for approximately

The two week training evolution focused on familiarizing special warfare personnel with helicopter operations and was tailored for optimum ﬁdelity and realism.

the professionalism of the Dusty Dogs as they led the ﬂights, and ensured that the exercise objectives were achieved. The detachment served as a springboard as the Dusty Dogs prepare for their work-up cycle in expectation of their fall 2007 deployment. The experiences gained during the detachment deepened the experience base of the squadron’s pilots and aircrew, and exposed its junior personnel to the dynamic environment associated with special warfare operations.

“Dusty Dogs” in ﬂight Photo taken by LTJG Bruce Lindsay

thirty SEALs to board during both day and night insertions. The exercise demonstrated the SEALs’ ability to effectively utilize fast rope and rappelling techniques in order to board a ship at sea, secure its bridge and engineering spaces, and inspect its cargo. The multi-squadron exercise demonstrated

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: HSC-3 MEETS GOALS

HSC-3 Meets CNO Production Goals; Wins NHA Region 1 FRS Softball Tournament Story and Photos by LT Ryan Hayes, USN, HSC-3

elicopter Sea Combat Squadron THREE, the West Coast MH-60S Fleet Replacement Squadron, wrapped up another great year of training fleet aircrews. The squadron met 2006 Chief of Naval Operations directed production goals, completing a total of 106 pilots (38 CAT I) and 32 aircrewmen (14 CAT I), flying over 2,100 sorties and 5,182 mishap-free flight hours. The squadron has now surpassed 32 years and 205,000 Class A Mishap free hours. In January, HSC-3 will take receipt of the Fleet’s first two Armed MH-60S helicopters and will be the initial single site for Level 100 Strike and Sea Combat training. The new Armed Helicopters will be outfitted with dual weapons pylons capable of launching 8 AGM-114 Hellfire missiles; the newest generation MTS FLIR; and enhanced Integrated Self Defense (ISD). After initial cadre training with Merlin and Weapons School Instructors, HSC-3 will provide Armed Helo syllabus training for pilots and aircrew from HSC-25 as they prepare for their upcoming deployments in support of EMIO and LCS missions. HSC-3 is also preparing for the first HS squadron, HS-8, to transition to the MH-60S next fall. It’s not all work here at HSC-3. We also take some time to have some fun, and in spirit of continued H-60 community building, HSC-3 hosted the first NHA Region 1 FRS Softball Tournament. Although HSM-41 was unable to attend, HS-10 and HSC-3 instructors and replacement pilots each fielded teams. The event was a great opportunity for the HSC FRS pilots to get together socially to promote the merger of the HSC CVW and Expeditionary squadrons and the mission of NHA. It is an exciting time to be a junior officer in the HSC Wing. With the transition of the CVW based HS squadrons, the entire HSC community will see a growth in aircraft and mission capabilities, and HSC-3 is poised to lead the charge.

Rotor Review # 95 Fall ‘06

The Armed MH-60S completed its ﬁrst Hellﬁre shot in Nov ’06.

HSC-3 XO, CDR Spencer Crispell, crosses home plate after hitting a Grand Slam against HS-10’s team in the ﬁrst NHA Region 1 FRS Softball tournament. HSC-3 beat HS-10’s team 28-14.

LTs Ron Garner, Kelly Rogers, and Lisa Manning cheering for the HSC-3 IP Softball team.

SQUADRON UPDATES: HSC-22 Up, Running, & Flying HSC-22

Up and Running By LTJG Andrew Mascotti, USN, HSC-22

ince our recent commissioning, we at HSC-22 have added a lot of new faces and hard workers to our squadron. Everyone has been working their best at making HSC-22 the newest and best squadron. There have been a few kinks along the way, but everything seems to be falling into place as needed. Soon after we stood up in late September, our first aircraft, Crusader 00 came online and we started our well awaited flight time. The month of October was spent flying over 70 hours maintaining our qualifications and giving our new HAC’s and PQM’s

East Coast familiarization flights. November has held a constant flight schedule as well. Our first detachment is set to deploy on the USS Kearsarge sometime in July 2007. We are striving hard to have everything in order for the squadron’s first ever detachment. DET 1 will be going on mini-dets with the Kearsarge in the end of November and early December to start setting things up for deployment. We are looking to have 3 HACS and 5 H2Ps for the detachment. Everyone at the squadron is excited and ready to start making a name for HSC-22.

Crusader 00 has performed several missions in the month of October. She carried RADM Ruehe, Commander Navy Region Mid-Atlantic, and several congressmen showcasing the symbiotic relationship between the Navy and the inland waterway environment that our Navy ships ply. The ships, scheduled by SURFLANT and our HSCWINGLANT, provide us a certified deck for training, good fuel, delectable food, a watchful Crash and Salvage crew and a practice VERTREP load. We provide them with numerous safe flight deck evolutions and hands-on training opportunities that concurrently count towards the requirements for them to receive their flight deck pay for the month. Everybody benefits.

Up and Flying

Crusader 00 … Just Doing It!

By LTJG Andrew Mascotti, USN, HSC-22

igilant Crusader 00 was on display in our newly refurbished hangar for our Establishment Ceremony on 29 September. Before the ceremony she was cleaned, sanded, painted, and maintained. Following the Establishment Ceremony, Crusader 00 was broken down to “parade rest” and inspected to the smallest detail with each step tracked, CDI’d and QA’d, validating our process and procedures. The Sea Knight maintenance personnel then lovingly put her back together. Following a thorough Functional Check Flight, Crusader 00 has been on display ﬂying around the Hampton Roads area and out to ships in the VACAPES.

She’s a good bird flying sixty-nine full-mission capable hours, but her most important duty so far has been Search and Rescue (SAR) duty. For twenty four hours each day, seven days a week for two weeks, Crusader 00 and her eager duty crews were in a 100% mission-ready status providing a Search and Rescue asset for all military units in the area. In preparation for this task, HSC-22 was evaluated early, on request, by the Commander Naval Air Forces Atlantic Fleet SAR Evaluation Team from HSL-40 in Mayport, FL. Our SAR Officer, LT Spurlin, and SAR Petty Officer, AW2 Lawrence, prepared all of the pilots and aircrew with seemingly endless hours of lectures, practice tests, and PT. Thanks for helping us beat the fleet average! Crusader 00 is no longer alone since the Sea Knights accepted our second MH-60S, Crusader 02, three weeks ago.

Continued on page 56 55

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: HSC-22/HSC-23 Continued from page 55 She was also dismantled into her component pieces, cleaned, inspected, re-assembled, inspected, painted, and is now being FCF’d. Having two mission-capable helicopters is vital for us to continue to train the pilots, aircrew, and maintainers in our growing squadron and continue to accept operational tasking. Det 1 will deploy next year on the USS Kearsarge (LHD 4) and the Sea Knights of HSC-22 will support them for their work-ups and unilateral training. Kearsarge is currently undergoing modifications to be the first ship ready to deploy with a full complement of Marine MV-22 Ospreys replacing the mighty CH-46E Battle Phrog … And HSC-22 Det 1 will be there flying Crusader helos when it does.

Det 1 VERTREPs during deployment Photo taken by LTJG Andrew Mascotti

HSC-23 Wildcards Deploy First Detachment By LTJG Joshua Ball, USN, HSC-23

he West Coast’s newest helicopter squadron, Helicopter Sea Combat Squadron 23 (HSC-23), will send out its first detachment less than one month after establishment. The Wildcards of DET 1 (led by LCDR Heath Sarvis) will be deploying along with their sister squadron, HSC-21’s DET 5 to make up the 2123rd Naval Air Ambulance Detachment. Preparation for the Wildcard’s first detachment has been challenging. CDR Robert Weissenfels, HSC-23 Commanding Officer stated “we would not be where we are today without the outstanding support and effort from the men and women of HSC-21.”

This will be the third air ambulance detachment deployment since the Navy took on this mission less than a year ago, however it will be the first wave to be exclusively supported by the MH-60S Knighthawk. The 2123rd will be flying a specially modified version of the airframe for the MEDEVAC mission. The pilots, medics, maintainers, and crewmen of Det-1 have trained for this mission for over 6 months. After successful training workups in the desert and joint operations with the Army at Fort Irwin, the Wildcards are confident and ready for the challenge to support the Global War on Terrorism.

Sailors attached to both squadrons are preparing to deploy on a fairly new and unique naval mission; they will be supporting Soldiers and Marines on the ground as an air ambulance platform. When asked about being a member of this detachment, LT Luke Riddle stated, “I’m excited about performing a mission that is not normally carried out by the Navy.”

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: HSC - 28

DET RETURNS FROM HOME

HSC 28 Detachment Returns from Deployment Prepares for Next By Mass Communication Specialist 2nd Class (SW/AW) Elizabeth Merriam, USN Fleet Public Affairs Center Atlantic

elicopter Sea Combat Squadron (HSC) 28 Detachment 3 returned from a six-month deployment to the Middle East with USS Enterprise (CVN 65) Carrier Strike Group (CSG), Nov. 3, 2006. Already, some of the Sailors who just returned are preparing to deploy again in early 2007 to the squadron’s detachment in Naples, Italy. “I’m pretty happy about going to Naples. I got home had my 96 hour liberty and now I’m ready leave the house again to go back underway,” Aviation Warfare Systems Operator 3rd Class (AW) Kyle Kurzendoerfer said. “It’s going to be a good detachment. I’ve deployed with a lot of these people already. The quick turn around doesn’t bother me, but it’s pretty hard on my girlfriend and family.” Before they leave on their next deployment the members of HSC 28 Det. 3 have time to relax and look back on their experience with the CSG. “We had a successful deployment,” said LCDR. Matt Niedzwiecki, ofﬁcer in charge of Detachment Three. “Our most important task was keeping the ships actively involved in Operation Iraqi Freedom and Operation Enduring Freedom supplied with the necessary equipment they needed whether it be the parts, ammunition or supplies.” “Logistically that’s our job to get the stuff to them so they can go and do their mission. So, day in and day out we have to have the birds up ﬂying to deliver the goods when needed. The guys really went above and beyond.”

During the deployment the detachment ﬂew 480 hours transported 4,265 tons of cargo and carried 440 passengers between the ships and shore. Members of the detachment are also proud that they kept their helicopters up and running for 95 percent of the deployment. Explaining that the only time the equipment wasn’t working was when they needed to order supplies from shore. “There were some hiccups on this deployment that I learned to deal with and I’m bringing the experience to the next deployment,” Aviation Warfare Systems Operator 2nd Class (AW) Nathan Kelly, Avionics Supervisor said. “We also had a chance do vertical replenishments with a variety of ships that I’ve never worked with before.” Now that the detachment is back in Norfolk, they will stay in a ready to deploy “surge” status for a short time before the squadron mans up the next group to deploy. “It’s part of the job to be sent out and a lot of people want to go,” Kelly, said. “We had a great deployment. It was a lot of fun with a good group of people and now I have a few months to relax and get ready for the next one. I’m really looking forward to going to Naples.”

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: HSC-85’S DARING RESCUE HSC-85

DARING RESCUE AT SEA Story by HSC-85 Public Affairs Ofﬁce

he High Rollers of HSC 85 (formerly known as the Golden Gaters of HC 85) performed a daring “at sea” rescue on May 24, 2006. While on detachment at NALF San Clemente Island, HSC 85 was called upon to investigate a distress signal 148 miles south of San Clemente Island. Just before sunset, the ﬁshing vessel Legend encountered heavy seas and suffered a severe crack in the forward hull. Unable to make any headway, the vessel started to take on 30 to 40 gallons of water per minute. CDR Jesse Davis, CDR John Tate, AW1 Erik Duesler, AW2 Danny Vickers and AW3 Alicia Durbin manned their UH-3H, briefed, refueled, and were off the deck in thirty minutes. In near IFR conditions, the crew located the Legend foundering in 10 -12 ft. waves with 28 knots of wind. A Coast Guard helicopter was on station as the On Scene Commander but was unable to render any assistance due to a hoist malfunction. A second Coast Guard helicopter was already en route to Ensenada, Mexico with two of Legend’s 38 passengers. The most challenging part of the rescue began when AW2 Duesler lowered AW2 Vickers and AW3 Durbin to the pitching and rolling deck of the Legend in order to coordinate the hoist recovery. Straining against gusting winds and sea

spray while being lowered, AW2 Vickers was blown against the cabin of the boat, injuring his foot. AW3 Durbin was hit by a wave and twice washed overboard before she was able to steady herself on deck. While battling deplorable conditions, the two rescue swimmers coordinated and arranged for the hoist transfer of the ship’s personnel. With deteriorating weather, the crew recovered three personnel before it was determined that heavy seas and high winds created too much of a risk to continue. Learning that the USS Preble (DDG-88) was 25 miles away and closing, the Aircraft Commander elected to cease hoisting operations and ordered the two rescue swimmers be brought back onboard. IZOD 00 then briefed the USS Preble on the situation and requested they recover the remaining personnel. The three passengers already onboard IZOD 00 were flown to NAS North Island for medical evaluation. The crew was lauded for their textbook use of ORM and CRM during this challenging search and rescue mission. Sadly, with over thirty five years of service to the fleet and countless rescues, this could prove to be the last recorded “at sea rescue” for HSC 85 in the UH-3H. The squadron is scheduled to complete a transition into the MH-60S by February, 2007.

North Island Helicopter Ofﬁcers’ Spouses Club will be hosting the

2007 NHA Spouses’ Spring Luncheon 11: 00 am - 2:00 pm, Thursday, April 12, 2007 at the

Coronado Cays Yacht Club with

Guest Speaker: Jacey Eckhart Cost: $30.00 per person Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: AIRWOLVES

AIRBORNE CoC

Airwolves of HSL-40 Conduct Airborne Change of Command. Story by LT June H. Velez, USN, HSL-40

n a unique change of command ceremony, CDR Douglas A. Malin relieved CAPT (SEL) Joseph A. Bauknecht as commanding officer of Helicopter Anti-Submarine Squadron Light 40, while airborne on Thursday, November 2, 2006 at Naval Station Mayport, FL. During the fly-by change of command ceremony, CDR Malin conducted a formation flight lead change accompanied with the reading of his orders, to signify his assumption of the “lead” at HSL40.

A native of Glens Falls, New York, CDR Malin was commissioned through the Merchant Marine Reserve Direct Procurement Program in July 1986. He graduated from the State University of New York at Fort Schuyler (Maritime College) in May of 1986, where he earned a Bachelor of Engineering in Electrical Engineering and a United States Coast Guard License as a Third Mate. CDR Malin was designated a Naval Aviator in July 1988 and reported for duty with HSL-30 to undergo Fleet Replacement Pilot training in the SH-2F Seasprite. In January of 1989, he reported to HSL-36 in Mayport, FL, where he held positions as Detachment Operations Officer, Assistant Squadron Operations Officer, Detachment Maintenance Officer, Squadron Quality Assurance Officer and Detachment Officer in Charge.

returned to Mayport, FL, where he was assigned to HSL-40 for Fleet Replacement Pilot training in the SH-60B Seahawk with follow-on orders to HSL-42 for sea duty where he served as Detachment Officer in Charge (OIC) and Squadron Operations Officer. Following an assignment at Bureau of Naval Personnel CDR Malin returned to Mayport in April 2003 when he assumed duties as Executive Officer and assumed Command of the world famous Proud Warriors of HSL-42 in May 2004. He has flown over 2900 hours in Light Airborne MultiPurpose (LAMPS) Helicopters. His personal decorations include the Meritorious Service Medal, Navy and Marine Corps Commendation Medal (4 awards), the Navy and Marine Corps Achievement Medal. CDR Malin is married to the former Dawn Elizabeth Trudeau. They have two wonderful children, Alexis, 12, and Douglas, Jr., 11. CAPT (SEL) Bauknecht will report to Commander, Helicopter Maritime Strike Wing, US Atlantic Fleet, awaiting follow on assignment.

In June 1992, CDR Malin entered the Naval Postgraduate School under the National Security Affairs (NSA) program. He received his Master of Arts in December 1993 in NSA with a subspecialty in the Asia/Paciﬁc region. After completion of his tour in Monterey, CDR Malin

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: BATTLECATS RETURN

HOME

HSL-43 BATTLECATS RETURN FROM THE ROCK

Story and Photos By LTJG Brendan Negle, USN and LT Greg Lembo, USN, HSL-43

everal crews belonging to HSL-43 recently returned from a 12-day training evolution on San Clemente Island, the southernmost of the California Channel Islands located approximately 70 nautical miles west of San Diego. The island served as a staging point for the squadron’s training, which was aimed at both introducing and reﬁning tactical skill sets to new and experienced ﬂeet pilots alike.

work in concert with the other crewmembers, particularly when coordinating with other ASW platforms in the form of MH-60R’s, SH-60F’s, and P-3’s. Crews are quickly reminded that the stresses often associated with successfully prosecuting a target can be alleviated by clear, positive communication and resource management.

On the island, crews finally In the 70-plus years that the navy put into practice in the has conducted operations on the aircraft what they learned island, dramatic shifts in the way shore-side. Continuing the U.S. military fights its wars with the theme of mission have reflected themselves in the diversification, HARP flights training that aviators and aircrew include LSF, an event during receive on the so-called “rock.” which crews train to counter Instructors from Helicopter and intercept asymmetric Maritime Strike Weapons School, threats in the form of “low Pacific (HSMWSP) have designed slow flying” aircraft, and a program that encompasses the section attack where the needs placed on naval aviation’s importance of coordinating rotary wing assets. The Helicopter with other SH-60B crews Advanced Readiness Program, and utilizing the FLIR/ or HARP as it is more commonly Return home from a 12-day training evolution in Hellfire system is stressed. known, consists of 1 week of ground San Clemente Island. Photo taken by LTJG Brendan Emphasis is constantly school and 1 week of simulator placed on the SH-60B’s Neegle and LT Greg Lemo events held at NAS North Island, ability to integrate with all of which culminates in roughly other platforms in the joint 2 weeks’ worth of sorties originating out of San Clemente maritime environment for a variety of strike and surveillance Island. missions. This training gives operational commanders increased flexibility to execute operations required in the The scenarios presented throughout the program depict Global War on Terror. the unconventional battlefield in which our SH-60B units currently operate. Ground school kicks off the program In addition to HSL’s expanded mission areas outlined above, and examines at great length a vast spectrum of missions the HARP syllabus calls on HSL crews to hone their skills ranging from naval gunfire support to section attack to in the community’s core disciplines of SUW and ASW. The SAM capabilities and break-lock maneuvers. Next, a weapons ranges surrounding the island provided HSL-43 series of simulator events not only requires each individual to apply what he learned the previous week but also to Continued to page 58

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: BATTLECATS RETURN HOME

Final preparations are made before “take-off.”Photo taken by LTJG Brendan Neegle and LT Greg Lemo

Continued from page 57 crews the opportunity to conduct Hellﬁre missile attacks against towed sea-based targets. Additionally, aircrewmen aided by night vision goggles expended thousands of rounds from an arsenal of cabin-mounted weapons during night gun exercises. In the ASW spectrum, HSL-43 crews scored three excellent Mk-46 torpedo attacks against simulated submarine threats utilizing the newest doctrines in antisubmarine tactics. Overall, the ASW training focused on the proliferation of reliable yet relatively inexpensive submarine threats found in the world’s littoral waters, another reminder of the need for HSL to constantly mold its capabilities to meet the needs of the ﬂeet.

presented naval aviation with many new demands in the air and on the ground. Meanwhile, throughout the entire program, an outstanding maintenance team worked behind the scenes to make possible all the high tempo training. A successful HARP demands the hard work and expertise of many aviation technicians. The maintenance team chosen for this latest class represented a composite group of HSL’s best across the seawall. HSL-43 personnel operated alongside their HSL-45 and HSL-49 shipmates to keep the aircraft and their weapons systems fully mission capable. Supporting daily 18-hour ﬂight schedules away from the home squadrons and associated supply support served as a testament to their motivation and professionalism. All aspects of the training received at HARP’s facilities on North Island and San Clemente Island emphasize readiness, both for the aircrew and maintenance teams. HARP was developed to satisfy the need for a capable and aggressive rotary force and the training HSL squadrons received illustrated just that. The lessons learned served as a solid precursor to the real world situations our aircrews and technicians will face daily in ﬂeet operations.

Time on the rock also gave crews the opportunity to refresh invaluable survival skills, namely their small arms qualiﬁcations. Every crew from each of the HSL squadrons was allotted time to earn their 9mm qualiﬁcation on a range otherwise operated by the BUD/S command. HARP instructors worked alongside to ensure safety and provide instruction, further driving home the point that recent world events have

Aim! Ready! Fire! Photo taken by LTJG Brendan Neegle and LT Greg Lemo

The crew from Battlecats and other HSL communities were given alloted time to earn their 9mm quals. Photo taken by LTJG Brendan Neegle and LT Greg Lemo

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: BATTLECATS RECEIVE THE ISBELL TROPHY

HSL-43 Battle Cats Receive the Captain Arnold J. Isbell Trophy Story By: LT Ryan Atwood, USN, HSL-43

he BattleCats of Helicopter Anti-Submarine

this award is a reﬂection on the efforts of the entire Battle

Squadron Light Four Three (HSL-43)

Cat team. “

concluded an outstanding year of tactical

BattleCat efforts in 2005 kept them on the leading edge

development and ﬂight operations in support of the Global

of tactical development while bringing this expertise to

War on Terror, by receiving the Captain Arnold J. Isbell

operations in Southern Iraq, the Persian Gulf, Southeast

Trophy. The Captain Arnold J. Isbell Trophy is annually

Asia, the Horn of Africa, and other hot spots around the

given to the aviation squadron that best represents its

world

particular community in Anti-Submarine Warfare (ASW) and Anti-Surface Warfare (ASU) excellence.

So far, 2006 has also proved to be another banner year in the tactical arena with the BattleCats becoming the ﬁrst

In 2005, the Battle Cats of HSL-43 not only maintained,

West Coast LAMPS squadron to deploy a fully qualiﬁed

but dramatically advanced their tactical competence, and

Airborne Use of Force (AUF) detachment to the Counter

demonstrated their mastery of Maritime Strike operations.

Narcotics mission. In concert with the U.S. Coast Guard,

LT Alex Lam, squadron weapons and tactics instructor,

HSL-43 Detachment FOUR is currently taking the ﬁght

said, “Maneuver and ﬁrepower are the two essential

to the narco-trafﬁckers both in the Eastern Paciﬁc and the

elements of warfare. It is not only a measure of how

Caribbean Sea. These efforts have resulted in numerous

well the pilots ﬂy the aircraft, but also how skillfully

interdictions and apprehensions.

they employ the weapons systems that detail mission accomplishment.” In 2005, the BattleCats executed

HSL-43 BattleCats are again eyeing two consecutive years

over 3800 hours of both ASW and ASU training and

of being at the forefront of ASW and ASU expertise and

operational ﬂights. This year included 44.4 hours of

will no doubt succeed in their support of the Global War

actual “On Top,” submarine tracking. The BattleCats also

on Terror. All hands appreciate the prestige of the Captain

completed seven torpedo drops and 11 Hellﬁre missile

Arnold J. Isbell Award and are striving to maintain the

shots while training deploying aircrews. AW2 Albert

high degree of excellence that represents such an honor.

Aguilar said, “It is an honor to receive this award. We all appreciate the recognition for our tactical proﬁciency, and

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: HSL-47 SETS NEW STANDARDS

HSL-47 Sets New Standard for Maintenance, Operations Excellence

Story by LTJG Michael Grega and LTJG Garick Wood, USN, HSL-47

ince January 2005, a new standard has been set in HSL (Helicopter Anti-Submarine Light) and LAMPS (Light Airborne Multi-Purpose System) operations. The World Famous Saberhawks of HSL-47, already lauded for success at moving well beyond the detachment concept of traditional to HSL squadrons to become the ﬁrst and only fully integrated Carrier Air Wing HSL squadron in the Navy, was also recently recognized for setting the standard for maintenance in the Navy and beyond. As recipients of the 2006 Secretary of Defense Maintenance and the 2005 Lockheed-Martin Superior Maintenance awards, HSL47 has proven that it is possible to excel at the traditional requirements of Naval Aviation while also meeting and overcoming challenges unlike any previously seen.

HSL-47 answered the call to provide humanitarian assistance to the tsunami devastated population of Sumatra, Indonesia in Operation UNIFIED ASSISTANCE (OUA). The Saberhawks executed 481 sorties, ﬂew over 1,200 mishapfree ﬂight hours, completed 96 medical evacuations and delivered nearly 600,000 pounds of food, water and medical supplies. This incredible feat was buoyed by Saberhawk maintenance, which was simultaneously setting records of its own. In the course of the 34 day operation, the maintenance department conducted the equivalent of three months of maintenance corrected over 2,500 aircraft discrepancies and expended 13,262 man-hours of maintenance. Maintenance personnel worked around the clock to meet operational requirements, and the squadron’s outstanding 94 percent sortie completion rate was mirrored by the 14 hour work days executed by maintenance personnel.

Particularly noteworthy is the Secretary of Defense Maintenance Award, which recognizes outstanding achievement in military equipment and weapons system maintenance. Presented to only six units in the entire Department of Defense, the award additionally nominates HSL-47 as a ﬁnalist for the Phoenix Award, recognizing the best maintenance operation in the Department of Defense. HSL-47 was the Navy’s only recipient of the Secretary of Defense Maintenance Award, and the Navy’s only nominee for the Phoenix Trophy.

“I’m proud of our ability to surge and provide rapid humanitarian aid to the people affected by the tsunami. This effort was largely a result of the willingness of maintenance personnel to stay focused, utilize their expertise, and work long hours in support of the mission,” said LCDR Kenneth A. Strong, HSL-47 Maintenance Ofﬁcer.

Chief Warrant Officer 4 Arnel Sto. Domingo, HSL-47 Maintenance Materiel Control Officer said, “The entire maintenance team is extremely pleased to receive these two notable awards, and particularly honored to represent the Navy by receiving the prestigious Secretary of Defense award.” HSL-47’s maintenance accomplishments come at a time when the squadron faced a number of unforeseen challenges, including rapid responses to tsunami-devastated Indonesia and Hurricane Katrina affected areas of the Gulf Coast. The Saberhawk Maintenance department’s tireless effort, efficiency and expertise were critical components in meeting the intense sortie and flight hour requirements to complete these humanitarian missions.

HSL-47 maintenance was also a critical component in the squadron’s response to Hurricane Katrina in September, 2005. With only twelve hours notice, the Saberhawks detached several of its aircraft to lead an integrated SH60B “Super Squadron” to aid in relief efforts. This “Super Squadron” completed 94 sorties, flew more than 750 flight hours, rescued nearly 1,200 survivors and delivered over 76,000 pounds of supplies in nine days of the aid operation. CDR Daniel Boyles, HSL-47 Commanding Officer said, “These two awards are tangible representations of what our operational accomplishments already show: the maintenance department has once again proven that when called upon, the Saberhawks are ready to execute any mission, in support of America’s national interests at home and abroad.”

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: HSL-47 RECEIVE SAR EXCELLENCE

HSL-47 Saberhawks Receive Unit SAR Excellence Award Story by LTJG Michael Grega, USN, HSL-47

elicopter Anti-Submarine Squadron Light FOUR SEVEN (HSL-47), based at NAS North Island, CA, is the recipient of the 2005 Aviation Unit Search and Rescue (SAR) Excellence Award. Recognizing units that embody the SAR motto, “So others may live,” the SAR unit excellence award is presented annually by the Chief of Naval Operations SAR Model Manager.

Saberhawks were truly at the forefront of this effort. Following a surge deployment to arrive as one of the ﬁrst units on station, Saberhawk crews executed nearly 100 medical evacuations and delivered over 600,000 pounds of food, water and medical supplies. HSL-47 ﬂew more than 1200 mishap-free hours over the course of this 34 day operation.

Saberhawk SAR Ofﬁcer, LT Michael Curcio said, “As a team we had the opportunity to participate in some amazingly challenging and rewarding humanitarian operations over the past several months. It’s an honor to receive this award, but it was an even greater honor to have used our squadron’s unique abilities to provide so much aid.”

HSL-47 was also at the forefront of the domestic response to Hurricane Katrina. In the days following the devastating storm, the Saberhawks detached several aircraft to the Gulf Coast region to form the core of a 16 SH-60B “Super Squadron.” In nine days, this group ﬂew more than 750 ﬂight hours, rescued nearly 1,200 survivors and delivered more than 75,000 pounds of supplies.

Saberhawk SAR accomplishments are highlighted by the squadron’s leadership and operational excellence in response to the most major humanitarian efforts of recent times. The collective response to tsunami-ravaged Indonesia in Operation UNIFIED ASSISTANCE was the largest humanitarian operation ever undertaken, and the

Rotor Review # 95 Fall ‘06

Aviation Warfare Specialist 3rd Class Vito Grieco said, “It was incredible seeing how the SAR skills we practice helped us execute missions that we had never before considered possible, and extremely rewarding to put those skills to use.”

SQUADRON UPDATES: HSL-49 DET 2

SUBMISSION

HSL-49 DET 2 Rotor Review Submission Story and Photo By LT Josh Peters, USN, HSL-49

HSL 49 Det 2 supporting Counter drug ops near South America Photo taken by LT Josh Peters

he 24 men and women of Helicopter Anti-Submarine Squadron Light 49 Detachment 2 (HSL-49 Det 2) returned home to San Diego on October 27 from a six month Counter-Narcotics deployment aboard USS Curts (FFG-38). Flying the SH-60B Seahawk helicopter, the detachment conducted operations in the eastern Paciﬁc Ocean and Caribbean Sea. “Our primary mission was detection and monitoring of suspected drug smuggling vessels,” said LCDR. Pete Collins, Det 2’s Ofﬁcer-in-Charge. “We integrated with the Curts and the Coast Guard to locate, identify and query these boats for boarding and search by our Coast Guard Law Enforcement team.” “The purpose of this deployment was to support the national policy for winning the war on drugs,” said LTJG Greg

Rogers of the U.S. Coast Guard. “Our goal is to interdict the flow of drugs on the high seas as far from U.S. borders as possible.” According to Rogers, cocaine from narcotics trafficking organizations in South America is typically smuggled along maritime routes to Mexico, where it is later taken overland across the border to the United States. The Curts made one drug interdiction during the deployment, seizing 3 tons of cocaine and destroying an additional 4 tons, according to Rogers. The ship also assisted several other Navy and Coast Guard vessels operating in the area to prosecute about a dozen cases, said Rogers. “We came together as a group when we needed to, and overcame significant adversity to ensure that we accomplished our primary goal, which was to bring everyone

Continued on page 66 65

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: HSL-47 DET 2

SUBMISSION

Continued from page 65 home safe,” said Collins. “We also set goals, both as a group and personally, at the beginning of the deployment, and I think we made signiﬁcant strides in achieving those goals. Most of the guys that wanted to lose weight were able to spend some time the gym and shed some pounds, and we had a lot of guys complete college courses out here.”

When we came back to the ship with 40 Big Macs, the maintenance guys were just thrilled.”

“It was deﬁnitely a good learning experience,” said LT Mike Metzroth, one of Det 2’s six pilots, of the humanitarian evacuation ﬂight to David. “We had to dodge thunderstorms and rain squalls all the way to the airport, which was no more than a runway with a little hut next to it. I The 24 men and women of Helicopter Anti-Submarine guess that must have been Squadron Light 49 Detachment 2 (HSL-49 Det 2) the terminal. And the weather only got worse returned home to San Diego on October 27 from a six on the way back to the month Counter-Narcotics deployment aboard USS Curts ship.” (FFG-38).

The Det’s maintenance chief, Senior Chief Joe Marquez, agreed: “We did everything that the ship asked of us, and we did it with limited resources. I got lucky to have such a savvy group of sailors. They were just an outstanding group.” In addition to daily counter-narcotics surface surveillance missions, Det 2 was called upon to assist the Curts in other ways. They flew two seriously injured detainees to Panama City, Panama for medical treatment, conducted a search for 10 Ecuadorian fishermen whose boat had capsized, and performed a humanitarian evacuation to the international airport in David, Panama for a sailor who needed to get home to be with his critically ill father . “One of my favorite moments from deployment was picking up McDonald’s for the entire det,” said AW2 James Neubarth, one of Det 2’s aircrewmen. “We had to fly a detainee to the airport at Panama City, and the fueling truck was broken, so we had like 4 hours to kill. So, the pilots and I pooled our money and sent a person from the airport to a nearby McDonalds to pick up as many burgers as possible.

Rotor Review # 95 Fall ‘06

Det 2 deployed with a single SH-60B and consisted of 6 pilots, 2 aircrewmen and 18 maintenance personnel. While at sea, four Det 2 sailors earned their “wings” by qualifying as Enlisted Aviation Warfare Specialists (EAWS), and two sailors qualiﬁed as Enlisted Surface Warfare Specialists. “Everyone on the Det helped each other out when they needed it,” said Petty Ofﬁcer Jeremy Bonas. “Whether it was studying for advancement exams, EAWS or working on college courses, everyone worked hard and I am proud to have been a member of this group.” Detachment 2, based out of NAS North Island, departed San Diego on April 27, and made port calls in Puerta Vallarta, Mexico; Freeport, Bahamas; Mayport, Florida; Lima, Peru; and, four stops in Panama City, Panama.

SQUADRON UPDATES: “MARITIME DOMINANCE “

“Maritime Dominance – Warlord Style!” Story and Photo by HSL-51 Public Affairs Ofﬁce

HSL-51 Warlords train ROK (Republic of Korea) Navy’s Air Group 62 in the Intricacies of Maritime Air Support.

HSL-51’s Commanding Officer, CDR Chris Fletcher, and Air Group 62’s Commanding Officer, CAPT Park Chang-Jin recently met to discuss future training. Prior to each CSOF exercise, an HSL-51 detachment hosts a training symposium with their ROKN Lynx counterparts to brief event execution, communication procedures, and weapons employment to ensure maximum operational effectiveness. Detachments FIVE, SIX, and ONE have most recently hosted these symposiums. They have greatly reduced the operational A ROKN pilot shows off the aircraft assigned to ROKN Air inefficiencies caused by language barriers, lack Group 62. Photo courtesy of HSL-51 Public Affairs Office. of familiarity with each Navy’s procedures and aircraft capabilities. Prior to the commencement of these s a direct result of their involvement in the Counter symposiums, ROKN Lynx exercise participation had been Special Operations Forces (CSOF) mission, HSLlimited to Anti-Submarine Warfare (ASW) missions. The 51 based out of NAF Atsugi, Japan works closely symposiums have proven to be a force multiplier as they with the Republic of Korea Navy (ROKN) Air Group 62 have enabled the expansion of the Lynx pilots’ mission set to introduce and train its Westland Lynx-equipped 627 and and have helped hone their skills in this critical mission area. 629 Squadrons in the execution of Maritime Air Support and Maritime Air Controller duties. Utilizing ten years of The Warlords look forward to future opportunities to operate accumulated CSOF experience gained through extensive and train together with our ROKN rotary-wing allies. Most operational interaction with the U. S. Army’s various importantly, HSL-51 welcomes the opportunity to strengthen peninsula-based AH-64 Apache units, the Warlords are the already tight relationship between the United States and training their ROKN counterparts to enhance their warfighting capability and improve USN/ROKN interoperability. the Republic of Korea Navies.

Rotor Review # 95 Fall ‘06

SQUADRON UPDATES: HT-18 Petty Officer Selected as CWO

Rittierodt selected for Flying Chief Warrant Ofﬁcer Program

Story by Lt. Ricke Harris, USN, HT-18 Photo by Marc Bizzell

Newly commissioned Chief Warrant Ofﬁcer 2 Adam Rittierodt smiles as his wife, Shana and daughter, Amaya, ﬁt him with his shoulder boards.

T-18 Command Leading Petty Officer AT1(AW/ NAC) J. Adam Rittierodt was commissioned as a Chief Warrant Officer (CWO) through the Flying Chief Warrant Officer Program Thursday, Dec.1. Joining him in recognition of his accomplishments were his wife, his two children, Shantae, 14, and Amaya, 6.

The commissioning ceremony took place in the Joint Primary Aviation Training Simulator building aboard NAS Whiting Field. In attendance were Commander, Training Air Wing Five CAPT David Maloney, HT-18 and other Training Air Wing Five squadron members, and family and friends of newly commissioned CWO2 Ritterodt, one of just 14 Navy enlisted members in paygrades E-5 through E-7 accepted into the program.

“He is a phenomenal, world-class individual, who has given the Navy everything he has for the last 12 years,” Richards continued. “He has done great things, and has been selected to go into a program where he will do even greater things for the United States Navy and for our country.” In December of 1994, Rittierodt knew little of the adventure that was in store for him as he stepped onto the ground at Recruit Training Center Great Lakes, Ill. Rated as an Aviation Electronics Technician after graduating from “A” School, Rittierodt accepted orders to Brunswick, Maine to join Patrol Squadron Special Projects Unit One (VPU-1). Though not originally qualiﬁed as an Aircrewman, a ﬂight aboard one of the squadron’s P-3 aircraft started him off in a direction that eventually found him graduating Naval Aircrew Candidate School in June 2000. After returning to VPU-1, he deployed with the squadron in support of Operations Iraqi Freedom and Enduring Freedom. With the end of a successful tour during which he was awarded the Air Medal for operations in support of the Global War on Terrorism, Rittierodt accepted orders to HT-18 and an opportunity to contribute to the training future Navy and Marine Corps helicopter pilots.

The Flying Chief Warrant Officer Program is designed to create flying specialists who are unencumbered by the traditional career paths of the unrestricted line community. Initially only selecting a small number of enlisted personnel for commissioning as warrant officers and training in aviation, the program will be gradually introduced. The selection process is highly competitive.

When the Navy introduced a new program to train Chief Warrant Ofﬁcers as pilots and Naval Flight Ofﬁcers, Rittierodt again jumped at an opportunity.

“I think it is a large step that instills a lot of pride in me,” Ritterodt said following the ceremony. “I think the Navy is going in the right direction with putting Warrant Ofﬁcers in the cockpits and in aircraft. I’m going to do my best to uphold the traditions and responsibilities that come with being a Chief Warrant Ofﬁcer.”

Rotor Review # 95 Fall ‘06

“The Navy got it right with Chief Warrant Officer Rittierodt,” said HT-18 Commanding Officer Lt. Col. Joseph P. Richards, who presided over the ceremony and presented Ritttierodt with his Commissioning Certificate, after glowing words of praise and recognition of his many accomplishments during his 12-year Navy career.

After completing the Navy’s CWO training course at Officer Training Command Rhode Island, he will begin flight training as a Naval Flight Officer for service with the P-3 community.

“The Last Splashdown”

Story and Photos By CAPT Gene Pellerin USN (Ret)

hile visiting the National Museum of Naval Aviation I stopped at the space capsule exhibit. It reminded me of the helicopter’s contributions to this countries space program. From the beginning Navy and Marine Corps helicopters provided services for the high altitude record setting balloon assents, the Mercury, Gemini, and Apollo programs. The last “splash down” of a command module was the ApolloSoyuz Test Mission. The Apollo-Soyuz test was the precursor to international cooperation in space that leads to the International Space Station. Vance Brand (one of the three crewmen of the Apollo-Soyuz mission) in an article by Jay Levine (NASA X-Press August 25, 2000) pointed out that the test mission evaluated spacecraft airlock conﬁguration that is still used today. Additionally, this mission brought two countries together that had been in head to head space competition during the Cold War.

Apollo crew could be heard but they were not responding to calls from the ship or Recovery One. After landing on the water in Stable Two position (inverted) the balloons on the module inflated and righted (Stable One) the module. With the module in Stable One position and Recovery One in close range there still was no two-way communication. The Seal Team members (referred to as swimmers by NASA) were deployed as planned so they could place the flotation collar around the floating command module. The USS New Orleans with HS-6 on-board made up the at sea recovery team for the Apollo Command Module of the Apollo-Soyuz Test Mission. Leading this team was NASA’s Doc Fulson and Milt Heflin. The NASA team put the ship and HS-6 through a series of training events that ensured a quick and efficient command module

Continued on page 70

The USS New Orleans with HS-6 were flying a SH-3A on-board made up the at sea recovery team for the Apollo Command Module of the Apollo-Soyuz Test Mission. Leading this team was NASA’s Doc Fulson and Milt Heflin. The NASA team put the ship and HS-6 through a series of training events that ensured a quick and efficient command module and crew recovery. The NASA recovery team taught us to call the Apollo space capsule “The Command Module” and informed us that this would be the last command module to be recovered at sea. This would also be the last time naval helicopters operated as an integral part of the space vehicle recovery program. The recovery was without some excitement. The USS New Orleans and HS-6 were on station and ready. Launch of the recovery helicopters went as scheduled. The command module was spotted by the helicopter crews as it descended suspended from its parachutes. Immediately communications with the command module crew did not go as planned. “Recovery One” helicopter attempted communications with the crew of the command module but was unable to establish two way communications. Intermittent conversations from the

Mission Versatility from the Past

Naval Helicopters and the Space Program

Apollo Command Module descending on the parachutes. 69

Rotor Review # 95 Fall ‘06

Mission Versalitiy From The Past Continued from page 69 and crew recovery. The NASA recovery team taught us to call the Apollo space capsule “The Command Module” and informed us that this would be the last command module to be recovered at sea. This would also be the last time naval helicopter operated as an integral part of the space vehicle recovery program. The recovery was not some excitement. The USS New Orleans and HS-6 were on station and ready. Launch of the recovery helicopters went as scheduled. The command module was spotted by the helicopter crews as it descended suspended from its parachutes.

safe standing on the collar. Meantime, the New Orleans was approaching the module and ready to lift it aboard. It was decided by the NASA recovery team to not recover the astronauts via the helicopter and instead bring them aboard with the module.

The command module and astronauts were safely recovered aboard ship. The problem with communications was initiated by rocket fuel fumes that leaked into the command module during decent when the outside air vents of the module opened. The toxic fumes caused the astronauts to black out so that they were not able to complete the check list and switch the communications from internal to external two way communications. You can understand why the astronauts wanted to get out of the module and away from the toxic fumes. Astronaut in the white space suit having just exited the

Immediately communications with the command module crew did not go as planned. “Recovery One” command module. Following recovery helicopter attempted operations, the ship went to communications with Pearl Harbor to off load the NASA crew, their equipment, the crew of the command module but was unable to establish the astronauts and HS-6. From Pearl Harbor, the USS two way communications. Intermittent conversations from New Orleans headed to WestPac. The astronauts (Thomas the Apollo crew could be heard but they were not responding Stafford, Vance Brand and Donald Slayton) were taken to to calls from the ship or Recovery One. After landing on the Tripler Army Medical Center to make sure that there were no water in Stable Two position (inverted) the balloons on the long-term health issues. module inflated and righted (Stable One) the module. With HS-6 reported to NAS Barbers Point and waited two weeks the module in Stable One position and Recovery One in for transportation back to San Diego. The transportation was close range there still was no two-way communication. The the USS Coral Sea returning from WestPac. Not a happy Seal Team members (referred to as swimmers by NASA) ship to see so many helicopters associated equipment and were deployed as planned so they could place the flotation personnel waiting on the pier in Pearl Harbor. The ship had collar around the floating command module. failed to read the squadrons movement report very well, if at all. The swimmers accomplished the task quickly. The success of all helicopter squadrons involved in the space program recovery operations was the result of good training, The next event startled the recovery crews. The hatch flexibility and outstanding maintenance personnel. HS-6 was of the command module was opened and the astronauts no different; our maintenance crew under the leadership of began exiting the module to stand on the flotation collar. LCDR Bill Terry and operations department lead by LCDR The problem with this situation was that if the open hatch Andy Granuzzo did an outstanding job. That included allowed water into the module, it might sink. Additionally, CWO Ski Kanaski working the gang on the flight deck. there was concern for the safety of the astronauts as they These individuals and the entire HS-6 team ensured that all stood on the floatation collar. If an astronaut should fall launches and missions were completed successfully and as into the water his space suit could fill with water and he would sink. The swimmers under the leadership of LT Tom Kleehammer had done a superb job securing the collar to the module, inflating it and making sure the astronauts were

Rotor Review # 95 Fall ‘06

Mission Versalitiy From The Past passengers plus cargo. It looks like the Apollo Command Module on steroids. Orion will follow the space shuttle

Swimmers preparing to open the hatch Continued from page 70

Ski Kanaski on front right with his ﬂight deck crew

scheduled. CAPT Jack Thompson USNR (Ret.) had a plaque made to commemorate the recovery. On the plaque, Jack wrote the following: “The Apollo-Soyuz Command Module was recovered aboard the USS New Orleans, in mid Pacific on 24 July 1975. The prime helicopter was flown by CDR. A. E. Pellerin, Commanding Officer HELANTISUBRON SIX, and LTJG J.T. Thompson. Splashdown occurred at 11:18 AM Lat. 22 degrees 00.6 North, Long. 163 degrees 00.9 West, marking the final US manned spacecraft recovery at sea”.

as NASA’s primary vehicle for human space exploration, starting operations about 2014. Now here is the kicker, Orion will be equipped with a system of parachutes and active or passive shock absorbers designed to prevent potential risks during reentry and landing, and to enable astronauts to touch down on land. Note that Russian helicopters are used to reach the landing site of their space vehicles. Will NASA require helicopters for the Orion recovery missions? What plans are being made for the possibility of at sea recoveries referred to as splashdowns? We needed to wait and see whether that the Apollo-Soyuz mission was really the ﬁnal US manned spacecraft recovery at sea.

Was it the last at sea recovery of a manned spacecraft? NASA has embarked on the development of a space vehicle as the follow-on to the space shuttle. The new space vehicle is called the “Orion”. It is designed to carry up to six

The Next Issue of the

will focus on “From My Past to Future: A Senior Helicopter Pilot Perspective” All photo and article submissions need to be no later than February 9, 2007 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Ofﬁce at 619.435.7139 or editors@navalhelicopterassn.org 71

Rotor Review # 95 Fall ‘06

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Rotor Review # 95 Fall ‘06