Rotor Review Winter 2008 #100 by Naval Helicopter Association, Inc

Naval Helicopter Association Number 100 /Winter ‘08

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

Focus

The One Hundredth Issue The Genesis Of The Naval Helicopter Association

Editor

CAPT Vincent C. Secades, USN (Ret)

LT Kristin Ohleger, USN

MEDVAC’d In My Own Helo

Design Editor

A Rescue At Sea Circa 1950 Aviation Working Greens: A Historical Moment

Page 8

HSC / HM Editor

A Squadron Looks At 60

LT Jack Parker, USN

End Of The Stingray Era

HS / Special Mission Editor

LTJG Todd Vorenkamp, USCG

LT Kevin Colon, USN

Long Live The Sea King

LTJG Todd Vorenkamp, USCG

Page 14

Sea King Legacy

LCDR Chip Lancaster, USN (Ret)

Rotary Wing Aviation: Change, Challenge, Opportunity

USMC Editor

Capt. Vanessa Clark, USMC

CAPT Jamie Hopkins, USN

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

Features

NHA Photographer

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

LT Casey Bates, USN

LTJG Ryan Gero, USN LTJG Sandra Kjono, USN

LT Ken Colman, USN LT Matt Loesch, USN

CAPT Vincent C. Secades, USN (Ret)

Aircrewman Editor

HSL/HSM Editor

CAPT D. A. Yesensky, USN (Ret)

George Hopson

AW1 Jason Hatfield, USN

Whidbey SAR Crew Trains In Mountains

Page 30

Marta Murvosh, Skagit Valley Herald

Ukrainian Visit LTJG Justin Letwinsky, USN

MH-60S First Fleet Hellfire Shots

32 33

LT Will Kirby, USN

HS-7 Dusty Dogs Rescue Shipmate Printing by Diego & Son Printing, Inc San Diego, California

HS-7 Public Affairs Office

Remembering Frank Piasecki

Page 44

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

Rotor Review # 100 Winter ‘08

LCDR Chip Lancaster, USN(Ret)

Towing In An MH-60S

LCDR Timothy Burke, USN

‘Air Boss’ Experiences, Discusses Future of Helicopter Aviation

MC2 (SW/AW) Chris Fahey, USN

HSC-22 Enhances RIVRON 3 Training in North Carolina

LCDR Brent Moore, USN

Two Decades Of Contribution To The HS Helicopter Community

LT Allen Langston, USN

Marine And Sailors Work Together In New Scenario LCpl Melissa Tugwell, USMC

Naval Helicopter Association, Inc.

Corporate Associates

Correspondence and membership P.O. Box 180578 Coronado, CA 92178-0578 (619) 435-7139 / (619) 435-7354 (fax)

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

National Ofﬁcers

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

President...................................................CDR Pete Brennan, USN V/P Corp Mem......................... CAPT Mike Middleton, USN (Ret) V/P Awards .............................................CDR Mario Misfud, USN V/P Membership ...................................... LCDR Ron Finch, USN V/P Symposium 2008...............................CDR Greg Wilson, USN Secretary..................................................LT Cliff Uddenberg, USN Treasurer ......................................................LT David Ayotte, USN “Stuff”.......................................................LT Casey Mangine, USN LT Jen McCollough, USN Executive Director.................Col. Howard Whitfield, USMC (Ret) Admin/Rotor Review Design Editor........................George Hopson Membership/Symposium ............................................. Lucy Haase

Directors at Large

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

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

Region 2 - Washington D.C. In appreciation of our advertisers Lockheed Martin Systems Integration-Owego Navy Mutual Aid Association Sikorsky Aircraft Corporation WBB Consulting

Directors ..…………...………….................CAPT Glen Ives, USN CAPT Bill Lescher, USN President ............................................... .LCDR Bob Kenyon, USN

Page

C2 17 C4 40

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

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

NHA Scholarship Fund

Region 5 - Pensacola

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

Rotor Review # 100 Winter ‘08

Directors.........................................CAPT Dave Maloney, USN CAPT Dave Callahan, USCG

President ............................................CDR Kevin Kropp, USN

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

Departments Number 99 / Fall ‘07

Page 49

Editor’s Log LT Kristin Ohleger, USN

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

President’s Message CDR J. Curtis Shaub, USN

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

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

There I Was...

“Presidential Airlift In Afghanistan”

LT Matt Vernon, USN Edited by LTJG Ryan Gero

Page 59

Page 65

Industry and Technology

A Salute To Our Fallen Heroes Of The Naval Helicopter Community

In Memory

USMC Updates

Change of Command

Squadron Updates

Coast Guard Updates

Stuff

Page 66 Articles and news items are welcomed. from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes. Submissions should be made to Rotor Review with documents formatted in Microsoft Word ® and photos formatted as high-resolution JPEG and/or PDF by e-mail to: editors@navalhelicopterassn.org or by FEDEX / UPS on a MAC or PC formatted CD to Rotor Review / NHA, BLDG 654, Rogers Road, NASNI, San Diego, CA, 92135. Also, comments, suggestions, critiques and opinions are welcomed, your anonymity is respected. Send to: by email: rotorrev@simplyweb.net, by mail: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA., 92178-0578, call (619) 435-7139 or FAX :(619) 435-7354 .

Rotor Review # 100 Winter ‘08

Editors Emeritus

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

Editor’s Log

Naval Helicopter Association Rotor Review: 100th Issue Naval Helicopter Aviation:Yesterday, Today, and Tomorrow By LT Kristin Ohleger, USN, CSFTP

our Rotor Review staff was kind enough to give me column space in this 100th issue (can you believe it – 100 issues!) of our premier professional magazine. They suggested I write a column that addressed naval helicopter history – but others far-more-qualified than me – especially founding members of NHA and the Naval Helicopter Historical Society will take on that task in this and other issues. I did want to address the theme “yesterday, today, and tomorrow” as a jumping-off point in this 100th issue. That’s easy to do since February 2008 represents an inflection point in naval helicopter aviation and is a month that lends itself to thinking about – and celebrating – our naval helicopter heritage and our unlimited future. Early in February, HSM-41 skipper Captain Curtis Shaub and his team of amazing professionals organized a 25th anniversary of the founding of HSL-41/HSM-41 that was, by any measure, best of breed. They managed to hunt down many of HSL41’s plank owners as well as the overwhelming majority of former skippers. It was a splendid event that marked the rite of passage from a naval helicopter fleet featuring over a dozen types of helicopters – many of them quite old and definitely tired – to the fleet of Seahawk-class helicopters we have today and will have in the future. February 2008 also marked the passing of one of the helicopter community’s true pioneers, Frank Piasecki. Along with Igor Sikorsky and Arthur Young, Frank Piasecki was one of a handful of pioneers who started this community literally from scratch and enabled it to grow into what it is today less than seven decades after he made the first flight in the PV-2 on April 11, 1943. Were it not for the grit and perseverance, as well as the dreams, of these early pioneers – in the face of what can only be described as seemingly

insurmountable odds – there wouldn’t be the naval helicopter community that we know today. Those of you reading this article who are in your first or second tours in the community can be forgiven for not knowing that this success was never a forgone conclusion. “Back in the day” when Mr. Piasecki hitched his PV-2 behind his Studebaker to tow it to Washington DC to show the War Department what his helicopter could do, even that simple act flirted with disaster as the wheels on his flying machine had no bearings and rapidly heated and he had to stop the car every 10 to 15 minutes to pour water on the wheels to cool them off. But he persevered. Half a world away, an event far from the major theaters of the war would advance helicopter aviation as a major military capability. On April 25 and 26, 1944, Army Air Corps pilot Carter Harmon, flying a Sikorsky YR-4 Hoverfly helicopter, lifted three wounded British soldiers and an American pilot to safety near Taro in northern Burma. But it was a very near thing. The first Hoverfly brought into theater crashed on the first test flight after it was assembled, killing the pilot, Burt Powell. When Carter Harmon launched on his mission to rescue the four “friendlies” the YR-4 was so underpowered he could haul only one man out at a time. Even at that, the mission was nearly a disaster as Harmon’s engine overheated and seized after he had rescued the first two men. He was forced to wait until the next day, when the engine had cooled sufficiently to attempt a restart, to rescue the two remaining men.

Fast-forward four decades to the establishment of HSL-41 in January 1983. The helicopter community was not quite “out of the woods” yet. Among that small cadre of pilots who found themselves together in San Diego that month, I don’t think there was one of us who, if he himself hadn’t had at least one naval helicopter fail out from under him and crash, then at least had one former squadronmate who had been injured – or worse – crashing a failing helicopter. With that as our individual and collective background I vividly recall establishment commanding officer Mike O’Connor (Seahawk “One-One) gathering all of us together days before the establishment ceremony and telling us; “This community is on the bubble. LAMPS Mk III is a very near thing. One or two crashes, a few mission failures, and this community will be nothing but a bad memory.” Fast-forward a quarter century and that brings us to today. As the Navy transitions from the SH60B, SH-60F, and HH-60H helicopters to the MH60R and MH-60S fleet – and as the Marine Corps and Coast Guard make similar transitions – naval helicopter aviation is no longer “a very near thing,” that helicopter aviation writ large was “back in the day.” No one expects to fail. No one expects to crash. We are flying, safe, mature, state-of-the-art helicopters. But as a community we can’t rest on our laurels. A massive fleet of well over 500 MH-60Rs and MH-60Ss will be delivered to the Navy over the next decade or so. These superb helicopters won’t fail us – but we need to ensure that as we look towards the helicopters that will be delivered to the Navy over the next several decades we don’t build in mission failure by forgetting to plan for and demand a “portfolio” of helicopter assets that will ensure mission success over the spectrum of naval, joint and coalition operations in peace and in war. You are the best. Fly the best. Mission failure is not an option.

Our 100th copy of Rotor Review, The Centennial Edition!

Chairman Brief

By RADM Steve Tomaszeski, USN (Ret)

ike your 1000th flight hour milestone you have to wonder “How did that happen so fast?” Since the early 1980’s, NHA has been dedicated to publishing a quality, professional magazine featuring compelling articles of interest (technical and tactical) and entertainment for its membership. Over the past 25 years, Rotor

Rotor Review # 100 Winter ‘08

Review has recorded a remarkable standard of excellence recognized not only by the Naval Aviation enterprise, but also throughout the corporate world. This achievement truly has been a team effort: from our distinguished roster of volunteer editors, to our professional RR staff. However, the true champions responsible for the success of RR are Continued on page 5

Continued on page 4

you, our contributing general members. Without your articulate, candid fleet perspective, salted with ready room/ hangar bay wit on all matters pertaining to unrestricted Naval Aviation, RR would just be another redundant “trade magazine.” Thanks to you, we’re not. “Never have been --- never will be.” My hearty congratulations to all of you who have invested considerable time, effort, and talent to each of the 100 editions of Rotor Review! Bravo Zulu. Another centennial celebration is also right around the corner. The 100th Anniversary of Naval Aviation will feature a yearlong celebration in 2011. The air boss, VADM Kilcline, established an executive advisory group that will provide a flight plan insuring celebratory events that will exemplify “Naval Aviation’s heritage and honor the profession we all cherish.” More on this topic, and NHA’s part in it, in later editions. Our annual national NHA Symposium is about to begin, returning to the Hampton Roads area for the first time since 1992. Colonel Whitfield, Commodore Lluy and Skipper Shaub have planned a superb schedule of events

President’s Message

By CDR J. Curtis Shaub, USN

that promises another outstanding, wellattended symposium. Get the word out to “All Hands”, active duty and retired, in the NORVA/VABCH area... The NHA Symposium is April 14-17, 2008 in Norfolk, Virginia!

Final Flights: Frank Piasecki, who in 1943 was the second American to build and fly a helicopter, passed way in February. He followed Igor Sikorsky who flew his first flight in 1939. Mr. Piasecki invented the big twin-rotor helicopter and developed the Army’s Chinook and our Navy’s Sea Knight. He was a genuine aviation pioneer and a visionary, creative engineer. NHA has passed condolences to the family. (Please see his obituary, page 35) Rear Admiral Scott Walker. “Scotty”, as he was known to his legions of friends, “shook the surly bonds” in December 2007. Admiral Walker’s life was filled with accomplishment, devotion t o d u t y, c o u n t r y a n d f a m i l y. H e w a s instrumental in initiating and developing the Helo Master Plan. An NHA

he 2008 NHA Symposium in Norfolk, VA, rapidly approaches and has all the makings of a stellar and “star-filled” extravaganza. Many of our leaders from across all Navy communities will gather to celebrate, commemorate, and validate the huge contributions helicopters bring to naval aviation. Be proud in all we have accomplished while answering the demand signals from the Fleets all across the world. I’d like to introduce our new NHA President, CAPT Pete Brennan, who I turned over with in early March. He is currently the Commanding Officer of HSC-3, the President of NHA Region One, and stands a mighty 6’5”, so you can’t mistake him. He’ll lead this year’s Symposium and guide our association to great heights. Welcome aboard!!

Lifetime Achievement Award honoree, RADM Walker was an inspiring leader and mentor. NHA has sent heart felt condolences to the Walker family. (Please see his obituary, page 39) As noted in RR1, the challenges we face in Naval Aviation are many. Whatever the future may bring, our Rotary Wing community -- “those helo guys” -- will always be a part of the warfighting solution. Who knew, those many years ago, what an important part of our Navy we would become. Till RR 101 and our next Brief, ﬂy well and... Keep your turns up!

It has been a pleasure to serve with all, especially RADM Tomaszeski, Colonel Whitfield, Lucy, George and the dedicated NHA revolving, if not “rotating,” staff of volunteers. Thanks for all you contribute. Enjoy(ing) the journey!!! Vr, CAPT J. Curtis Shaub

New NHA President: CDR Pete Brennan

Rotor Review # 100 Winter ‘08

State of the Association

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

Centennial!

s you can see, George Hopson, Rotor Review Design Editor, has done a great job with the 100th issue cover. George takes a particular pride in coming up with innovative eye-catching covers, along with putting together the rest of the magazine, and it shows. As some of you have visited our offices know, George’s section of the NHA office is “wall papered” with framed copies of previous covers from Rotor Review. I also want to recognize LT Kristin Ohleger for her outstanding editorial leadership. Kristin and the community editors are what make Rotor Review magazine unique and noteworthy- the articles and perspective of the junior unrestricted Naval Aviators. In fact, when I joined NHA over 20 years ago I was struck by the involvement of the junior officers in the organization. Junior officers write most of our squadron articles. In addition we have a cadre of writers like

CAPT (Ret) George Galdorisi who has been writing a regular column for many years. LCDR (Ret) Chip Lancaster, our technical advisor, writes an article in almost every issue. Anniversaries are also a time to reminisce and CAPT (Ret) Vince Secades’s article in this issue highlights the NHA founders. Without their collective initiative, there would be no Naval Helicopter Association. As noted on previous pages, CAPT Curtis Shaub has turned over the NHA President to CDR Peter Brennan, Commanding Officer HSC-3. Curtis was also previously NHA Region 1 President and brought great energy, enthusiasm, and leadership to NHA . Best wishes to Curtis in his new command as PHIBRON Commodore, and welcome aboard to Pete. By the time you receive this issue the Symposium will be upon us. I’m excited about holding it in Norfolk at the Marriott, our first time there. The city of Norfolk has accomplished a lot cleaning up and revitalizing the down town area. HSCWLNT at NS Norfolk is the largest helicopter wing in the Navy and it is growing with squadrons moving from NAS Jacksonville and new construction to house them. I want to thank CDR Greg Wilson and LT Paula Langille in advance for their Symposium Committee leadership and all the members of the Symposium Committee.

Consolidated Membership Report Year Mar 2007 1 year 922 2 year “nugget” 550 3 year 671 5 year 429 Other* 22 Total 2,594 * Commands and corporate

Mar 2008 913 554 711 456 116 2,750

Military Membership Active Duty & Reserve Retired

Mar 2007 1,969 349

Mar 2008 1,912 414

NAVAL HELICOPTER ASSOCIATION, INC The Navy Helicopter Association, Inc 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 # 100 Winter ‘08

A View From The Labs... Supporting The Fleet By CAPT George Galdorisi, USN (Ret)

Naval Helicopter Association Rotor Review: 100th Issue Naval Helicopter Aviation: Yesterday, Today, and Tomorrow

our Rotor Review staff was kind enough to give me column space in this 100th issue (can you believe it – 100 issues!) of our premier professional magazine. They suggested I write a column that addressed naval helicopter history – but others far-more-qualified than me – especially founding members of NHA and the Naval Helicopter Historical Society will take on that task in this and other issues. I did want to address the theme “yesterday, today, and tomorrow” as a jumping-off point in this 100th issue. That’s easy to do since February 2008 represents an inflection point in naval helicopter aviation and is a month that lends itself to thinking about – and celebrating – our naval helicopter heritage and our unlimited future. Early in February, HSM-41 skipper Captain Curtis Shaub and his team of amazing professionals organized a 25th anniversary of the founding of HSL-41/ HSM-41 that was, by any measure, best of breed. They managed to hunt down many of HSL-41’s plank owners as well as the overwhelming majority of former skippers. It was a splendid event that marked the rite of passage from a naval helicopter fleet featuring over a dozen types of helicopters – many of them quite old and definitely tired – to the fleet of Seahawk-class helicopters we have today and will have in the future. February 2008 also marked the passing of one of the helicopter community’s true pioneers, Frank Piasecki. Along with Igor Sikorsky and Arthur Young, Frank Piasecki was one of a handful of pioneers who started this community literally from scratch and enabled it to grow into what it is today less than seven decades after he made the first flight in the PV-2 on April 11, 1943. Were it not for the grit and

Rotor Review # 100 Winter ‘08

perseverance, as well as the dreams, of these early pioneers – in the face of what can only be described as seemingly insurmountable odds – there wouldn’t be the naval helicopter community that we know today. Those of you reading this article who are in your first or second tours in the community can be forgiven for not knowing that this success was never a forgone conclusion. “Back in the day” when Mr. Piasecki hitched his PV-2 behind his Studebaker to tow it to Washington DC to show the War Department what his helicopter could do, even that simple act flirted with disaster as the wheels on his flying machine had no bearings and rapidly heated and he had to stop the car every 10 to 15 minutes to pour water on the wheels to cool them off. But he persevered. Half a world away, an event far from the major theaters of the war would advance helicopter aviation as a major military capability. On April 25 and 26, 1944, Army Air Corps pilot Carter Harmon, flying a Sikorsky YR-4 Hoverﬂy helicopter, lifted three wounded British soldiers and an American pilot to safety near Taro in northern Burma. But it was a very near thing. The first Hoverﬂy brought into theater crashed on the first test flight after it was assembled, killing the pilot, Burt Powell. When Carter Harmon launched on his mission to rescue the four “friendlies” the YR-4 was so underpowered he could haul only one man out at a time. Even at that, the mission was nearly a disaster as Harmon’s engine overheated and seized after he had rescued the first two men. He was forced to wait until the next day, when the engine had cooled sufficiently to attempt a restart, to rescue the two remaining men. Fast-forward four decades to the establishment of HSL-41 in January 1983. The helicopter community was not

quite “out of the woods” yet. Among that small cadre of pilots who found themselves together in San Diego that month, I don’t think there was one of us who, if he himself hadn’t had at least one naval helicopter fail out from under him and crash, then at least had one former squadronmate who had been injured – or worse – crashing a failing helicopter. With that as our individual and collective background I vividly recall establishment commanding officer Mike O’Connor (Seahawk “One-One) gathering all of us together days before the establishment ceremony and telling us; “This community is on the bubble. LAMPS Mk III is a very near thing. One or two crashes, a few mission failures, and this community will be nothing but a bad memory.” Fast-forward a quarter century and that brings us to today. As the Navy transitions from the SH-60B, SH-60F, and HH-60H helicopters to the MH-60R and MH-60S fleet – and as the Marine Corps and Coast Guard make similar transitions – naval helicopter aviation is no longer “a very near thing,” that helicopter aviation writ large was “back in the day.” No one expects to fail. No one expects to crash. We are flying, safe, mature, state-of-the-art helicopters. But as a community we can’t rest on our laurels. A massive fleet of well over 500 MH-60Rs and MH-60Ss will be delivered to the Navy over the next decade or so. These superb helicopters won’t fail us – but we need to ensure that as we look towards the helicopters that will be delivered to the Navy over the next several decades we don’t build in mission failure by forgetting to plan for and demand a “portfolio” of helicopter assets that will ensure mission success over the spectrum of naval, joint and coalition operations in peace and in war. You are the best. Fly the best. Mission failure is not an option.

Focus

The Genesis Of The Naval Helicopter Association Article By CAPT Vincent C. Secades, USN (Ret.) Photos courtesy of the NHHS Archives

The best way to be ready for the future is to create it. John Sculley

his apothegm, attributed to the former CEO of APPLE Computers, could not be more fittingly applied than to the twelve pioneers who created the Naval Helicopter Association. This is their story. The concept of rotary-wing vertical flight is as old as the famous Leonardo da Vince notebooks and drawings originated in the early sixteenth century. However, the development of fixed-wing aircraft has preceded and greatly outpaced that of helicopters. To a young naval aviator, beginning a career flying the modern, powerful, sophisticated, multi-mission capable helicopters we have today, it must be very difficult to envision the time, just half a century ago, when the gap between fixed-wing and rotary-wing aviation was truly astronomical. At a time when airplanes, propelled by powerful turbojet engines, were breaking the sound barrier and flying to the very edge of space, helicopters, in contrast, were rudimentary machines, very fragile, poorly instrumented, dayVFR-only capable, grossly underpowered by piston engines sometimes adapted from other applications, like Army tanks. This chasm between airplane and helicopter capabilities permeated the naval aviation community like water suffusing through a sponge. Career paths, job assignments, command and promotion opportunities, all reflected the abyss that existed in the tactical applications of airplanes and helicopters. This state of affairs was also reflected in the naval aviation advocacy organizations. The fixed-wing community enjoyed the support of several such organizations. The Tailhook Association, with its very popular annual Las Vegas conventions, and the Association of Naval Aviation (ANA), with a significant lobbying presence in Washington, were the two most influential organizations performing a very important job educating the public and our national leaders on the importance of naval aviation to our national defense, and promoting its technical development. In contrast, the naval helicopter community lacked any such advocacy organization. In the summer of 1971, a group of twelve rotary-wing professionals, one civilian and eleven naval officers, four in active duty and seven retired, embarked in a quest to correct that deficiency. Until that year, the reunions of naval helicopter professionals had been very informal. The helicopter pilots serving with the squadrons based at the then Naval Auxiliary Air Station (NAAS) Ream Field and in local staffs had been holding annual informal gatherings, which were mainly social events, opportunities to fraternize and exchange stories and ideas. Since the first West Coast Navy helicopter squadron was established in 1948, this group arbitrarily numbered

Rotor Review # 100 Winter ‘08

its reunions starting with number one that year. Thus, their 1971 reunion, held on 29 January at the recently redesignated NAS Imperial Beach, was their “24th Reunion.” This reunion was a bigger affair than usual. A group of helicopter pilots working in Washington, D.C., came to inform local pilots on ongoing projects. They addressed a spellbound audience in the station’s auditorium. In one of the hangars, corporate participants constructed display booths. They manned the booths and offered suitable handouts. Static displays of helos and equipment were set up. They drew a good crowd. Later that year, a small group of officers, lead by Mark Starr and Al Monahan, discussed the idea of creating an organization and formalizing their reunions into annual conventions. They invited a number of other officers in the helo community to join in the effort. Of the many invited, a few responded. Twelve men, our twelve pioneers, met at their first formal meeting on 2 November 1971 in the West Room of the Officers Club at NAS Imperial Beach. This meeting was the seminal event in the creation of the Navy Helicopter Association. Who were these twelve farsighted pioneers who, moved by the force of a vision, took upon themselves the task of creating a Navy Helicopter advocacy organization that would be as prestigious and influential as those organizations supporting the fixed-wing community, if not more? CAPT Alfred E. Monahan was born and raised in Northern Idaho. During the buildup that followed the Japanese attack on Pearl Harbor, he volunteered for naval service. He joined the Navy in July 1942. He completed flight training and received his commission in September 1943 at NAS Corpus Christi, Texas. He served in the Pacific theater while attached to VC-84, flying the F6F Hellcat. He covered the Allied landings in Northern Philippines, Iwo Jima, and Okinawa. During his service in the Pacific, he earned two Distinguished Flying Crosses, seven Air Medals, and numerous other citations. After the war, he qualified as Landing Signal Officer (LSO) and served with several air groups in the Pacific. A tour as flight instructor in Pensacola followed. There he trained students on carrier landings. In 1950 he received helicopter flight training at the Army/Air Force Helicopter Training Unit, Waco, Texas. His Navy Helicopter Pilot designation is # 250. He saw action in Korea while serving with HU-2, embarked aboard Continued on page 9

Focus: The Genesis Of The Naval Helicopter Association Continued from page 8

USS Leyte (CV-32). He commanded HS-4, HS-10, and Antisubmarine Carrier Air Group 51. He was COMFAIR San Diego Staff Operations Officer, USS Bennington (CVS-20) Operations Officer, and ASWG-3 Staff Operations Officer. He retired in February 1971. A distinguished looking man with a sharp, at times wry sense of humor, a sagacious thinker whose carefully chosen words always carry great weight, he was the natural leader of this group. Mr. Harold Nachlin was born in the Bronx, New York, on 25 October 1918. He grew up, completed high school, and attended college in New York City. He studied aircraft maintenance at the Roosevelt Aviation School, and earned his Aircraft & Engine Mechanic license in September 1943. In November of that year he went to work for Sikorsky Aircraft as crew chief in R-4 helicopters being built for the U.S. Army. He worked in the early military and civilian applications of the R-5A, HO3S, and HO4S helos. In October 1949 he began service with the Field Service Department. He served in Venezuela, training Venezuelan Air Force personnel to maintain their R-5 helos. In July 1950 he was assigned to VMO-6, the observation squadron attached to the First Marine Brigade, fighting in Korea. In November 1950 he was transferred to COMFAIR Japan, making him available to all Navy and Marine helo units in the WESTPAC Theater. In November 1951 he was assigned to O&R North Island. In March 1954 he was temporarily assigned to the Indian Air Force, supporting their H-19 acquisition. In April 1955, back in San Diego, he was designated Western Area Supervisor, with ten field technical representatives under his supervision. At the height of the Vietnam War he had 35 men working with Navy, Marine, Air Force, and Allied Air Forces in the Pacific. In 1971, in recognition of his vast knowledge and experience in helicopter engineering and maintenance, he was invited to join the NHA founding committee. CDR Hugh F McLinden, Jr., was born in Maspeth, Long Island, N.Y., on March 22, 1920. He joined the Navy in September 1941 in the V-5 aviation cadet program. He completed flight training and was commissioned in October 1942. He flew dive bombers with VC-24, based in the Solomon Islands. A veteran of 26 combat missions, he received the Distinguished Flying Cross, six Air Medals, and numerous other citations. After the war, he qualified as Landing Signal Officer and performed LSO duties at sea until July 1950. Next, he completed helicopter flight training at Connolly AFB, Waco, Texas (Navy Helicopter Pilot designation number 312). Hugh then reported to HU-2, Lakehurst, NJ. From there he went to VX-1, Key West, FL., as senior pilot in the OPDEVFOR program to develop dipping sonar capabilities in the HO4S-1.

CAPT Mark R Starr was born in Boston, Massachusetts, on 05 November 1923. He enlisted in the Navy in 1942, and entered flight training in 1943 as an aviation cadet. He was commissioned and designated a Naval Aviator in October 1945. Next, he served tours with VC-4 and VF-14. In 1948 Mark underwent helicopter training with USAF Training Group 3585 at San Marcos AFB, Texas. His Navy Helicopter Pilot designation number is 121. Here is a pioneer among pioneers! Subsequently, he served in HU-2, Lakehurst, N.J., HTU-1, Ellyson Field, FL., and HS-4 at Ream Field, CA. He is a graduate of the General Line School at Monterey, CA., the University of Southern California, and the Naval War College. He reported to HS-6 in March 1962 and served as Operations Officer, Executive Officer, and Commanding Officer. He assumed command of HS-10 in January 1965. He was Commander of Antisubmarine Carrier Air Group 51, and Flag Secretary to COMCARDIV-15. He served as Operations Officer and Executive Officer of USS Yorktown (CVS-10). A tour in the Office of the Chief Of Naval Operations, OP-3, followed. He returned to San Diego in 1971 to serve with the Staff, COMASWWINGPAC. A very dynamic individual, unafraid to make decisions and bestir their implementation, he was the driving force in the creation of NHA. CAPT Alvin F. Emig was born on 4 October 1920 in Shepard, Ohio. He grew up in Gahanna, Ohio. He attended Ohio State University before joining the Navy shortly after the Japanese attack on Pearl Harbor. After completing flight training he was assigned to VB-19 embarked on USS Lexington (CV-16). He was awarded the Navy Cross, the second highest sea service award, for his extraordinary heroism while flying dive bombers on 5 November 1944 against enemy shipping over Manila Bay, Philippines. After a tour at NAS Patuxent River, MD, he received helicopter training in Pensacola in 1952. Service in the Korean Theater followed. He is a graduate of the Naval War College. He reported to HS-8 in January 1958 as the XO, and assumed command in January 1959. He served tours at NAS Glenview, Illinois, the Philadelphia Naval Base, and Washington, D.C. He was Commander of Antisubmarine Carrier Air Group 51. His last tour was in the Staff of COMNAVAIRPAC. He retired in 1973, after 30 years of military service.

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A tour with HS-3 followed. There he was the prime mover in putting the first ASW helicopters on an ASW carrier for an operational exercise. He was also instrumental in putting the first ASW helo detachment aboard an ASW carrier for deployment. He was Executive Officer of HS-6 in 1956, followed by duty with CARDIV-15, embarked on USS Princeton (CVS-37). After a tour as BUWEPS Representative at Boeing Vertol, Philadelphia, he went back to sea in the Staff of CARDIV-19 aboard USS Yorktown (CVS-10). His last tour was as Assistant Head of the Rotary Wing Section, BUWEPS, Washington, D.C. He retired in July 1965. After going back to school and obtaining a Masters and a Teaching Credential, Hugh launched his second career as a high school mathematics teacher in Chula Vista, CA. Yet, he remained very closely associated with the helo community for the rest of his life. CDR Walter “Smoky” Staight was born in Fort Wayne, Indiana on 8 February 1921. He joined the Navy in1942. After completing flight training he served as a ferry pilot in the Naval Air Ferry Command until 1945. He was a flight instructor in Pensacola in the early 1950s. During his tour in Pensacola he received helicopter flight training. It was there that he was nicknamed “Smoky.” Upon returning from a forest fire observation flight, his squadron mates detected the smoky aroma about him. They began to call him “Smoky.” He liked the sobriquet, and it stuck with him for the rest of his life. After Pensacola he moved to NAS Agana, Guam, where he flew search and rescue. Next came a tour with HU-1. He deployed to the Antarctic aboard the icebreaker USS Staten Island (AGB-5). A shore tour at NAS Grosse Ile, Michigan, followed. He was the Officer in Charge of the Naval Recruiting Center in Western New York, and the CO of the Naval Reserve Training Center in Houston, Texas. His last tour was with the Staff of the Commandant, Eleventh Naval District, San Diego. He retired from active duty in 1969. A very gregarious person, with an open, friendly visage and a full head of white hair, he was loved by all who knew him. He remained actively involved with the naval helicopter community, as attested by his role in the creation of NHA. Richard Walloch was born in Tomahawk, Wisconsin. He grew up in the Milwaukee area. After his High School graduation in 1942, he enlisted in the Navy’s V-5 aviation cadet program. After completing that program and subsequent training in the PV-2 Harpoon medium bomber, he was assigned to Kaneohe, Hawaii in May 1945. The day he was scheduled to be transferred to Okinawa for combat duty, 15 August 1945, the Japanese capitulated. In November 1945 he was released from active duty and transferred to the ready reserve. He was recalled into active service in January 1952, and sent

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to Pensacola as a flight instructor. Assigned to Ellyson Field, Richard completed helicopter training in June 1953 (designation number 1631). In May 1954 he reported to HU-1 at Ream Field. His first assignment was aboard the icebreaker USS Burton Island (AGB-1) deployed to the North Pole. His next assignment was as Officer in Charge of the helo detachment embarked on USS Hancock (CVA-19) deployed to WESTPAC. The 5th of December 1955, while flying near the carrier, his HUP suffered a control failure and crashed into the sea. Richard suffered a serious back injury. After surgery and a long convalescence, being unable to remain in flying status, the Navy discharged him in May 1957. Although he was a LCDR, he had not accrued the 20 years of active duty required to be able to retire with pay. It is a measure of the man that, although he had every reason to feel bitter about his lot in the Navy, he remained engaged with the helo community and continued to participate in its social gatherings and other activities, including the founding of NHA. CDR Philip W. Nicholas is a native of Southeastern Kansas, where he was raised in a dairy farm. From an early age aircraft fascinated him. A very gregarious young man, he enlisted in the Navy’s V-5 aviation cadet program on 3 June 1942. He completed Lighter-than-Air training and received his commission in July 1943. Two years flying blimp ASW patrols off the West Coast followed. He went back to flight training in July 1945, and completed the multiengine pipeline in March 1947. His next assignment was with VP-7 flying the P2V Neptune. In 1950 he returned to Pensacola as a flight instructor. There he transitioned to helicopters. He then served with HS-3 at NAF Weeksville, N.C., flying the HO4S in the ASW role. After a staff tour in Norfolk, General Line School in Monterey, and Armed Forces Staff College back in Norfolk, he was assigned to the Naval Ordnance Test Station at NAF China Lake, CA. He assumed command of HS-4 in August 1960. Under his leadership, HS-4 demonstrated the HSS1-N night sonar dipping operational capabilities, becoming the first HS squadron to become 24-hours mission ready. After a tour in the staff of Continued on page 11

CAPT Monahan presenting the 1972 Pilot of the Year award to LT Steve Milner with Mrs. Milner at his side. 10

Focus: The Genesis Of The Naval Helicopter Association Continued from page 10

the Naval Postgraduate School, Monterey, CA., he retired in August 1966. One of the very few members of the rare breed of naval aviators who had ASW operational tours in blimps, airplanes, and helicopters, he has remained actively engaged with the helo community in the San Diego area. CDR Donald J. Hayes was born in Brooklyn, New York on 8 February 1924. A slim, quiet man with a steeled character behind an easy smile, he started his naval career in December1942. He completed flight training in October 1945. By then the war had ended. He was transferred to the reserves. In 1952 he was recalled to active duty. After refresher flight training, he was assigned to VU-2, NAS Quonset Point, R.I., flying various fixed-wing aircraft. After tours with the Bureau of Aeronautics and NAS Guantanamo Bay, in early 1961 he transitioned to helicopters. After a short stint with NASA, he served with HS-4, was XO and CO of HS-2, and CO of HS-10. During his HS-2 tour, he pioneered helo in-flight refueling from destroyers at sea, and the use of cabin-mounted fuel tanks to extend the range and endurance of search and rescue missions. Under his leadership, HS-2 earned the Navy Unit Citation for its performance while conducting combat search and rescue operations over enemy territory in Vietnam. He was Operations Officer and XO of USS Iwo Jima (LPH-2). While serving on the staff of COMFAIR San Diego, the worsening of an old back injury forced him to retire in June 1971. His helicopter experience included the H-13, H-19, H-34, and H-3. CAPT Charles B. Smiley is a native of Oklahoma City, OK. He entered the naval service in 1952. After completing flight training, he served a tour in VP-19 flying the P2V Neptune. In 1960 he received helicopter training. A tour with HS-8 followed. He participated in the development of helicopter ASW tactics, including night operations. In 1962 he was selected as the initial Helicopter Exchange Pilot with the Royal Australian Navy. There, he assisted in the introduction of the first turbine powered helicopters operated by the RAN. He assumed command of HS-4 in September 1969. During his HS-4 tour the squadron performed the at-sea recovery of the spacecraft crews in the first five Apollo Lunar missions, with Chuck as Prime Recovery Pilot for the Apollo 10 and 13 missions. In 1971 the Commander, Naval Air Forces Pacific nominated him for the Harmon Trophy, the international trophy awarded annually to world’s outstanding aviators. In January 1972 he became CO of HS-10. A softspoken, unassuming individual of average height and build, nothing else is average in this extraordinarily capable organizer and inspiring leader.

CAPT Joseph M. Purtell is a native of Brooklyn, New York. A physically powerful man with a bright mind and a commanding presence, he completed the NROTC program at Holy Cross College and was commissioned in 1954. After completing flight training he served a tour with VX-6 during Operation Deep Freeze in the Antarctic. He was sent to Ellyson Field, Pensacola, for helicopter flight training. Back at VX-6, based at Little America V, V the U.S. Antarctic outpost, he flew the HRS-1 and HUS-1L helos, and the UC-1 Otter airplane. Next, he served with VU-4 flying the HUS helo, and JD-1 (B-26) and F9F-8 airplanes. He earned a Masters degree in Financial Management at the Naval Postgraduate School, Monterey, California. His first payback tour was with the Bureau of Naval Weapons, Washington, D.C., in the Budget and Plans Division. He returned to sea duty with HS-5, flying the SH-3A off several aircraft carriers operating in the Atlantic and the Mediterranean. He moved up to be Operations Officer with Carrier Air Group 54. After attending the Naval War College, Newport, R.I., he came to the West Coast. He was XO and then CO of HS-2, and became CO of HS-10 in January 1971. CDR H. Vernon Pepper was born in San Diego, California, in 1922. A big young man with a stern countenance, in 1942 he enlisted in the Navy’s V-5 aviation cadet program. He completed his flight training in March 1945. His first assignment was flying the F4F Wildcat with VC-92, based at NAF Point Mugu, Oxnard, CA. He saw action in Korea, flying 67 combat missions in F9F Panthers while attached to VF-781, embarked aboard USS Bon Homme Richard (CV-31). During this tour, he earned the Distinguished Flying Cross and three Air Medals. In 1954 he received helicopter flight training at Ellyson field, Pensacola. A tour with HU-1, at NAAS Ream Field followed. His next tour was as Assistant Operations Officer on the Staff of Utility Wing Service Force, Pacific. He was then assigned to HS-5, NAS Quonset Point, R.I. He deployed aboard USS Lake Champlain (CVS-39) flying the SH-34J. He reported to HS-11, Ream Field, in 1961 as XO, and assumed command in July of 1962. During his command, the squadron deployed aboard USS Wasp (CVS-18). He became CO of HS-10 in August of 1963. A tour as Operations Officer, USS Valley Forge (LPH-8) followed. His next tour was with the Staff, Chief of Naval Air Technical Training, Memphis, Tennessee. He was assigned next to OPNAV (OP-56) in Washington, D.C. His last tour was in NAVAIRSYSCOM as Project Officer in the X22 Program. He retired in April 1968. He went to work for Sikorsky Aircraft in Stratford, Connecticut. He kept in close contact with the helicopter community in San Diego. When invited to participate in the creation of NHA, he eagerly accepted and frequently commuted to San Diego to participate in the meetings and to Continued to page 12

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contribute all he could. These twelve men came together at that historic November meeting and decided to do something about the failure of the Navy’s officer corps in general, and the aviation community in particular, to recognize the untapped potential of the helicopter in naval operations. They decided that an association should be established to carry out their objectives, with membership opened to all persons willing to support those objectives. They envisioned this association to be an active duty organization, with the retired members providing support and assistance. The twelve founders created a Board of Trustees for the emerging association, with themselves as the initial members. They approved the set of by-laws previously drafted. These by-laws established the classifications of membership. Membership would be by registration, with an accompanying fee of one dollar, this figure subject to future adjustments by the Board of Trustees. Furthermore, this registration was for life. The grumbles from the early members when this provision was later changed to an annual membership fee can still be heard! CAPT Alfred Monahan was elected the first National President of the Association. CAPT Mark Starr wrote the first NHA Mission Statement, to wit: “The Navy Helicopter Association is a nonprofit Navy-wide professional and social organization whose purpose is to provide recognition and to enhance the prestige of the U. S. Navy helicopter community, promote the use of helicopters in the U. S. Navy, keep the members informed of new developments and accomplishments, and to meet socially with members of the Association.” Here lay the challenge. These men were convinced to the core of their souls that helicopters had capabilities far beyond what had been recognized by the Navy hierarchy. And they had the prophetic vision to foresee the tremendous potential of helicopters in naval warfare. But, how could they convey this knowledge and this vision to a skeptical and even inimical Navy hierarchy? They agreed that their annual reunions needed to be elevated to full-fledged professional conventions, not just occasions to socialize and have fun. Professionalism would be the core of their conventions. They would be “Symposiums” where industry and professional organizations would have the opportunity to display exhibits and present professional papers on their products and advances in technology. An effort would be made to gain the attention of the Navy’s power structure and attract the participation of its members. Additionally, the involvement of wives and other female members would be solicited and encouraged, and events promoted for their participation. They decided to establish a set of awards to provide recognition for the professional accomplishments and superior performance of the officers and enlisted of the naval helicopter forces. They decided to schedule the 25th reunion, which would be the First NHA Annual Symposium, for the week

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of 11 March 1972. Each of the twelve founders contributed twenty-five dollars to establish the initial working capital for the Association. They established a committee to plan, organize, and manage the Symposium. CDR Don Hayes was named Committee Chairman. Don and his committee immediately started the Symposium planning. They mailed out 200 survey questionnaires to members of the helo community to solicit their ideas and subjections. They also sent a call for professional papers in trade journals and in company newspapers. The response from the aerospace industry was overwhelming. Although the Symposium was held at the Town and Country Hotel Convention Hall, Don Hayes ran out of wall space to accommodate the panoply of industry exhibits to be displayed. Frank Piasecki, founder of the Piasecki Aircraft Corporation, and one of the great pioneers in the design and development of helicopters, was the principal guest speaker. Two other great helicopter design pioneers, Charles Kaman, and Sergei Sikorsky, the son of the legendary Igor Sikorsky, also attended the Symposium. All the helicopter squadrons in the area held a general stand down to allow their personnel to attend the Safety Symposium. About 500 people attended the event. VADM Paul H. Ramsey USN (Ret.) presented the first NHA Lifetime Service Award to CAPT Frank Erickson, USCG (Ret.) before a capacity crowd. NHA was on its way! CAPT Mark Starr succeeded CAPT Alfred Monahan as National President in 1973. Don Hayes assembled a staff of volunteers. They helped him and his committee to organize and run the Symposium in 1973 and in following years. With each passing year, the Symposiums became bigger and better. The exhibits were moved to a huge room for which the contractors paid enough to offset some of the overall cost of the Symposium. The rest is history. NHA was incorporated as a nonprofit professional organization in California in 1978. Its activities grew and multiplied. Its prestige continuously increased. Congressman Bob Wilson, the powerful Chairman of the House Armed Forces Committee, a most important man in the affairs of the Department of Defense, was the guest speaker at the 1978 Symposium. His appearance captured the attention of the Navy hierarchy. NHA was realizing the dream Continued to page 13

The first NHA Membership Card 12

Focus: The Genesis Of The Naval Helicopter Association Continued to page 12

of its founders. Their message was being heard. The Marine Corps and Coast Guard rotary wing communities were included under the NHA umbrella from its beginning. Changing the Association’s name from “Navy Helicopter” to “Naval Helicopter” in 1987 formally recognized this fact. Many of the founders continued to serve the Association and the helicopter community in various capacities. Don Hayes chaired the Symposiums in 1977 and 1978. After incorporation, he was elected to the Board of Directors. In 1980 he was elected Chairman of the Board. He is a recipient of the NHA Distinguished Service Award. He is a member of the Board of Directors and the Treasurer of the Naval Helicopter Historical Society (NHHS). Al Monahan received the NHA Lifetime Service Award in 1973. Mark Starr took command of FASOTRAGRUPAC in June 1974. He retired from active duty in 1976 after 34 years of service. After his retirement he served in the Board of Directors of the San Diego Aerospace Museum. In 1977 he became President of the Museum. When the Museum was destroyed by fire in 1978, Mark Starr provided the leadership needed to rebuild a bigger and better Museum. He continued to serve in the Museum Board until 1985. Chuck Smiley’s last active duty assignment was as Chief of Staff, COMASWWINGPAC. He was the NHA National President in 1975. He received the NHA Lifetime Service Award in 2003. He was the Founding President of NHHS. He is also a Member of the Founders Circle and Board of Directors of the San Diego Aircraft Carrier Museum (USS Midway). Joe Purtell, after tours with USS New Orleans (LPH-11) and COMFAIRSD, went to NAVAIRSYSCOM as head of the Rotary Wing Design Branch. There he played a vital role in the design of the CH-53E, H-46 fiberglass rotor blades, SH-3H weight reduction program, AH-1T and Hellfire missile integration, and perhaps the most portentous helicopter program of our era, the LAMPS MK-III weapons system. After a tour as CO of NAS Jacksonville, CAPT Purtell returned to NAVAIR as LAMPS MK-III Program Manager. He retired from the Navy the same day the entire LAMPS MK-III system was declared operational, 30 June 1984. Hugh McLinden served in the Board of Trustees of NHA and was Vice President of its Scholarship Fund. He also served as Director and Historian of NHHS. Harry Nachlin remained in his job as Sikorsky Aircraft Western Area Supervisor until his retirement in June 1977. He served in the Board of Trustees of NHA. He also served as a member of the Board of Directors of NHHS. Phil Nicholas served as NHA Secretary and Treasurer until he left San Diego temporarily in 1973. Where have these remarkable men gone? Eight of the twelve are still with us. Of those eight, Joe Purtell retired in Jacksonville, Florida. The other seven are retired in the San

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Diego metropolitan area. Four have passed away. Mark Starr died on 01 January 1995. He and his wife Pat, who from the beginning was an ardent supporter of NHA, are buried at Fort Rosecrans National Cemetery, Point Loma, San Diego, CA. To honor the memory of this legendary leader in the naval helicopter community, NHHS created the ‘Mark Starr Pioneer Award,’ which is presented annually to the individual, organization, or group that makes a major contribution to naval helicopter history. Walter “Smoky” Staight died on 28 June 1998. He and Anna Mary, his wife of more than fifty years, are also buried at Fort Rosecrans National Cemetery. Al Emig died on 28 September 2001. He is buried in the Mifflin Township Cemetery, Franklin County, Ohio. Hugh McLinden died on 30 August 2002. He is buried at Fort Rosecrans National Cemetery. The naval helicopter community has come a long way since its humble beginnings. Modern helicopters are formidable fighting machines that play vital offensive and defensive roles in war at sea and on land. Today, helicopter pilots command aircraft carriers and naval task forces. The ranks of helicopter pilots who achieve flag rank continue to swell. We may not have achieved parity with the “Go Fast” community yet, but we are heading in the right direction. NHA has played, and will continue to play an important role promoting these advances. The present generation of naval aviators walks on the shoulders of the generations that preceded it, first and foremost the early pioneers. The NHA founders, the twelve visionaries who endeavored to create a better future for our community shall always occupy a niche of honor in the rolls of those pioneers. (The photo above) CDR McLinden ﬂying the Hiller

Flying Platform on April 6, 1955 during one of its operational tests. 13

Focus

MEDEVAC’d In My Own Helo Article and Photo by CAPT. D. A. Yesensky, USN( Ret)

hen a sea story is retold by those who was having a field day with the Nixon’s failures. American troop were not the primary participants the reductions had been on going and South Vietnam’s army had story often takes on mythical proportions. taken a greater responsibility for their security, albeit, not a Through the 1970’s and early ‘80’s I heard my story told by reliableone. With North Vietnam embolden, the Peoples Army others at NHA, Fly Navy West conventions and even in the of Vietnam invaded the South. This invasion was the biggest “I” Bar. I thought it had finally died from its, from my view, invasion since the Chinese crossed the Yalu into Korea. The un-inspirational events. Just a few months ago I overheard an North would push this invasion south through October 1972. advisor for Rotor Review, re-tell the story and before thinking This full-scale invasion was a radical departure from previous I blurted out that was me. Maybe there is a story, so I will tell North Vietnamese offensives. The North upped the ante and our story and mine. President Nixon was forced to raise the bid. Our story started in the early 1960’s in South Vietnam President Nixon’s administration realized that with sending U.S. Army advisors to train the South Vietnam’s the South was in serious trouble, and we were at risk of Army. 1968 was a losing the war and our tumultuous year with troops in the South. the assassination of He and Kissinger had Dr. Martin Luther to force the North back King, the perceived to the peace table in U. S. failure during Paris. The National North Vietnam’s Command Authority Te t O f f e n s i v e , and DoD realized the Robert Kennedy’s center of gravity was assassination, U.S. truly North Vietnam and worldwide and an aerial bombing boisterous public campaign of the North opinion against the began in earnest war, the on again off reaching a high point again Paris Peace with the Christmas Talks and I got my bombings (Operation Army draft notice. Linebacker II). We on LTJG Yesensky and his Sea King aboard the USS Kitty Hawk. President Johnson’s station realized that failures regarding the finally the “junk yard war and the riotous anti-war demonstrations during the Chicago dogs were being turned lose.” The Navy responded by sending Democratic Convention caused Johnson to withdraw from the more carriers and the Air Force increased their numbers in Democratic ticket. Richard Nixon became president based on Thailand and Guam. During the summer of 1972 I remember promises of withdrawing from Vietnam and changing the draft five CVA’s on Yankee station (Tonkin Gulf Yacht Club): USS from one of deferments to a lottery system. Kitty Hawk, Constellation, America, Midway and Oriskany. Air In May of 1969 President Nixon and South Vietnam’s strikes in North Vietnam were ratcheted up to an unprecedented President Nguyen Van Thieu met on Midway Island and agreed level. to U.S. troop removals and the South becoming responsible This is where my part of the story starts. I was a LTJG, for their security. President Nixon established the lottery draft embarked in USS Kitty Hawk with HC-1 DET-1. We were a system in December 1969. Now, by merely going to college four SH-3G Sea King detachment supporting the “Hawk” with you, were no longer granted a deferment from the draft. Lower PG, PMC, utility missions and all Navy helos were tasked numbered lottery draws were being drafted. The President with over water SAR. Each of the CVA’s had HC-1 or HC-2 appointed National Security Advisor Henry Kissinger to head detachments on them, the support ships had CH-46’s and the our Paris Peace Talk delegation. U.S. troop withdrawals began newly established HSL community had SH-2’s on some of the and the U. S. air war campaign focused primarily on South destroyers. HC-7, the “Big Mothers” flying HH-3’s, tasked Vietnam and supply routes into the South. with North SAR along the near shore and overland. The “Big In March 1972 the peace talks were stuck and at a Mother’s” were embarked on whatever ships they fit on that standoff. Both nations were brokering for a better deal. With were north of the DMZ. young draftable men chanting “Hell no I won’t go,” and U.S. Continued on page 15 and worldwide public opinion demanding, “Get out,” the media

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Focus: MEDEVAC’d In My Own Helo Continued from page 14

On a fall day in October my aircraft commander, LT. Norm Lang, and I were on a log run from Yankee Station to provide parts, mail and cargo to some of the surface combatants on PIRAZ (Positive Identification Radar Advisory) station. This was usually a flight greater then 100 nm as Yankee Station was established to keep the CVA’s well south of the North’s airfields. Our briefing highlighted that there would be a lot of BLUE air activity bombing the North. Strikes coming from the carriers could exceed over 100 strike aircraft at any one time. The PIRAZ ships would be busy. Our first stop was USS Long Beach (CGN-9), call sign “Red Crown,” as they were the PIRAZ ship established about 25 nm from the mouth of the Red River. PIRAZ ships were responsible for a whole plethora of missions: communications control platform, air intercept of enemy aircraft, SAM warnings, ingress and egress of strike aircraft, SAR over water/over land, border warnings, tanking and the list goes on. Norm and I listened to the war on many different nets as we flew north. The HC-7 “Big Mother’s” had taken several stations just off the North Vietnamese coast and the strike birds were going in heavy and coming out “Winchester”. The rest of naval rotary wing assets were covering SAR in the remainder of the Tonkin Gulf. It was very good day for Naval Aviation. About 60 miles north of Yankee Station we had just over flown either Chinese or Vietnamese fishing junks when I was suddenly shocked with an intensive pain in my lower back. At first I thought one of the boats had taken a pot shot and gotten lucky. But there was no evidence of that happening. The pain increased to the level of intolerable. I was doubled over and incapacitated. Norm declared an emergency and Red Crown gave us a steer to Long Beach 40 miles away. We were flying into a very busy and intensive area with a casualty--me; but, it was too far back to the carriers. By the time we got to Long Beach I was in and out of it. I do not remember the landing. I was curled into a fetal ball and it took several deck hands to remove me from the cockpit and work me down the ladder to medical. In medical the doc started the morphine, the Vietnam cure all. At first it did nothing and I accused him of hitting me with a placebo. Then the morphine magic hit…wow. While my care was going on, Norm was turning alone and fouling the one available landing spot off the coast. The nearby “Big Mother’s” were needing fuel, another helo was inbound and the scramble was on. Sending the “Big Mother’s” to other surface ships for fuel would take them too far from station and draw our SAR forces away from where they were needed, not an acceptable plan. The good day for Naval Aviation was slipping. I could hear my helo turning on deck. Knowing that it was fouling the deck I told the Doc he was magic and I was better and ready to go fly. The Doc kept getting phone calls and I knew that they were pressing him to do something. Red Crown wanted our helo off Long Beach’s deck. I tried to convince the Doc that we were slowing the war effort and endangering lives… “Let me go fly Doc.” Finally someone convinced Doc

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the helo had to get off the deck. They had found a non-current SH-2 helo pilot on the staff and were dressing him out in my gear. I was loaded into a stokes litter, with attached IV’s and tossed into the back of my Sea King like so much baggage. A corpsman joined us. Once airborne and during the flight back the air war settled down, I am told, and we got back to punishing the North. During the flight back the pain started its intensive attack on me again. The corpsman told me sorry I was at the max dose for morphine. After a few days recovering in Kitty Hawk’s sickbay my condition had significantly improved. I was back flying again in a week. For one small moment in time the war slowed for a MEDEVAC patient. Many professionals turned up that extra effort to ensure the care of one of our own. Mine was not a combat wound, nothing glorious here. A mere kidney stone felled this warrior. I have had to hear this story told by others and suffer in silence. That “Hooky Took” pilot enabled us to get out of Dodge and open the deck. As Paul Harvey would say, “and that is the rest of the story.” The greatness of this nation, Navy and helo community was truly demonstrated to me that day. Since then every MEDEVAC has gotten my full attention. A side note, in 1969 when I told my father, a Navy fighter pilot, that I had selected helos he said, “What? That is not a career path, they have few captains, you might as well go back to Idaho and raise potatoes!” Our NHA Founders had a simple vision to further the naval rotary wing community from the backwater to the crest of a formitable wave. During my 36 years as an NHA member and Trustee I have watched us successfully work to that goal. We helicopter pilots and NHA, on the anniversary of our one-hundredth copy or Rotor Review, has achieved that vision. I am told that over 40% of 1310’s are helo pilots. One of today’s active duty JO’s will be writing in the two hundredth issue of even great accomplishments for our community. Congratulations to each of us, NHA and Rotor Review.. CAPT. D. A. Yesensky, USN (Ret) was an instructor at the Naval War College and is currently a simulator and tactics instructor for the SH-60F/H and MH-60S with HS-10 and HSC-3.

Focus

A Rescue At Sea Circa 1950 Article By CAPT Vincent C. Secades, USN (Ret.)

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

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water and assist the distressed survivor, in which case Al would have to operate the hoist from his cyclic switch while trying to maintain a steady hover over the survivor. More importantly, only one man could be hoisted back up. Therefore, Al’s crewman would have to stay in the water until he himself was rescued, and the Corsair pilot would have to hang in the sling on the left side of the helo during the ride back to the carrier. Al knew what he had to do. He had to take every action within his power to try to save the life of the man in the water. Al Monahan maneuvered his helo to a low hover and Airman Cherry jumped in the water. He assisted the Corsair pilot to get in the sling correctly. Al hoisted the pilot up to the side of the helo and pushed out a one-man raft before he broke hover. In the interim, the carrier had continued steaming into the wind launching aircraft. By then, she was more than a mile ahead of Al’s position. While en route to the carrier Al observed that the Corsair pilot was badly shaken and wasn’t thinking clearly. Instead of keeping his arms down, he was reaching up, trying to grasp the upper part of the horse collar. This was the worst thing he could do. He could slide off the sling and fall back in the water. Again, Al faced a serious predicament. If he flew faster to expedite reaching the safety of the carrier, and the survivor fell back unto the sea at high speed, he might not survive the water impact. If Al flew slower, the survivor might not hold on to the sling long enough to make it to the ship. Furthermore, the realization that, if the Corsair pilot would fall back in the water, there was very little that Al could do to save his life, heightened the level of anxiety of the anguishing situation. Al continued inbound at about forty knots. Time seemed to slow down to a crawl. Al was getting closer to the ship’s fantail, but he could see the survivor sliding, barely able to hang on to the sling. As the helo crossed the ramp, the Corsair pilot finally lost his grip on the sling and dropped to the flight deck, very close Continued on page 17

HO3S Dragonﬂy evacuting the wounded from the front off the coast of Korea to USS Consolation (AH 15) January 1952. 16

Focus: A Rescue At Sea Circa 1950 Continued from page 16

to the edge. Medical personnel immediately rushed in, put the injured pilot in a stretcher and carried him away. When Al landed, the detachment Chief Petty Officer was waiting to climb aboard. They were immediately cleared to take off again and go back to recover Airman Cherry from the angry sea. Al had figured that the planeguard destroyer would have put the whaleboat in the water and sent it to assist Airman Cherry. But that didn’t happen. The destroyer had continued keeping station behind the carrier as if nothing had happened. The carrier and her escorts were now more than two miles from where young Daniel waited to be rescued from the clutches of a hostile and unforgiving sea. Al flew back to the area as fast as the old Dragonﬂy could safely go. He expected to be able to spot his crewman easily, floating in the one-man raft. But, when he arrived in the area, he couldn’t see Daniel or the raft. Unknown to Al, when Airman Cherry had pulled the lanyard, the raft had failed to inflate and had soon been swept away. Not only that, but his life vest had also partly failed. Only one side of it had partially inflated. Al and his Chief frantically scanned the area, but could only see a forlorn vastness of whitecaps in the immense expanse of forbidding water. A horrible apprehension began to grip Al’s gut. The sea was cold, and hypothermia would soon set in. The image of his young crewman, lost at sea, cold, lonely, and afraid began to carve a pernicious nest in his brain. Airman Cherry had vanished. A dreadful thought kept invading Al’s mind. Had he sent this young man to a slow, agonizing death in this watery grave? He kept crisscrossing the area, frantically searching for his crewman. And then he saw a head, just inches above the turbulent surface of the procellous sea. Oh…what a relief! What followed was anticlimactic. Al and his Chief were able to pluck Airman Cherry off the water without undue difficulties. The Chief pulled the dripping wet, shivering cold, and exhausted, but unharmed air crewman into the cabin, and Al returned safely to the carrier. He learned that the Corsair pilot, Ensign Edward J. Tuma, had suffered a severe head injury. He later had to be evacuated to Japan, where he underwent surgery to insert a metal plate in his forehead. Al was shaken by this close call and wanted to do something to lessen the danger posed by such a scenario. He was talking to his roommate about the need to be able to keep the rescue air crewman attached to the hoist cable while assisting a survivor in the water. To leave the crewman behind, especially if long distances were involved, was unacceptable. His roommate, who had served with the mine forces before becoming an aviator, told him that he could use a come-along. What is a come-along? Asked Al. They went to the Boatswain locker and found a small come-along that could grip the hoist cable and provide another point of Continued on page 18

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Focus Continued from page 17

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

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

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

his being the 100th edition of Rotor Review, and being 101 years since Paul Cornu flew his helicopter in France, later perfected by Piasecki, Sikorsky or Bell depending on your personal taste, provides an excellent opportunity to look at another historical artifact that is deeply involved with the history of Naval Aviation. Aviation Working Greens were arguably the first “Flight Suit” that were originally an adaptation of Choker Whites back in the early days when aviation training was at Annapolis. Many of the early Aviators wore civilian clothing similar to what was worn by civilian pilots at the time. The Commandant of the Naval Academy, who’s command they fell under at the time, required all officers to wear the uniform of the day, regardless of what they were doing. The early airplanes slung grease, oil, and dirt all over the place, including on their pilots and aircrew. This sounds an awful lot like many modern helicopters to me. As the uniform of the day was nominally Dress White, you can see how this would destroy uniforms in short order. The early aviators had chokers cut from green cloth, in an attempt to hide the stains for grease and oil, while still providing a sharp appearance to keep the Commandant happy. The exact date that Aviation Greens were first worn has been hard to pin down, but they were in widespread use, and officially adopted by September 1917, and were worn by the crew of the NC-4 on its historical Atlantic crossing. As uniform styles changed in the post WWI era, the Aviation Working Greens lost their choker style collar in 1922, in favor of being worn with an open collar, like the Dress Blue that had been changed to a double breasted design in 1919. At this time rank was shifted from being on shoulder boards to being black sleeve stripes with a black star or applicable staff device. They were also tailored looser than the Blue and White uniforms of the era, allowing greater mobility in the cockpit. This is essentially how Aviation Working Greens have remained to this day. Beginning in 1941, Chief Petty

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Officers were authorized to wear the uniform, but with a rating badge vice stripes on the left sleeve. From searching historical archives, it can be seen that many aviators were winged in their AWGs, and they were worn as often as, if not more than, khakis which actually came into widespread use later than the AWG uniform. Some of you may be asking, “If this is such a historical uniform, that is essentially Aviation-only, why have I never seen them?” It is really a combination of many factors that had led to the greens being a rarely seen item, even though they still are a legal uniform. The primary reason is that since the 1970s, they have been an optional uniform. Much like LT and below not having to own Mess-Dress, nobody has to buy them. Another factor is that with the relaxing of uniform standards to allow flight suits to be worn for more than just flying duties, the common use for AWGs went away. Some squadrons have made it more of a tradition than others, but many Aviators and Aircrew have never seen the uniform outside of a museum. The first time I saw the uniform in person was when the Naval Aviation Schools Command CO wore them when I was at OCS. After that, I never saw anyone else wear them until I was almost done at HT-8 and somebody’s father, a retired Commander, wore them to his son’s winging. I found out then that they were still a legal uniform, just uncommon. Being that the NEX no longer stocks AWG specific uniform items on the shelf, and they have been special order at least 10 years, many do not realize you can still get them. They can be special ordered from the NEX and Abbott’s but there is a wait, normally 2-5 months, as they make them in batches. What the future holds for Aviation Working Green is unclear. They are currently slated to be phased out when the Naval Working Uniform is finished being introduced, but there have been a couple requests made to keep the Aviation Working Green around, perhaps as a service uniform.

Focus

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

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

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

from Naples, Italy and on board USS LaSalle until being replaced by the Chargers of HSC-28 in November of 2005. The Fleet Angels acquired their current role of being a Fleet Replacement Squadron in October of 1996. This dual functioning role of operational squadron and fleet replacement squadron was an exceptional occurrence in Naval Aviation. 2005 saw HC-2 transition from the venerable SH-3 Sea King to the technologically advanced MH-60S Knight Hawk. While the ruggedness and versatility of the Sea King has been difficult to live without, the increased mission capabilities of the MH60S cannot be denied. On January 1, 2006, the squadron took its current name, Helicopter Sea Combat Squadron TWO (HSC-2), becoming the Atlantic Fleet’s largest MH60S squadron consisting of 475 active duty personnel supporting 11 total aircraft. A merging of talents from Continued on page 20

Focus: A Squadron Looks At 60

Aircrewmen earn their wings at HSC-2 conducting SAR jumps in Willoughby Bay. Photo courtesy of HSC-2

HC-2 transits the Suez Canal aboard USS Little Rock. Photo courtesy of HSC-2 Public Affairs.

Public Affairs.

Continued from page 19

the HS, HM and HC communities, HSC-2 plays a key role in delivering both current and future warfare capabilities to the fleet. In addition to maintaining critical mission skill sets such as Vertical Replenishment (VERTREP), beginning this year, Fleet Angels will be utilized to transition Organic Airborne Mine Countermeasure (OAMCM) mission systems from test stages to being a fleet wide operational capability. As a result, Mine Countermeasures will soon be available to the battle group in a matter of hours where they once were forced to wait days. Along with being pioneers of MH-60S OAMCM, HSC-2 is also preparing to deliver Armed Helicopter (AH) training to the Atlantic Fleet, bringing yet another tactical dimension to the HSC community.

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The squadron’s role has changed many times over, but HSC-2’s high level of importance to the fleet has remained steadfast. Being able to operate safely in an ever changing environment is the earned pride of every Fleet Angel for the last sixty years. Built on a longstanding reputation of safety and professionalism, the Fleet Angels earned the CNO’s Aviation Safety Award for calendar years 2006, 1991, 1990, 1969, 1968 and 1961. This fundamental insistence on safety and pursuit of excellence is what will enable the squadron to succeed for another sixty years of superior naval service.

Focus:

End of the Stingray Era Article By LTJG Todd Vorenkamp, USCG

Two HITRON's, the Coast Guard's latest drug enforcement weapon, are out on patrol aiding in port security over St. John's river. USCG photo by PA3 Dana Warr

he United States Coast Guard’s return of their MH-68A Stingray helicopters to Agusta Aerospace Corporation mark the end of an era for the USCG’s Jacksonville, FL based Helicopter Interdiction Squadron (HITRON). The last USCG MH-68A flew to Wilmington, DE on 27 January 2008. The Coast Guard leased eight Agusta 109E Power helicopters from the company to spearhead the airborne use of force (AUF) mission. The Agustas were leased after a proof-of-concept period in which the Coast Guard operated the MH-90, a version of the MD Helicopter’s 900 Explorer. Navy test pilots established shipboard landing limitations for the new aircraft and the Navy’s Surface Warfare Center certified the machine gun weapons system and sniper rifle for airborne use. The Coast Guard’s HITRON is the country’s only law enforcement unit trained and authorized to use AUF. HITRON’s two primary missions are interception and interdiction of high-speed waterborne vessels suspected of carrying illegal contraband and narcotics as well as ports, waterways, and coastal security (PWCS). To accomplish these missions, the leased Stingray’s mission equipment included a rescue hoist, emergency floats, .50-caliber sniper rifle, M240 machine gun, night vision goggles, FLIR, Light Eye, and NightSun searchlight, a fully integrated avionics suite, HUD, and GPS moving map. The aircraft were powered by two FADEC-equipped Pratt & Whitney Canada turboshaft engines. AUF missions had the Stingray crews intercepting the “go-fast” boats and using the machine gun to place

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warning shots across the bow of the vessel. If the vessel does not stop after the warning shots have been fired, the Coast Guard crew can use the sniper rifle to disable the vessel by sending .50 caliber rounds into its engine compartment. Once the vessel is stopped, the aircraft will remain on-scene until a Coast Guard boarding team arrives and detains the suspects and their cargo. The helicopter’s tour of duty with the Coast Guard has been a resounding success. In slightly more than six years, the MH-68A has completed 125 deployments resulting in the seizure of 126 “go-fast” boats. Coast Guard crews logged over 19,000 hours of flight time in the Stingray. These intercepts have netted 314,500 pounds of illegal narcotics bound for the United States and led to the apprehension of 465 smugglers. The street value of the seizures is nearly $8,700,000,000. That is Billion…with a “B.” Domestically, the MH-68A was used to conduct armed patrols over political conventions, the G8 Summit, and oil terminals in Valdez, Alaska among other operations. HITRON is now operating the MH-65C Dolphin helicopter in the AUF and PWCS missions.

Thanks to LTJG Mark Haines, USCG and LTJG Chad Eckhardt, USCG for compiling the information for this report.

Focus

LONG LIVE THE Sea KING

Article by LTJG Todd Vorenkamp, USCG

t is said that the Bell UH-1 Huey is the iconic symbol of the Vietnam War. People envision a parade of dark green UH-1 Huey helicopters assaulting a landing zone as they “whop-whop” into view from the top of a lush green forested ridgeline in the distance. The iconic image of the “naval helicopter” is, in my opinion, undisputed. Only one image comes to mind; that of a boat-hulled, sponsor wielding, super-sized, twin-turbined helicopter called the Sea King. The Sikorsky H-3 Sea King is the quintessential naval helicopter. I am not a Sea King expert. In fact, the development and history of the Sea King is so diverse that it poses a challenge to any aviation historian who dares to study it. From its early days in the service of the United States Navy, to its worldrecord breaking performances, to its presence as a fixture on the White House lawn, to license built versions by Westland and Agusta and Mitsubishi, to heroic missions as a “Jolly Green Giant” in the jungles of Southeast Asia, to North Sea oil rig flights, to daring SAR missions on the coasts of many

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nations, to the Falkland Islands, to the Desert Ducks, to service in the militaries and coast guards of Argentina, Australia, Belgium, Brazil, Canada, Denmark, Egypt, Germany, India, Indonesia, Iran, Iraq, Ireland, Israel, Italy, Japan, Malaysia, Norway, Pakistan, Peru, Qatar, Saudi Arabia, Spain, Thailand, Venezuela, and the United Kingdom, to intrepid sorties in a version called the “Pelican,” to distinguished service in almost every global conflict since the Korean War, to stealing the screen in numerous Hollywood movies, the Sea King continues to live a full life excelling in every mission it has been tasked to perform. Very few people describe the Sea King as “beautiful” or “sexy.” Such accolades are rarely given to helicopters. Praise is usually reserved for flying machines such as the Concorde and the Lockheed Constellation and other craft that have universal aesthetic appeal. I proclaim that the Sea King is sexy and beautiful. Sexy and beautiful because it is purpose built with few compromises. With its boat hull, Continued on page 23

SH-3G on a wet ramp ready to go. Photo taken by LTJG Todd Vorenkamp, USCG

Focus: LONG LIVE THE Sea KING

Continued from page 22

tall cabin, stabilizing sponsons, retractable landing gear, greenhouse-like cockpit, impressive stance, and an intangible, yet unmistakable, powerful presence the Sea King looks damn good to me. Flying the Sea King was pure pleasure. Unmatched visibility, respectable power, comfortable speed, light and precise control feel, spacious cockpit, and comfortable seats made stepping up the air stairs for a flight a great experience. There was something about arriving at an air show or at a school playground landing zone in this behemoth that you cannot accurately explain. The H-3 had presence! You could see the effects of this in the faces of the crowds surrounding the helicopter wherever it went. A few years ago there was a flood of “last H-3 flight” press releases from HC-2, VC-8, HC-85, Whidbey SAR,

and others proclaiming the end of the Sea King’s service. I forwarded one to a friend who flew the King at HC-2. His emailed reply, “Don’t bother me until they retire Marine One.” So, as Rotor Review remembers the United States Navy service of the Sea King we should realize that there are many Sikorsky S-61s still flying all over the world, doing the tough missions, transporting the President of the United States, flying troops into combat, searching for submarines, fighting fires, landing on oil rigs, providing airborne early-warning services, landing on ships, saving lives, and doing everything one can ask of a helicopter that has been performing brilliantly since its first flight on March 11, 1959. There is only one King. Long live the Sea King!

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

here it is again, the president stepping off of Marine One onto the White House lawn. My beloved first fleet aircraft, the venerable Sikorsky H-3 Sea King, delivering yet another president safely home. How many was that now? Kennedy to Bush-two, 9 presidents over a period of almost 50 years! I’m impressed by the Sea King’s legacy, but there’s more, much more. Before we can get into the rest of it, you need to know some background about the genius behind it all. “To invent a flying machine is little; to make it fly is everything.”, so it was said to Igor Ivanovich Sikorsky (1889-1972) by aviation pioneers while he was visiting Paris in 1909 to watch them demonstrate their machines in his youth.

Sea Kings on the ramp at Imperial Beach, CA Photo courtesy of NHA Archives

Igor Sikorsky and his H-2 in Russia in 1910. Photo courtesy of the Sikorsky Family Archives.

It was this philosophy coupled with a dream of flight that he had had since he was a young boy that prompted him to build his first flying machine. He returned to his native Russia with a 25 hp Anzani motorcycle engine that he had bought during that trip. Those pioneers also told young Igor not to waste his time on trying to build a helicopter, that the fixed wing airplane was the way to go. Undeterred, Igor returned to his home in Kiev, Russia to build his dream machine (see “He Had A Dream” RR number 87 fall ‘04). A vertical flight vehicle was what he was determined to build; something that would land and takeoff straight up, hover and dart about in any direction, this was the machine for him and he would not be put off. In the summer of 1909, he had completed his helicopter which he designated Continued on page 24

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Focus: Sea King Legacy Continued from page 23

the H-1. It was a coaxial machine which he cranked to life. Russian Naval Aviator Lt. Victor Utgoff, Igor founded Sikorsky The motor sputtered and smoked and the blades turned but Aero Engineering Corporation on a chicken farm in Roosevelt, unfortunately the little Anazani was just not powerful enough New York. to get his 450 lb H-1 into the air. Igor Sikorsky, it turned out, was an innovator and Disappointed, but not deterred, Igor went back to his motivator of burning genius and not in the least dissuaded by shop and in the spring of 1910 rolled out his H-2. Lighter and adverse situations or less than ideal conditions. With just $800 with improved blade technology but with the same Anazani in capital and a crew of émigré talent from the old country engine, the H-2 actually managed to inch its way into the air, they went to work. Literally scavenging local junk yards and but not with a pilot sitting in it. The extra weight of a pilot dumps and working outside in the elements, they built his first was a whole new proposition and beyond the technology of the aircraft in America. Just four years after arriving in a new time. His vertical flight dream machine would have to wait. land, he rolled his S-29A over to nearby Roosevelt field; S for So it was to the fixed-wing airplane that he went, Sikorsky, 29 for his 29th fixed-wing design and A for America. and with gusto. He designed a series of technology pushing This first Sikorsky aircraft in America was not just some little machines by the time he was 28 years old and single engine pleasure craft, it was a twin before getting pushed out of his homeland engine 14 passenger airliner. by contrary political forces. Airplanes that The S-29 was a success earning him included the world’s first multi-engine and the necessary funds and investor attention the first four-engined aircraft and a series of to continue. Following relocation to single engine to multi-engine fighters and Stratford, Connecticut, Sikorsky Aviation bombers that saw Russia through WWI. became a subsidiary of the United Aircraft In less than nine years he had produced 29 and Transport Corporation along with aircraft models from his H-1 and H-2 through Boeing Aircraft, Northrop, Stearman, 27 fixed-wing models S-1 to S-27. All of Chance Vought, Pratt & Whitney and the Sikorsky 1929 patent which he could fly, having taught himself Igor Hamilton Standard Propeller Company. to do so. That would be quite a feat for a application for a boat-hulled autogyro Diagram courtesy of In such company, Igor Sikorsky’s aviation major aircraft company let alone one young business and genius flourished. Specializing Sikorsky Family Archives man who’s education consisted of spending in amphibious seaplanes, he designed the three years at, but not graduating from, the Imperial Russian twin engine S-30 seaplane light bomber through production of Naval Academy in general studies, studying engineering for a the giant 4-engine S-42 boat-hulled airliner and larger still S year in Paris and spending two years at the Kiev Polytechnic and VS-44 boat-hulled airliner and long range patrol bomber. Institute to specialize in electrical engineering. His mechanical He built his aircraft for the military, the airmail and transport and aeronautical knowledge was largely self-taught. Quite an service and was instrumental in the overseas and transoceanic accomplishment indeed; and yes, that’s right, Igor Sikorsky operations of Pan American Airways. Sikorsky flying boats went to the Naval Academy. were literally all over the world. In 1918, 28 year old Igor Sikorsky took his aviation The end of the 1930’s saw war spreading across the expertise and his dream to a new country to escape persecution globe and the end of the flying boat era. Now a subsidiary and certain death. He arrived one year later in New York City of United Aircraft Corporation, it was 1938 and corporation with little more than a suit of clothes, $600, no friends or management was about to shut down Sikorsky Aviation. With business connections and virtually no ability in English. His amazing foresight, the genius of Igor Sikorsky shined through to dream, however, was still intact and burning. A rough four overcome adversity yet again. Following the progress of rotary years later, following stints as an engineer for the Army Air wing technological advances in Europe, Igor convinced UAC Service and as a math teacher in NYC, he sank his aviation management that the era of the helicopter was fast approaching roots into American soil. With the encouragement of fellow and he and his design team were ready. If fact, he further stated immigrants and especially the encouragement and help of Continued on page 25

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Focus: Sea King Legacy

Igor Sikorsky holding an early helicoper model. Photo courtesy of Sikorsky Family Archives.

Continued from page 24

that he and his team could build a prototype for about $30,000; the profits from potential military contracts and opening a new civil market would be enormous. Management liked the sounds of that and so retained Sikorsky Aviation, funding Igor Sikorsky’s dream of vertical flight. With this approval and funding, Igor felt like a new man. At age 49 he was literally starting over again, going into a project that in his own words was, “to design a new type of flying machine without knowing how to design it, then build it without really knowing how to build it and then … test fly it without ever having flown a helicopter before.” By the spring of 1939, he had finalized his initial design for the VS-300; VS for Vought-Sikorsky. His crew, already busy collecting the necessary materials and tooling, was ready to go to work. By the end of the summer the VS-300 was assembled. On September 14, 1939 it took to the air with 50 year old Igor Sikorsky at the controls. Over the next year and a half he and his team perfected the design, control system and flight techniques to the point where he was demonstrating it to both the public and the military. The VS-300 was perfected, but not yet finalized, to the point where Igor felt confident enough to teach others to fly it, including Charles Lindbergh, two Army Air Corps pilots and his own company test pilot. It was perfected to the point where in the summer of 1941 the company received its first government contract for the XR-4 which would be the Sikorsky S-48.

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So it went, through WWII and Korea, the helicopter concept was proven and improved. From Sikorsky models S-48/R-4/HNS in 1943 to the S-55/HO4S/H-19 in 1951, the helicopter continued to improve. In less than10 years it had grown from a 200 hp, 2500 lb fabric covered machine barely able to carry 2 people or 200 lb of cargo at 70 kt to a relative behemoth 600 hp, 7200 lb all metal machine able to carry 12 people or 2000 lb of cargo at 90 kt. This growth would accommodate new helicopter uses that were on the horizon and fast approaching. Following Korea, a new major threat arose with the Cold War; the submarine. Submarines had become faster and harder to find. The need arose to detect this increasingly lethal weapons system before it could get within effective striking distance. Ships didn’t have the maneuverability or speed and while fixed-wing aircraft could strike at a great distance, they lacked the loiter and detection ability afforded by a SONAR device. The helicopter seemed perfect for this warfare niche. The S-55 had the cargo capacity to hold a dipping SONAR but lacked the power and stabilization equipment necessary for the mission. Sikorsky Aircraft, however, already had the answer on the drawing board; its model S-58. A Navy contract was let in 1952, the result of which was the HSS-1. With a fleet introduction in 1954, the HSS-1/H-34 was a 1500 hp, 14,000 lb machine able to carry 18 people or 3000 lb of cargo at 108 kt. Although twice the horse power of the HO4S, it was also twice the weight and thus still power limited. The big plus of the new airframe was increased cabin space for the dipping SONAR, winch equipment, avionics and operators, as well as fuselage hard points for torpedoes and better stabilization equipment. However, still being power limited, it could only do one aspect of the new ASW mission at a time; either detection or attack but not both together. During the mid-1950’s light weight, reliable gas turbine engines became available offering the same power output at a third of the weight of a comparable piston engine. Coupling the helicopter with this new engine technology was a natural progression. The new gas turbine engines greatly excited Igor Sikorsky, still at the helm of Sikorsky Aviation. He had his design staff couple the new engines together with state of the art materials, aerodynamics and avionics and, I’m sure to his great joy, his previous expertise in aircraft boathull design. This new design would more than meet the Navy Continued on page 26

Focus: Sea King Legacy Continued from page 25

specifications for an ASW helicopter to replace the HSS-1: a long range, high endurance gas turbine powered detect and destroy vehicle with coupled approach and hover capability. Additionally the helicopter had to have automatic blade fold. As to whether the Navy requirement was for the helicopter to be water landing, taxi and takeoff capable, I don’t know for sure but I’m sure that Igor felt that ability would be a definite plus for the mission. There is evidence of his desire to do this from a patent that he applied for in 1929 coupling a rotary wing system to one of his flying boat designs. A Navy contract was let in 1957, with Sikorsky model S-61 being rolled out to the test line for its first flight in May of 1958. The S-61 was the world’s first amphibious boat-hulled helicopter, recalling the era of the great flying boats. The Navy accepted it as the HSS-2 (changing to H-3 in 1962) in March of 1959, with fleet introduction in June of 1961. The HSS-2/H-3 Sea King represented a new generation of rotary-wing vehicle. With two jet engine inlets ominously perched atop the cockpit and its high gloss sleek and futuristic looking all metal semimonocoque boat-hulled fuselage and sponsons with retractable main mounts, it was indeed a beautiful machine. This beautiful machine, however, meant business and was truly able to carry out its ASW mission. The Sea King’s two General Electric T-58’s, nominally rated at 1250 hp each, gave it 2500 hp, representing about a 22% increase in power to weight ratio over the H-34. Additionally, its two engines gave it the increased reliability benefit of being able to return to the ship following an engine failure. Its increased power and cabin capacity gave it the ability to carry 22 people or 6000 lb of cargo at speeds up to 140 kt. This allowed for a single H-3 to more than meet its service requirement of both detection and destruction of enemy submarines; and with up to 5 hours worth of fuel, the necessary range and/or endurance to complete the mission. An additional benefit was that in a stripped out version it was a superb SAR and logistics aircraft, being able to conduct night or instrument over water hoists or carry up to18 passengers or literally tons of mail and cargo internally. In addition to ASW, SAR and logistics, the H-3 was used for many other jobs. In 1962 an RH variant was configured for Aerial minesweeping, carrying out this mission until replaced by the H-53. H-3s took part in astronaut recoveries for Mercury, Gemini, Apollo and Skylab missions. CH variants were equipped with rear cargo ramps for logistic support and

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also performed in-flight drone recoveries. HH variants were armed and armored and equipped with aerial refueling probes and rear cargo ramps for combat SAR. In all of its missions, the H-3 was combat tested and proven in conflicts world wide including Vietnam, Granada, Falklands, Afghanistan, Iran and Iraq. The Navy was understandably proud of its new Sea King and wasted no time in demonstrating it to the world and any potential adversaries. In the 1960’s it broke all of the helicopter world speed records from 192.9 mph in 1961 to 210.6 mph in 1962, being the first helicopter to exceed 200 mph. It also established several time and distance records from crossing the U. S. in 17 hours flight time in 1961 to 15 hours 51 minutes in 1964 to flying nonstop and unrefueled from San Diego to Jacksonville, a distance of 2105 miles in 1965. These record breaking events culminated in 1967 when two HH-3s flew nonstop from New York City to Paris, a distance of 4271 miles in 31 hours with four aerial refuelings from KC-130s. Other branches of the U. S. Military, foreign armed forces and commercial civil helicopter operators world wide took notice and were impressed. Sikorsky Aircraft was quick to take advantage and fill the bill for all customers foreign Continued on page 27

Sea King personnel hoist to the bow of a smallboy. Photo courtesy of NHA Archives.

Focus: Sea King Legacy

Continued from page 26

and domestic. They insured that the S-61 was FAA civil commercial certified in 1960 and instrument certified in 1964. They produced S-61 variants to satisfy everyone’s needs both civil and military. S-61 models ranged from the CH and HH series for the Air Force and Coast Guard to the UH, SH, RH and VH series for the USN and USMC to the L and N series for the civil market. Military users across the world included Argentina, Australia, Brazil, Canada, Denmark, England, Germany, India, Iran, Italy, Japan, Malaysia, Norway, Spain, and Venezuela. Civil helicopter airline and transport services were established in Chicago, Los Angeles, New York and San Francisco in the United States as well as Australia, England, Greenland, Italy and Pakistan overseas. S-61s were also built under license by Augusta in Italy, Mitsubishi in Japan and Westland in England. All together more than 1430 S-61 airframes were made and used by more than 30 countries world wide, many hundreds of which are still flying today, more than 50 years after the initial design came off of the drafting table. It was also used as a research platform to investigate high speed helicopter flight. As the S-61F, it was equipped with two 2750 pound thrust Pratt & Whitney turbojets on stub wings in place of the sponsons. In 1965 it reached a speed of 242 mph. For all of you trivia buffs out there, variants of the S-61 performed in more than 16 films such as Top Gun, Apollo 13 and Titanic. Additionally it has been in numerous television series, most recently The Unit and every episode of The West Wing from 1999 to 2006. Lessons learned from the S-61 programs were instrumental in development of the contemporary S-65/H-53 Sea Stallion and later the S-70/H-60 Black/Sea/Jay/Pave and Knighthawks as well as the R&D aircraft the S-67 Blackhawk gunship and the S-69/XH-59 coaxial ABC (Advancing Blade Concept) and into the future for the X-2 coaxial technology demonstrator. In every sense, our beloved Sea King represents at the very least a significant stepping stone in a distinguished lineage for the 21st century. One can only imagine what the next 50 years will bring in terms of helicopter development, but one can know that its roots were in the Sea King. There’s one last thing to mention. Although the S-61

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An H-3 ﬂying over the Golden Gate Bridge in San Francisco. Photo courtesy of NHA Archives. was initially built to meet military specifications, which is not what Igor Sikorsky had envisioned for the helicopter, he would be pleased to know that it has been used to rescue and MEDEVAC many tens and perhaps even hundreds of thousands of people over its life span. That is what he envisioned and every aviator and aircrew who ever strapped on a Sea King is part of that vision and that legacy.

Research Material: The Sikorsky Legacy by Sergei Sikorsky Whirlybirds by Jay Spenser United States Naval Aviation 1910-1995 by Roy Grossnick The Illustrated Encyclopedia of Helicopters by Giorgio Apostolo The Aviation Fact File, Helicopters by Robert Jackson www.sikorskyarchives.com, website of Sikorsky Aircraft Corporation www.fi.edu, website of The Franklin Institute www.saratogamuseum.org, website of The USS Saratoga Museum Foundation www.aviastar.org, website of All The World’s Rotorcraft by Maksim www.uswarplanes.net, website of U. S. Warplanes by Simon Beck

The feature articles will continue on page 30 27

“There I Was...”

Presidential Airlift In Afghanistan Article by LT Matt Vernon, USN Edited by LTJG Ryan M. Gero, USN

The message below was sent by HSC-3 Instructor Pilot LT Matt Vernon to fellow squadron mate and Instructor Pilot LT Nicolas Leclerc: Nick,

hat’s going on? Things here are very busy right now. I have two more flights with the MOI Dyncorp contractors to finish my local area familiarization flights and then next Monday or Tuesday I am going to go through the Afghan Rotary Squadron’s training syllabus as a student so I can evaluate their current system. After that, I will have the required hours in model to be designated an MI-17 Instructor Pilot. At that point I will be putting them [the Afghan pilots] through my syllabus that looks remarkably like the HSC-3 training syllabus. It is a daunting task to teach guys with 6000 hours how to change their practices to have standards, CRM and ORM. The goal is to reestablish the derailed Presidential Airlift Squadron. So, in addition to all the flying I also spend many hours in meetings with the President’s personal protective service guys. It is exciting. I have learned to fly an aircraft with almost no instruments lower to the ground than I would have thought I’d be comfortable doing. No more glass cockpit and ILS for me. I’ve gotten to shoot 7 NDBs in the Ukraine with the last three no kidding breaking out of the goo lower than I would feel safe doing back in the states. Let me know what else you need. Oh yeah the Navy team of 14 maintainers have made an awesome reputation for themselves as the guys that get things done quickly. Thanks, Matt

Industry and Technology

US Army/Navy Signs Five-Year Production Contract For UH-60 Helicopter, Potentially Worth $11.5 Billion

Press released by www.rotorhub.com

he U.S. Government and Sikorsky Aircraft Corp., on December 12, 2007, signed a five-year, multi-service contract for 537 H-60 HAWK ™ helicopters to be delivered to the U.S. Army and U.S. Navy. Sikorsky is a United Technologies Corp. company. The “Multi-Year VII” contract is a multi-service, multi-year contract with the U.S. Army and U.S. Navy for UH-60M Black Hawk, HH-60M MEDVAC, MH-60S Knighthawk and MH-60R Seahawk aircraft. It is the seventh contract for Sikorsky and the U.S. Government. The contract value for expected deliveries is approximately $7.4 billion

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and includes options for an additional 263 aircraft, spares, and kits, with the total contract value potentially reaching $11.6 billion. Actual production quantities will be determined yearby-year over the life of the program based on funding allocations set by Congress and Pentagon acquisition priorities. “The UH-60M and HH-60M helicopters will give the U.S. Army survivable, supportable Black Hawk helicopters with the latest rotor, propulsion, and cockpit technologies to enhance performance. Our MH-60S Knighthawk and MH-60R Seahawk helicopters give the U.S. Navy available, supportable Continued on page 29

Industry and Technology

Continued from page 28

platforms that are ready for new mission systems,” said Sikorsky President Jeffrey Pino. “ This combination of proven, battle-worthy helicopters will provide our military with safe, rugged aircraft.” Under the terms of the contract, Sikorsky will provide technical guidance and on-site training to Army and Navy maintenance personnel. With a new airframe, avionics and propulsion system, the UH-60M is the latest and most modern in a series of Black Hawk variants. The UH-60M provides additional payload and range, advance digital avionics, better handling qualities and situational awareness, active vibration control, improved survivability, and improved producibility. The MH-60R was designed to support the U.S. Navy’s helicopter master plan and meet mission requirements for maritime dominance. The MH-60S compliments the mission

capabilities of the MH-60R by performing troop transport, airborne mine countermeasures, armed helicopter and naval special warfare support missions. The MH-60R and MH-60S helicopters share the common multi-function digital glass cockpit. The airframe and cockpit commonality between the two aircraft provide exceptional flexibility of support, maintenance and training, yielding significant savings. Sikorsky Aircraft Corp., based in Stratford, CT., USA, is a world leader in helicopter design, manufacturing, and service. The company’s mission statement reflects its long commitment to safety and innovation: “We pioneer flight solutions that bring people home everywhere…every time ™.” United Technologies Corp., based in Hartford, CT, USA, provides a broad range of high technology products and support services to the aerospace and building systems industries.

CH-53K Initial Engine Parts Machined Press Released by NAVAIR Press released by NAVAIR

irst chips from newly machined parts of the Marine Corps’ new CH-53K heavy lift helicopter engine, the GE38-1B, were recently showcased at an informal ceremony here. “First chips collected from the initial machining operations to manufacture a GE38-1B power turbine disk for our first CH-53K development test engine represent a tremendous achievement,” said Capt. Rick Muldoon, H-53 Heavy Lift Helicopters program manager. “Seeing actual metal from machined engine parts for the CH-53K is very exciting.” In December 2006, Sikorsky Aircraft Corporation selected General Electric Aviation to provide the GE38-1B engine for the CH-53K. Since contract award, the GE38 Engine Team, including members from GE, Sikorsky and Naval Air Systems Command have been designing parts and preparing to manufacture five ground test engines and 20 flight test engines. With 60 percent fewer parts than the T64 engine, which is currently being used on legacy H-53 helicopters, the GE38-1B will provide the CH-53K with increased fuel efficiency. The GE38-1B engine architecture, while similar to the T700 engine, is based on the GE27 technology demonstrator engine, the CFE738 commercial turbofan engine, and the T407

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CH-53K doing heavy lift operation with MH60S Photo courtesy of NAVAIR turboprop engine. The GE38-1B has a five-stage axial compressor coupled with a single-stage centrifugal compressor, annular combustor, two-stage gas generator turbine, and three-stage power turbine with dual-channel full authority digital electronic control system with advanced health monitoring functions. Approximately 6,000 hours of engine ground testing will begin in 2009 on the CH-53K’s GE38 engine. Engine ground testing is a critical element in the process to obtain flight clearance and approval for production The CH-53K is in Systems Development and Demonstration with a program of record calling for 156 aircraft.

Features Whidbey SAR Crew Trains In Mountains Article by Marta Murvosh and Photos by Scott Terrell Skagit Valley Herald

kiers and mountaineers would rise before dawn to enjoy this kind of view. On a snowy mountaintop in the North Cascades foothills, white-frocked evergreens ascended rugged slopes. Drifting clouds obscured a gray-blue sky. The terrain was etched in dark and light forms. The men in the Navy MH-60S Knighthawk helicopter that settled on the mountain weren’t there for the scenery. For Whidbey Island Naval Air Station’s Search and Rescue unit, the backcountry landing was all business. The trip into the mountains Wednesday was to help the sailors sharpen the skills needed to pluck injured hikers off mountaintops and to land in tight spots. “You go places no one’s ever touched,” said Petty Officer 1st Class Lance Tanner, crew chief for the training. “You get out there on top of a mountain where no one’s ever been.” The main job of Whidbey’s Search and Rescue unit, called SAR, is to stand ready when the air station’s EA-6B Prowlers are flying. The unit’s two helicopters and its 22 crew members — including pilots, rescue swimmers and medical technicians — also have other duties. They rescue injured people in the backcountry, help out during natural disasters or fill in for civilian air ambulances that are grounded by bad weather. The crews in the Navy SAR unit train about three times a week. On Wednesday, a crew of six trained for several possible rescue scenarios. First, they flew a few miles east of Clear Lake to the area of Cultus and Haystack mountains, which are about 4,000 feet in elevation, and then back to Whidbey Island to continue refining their skills.

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Hospital Corpsman Petty Officer 1st Class Seth Von Borstel prepares to rappel to the ground from the belly of a Knighthawk helicopter January 16, 2008 during a training exercise over south Whidbey Island.

Near Lake Hancock, a large tidal lagoon on south Whidbey Island, Navy pilot Lt. James Udall used his radio to tell other crew members about two bald eagles perched in a tree and an otter swimming in the water. To the right of Udall in the cockpit, Lt. James Thompson, the commander for Wednesday’s training mission, joshed: “Yeah, this is a tough job, but someone’s got to do it.” Mountain landings On the mountaintop, the air was sharp and crisp with the cold. By comparison, the 35-degree cabin temperature seemed, as Udall quipped, “balmy.” The crew wore heavyduty fleece, face masks and gloves, and seemed accustomed to working in the cold and a windchill driven by helicopter rotors. While a Knighthawk helicopter seems as nimble as a cat compared to the Navy’s larger aircraft, it takes skill and teamwork to land a 10-ton aircraft on a ship’s deck or in a treelined canyon. “During a rescue landing, it’s the crew chief who calls the shots,” Thompson said. On Wednesday, crew chief Tanner kept an eye on the right side of the helicopter, looking for obstacles behind and under the aircraft. Petty Officer 2nd Class Nicholas Tookenay, a rescue swimmer, and Petty Officer 1st Class Seth Von Borstel, a medical technician, took turns checking the left side. Speaking through his helmet’s radio microphone, Tanner directed the pilot, telling him to fly forward, descend or hold position above their landing site, or above the sailor who was to be “rescued.” When a crew member rappelled, Tanner Continued on page 31

Features: Whidbey SAR Crew Trains In Mountains Whibey SAR aircrewman rappelling with litter. Continued on page 32

relayed to the pilot the sailor’s position on the rope, when the man was down, and his condition, “rappeller is OK.” Those measured directions and observations prevent accidents, sailors say. Snow offers another landing challenge. Spindrift flies away in the rotordriven wind, sometimes obscuring the view. The snowpack can hide stumps and rocks that could smash into the helicopter’s belly. As the Knighthawk landed, Tanner and Von Borstel leaned out its open side doors to keep an eye on the compressing snow. Over their radios, the men described what they saw for the pilot. The aircraft settled a few inches, then another inch and another, before it finally dropped about half a foot. “That’s a good one,” said one sailor over the radio.

Skagit deputies call in the Navy between eight and 10 times each year. Neither of the sheriff’s offices could duplicate the service the Navy offers without costing taxpayers a great deal of money, officials in each county said. “They can respond literally within minutes, and they can have their helicopter in the air and heading our way,” said Skagit sheriff’s Chief Criminal Deputy Will Reichardt. “They can pick people off a mountain without actually having to land.” The Coast Guard asked the Navy SAR team for help this winter when flooding in southwestern Washington stranded people on their roofs. When the call came, one of the air station’s two Knighthawks was undergoing routine maintenance. One aircraft was sent south, while the maintenance crew reassembled the other helicopter’s parts in 25 minutes, Thompson said with obvious pride in the unit’s quick response. “Really, it is a partnership that we have with the Navy,” said Kaetzel, who also is a retired Coast Guard helicopter pilot. “We’re working pretty cooperatively with them to see who is best suited to take these SAR cases.” Improving skills On Wednesday, Von Borstel rappelled from the helicopter into “the crack,” a rugged rock formation in the Cascade foothills. Von Borstel, the senior of the two medical technicians on board, then hunkered in the snow to play “patient” and give Petty Officer 3rd Class Richmond Roy, the second medical technician, experience rescuing injured people. The Navy’s medical technicians can administer the same drugs and perform the same procedures as civilian paramedics. Generally, a Navy SAR crew consists of two pilots, a crew chief, a rescue swimmer and a medical technician. On Wednesday, two medical technicians undertook the training mission to give Roy, who joined the SAR unit in May, an opportunity to develop his skills. Continued on page 32

Fast response The Navy’s SAR unit at Whidbey and the U.S. Coast Guard’s helicopters at Port Angeles are the only helicopter SearchAnd-Rescue units in Western Washington. Generally, the Coast Guard responds to rescues at sea and the Navy to calls on land, such as at Mount Baker, said Ed Kaetzel, a Coast Guard spokesman. The Navy’s 64-foot-long Knighthawk, with a 53-foot rotor diameter, was derived from the Navy’s Seahawk and U.S. Army’s Black Hawk. Like the Seahawk, the Knighthawk was designed to land in smaller areas, such as on ships and in rugged terrain, making it well-suited for search-and-rescue operations. The Navy also uses its helicopters fleetwide for anti-submarine and anti-ship warfare, drug interdiction, and lifting cargo. Whidbey is one of the few Navy bases that flies the modified Knighthawks. The Whidbey air station helps with searches or rescues several times annually in Island and Skagit counties. The Island County Sheriff’s Office usually calls between one and five times a year, typically to find missing or endangered persons, Undersheriff Kelly Mauck said. In Skagit, where the terrain is more mountainous,

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A Whidbey Knighthawk cabin loaded for SAR.

Features; Whidbey SAR Crew Trains In The Mountains

Whidbey Knighthawk up to its belly in snow pack. Continued from page 31

In the helicopter above the crack, Tanner used a cable attached to a cargo lift to lower the younger petty officer, along with a streamlined stretcher, to Von Borstel’s position in the slot between the large rocks. Roy then loaded his taller and heavier “patient” onto the litter constructed of orange red nylon stretched on a lightweight metal frame. As he prepared to lift the “patient” and himself into the helicopter, Roy rigged the litter, clipped himself to the cable and crouched over Von Borstel. From this seemingly precarious position, Roy could monitor his patient and signal to Tanner. After the men were hauled back inside the Knighthawk, Von Borstel briefly discussed what went right and where Roy can improve.

“He’s got to give better signals,” Von Borstel said. “He said 20 feet when it was 50 feet. I’ve got to get it through his head that it’s not yards. Feet are the only thing we use.” Back on the ground at the air station in Oak Harbor, Tanner said he found the Navy SAR program through Hollywood. Like many sailors of his generation, the 1986 film “Top Gun” inspired the now-35-year-old man. But Tanner’s attention was captured by the SearchAnd-Rescue scene after one of the jets crashed, rather than the fighter pilots’ aerial antics. He joined the Navy after spending a year in college not being able to focus. He said he wanted the discipline and benefits of being in the military. “I didn’t want to shoot and kill somebody,” Tanner said. “The other side of that is SAR.”

Ukrainian Visit

Article By LTJG Justin Letwinsky, USN “Officers are responsible for the big picture and enlisted are responsible for the details… NCOs are responsible for it all.” -Sgt. William S. Frisbee Jr., USMC

he successful integration of the United States’ non-commissioned officer (NCO) program is largely due to the fact that the U.S. military recognizes the leadership qualities, distinct roles, and relationship needed between both officer cadre and NCOs to make up the crucial formula for the team’s success. NCOs have always served as essential training and administrative personnel, with the indispensable position as advisors to the officer corps. They are sometimes referred to as the very “backbone” of the U.S. military, as they serve as the primary link between officer and enlisted. Many other countries have already incorporated a successful NCO program within their military, while others still consider doing so. The Ukrainian Navy paid a visit to the HSL-43 Battlecats, NAS North Island in San Diego, California from 15-16 January 2008 to become more familiar with the program. With sponsor CDR Paul J. Menner, USN, from “Commander, Naval Forces Europe – Commander Sixth Fleet, Maritime

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Partnership Program Detachment 0513” (CNE-C6F MPP Det 0513), and CS2 Dmitry Dran, on loan from COMTHIRDFLEET as acting interpreter, this bilateral event was facilitated with great success. The Ukrainian Navy had the opportunity to take part in the seventh event, in a series of eight, for the 2008 “International Security Operations, Foreign Military Financing/ Foreign Military Sales” (ISO FMF/FMS) case UP-B-OAE non-commissioned officer development and assistance in the interoperability between the U.S. and Ukrainian Navies. Specifically in this week long event, the Ukrainian Navy spent a few days with the HSL-43 Battlecats where Commanding Officer, CDR Matthew F. Coughlin, and Command Master Chief, CMDCM (AW/SW) Samuel T. Riebel III, shared with them the roles and responsibilities of western style Navy NCOs, while also instilling some enthusiastic “Battlecat Pride.” Currently the Ukrainian Navy does not have the position of Command Master Chief within their rank structure, but hopes to integrate this role into their Navy. In supporting Ukrainian efforts to transform and restructure the Ukrainian military into a modern, joint, and professional force, the HSL-43 Battlecats served to aid in familiarizing the Ukrainian Navy staff, their Sergeant’s School curriculum developers, and new Ukrainian NCOs with U.S. military programs. The Continued on page 33

Features; Ukrainian Visit Continued on page 32

United States has consistently shown initiatives in supporting the Ukraine in building its national military by engaging it in peacetime military-to-military contacts. Using these opportunities to improve their defense and international prestige, the Ukraine aims to share the honor of being a strong, constant, and independent partner in Eastern Europe, as they prepare for entrance into the NATO Membership Action Plan. Participating in this specific occasion, from the Ukrainian Navy were, the Commanding Officer of the Ukrainian Navy Corvette Ternopil, LCDR Roman L. Piaytninskiy, and Petty Officer Petro N. Zaharko. The Ternopil recently returned to Sevastopol after deploying in support of Operation Active Endeavour, an ongoing NATO GWOT operation in the Mediterranean. Joining them were the Commanding Officer of the Krivak III Class frigate Sahaidachny, LCDR Anton N. Gelunov, and Chief Petty Officer Serhii A. Lysenko. The Sahaidachny will be deploying in May of 2008 to the Mediterranean in support of Operation Active Endeavour. The main focus of discussion was the professional and unique relationship that exists between US Naval Officers and NCOs. The Ukrainian naval personnel were shown the command structure environment, the hands-on interaction between officers and NCOs, and the roles and responsibilities that the U.S. Navy entrusts to its Chief Petty Officers and Leading Petty Officers. Thorough discussions were also held on the professional development process for NCOs, an overview of their duty positions, and how to utilize them for successful mission accomplishment. Also CDR Coughlin shared with them the mission of the SH-60 helicopter community in global humanitarian efforts (such as the Tsunami of 2004), drug operations in the South Pacific, and involvement in the ongoing Global War on Terror. The information of exchanged knowledge and experience also promoted modernized tactics, techniques, and procedures for training, development, and instruction methods within contracted units. After motivational videos were shared by both

Ukrainian and U.S. military members, the HSL-43 Battlecats also took home some new traditions that have been held by the Ukrainian Navy for years. When Ukrainian naval personnel embark on their career-first deployment out to sea, they must drink a large cup of sea water. This signified the beginning of their naval career, and “becoming one with the sea.” Conversely, for those about to retire, on their last deployment out at sea, they traditionally throw a lock into the ocean to signify locking up the memories and closing this chapter of their life. Overall the visit served as a memorable one for both the Ukrainian and United States military. They had the opportunity to explore the nightlife of San Diego, including the World Famous I Bar, Old Town, the town of Coronado, the Gas Lamp district, and shopping at the Navy Exchange and the local malls. CS2 Dran translated, “Our favorite part of the visit was the professionalism and hospitality of everyone we met… and learning to bowl!” which was a first for the majority of the guests. It was an honor for the HSL-43 Battlecats to host the Ukrainian Navy, and share with them the details of our valuable NCO program. We hope they take away helpful information that will aid in advancing the Ukraine military into a foundation of regional stability, and as a colleague in the community nations. The United States takes pride in these bilateral military-to-military contract programs, and aims to assist in helping the Ukraine build a stable, prosperous democracy that can become a viable economic and secure partner to the West. By the end of the visit, it was evident that U.S. military and the Ukrainian military are not far off from each other. The Ukrainian naval personnel commented, “the most surprising thing we found during this visit is the amount of similarities we have.” The one big difference between countries is the one they claimed they’ll miss the most. CS2 translated, “We will miss the temperature here the most… it was -5 degrees Celsius when we left Ukraine!”

MH-60S First Fleet Hellﬁre Shots Article and Photo by LT Will Kirby, USN

HSC-3’s fully loaded MH-60S Armed Helicopter. Photo courtesy of HSC-3 Public Affairs. Rotor Review # 100 Winter ‘08

significant milestone has been reached by the Merlins of HSC-3. No, it is not the 1,000,000th lap in the IB 500, nor is it another successful mishap-free benchmark in the Merlin’s storied history. Instead it is a “first.” The first MH-60S Hellfire shot in the Fleet. Recently, a small detachment of Merlin instructors and maintainers spent five days in Fallon, NV, and successfully executed the first MH-60S Hellfire shot in the Fleet. The detachment worked closely with HSL-37, HS-3, and a myriad of NSAWC instructors to successfully execute multiple Close Air Support (CAS) and Special Operation Continued on page 34

Feature: MH-60S First Fleet Hellfire Shots Continued from page 33

Forces (SOF) call for fire missions under Joint Tactical Air Controller (JTAC) control. The week started off with a full day of classes covering everything from local course rules to detailed call for fire missions. Over the next two days all four crews flew multiple Captive Air Training Missile (CATM) flights to rehearse JTAC coordination procedures, practice target recognition, and to perfect the timing needed for a successful Hellfire shot. The long days of training paid great dividends, resulting in the successful launch of ten AGM-114B Hellfire missiles, boasting a flawless success rate. As is the case in all aviation “firsts,” it could not have been done without the dedication and tireless work of steadfast maintenance and ordnance crews. The maintainers kept the aircraft flying in a challenging environment and the ordnance crews received invaluable hands-on training that will build the foundation for the Fleet squadrons.

This milestone is only the first of many for the MH60S Block III Armed Helo as its mission set, capability, and visibility in the battle group becomes more fully realized and utilized. HSC-3 is also adapting its training requirements to meet the new Armed Helo mission. The curriculum for Fleet Replacement Pilots (FRPs) has been completely rewritten to include an Armed Helo syllabus. In addition to practice autorotations, VERTREP, and SAR scenarios, FRPs will also be exposed to CATM flights, low-level navigation, and TERF landings. Due to the outstanding efforts of many in the helicopter community, the Merlins of HSC-3 are poised to lead the HSC community into the future of Armed Helo training.

HS-7 Dusty Dogs Rescue Shipmates Article and Photo by HS-7 Public Affairs Office

ircrew from the NAS Jacksonville-based HS-7 “Dusty Dogs” safely rescued three downed F-18 Hornet crewmembers after two aircraft, an F/A-18E and an F/A-18F from Carrier Air Wing Three, crashed during operations in the Persian Gulf while conducting flight operations off USS Harry S. Truman 7 January. The rescue began as Dusty 615, crewed by LT Patrick Morley, LTJG Collin Fox, Aviation Warfare Systems Operator Second Class (AW2) Sean Attwill and Aviation Warfare Systems Operator Third Class (AW3) Johnny Garcia, was flying plane guard around the carrier. A “Mayday” call was suddenly heard over the radio at approximately 7:30 p.m. after the F-18 crews collided in mid-air and ejected. HS-7 was immediately tasked with the search and rescue (SAR) mission as Dusty 615 headed toward the estimated position of the downed aircraft, about 25 nautical miles from the carrier. Several minutes later, Dusty 614 was called to launch to assist in the search. The crew, consisting of LT Brent Peterson, LTJG Jonathan Dorsey, AW1 Logan Robertson and AW2 Brenton Graham dressed out and headed to the helicopter. The honed skills of the crew and flight deck personnel enabled Dusty 614 to get off the flight deck quickly. The pilots expeditiously flew towards the survivor’s position to assist in the recovery of the three-downed aircrew. The Dusty Dogs assembled a third crew, LCDR Brian Bartlett, LT Bruce Lindsay, AW2 David Harvey and AW3 Timothy Blevins, to fly plane guard for the rest of the returning aircraft and assist in the rescue as needed. The crew launched about 10 minutes later in Dusty 617.

Dusty standing by for breaking down and launch.

Continued on page 41

Rotor Review # 100 Winter ‘08

HM-15 Honors Fallen Blackhawks Article By LTJG Blaine Cardinale, USN

anuary 16th, 2008 was a dark day for Helicopter Mine Countermeasures Squadron Fifteen. A MH-53E Sea Dragon, “Hurricane 01,” went down in a field south of Corpus Christi, Texas at approximately 2000 hours, taking with it the lives of two promising young sailors, a talented pilot and seriously injuring another. The three fallen were Lieutenant Joshua Gross, Aviation Warfare Systems Operator Second Class David Davison and Aviation Warfare Systems Operator Second Class Alexander Lemarr. The injured Blackhawk’s name is LCDR Bart Fabacher, who is recovering and is in good condition. LT Joshua Gross hailed from Johnson City, New York. He graduated from Amherst College in Amherst, Massachusetts with a Bachelor of Science Degree in Economics in 1998. He spent a number of years as a ski instructor before reporting to Officer Candidate School in 2003 and was commissioned in October of that year. LT Gross then went to Aviation Preflight Indoctrination, VT-28 and finally was designated a Naval Aviator on December 16th, 2005 from HT-8 at NAS Whiting Field, Florida. Upon completion of flight school Josh reported to Airborne Mine Countermeasures Weapon System Training School (AWSTS) in Norfolk, VA as a Fleet Replacement Pilot (FRP) where he distinguished himself as the Assistant Natops Officer and Senior FRP. Finally in December of 2007 he reported to HM-15, fulfilling his dreams of becoming a fleet Naval Aviator. In his short time at HM-15 he served as Public Affairs, 1st LT Division, Personnel Division, and Wardroom Officer. AW2(AW) David Davison, a native of Guthrie, Oklahoma, enlisted in 2002. After completion of Recruit Training at Naval Station Great Lakes, Illinois in October 2003 he reported to Naval Aircrew Candidate School in Pensacola, Florida. Upon completion of Aircrew School he reported to Aviation Machinist Mate (AD) “A” School. In 2004 he transferred to Helicopter Combat Support Squadron Four (HC-4) in Sigonella, Sicily. While aboard he deployed throughout the SECOND, FIFTH and SIXTH Fleet Areas of Responsibility in support of OPERATION IRAQI FREEDOM. AW2(AW) Davison’s performance at HC-4 earned him two Air Medals (Flight/Strike), a Navy and Marine Corps Achievement Medal, and two Letters of Commendation from Flag Officers. He was qualified as a Plane Captain, Utility Aircrewman, Functional Check Flight Crewman and Vertical Onboard Delivery Crew Chief. In September 2007, upon the decommissioning of HC-4, David reported to HM-15 where he enthusiastically went to work learning Airborne Mine Countermeasures operations. AW2 Alexander Lemarr came to the Navy from Parker, Colorado and finished Recruit Training at Naval Station Great Lakes, Illinois in August 2003. He then reported to Naval Aircrew Candidate School, followed by Aviation Structural Mechanic (AM) “A” School, which he completed in March 2005. He then reported to AWSTS for MH-53E Aircrewman training.

Rotor Review # 100 Winter ‘08

AW2 Lemarr reported to his first fleet squadron, HM-15, in February 2005. One of the highlights of his young career was receiving the Humanitarian Service Medal for his service to our nation during Hurricane Katrina Humanitarian Assistance/Disaster Relief operations. He later deployed to HM-15 Detachment Two, Manama, Bahrain from November 2006 to May 2007 where he was instrumental in operations supporting FIFTH Fleet. He was recently frocked as a Petty Officer Second Class on November 21st, 2007. At a memorial service for the three held on January 25th, 2008, Commander Frank J. Dowd, Commanding Officer of HM-15, offered these words: “As members of the Sea Services and Aviators we are a brother and sisterhood bound by the mutual understanding that while the sea is unforgiving, the air is even less so. Together, we must face the difficult loss of our Shipmates… who in the course of their duties made the supreme sacrifice. We Blackhawks engage life mindful of the inherent danger associated with our craft because for us that is what true living is. And that is what our Shipmates did – living life to its fullest, engaged in their chosen profession, a life dedicated to the service of our great Nation, to protect and defend the Constitution and to serve with honor alongside their Shipmates.” The memorial was attended by family, friends and Shipmates who gathered to pay their respects to the Sailors. It was an emotional event for those gathered who came to celebrate the lives of the three and mourn their passing. The Memorial served to reinforce the motto of HM-15, “Once a Blackhawk, Always a Blackhawk.” Joshua, David and Alex will be sorely missed, and truly never forgotten.

Remembering Frank Piasecki Article by LCDR Chip Lancaster, USN (Ret)

f Igor Sikorsky was the godfather of rotary wing aviation development in the United States, Frank Piasecki was one of its brash young upstarts.

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

Rotor Review # 100 Winter ‘08

Feature: Remembering Piasecki Continued from page 36

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

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

Engineering and thus test pilot for the PV-2. Following a successful demonstration of the PV-2 to the military and the CAA (predecessor to

Continued on page 38

Rotor Review # 100 Winter ‘08

** The Fund is looking for retired 0-5 /0-6 volunteers in the San Diego, CA area to act as Vice President of Operations. Interested individuals use contact number above for more. For other scholarship information, please go to www.navalhelicopterassn.org and click under “Links.”

Continued from page 40 Company and focus on alternate methods of vertical takeoff and transport. Since its inception, Piasecki Aircraft Company (PiAC), has continued to develop new and innovative projects, pushing the boundaries of helicopter and vertical flight technology under the leadership of Frank Piasecki. Some of these projects which have lead to full scale aircraft have been the PA-4 SeaBat (1958) UAV, PA-59/VZ-8 Airgeep (1958) and Seageep (1961) flying platforms, 16H-1 Pathfinder (1962) ring-tail compound rotary/fixed-wing R&D aircraft, PA-97 Heli-Stat (1986) Heavy Vertical Airlifter helicopter/airship compound and X-49 Speedhawk (2007) VTDP (Vectored Thrust Ducted Propeller) compound R&D aircraft. In addition to the X-49, other current projects include the Air Scout flying platform and Air Guard gyrocopter UAVs. All of the designs and projects of PiAC reflect the innovation of its founder Frank Piasecki and his focus on advanced vertical lift aircraft technologies. His contributions to vertical flight have been recognized by his receiving the

Rotor Review # 100 Winter ‘08

National Medal of Technology in 1986, the nation’s highest award for technological achievement, induction into the National Aviation Hall of Fame in Dayton, Ohio in 2002 and being presented the Smithsonian National Air and Space Museum Lifetime Achievement award in 2005. The fruits of Frank Piasecki’s pioneering helicopter achievements can be seen every day and will be with us far into the future. The tandem rotor H-46 Sea Knight and H-47 Chinook are direct descendants of the Dogship that continue to be flown by our Armed Forces as well as countries around the globe. In fact, H-47s will continue to be built by Boeing until about 2030 and most recently won the competition for Air Force combat SAR vehicle. Even the V-22 Osprey can trace the roots of certain characteristics such as its cockpit, fuselage and sponson configurations back through the 46 and 47 to those early days of the Piasecki Helicopter Company. Know that whenever you see one of these aircraft, you are looking at the technological progeny of vertical flight pioneer and visionary Frank Piasecki.

Continued on page 39

Feature: Remembering Piasecki Continued from page 38 The aviation gene is firmly rooted in Frank Piasecki’s family and is being continued through his children. Sons, John and Fred are vice presidents at PiAC; Mike and Greg are involved in unmanned air vehicle technology development at their company, DPI; and daughter Nicole Piasecki is president of Boeing’s operations in Japan. Frank Piasecki is survived by his wife, Vivian, and their children Lynn, Nicole, Frederick, Frank, Michael, John and Gregory. If you want to learn more about Frank Piasecki’s colorful life and career and many achievements which I have not mentioned, you are encouraged to visit the PiAC website at Whirlybirds by Jay Spenser.

www.piasecki.com and read

In Memory Rear Admiral Joseph Scott Walker, USN (Ret) November 28, 1942 – December 18, 2007

RADM Joseph S. Walker

Rotor Review # 100 Winter ‘08

eal Admiral Walker passed away on December 18, 2007 with an eightyear battle with melanoma. During his naval career, RADM Walker first enlisted into the U.S. Navy as a Reserve Officer Candidate and was commissioned as an Ensign in the Navy Reserve in June 1965. His first duty station was Surface Warfare Officer onboard the USS Vancouver, and later he received the designation as a Navy Aviator. Further along his career, he managed to command various Helicopter AntiSubmarine Warfare Squadrons, NAS North Island, California and different Navy Regions. But his most precious command was that of being a wonderful son to Mr. and Mrs. Joseph Walker, being a loving husband to his wife Marnie and loving father to his son Joe and daughter Kelly. And he spent precious moments spoiling his grandchildren Morgan and Tanner. RADM Walker was laid to rest with full military honors in Middleburg, Florida.

Rotor Review # 100 Winter â&#x20AC;&#x2DC;08

Feature: HS-7 Dusty Dogs Rescue Shipmates Continued from page 34

As Dusty 615 headed to the survivors, the crew executed their SAR checklist and configured the cabin for rescue. Dusty 615 arrived on the scene within minutes and quickly executed their search. Guided by Deputy Air Wing Three Commander, CAPT Andrew Lewis flying overhead, they quickly found the first two aircrewmen from the F-18F who ejected together. “We got on scene and saw two strobe lights. At that point, I knew it was real. We went into a hover and the training took over from there,” noted Garcia. “Our training allowed my job in the cabin to be second nature,” added Attwill, who was the SAR crew chief. Attwill lowered Garcia down the rescue hoist into the water. The cold, dark night and four foot seas initially hindered the rescue attempt, but Garcia credited his crew chief for helping to keep him going. Dusty 614 arrived on scene a few minutes later and were quickly vectored onto the third pilot in the water from the other aircraft. At this time, Dusty 617 was also asked to render assistance. Dusty 617 headed towards the other two aircraft, now about 15 nautical miles away. By the time they arrived on scene, Garcia had already assisted the pilot of the F/A-18F into the cabin of Dusty 615 and had gone back in the water after the weapons system operator (WSO). A few miles away, Dusty 614 deployed their rescue swimmer, Graham, down the rescue hoist to execute the second recovery of the night. The third helicopter assisted the on scene commander as a communication relay for Dusty 614 and Dusty 615. After performing his disentanglement procedures and assessing the survivor’s physical condition, Graham signaled to his crew chief for pick up. The crew chief used verbal controls to get the pilots to position the helicopter over the rescue swimmer and survivor. Graham noted that, “the coolest part of it was being hoisted back up to the aircraft with the survivor, knowing that I just saved his life. He will make it home to see his wife and kids. I’ve never felt a better feeling.” With rescue swimmer and survivor on board, Dusty 614 departed their hover and turned back toward the carrier. As the pilots flew back, the crew assessed the survivors’ state. Meanwhile Garcia, cold and exhausted from fighting the seas to complete the rescue of the WSO, was pulled clear of the water by his hoist operator. After Dusty 615 departed their hover, Dusty 617 swooped in behind them to pick up the WSO, who had been in the water for over an hour. They quickly deployed their rescue swimmer, Blevins, and within minutes stationed themselves overtop for a pickup. Harvey reeled the two of them up and secured the rescue station so the helicopter could depart and fly back to the carrier. All three survivors had mild hypothermia but were otherwise in good condition. Graham noted afterwards not to “let the fact of where you are, what just happened or any other fear break your concentration from what needs to be done right

Rotor Review # 100 Winter ‘08

now - getting this guy out of the water safely.” Dusty 614 arrived back aboard the carrier first. The medical staff anxiously awaited their arrival and stood ready to aid the survivors. Dusty 615 and Dusty 617 arrived a few minutes later and quickly handed their survivors over to the medical staff. “I am eternally grateful for the efforts of not only the specific aircrew in the helicopter and the SAR swimmer, but the many individuals involved at all levels in my safe return aboard the ship,” said LCDR Krippendorf, pilot of the F/A-18F. “I would like to thank all the folks that work hard each day at HS-7 to make that capability seem like business as usual. It is not just the crew in the helicopter that made this rescue. The squadron’s ability to provide three helicopters in a very short time is a testament to the maintenance department and its cadre of highly skilled and focused professionals.” All the aircrews attribute their success in the air to their training. Robertson sums it up pretty well, “Ninety-eight percent of my job is training. The government pays me to train for jobs that hopefully we will never have do. However, if things go wrong then we are willing and able to complete a job that most people would not be able to perform. The night we were called, there was a lot of adrenalin flowing until we took off. Once airborne, the training kicked in and it was time to go to work. It was a very good feeling once we had our survivor onboard and knew he was out of harm’s way and that all our training had paid off.” Through good crew coordination, steadfast training, and solid NATOPS procedures these crews were able to perform three very challenging rescues. Peterson noted his confidence in all the pilots and aircrew in the squadron saying, “Anyone of the pilots or aircrewmen in HS-7 could have and would have performed the rescue just as successfully as we did. We were just the ones called upon to go out there and do the job that night.”

Features:

Towing In An MH-60S Article and Photos By LCDR Timothy Burke, USN

es, that’s right I said towing, and did not mistakenly identify the wrong aircraft. While the introduction of Fleet Organic Mine Counter Measure (OAMCM) capability loiters on an ephemeral horizon, a few pilots and aircrewmen have experienced towing in the MH-60S. A cadre of developmental Navy test pilots and operational testers exists who have first pilot time riding the OAMCM animal through a skidding, nose-low turn under high tension while exercising an exhaustive instrument scan. Now, I realize the focus of this 100th issue of Rotor Review is focused on a look at the past…the past likely being more than the last 3 years. However, given the acquisition timeline, the ground-laying experience of those aforementioned few dwells on the cusp of being an artifact. Being someone who spent two years in that timeline, this article is my gesture toward the history books. As a disclaimer, these are my personal opinions and reflections of my tour as a developmental test pilot; they are not intended to be a recant of a test report. Additionally, I apologize in advance for being unable to adequately waterdown the technical talk. Those who know me can vouch for this shortcoming. With a freshly-framed diploma from the United States Test Pilot School and 30 days leave worth of much-needed brain-inactivity behind me, I arrived bright-eyed at HX-21, the Navy’s only helicopter Developmental Test (DT) squadron. Located in rural Patuxent River, Maryland, HX-21 was currently ramping up for dedicated DT of Armed Helo and was also in the midst of augmenting OAMCM AN/AQS-20A Contractor Tests (CT). In a squadron portrayed well by the phrase “feast or famine,” I was lucky to be part of the main meal and participate in these two Acquisition Category IC programs. Fulfilling the copilot role alongside a Sikorsky test pilot during CT in Panama City, Florida, I got my first peek at an actual OAMCM-configured MH-60S. Besides the obvious shift in lateral C.G. and additional flat plate drag caused by the Carriage, Stream, Tow, and Recovery System (CSTRS), I was astounded by the disruption in the once sleek H-60 silhouette, now twisted by the various gear required to integrate current and future OAMCM mission systems. The cabin, which once resembled the short school bus to this legacy HC/transitioned HSC pilot, was stuffed with two aft-facing plush seats for the aircrewmen, now known as the Sensor Operator and Winch Operator. Further stuffing came in the form of the AN/ALQ-222 Common Console (CC) with associated Signal Data Converter and Power Distribution Unit, a Drum Assembly/Winch Gearbox with 830 ft of fiber-optic cable, a Winch Level-Wind Assembly, a Secondary Winch, the Winch Control Group Assembly, a hydraulic control manifold, etc. Excuse me for a moment while I turn to a fresh page in my nomenclature notebook. The forward-facing CC consisted of two Multi-Function Displays, a Mass Memory Unit, some control panels and an intuitive potato-grip vice the less desirable, focused-heads-down keyset

Rotor Review # 100 Winter ‘08

OAMCM configured HX-21’s MH-60S Knighthawk

for operator system interface…missing only the PlayStation for training during transit. In the cockpit, I had a new panel for the tow coupler and another for jettison, towed body emergency recovery and cable shear test. My hover display was now cluttered with detailed tow symbology whilst some other key data spilled over to the Mission Display. Mounted on the tail’s tow point was the Tension, Skew, Signal Conditioner and the tow boom. Finally, there were glorious bubble windows now replacing the sliding gunner’s windows. Legacy H-46 aircrewmen, acutely aware of the additional non-mission related benefits of a bubble window, will certainly be pleased. If I haven’t adequately painted the picture, there were a lot of new components, both internal and external, defining the OAMCM-configured MH-60S. In flight, the OAMCM MH-60S was an odd animal requiring a whole new set of stick-and-rudder skills. As a pilot that modestly considered himself to be an above-average stick, I was humbled by the aircraft’s handling qualities under tow. During my younger days as an invincible H-46 Helicopter Aircraft Commander brimming with salt, I recall watching H-53 bubbas crawl about Willoughby Bay with sled in trail while making taunting remarks about how hard could it possibly be to tow. It seems life is not without irony. I have logged a few hours in a USMC H-53, but have never towed in one. I recognize the obvious in that the H-53 is not an H-60, and vice versa, but I suspect the elevated level of precision required to efficiently execute controlled tow flight operations is somewhat comparable for both aircraft. When towing in an MH-60S, balanced flight is sacrificed in the low and slow flight regime in order to maintain skew and tension within limits. This also has the second-order effect of keeping the towed body in a state conducive to maximizing sensor performance. Slicing through Continued to page 43

Features: Towing In An MH-60S Continued from page 42

Following my tow-deflowering participation the air with the ball pinched full left or right was quite common. It was very counter-intuitive to suppress my inherent tendency in CT, the program transitioned to the DT phase with ownership to center the ball. Until I accumulated significant tow hours, by HX-21. By now, I had over 30 hours of tow time (which inputs needed to correct building skew and/or tension while roughly equated to 60+ hours flight time) and considered myself also maintaining tight tolerances on aircraft and towed body competent at the controls. The system had already undergone position were non-intuitive. A single axis input consistently numerous hardware and software changes and was now poised caused various coupled responses in other axes, unwantingly to enter a dedicated evaluation comprised solely of Navy pilots changing aircraft and towed body state parameters; very who possessed a vested interest about its performance and unpredictable. Groundspeed was paramount to airspeed and mission capability; i.e., no Sikorsky influence. Before cracking op area tracks didn’t always equate to a convenient headwind your knuckles, back up a couple months…first there was an for good handling. The helicopter and I were no longer highly additional post-CT interim test period to verify correction of maneuverable and now needed to de-conflict with waterborne the deficiencies identified during CT. Hopefully, that sounds traffic in addition to the usual airborne contacts. Towing was odd to more people than just me. It was during this period that I partook in the most valuable a high power-required flight test ever. Since the AN/AQS-20A profile demanding performance towed sensor was not necessarily from the engines and tail-rotor. cheap and it was considered good The test aircraft had additional to return from each flight with the instrumentation installed to sensor, HX-21 was tasked to develop monitor tail-rotor impressed a freestream envelope to allow pitch and torque. For an already external transport of the sensor back intense and dispersed instrument home…i.e., VERTREP it (finally, scan, these were two additional something I can relate to). When gauges I definitely needed to system malfunctions prevented keep vigilant in my scan. At low recovering the towed sensor back speed and especially during turns, to the carriage position, this testing the asymmetric and “tethered” would provide an envelope based OAMCM MH-60S was highly on airspeed, rate of descent, and susceptible to fast-building turn cable length to bring the “fish” and skew rates as the relative MH-60S recovering the AN/AQS-20A towed home vice jettisoning it. However, wind azimuth changed. Abrupt unlike typical external lift operations sensor. or “digital” inputs often resulted where the load was fixed close to in pilot induced oscillations in yaw and encroachment, or possibly exceedance of limits. the aircraft’s C.G. and around 40-50 feet below the aircraft, Small, smooth and incremental control inputs could not be freestreaming involved the sensor being anchored outside the preached enough. Aircraft attitudes experienced on tracks and left side of the aircraft on the CSTRS and it could be anywhere during turns were extremely colorful, especially with sporty up to 750 ft below depending on cable out at time of failure! winds. Negotiating turns was best remembered by images of Additionally, hydro-dynamic fins do in fact exhibit aerodynamic copilots working diligently to remain unstrained against the flying qualities in forward flight. With about 40 ft of cable out, seat harness, one hand grasped firmly on the canopy overhead the fish flies in the rotor downwash like a new SNA trying to ledge, the other shored against the center instrument console, hover! Five eye-opening test flights later, the envelope was all while providing verbal guidance to the pilot at the controls defined. Little did anyone know just how truly valuable this as to where the aircraft was in the turn in relation to the next capability would soon be. In January 2007, formal DT for the AN/AQS-20A track. Immature in functionality, a tow coupler was installed that was designed to assist the tow pilot. However, it was very integration commenced back in Panama City. On the fourth unforgiving to those who chose to get into-the-loop when it flight, this freestream envelope was successfully utilized for the was allegedly flying. On top of the stick skills, CRM was also first time to avoid jettison. It would definitely not be the last! highly intense as no one person had the complete picture in Although use of this capability effectively meant something front of him/her as to where the aircraft and towed sensor were, went wrong in the flight, it was very rewarding to see the need what they were doing, and where they were going. I recall for such a capability progress in a timely manner from idea many post-flight discussions at Coyote Ugly in Panama City to reality in the acquisition world. I continued to actively debating what system changes and techniques were required participate in DT until the time arrived for me to move on in to get a handle on the towing phenomenon in an MH-60S… June 2007, just a few hours shy of 100 in tow time. Like CT, always tapping into the experience of numerous test pilots from DT was also very OAMCM-educating for me. Issues were various communities, knowledgeable engineers, and common identified and/or corrected, progress was made, and results and Continued to page 44 sense.

Rotor Review # 100 Winter ‘08

Features: Towing In An MH-60S Continued from page 43

recommendations were documented. To date, the introduction of the AN/AQS-20A mission system is currently preparing to enter formal Operational Test, if not already there. Preparations for Fleet introduction are still in work. I believe there is still a long road ahead to effectively make this mission capability a consistent safe and reliable reality for the MH-60S; definitely a crawl, crawl some more, walk, run process. However, I can truly state the experience has served me well in further developing me as a Naval Aviator. To those who will continue

to carry the OAMCM torch, I wish you the best of luck! Realize though, there is already one paged filled out in the little black MH-60S tow book of names who have been there, done that!

‘Air Boss’ Experiences, Discusses Future of Helicopter Aviation Article and Photos by MC2 (SW/AW) Chris Fahey Southern California. They simulated anti-submarine operations, made approach landings and pushed the airframe to its potential. “The whole aircrew had a great time,” said LT Castelein. “We got to show the ‘Air Boss’ exactly what we do as combat helicopter pilots, while flying the finest, most capable airframe the Navy has to offer – it was an absolute pleasure.” Developed by Sikorsky, the MH-60R was first introduced to the Navy January 23, 2006, as a training platform with NAS North Island’s Fleet Replacement Squadron (FRS), the “Seahawks” of HSM 41. The Romeo made its first fully operational debut, Oct. 4, when the Raptors stood up as the Navy’s first combat-ready squadron comprised solely of MH-60Rs. Before the MH-60R’s development, the Navy employed the SH60B and SH-60F as the primary means to accomplish the anti-submarine warfare and surface warfare helicopter missions. The MH-60R features the best of both the SH-60B and SH-60F to include added electronic support measures, airborne low frequency sonar (ALFS), a multi-mission radar upgrade, forward looking infrared (FLIR) and a weapons suite that includes torpedoes and Hellfire missiles. “The Romeo does a lot for anti-submarine warfare,” said CDR Michael Nortier, commanding officer, HSM-71. “It brings the Continued to page 45

VADM Kilcline checking out the “Romeo” Seahawk.

he Navy’s “Air Boss” experienced first-hand the future of naval helicopter technology and led roundtable discussions with the senior rotary-wing leadership stationed at Naval Air Station North Island (NASNI), Dec. 17. Commander, Naval Air Forces (CNAF), VADM Thomas Kilcline, flew an MH-60R “Seahawk” – the Navy’s newest combat helicopter – with the “Raptors” of Helicopter Maritime Strike Squadron (HSM) 71 to gain a better understanding and appreciation of the airframe’s operational capabilities. While in flight, VADM Kilcline and LT Carey Castelein, HSM-71 helicopter aircraft commander (HAC), operated above

Rotor Review # 100 Winter ‘08

VADM Kilcline meets with the HSM community pilots and aircrew. 44

Feature: ‘Air Boss’ Experiences, Discusses Future Of Helicopter Aviation, Continued from page 44

capabilities that were in a couple of different airframes into one.” In all, the MH-60R and its brother, the MH-60S Knighthawk, will eventually replace the SH-60B, SH-60F and HH-60H helicopters currently employed by the Navy. According to VADM Kilcline, this initiative complements the Naval Aviation Enterprise’s standing commitment to “deliver the right force with the right readiness at the right cost at the right time … now and in the future.” Following the Admiral’s Romeo flight, the ‘Air Boss’ met separately with NAS North Island’s rotary-wing senior enlisted advisors followed by a sit-down with senior officers to discuss hot topics affecting their community. One key issue was the shift from standard helicopter detachment deployments. Now, the entire HSM squadron will deploy together as part of the carrier air wing, as the Helicopter Anti-Submarine (HS) squadrons do. However, the HSM squadron will be broken into roughly four-airframe/20-person detachments and these detachments will then be assigned to each ship in the carrier strike group. This new concept provides more streamlined communication and guarantees greater consistency in training

qualifications among all the helicopter assets in a single strike group. These discussions with the West Coast’s helicopter aviation leaders and the Romeo flight fall in line with VADM Kilcline’s efforts to meet face-to-face with every branch of naval aviation.

Air Boss returns from his familiarization ﬂight with LT Castelein.

HSC-22 Enhances RIVRON 3 Training in North Carolina Article by LCDR Brent Moore, USN

ea Knight flight crews from Norfolk, VA based Helicopter Sea Combat Squadron Two Two (HSC-22) supported Riverine Squadron Three (RIVRON 3) during their inter-deployment training cycle, from 13-15 November 2007. The pilots and aircrew flew their MH60S Knighthawks, armed with M240D 7.62mm machine guns, to Elizabethtown, North Carolina, to support Riverine forces that patrolled the Cape Fear River in the vicinity of the Army Corps of Engineers Lock No. 2. RIVRON 3 personnel were conducting a week-long training exercise that simulated joint operations with Army and Marine Corps infantry units, designed to replicate the real world missions they will face during their deployment to Iraq next year. RIVRON 3 and HSC-22 flight crews conducted close air support and call for fire, helicopter medical evacuation and casualty evacuation operations, riverine escort, and intelligence, surveillance, and reconnaissance operations. In addition to flying these mission profiles, HSC-22 flight crews continued to validate tactics, techniques, and procedures for armed helicopter support of riverine operations. Each day, HSC-22 crews flew from Norfolk, VA, to Elizabethtown, NC, and back, to provide five hours of helicopter support to RIVRON 3. Most of the five hour overhead window involved escorting four to five boat crews in 40 foot SURC

Rotor Review # 100 Winter ‘08

“A Sea Knight ﬂight crew prepares for live hoisting of personnel from a 40 foot Riverine Craft on the Cape Fear River in North Carolina.” Photo courtesy of HSC-22 Public Affairs.

(small unit riverine craft) conducting waterborne patrols. Flight crews provided intelligence, surveillance and reconnaissance to the boat crews by communicating with a Joint Terminal Attack Controller (JTAC) qualified boat crewmember. The JTAC’s job was to coordinate aerial support with the boat commanders, in order to effectively use the helicopter’s intelligence gathering capabilities and weapons systems. HSC-22 flight crews were the “eyes in the sky,” using night vision devices and IR searchlights to covertly patrol and illuminate areas of potential danger and opposition force (OPFOR) activity. When boat Continued on page 46

Feature: HSC-22 Enhances RIVERON 3 Training In North Carolina Continued from page 45

forces came under attack from the OPFOR, the JTAC coordinated close-air-support from the Sea Knight crews. While one helicopter remained high above the engagement to maintain situational awareness, the other helicopter crew flew gun patterns directly above the riverine boats, engaging the OPFOR on the river bank. This combined fire with boat crew gunners proved extremely effective on dismounted troops and lightly armored vehicles in the vicinity of the river bank. Several of the training scenarios included casualty and medical evacuation of personnel from the river’s edge and surrounding areas. Many of these areas were places where a helicopter could not perform a safe airborne or land recovery in a threat environment. During these instances, boat crews proceeded to the area along the river, disembarked onto land, and recovered the injured personnel. After providing aerial cover for the injured personnel extract, the helicopter crews would proceed to a spot on the river bank that provided a safe landing zone. Sea Knight pilots passed the grid coordinates of the landing zone to the JTAC, and then escorted the boats to the area. Once the boats were in the vicinity, the aircrews performed confined area landings in the LZ, while the riverine forces patrolled on foot from the river bank to the LZ with the injured personnel. Once safely onboard the helicopter, the injured personnel were airlifted to the nearest field medical facility. During one of the casualty evacuation scenarios, HSC-22 flight crews conducted a live hoisting evolution to validate the capability to hoist personnel from a riverine craft to a helicopter hovering 125 feet above the river. The hoisting evolution required great skill from the helicopter pilots, crewmen, and the boat coxswains. Rotor wash and the river current made the evolution challenging for all personnel involved. While this training increased the current readiness of both RIVRON 3 and HSC-22, the future of integrated RIVRON and HSC training is even more promising. Expeditionary HSC squadrons are preparing for the arrival of Block III MH-60S Armed Helicopters on the flight line in FY09. The weapons systems upgrades to the MH-60S will include .50-caliber door machine guns, up to eight Hellfire missiles, and the Multi-spectral Targeting System (MTS).

Rotor Review # 100 Winter ‘08

Flight crews from HSC-22 conduct a map study with Joint Terminal Attack Controllers from RIVRON 3, prior to conducting a training exercise. Photo courtesy of HSC-22 Public Affairs.

The MTS includes Forward Looking Infrared (FLIR), Day and Low Light TV, LASER Target Marker, LASER Target Designator, and an Eye-safe LASER Range Finder. Use of these targeting and weapons systems in the riverine environment will provide an even greater tactical advantage for boat and helicopter crews. Locating and identifying potential threats, enemy personnel movement, weapons caches, and other targets will be easier and safer. The MTS will allow helicopter crews to have a greater stand-off from threats, while the Hellfire missile and the .50-caliber machine guns will allow flight crews to “reach out and touch” the enemy from greater range. This will give both helicopter and riverine forces even more firepower, as well as more time to prepare for and react to the enemy. As part of the Expeditionary HSC community, the Sea Knights of HSC-22 continue to train for numerous mission areas, including supporting riverine forces in the coastal, littoral, and riverine environments. The flexible nature of helicopter detachments in the HSC community is a perfect fit with Riverine squadrons. As the Navy continues to expand its brown-water warfighting capabilities, organic helicopter support for boat crews will become essential. The Sea Knights of HSC-22 are leading the Expeditionary HSC community in preparing for these possibilities by training to tomorrow’s operating environments today.

Feature

Two Decades Of Contribution To The HS Helicopter Community Article and Photo By LT Allen Langston, USN

ll pilots and aircrew in the helicopter community understand the term CSI. No, it is not referring to that popular television show about the forensic Crime Scene Investigators that runs weekly. Instead it refers to the “Contract Simulator Instructors,” or more commonly known as “sim instructors.” As pilots, we were introduced to them as soon as we began flight school, and well before we actually flew a military aircraft. And to this day they remain an essential part of our training and a resource of vast experience, expertise, and knowledge. However, in particular there is a cadre of seven special CSIs that have undoubtedly contributed as much as anyone to the HS helicopter community over the last twenty years. They are Jack Donnelly, Brock Jewell, Bob Brugh, Carl Saviola, Jack Giannini, Doug Laniel, and Del Martins. Four of the seven, Jack Donnelly, Carl Saviola, Brock Jewell, and Bob Brugh will have been there twenty years this July. These gentlemen are all East Coast CSIs at Naval Air Station Jacksonville with similar backgrounds. The group includes three former pilots, three retired Senior Chiefs, and one retired Master Chief. All of them spent time in the HS community with time in the H-3, H-60, or both. One even had H-2 LAMPS time. Together they have over 120,000 hours of instructional simulator time, and over 225 years of combined aviation experience. In other words, these men have dedicated their professional lives to the betterment of the US Navy’s HS community and to the development of the world’s finest HS pilots and aircrew. In addition, over the years they have trained pilots and aircrew from Spain, Italy, England, Thailand, Japan, Australia, Brazil, Argentina, and Egypt. Furthermore, all Presidential helicopter pilots (H-3 and H-60) were trained by CSIs at NAS Jacksonville up until the year 2000. From a two year period between 2002 and 2004 they also trained all US Coast Guard H-60 pilots because their simulators were down. Moreover, because of their focus on tactics, NSAWC also uses the Jacksonville CSIs to help teach the Seahawk WTI course. Another unique aspect about the instructors in Jacksonville is that because they no longer service a Fleet Readiness Squadron (FRS) they can focus on tactics and cutting edge equipment with the intention of improving the community by improving the training and the technology designed for the H-60F/H. The CSI program was started in July 1988 as a 90 day trial program by the Navy and because of men like Jack Donnelly, Brock Jewell, Bob Brugh, and Carl Savolia it is still around today and is as strong as ever. In interviewing Jack Donnelly for this article he was asked why he thought the program had been so successful and he replied, “because of the standardization in training. The small office and low turnover has allowed me the ability to maintain a high degree of standardization when training my instructors and those standardized procedures have been passed

Rotor Review # 100 Winter ‘08

The Contract Simulator Instructors (CSI) that has served the HS community. on to the pilots and aircrew that have received our training.” As mentioned earlier, the contributions of this office extend beyond the training they provide. Those like Brock Jewell have become subject matter experts (SME) in the areas of light-weight torpedoes to include the Mk-46, -50, and -54. Because of his prowess in this area he is a regular out in Fallon, Nevada at NSAWC where he gives lectures to educate Navy pilots and aircrew. Mr. Donnelly paid him the highest compliment when he stated, “Brock knows more about the lightweight torpedoes and how to tactically employ them than anyone in the Navy.” In addition, Commander Undersander, Commanding Officer HS-5, had high praise for the entire staff. He stated, “I consider these men to be a national treasure when it comes to ASW tactics and training in general.” That statement was further elaborated on as he continued, “I have grown up professionally with these men. They have mentored me on leadership as well as tactics from the time I was an Ensign until now as a CO.” Over the years these men have trained and educated retired Admirals to current squadron COs to the newest Lieutenants. More impressive is just sitting down and talking with these gentlemen and witnessing the interest and joy they take in their job. Also one could listen to them rehash old stories and poke fun at one another in good spirit all day long. It was amazing as Mr. Donnelly recounted specific and detailed conversations from over a decade ago just as if they happened yesterday. More importantly they are not done contributing. They are still hard at work and are as excited as ever about the future of simulator training. That future includes integrated simulators on a DOD network that allows joint operations between simulator training conducted thousands of miles away and among dissimilar platforms and services. The HS community and Navy owe these men a debt of gratitude for all their years of hard work. Therefore, as a result of all the contributions, we at HS-5, on behalf of the HS community, would like to offer our most sincere appreciation for your steadfast support and mentoring over the last twenty years. Undoubtedly, these seven men will continue to play a role in the years to come as the HSM community moves to NAS Jacksonville.

Feature

Marines And Sailors Work Together In New Scenario Article and Photo by LCpl Melissa Tugwell, USMC

USMC Updates

arines have proven themselves time and time again as America’s 911 force. By training with other branches of the military, they further display their versatility when they can called for joint training. Marine Heavy Helicopter Squadron 462 conducted special training with several Navy squadrons CH-53E lifting a RHIB Dec.12 to broaden joint operations with the CH-53E Super Stallion. “This is the first time the West coast has performed this exercise,” said Capt. Neil Oswald, weapons and tactics instructor with HMH-462. “It represents new capabilities for the Marine Corps.” The training began when the heavy haulers flew to Naval Air Station Coronado, CA and briefed with the sailors from Special Boat Team 20 and Naval Special Warfare Group 4 from Naval Amphibious Base Little Creek in Norfolk, VA., along with Special Boat Team 12 from Naval Air Base Coronado. After positioning a naval special warfare rigid inflatable boat on its trailer, the helicopter then proceeded to fly and hover over the

boat, while the sailors quickly snapped the ropes to the boat and climbed up a ladder into the helicopter. The sailors safety climbed into the helicopter, and the heavy hauler slowly lifted the boat and carried it into the water. As the boat touched the water, without hesitation, the sailors rappelled down a rope, quickly maneuvered to their positions battling harsh winds and unfastened the ropes from the boat. Throughout the exercise, the sailors had to battle winds from rotor wash from seven rotor blades. “It provides joint-interoperability of all services working together to accomplish a mission,” said Maj. Matthew Shenberger, Marines Special Operations Command liaison officer. “It provides capabilities MARSOC and NSW can utilize.” The Marines with HMH-462 successfully completed their mission of picking up and lowering the boat into the water while the sailors completed their mission of latching and unlatching the ropes from the Super Stallion to the boat, safely climbing in the helicopter, and then fast roping back into the boats. “It was a very successful evolution and it provides opportunities to expand more complex tactical training scenarios in future evolutions,” said Maj.Shenberger.

Greyhawks Reach 60,000 MishapFree Flight Hours Article and Photos By Lance Cpl. Austin Goacher, USMC

3rd Marine Aircraft Wing squadron recently achieved 60,000 Class A mishapfree hours. Marine Medium Helicopter Squadron 161 reached the benchmark during a training flight at Marine Corps Base Camp Pendleton, CA, Jan. 29. It is incredible to be with a squadron when it reaches the 60,000 mark,” said Capt. Grace Kelly, a pilot who was flying at the time of the exercise. ìIt reflects the squadron’s long history of professionalism.” Achieving this is made even more remarkable by the number of combat tours the squadron has participated in, according to CAPT Scott Horton, the squadron’s operations officer. Throughout a seven-month deployment the

Rotor Review # 100 Winter ‘08

Capt. Grace Kelly, one of HMM-161ís CH-46E pilot who helped the squadron achieved 60,000 mishaps hours places numbers upon the squadron tote board.

USMC Updates: HMM-16 The banner that shows the Greyhawks achievement. Continued from page 48

squadron flies twice the amount of hours than they would while in garrison, explained Horton. The squadron’s last Class A mishap, a mishap resulting in the loss of life or damage in excess of $1 million, occurred in 1995 while the squadron was deployed. “CH-46 squadrons that are attached to MEU’s also get a hit against their record if one of the attached aircraft has a Class A accident,” said Lt. Col. W. Dan Cerkan, the 3rd MAW director of safety and standardization. “HMM-161ís achievement is not a very common

occurrence and is very significant due to the fact that many of these hours were performed in combat operations, nighttime and in poor weather as the CASEVAC squadron.” More than 18,000 of the hours were flown in combat zones, according to Lt. Col. Kevin J. Lee, the commanding officer of the squadron. “This isn’t just an accomplishment for our squadron,” said Sgt. Courtney E. Pickering, a crew chief with the Greyhawks. ìItís an accomplishment for the whole CH-46E community because a lot of Marines have passed through the squadron during the last 13 years.” In the past three years, only two other CH-46E squadrons have achieved this benchmark. “This was an amazing month, it wasn’t just about the 60,000 hour mark, it was about celebrating history, safety and pride in ownership,” said Lt. Col Lee.

Heavy Lift Over Djibouti, Africa Article courtesy of HMH-464 Public Affairs

n the spring of 2003, 2nd Marine Aircraft Wing began its enduring support of Combined Joint Task Force – Horn of Africa (CJTF-HOA) Global War on Terror with Heavy Lift Helicopters from Marine Heavy Helicopter Squadron (HMH) 461 and Marine Heavy Helicopter Squadron (HMH) 464. These detachments operating from Camp Lemonier, Djibouti, Africa, consist of four CH-53Es and approximately 80-90 Marines and Sailors. The mission of CJTF-HOA is to conduct unified action in the Combined Joint Operations Area - Horn of Africa to prevent conflict, promote regional stability, and protect coalition interests in order to prevail against extremism. Over the past five years, the detachments have provided continuous support to a variety of missions including Theater Personnel Recovery, Casualty Evacuations, Humanitarian Operations and traditional assault support working within the Combined/ Joint environment. Daily flight operations involve close coordination and execution with Coalition partners, CJTFHOA Staff and with U.S. Air Force HC-130 crews, U.S. Air Force Pararescuemen and U.S. Army Security forces. HMH-464 Detachment’s Alpha and Bravo have been supporting Rear Admiral James M. Hart, Commander CJTF-HOA, from May 2007 until February 2008. HMH-461 Detachment Alpha is conducting a Relief in place and will support CJTF-HOA until August 2008. Daily flights include Helicopter Aerial Refueling (HAR), Terrain Flight (TERF), desert brown out landings, objective area mechanics, aerial gunnery and joint planning. Over the past two detachments, the

Rotor Review # 100 Winter ‘08

Condors have been called upon to execute four long-range over water missions to U.S. Naval Shipping. These missions were flown up to 1000 miles round trip and required multiple must plug HAR evolutions without friendly diverts. The success of these missions was made possible by dedicated aircrews and outstandingly maintained aircraft. The following story from 2005 is one example of the professionalism and teamwork required for mission accomplishment in a challenging Joint environment. HMH-464 Detachment Alpha received tasking from CJTF-HOA at approximately 1600 on 21 August 2005 to plan for a possible casualty evacuation from a U.S. ship located 300 Continued on page 52

Condors conduct helicopter aerial refueling over Ethiopia. Photo courtesy by HMH-464 Public Affairs. 49

Change of Command

HSC-23

HSL-60

Jaguars

Wildcards

CDR Terry Miller, USN relieved CDR Chris Hyder, USN on November 16, 2007

CDR Gregory M. Sheahan, USN relieved CDR Robert D. Weissenfels, USN on January 11, 2008

HS-15

Redlions

CDR Chris Misner, USN relieved CDR Todd Flannery, USN on March, 2008

HSM-41

HM-14

Vanguard

CDR Andy Covert, USN relieved CDR Mark Joynt, USN on March, 2008

HSL-48

Seahawks

Vipers

CDR Thomas Braden, USN relieved CAPT Curtis Shaub, USN on March 2008

CDR John Sniegowski, USN relieved CDR John Gumbleton, USN on April 6, 2008

Rotor Review # 100 Winter â&#x20AC;&#x2DC;08

HS-4

Black Knights

CDR Michael Cruden, USN relieved CDR Paul Pensabene,USN on February 28 2008

HSL- 42

Proud Warriors

CDR Dana Gordon, USN relieved CDR Richard Skiff, USN on March 20, 2008

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USMC Updates: HMH-464

Continued from page 49

nautical miles away in the Red Sea. The patient had received dental surgery involving the extraction of several wisdom teeth, which had led to complications. The Dental Officer on the ship determined that the patient had developed an infected abscess at the surgical site. Antibiotics were ineffective, as the patient had increased swelling, pain, fever, loss of vision, and continued spread of infection. The doctor determined the patient was in danger of sepsis, which could lead to her death. Although a naval vessel with aviation assets was in the area, the crews were not capable of operating in the current weather conditions or flying the distance involved from the ship to Djibouti. Following established procedure, Detachment Alpha had one aircraft and crew on stand-by for casualty evacuation within the area of responsibility. The detachment had been conducting day operations in the local area, and the crews were at the eight-hour mark in their crew day. An additional aircraft and crew, to include an extra pilot for each cockpit, were added during the planning because of the distance, crew-day, night, weather, and over-water nature of the flight. At approximately 1900, the crews were told to execute. After a confirmation brief to the CJTF and cockpit briefs, the crews launched at 2015 on Night Vision Goggles with an Air Force HC-130 for HAR and radio relay. Weather was marginal with three miles visibility and no visible horizon because of the suspended dust and moisture from a thunderstorm in the area. The conditions covered the entire route of flight. The section navigated along the coast of Djibouti and Eritrea at 500 feet and passed execution items to the HC-130 along with estimated time enroute to the ship. At 250 miles from Djibouti, the section climbed to 1,000 feet and joined with the HC-130 for HAR. Because of the degraded conditions, the HC-130 executed a radar rendezvous with the section. At this altitude, visibility had degraded to approximately 1 mile, and the section conducted left hose refueling as a result of the extremely poor conditions and lack

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of visual cues or horizon. The HC-130 had to locate the ship because of the lack of shipâ&#x20AC;&#x2122;s RADAR and operational TACAN. The flight lead established communication with the ship to facilitate the extract of the patient. Once complete with aerial refueling, the lead aircraft broke off from the HC-130, located the ship and executed an NVG landing. As the lead aircraft on-loaded the patient, the HC-130 reversed course and the dash-two aircraft completed aerial refueling. Once the patient was secure for transport, the section rejoined for a 260-mile return trip to Djibouti, navigating again along the border of Eritrea and Djibouti in marginal weather. At approximately 16 hours into crew day, the section landed at Djibouti at 0030. The patient was transferred to a HC-130 for transport to medical facilities in Bahrain, where emergency surgery was conducted. Without direct and decisive action, this Sailor could have died. The patient made a full recovery and was able to be transferred back out to the ship approximately one month later. This is one example of the missions these detachments have executed multiple times over the past five years. The Heavy-Lift Marines and Sailors are doing great work in the Horn of Africa in support of the Combined Joint Task Force. They demonstrate the flexibility and professionalism of Marine Corps Aviation on a daily basis in an austere and challenging Joint environment.

Condors conduct objective area mechanics with U.S. Army Security forces from Delta Company, 1/294th. Photo by SRA Matthew Bright, USAF.

Squadron Updates

HSL-37 Looks Back on 2007 Article courtesy of HSL-37 Public Affairs

he EasyRiders of Helicopter A n t i Submarine Squadron Light 37 supported a demanding year in 2007, deploying five detachments to the Western Pacific, Indian Ocean, and the Arabian Gulf. The first detachment to deploy was the “Alpha-Squad” of Detachment ONE, which deployed in April aboard the USS Chafee (DDG 90) with the Nimitz Strike Group. The Chafee team conducted anti-piracy operations off the Horn of Africa and then moved to the Northern Arabian Gulf to provide oil platform defense in support of Operations Enduring Freedom and Iraqi Freedom. Following closely behind Det ONE were the Hard Rollers of Detachment FOUR, who deployed in late April aboard the USS Chosin (CG 65) with the Bonhomme Richard Expeditionary Strike Group (ESG) to conduct Maritime Security Operations off the Horn of Africa and in the Arabian Gulf. The Detachment FIVE “Sherpas” also deployed in late April to the Western Pacific aboard USS Lake Erie (CG 70), joining strike group operations with the USS Kitty Hawk (CV 63) off the coast of Japan. The Kitty Hawk Strike Group transited on to Australia to take part in the bi-lateral exercise TALISMAN

SABER, after which Lake Erie detached to support Operation ENDURING FREEDOM – Philippines. In August, Detachment FIVE and Detachment ONE returned to the Western Pacific for the joint exercise VALIANT SHIELD 2007 with the Nimitz, Stennis, and Kitty Hawk Strike Groups, after which Detachment ONE transited back to the Bay of Bengal with Nimitz and Kitty Hawk to participate in exercise MALABAR with forces from India, Australia, Japan, and Singapore. All three

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

Breaking Ice and Taking Names! The ‘IceArticlePack’ sails again. by LCDR Jason Garrett

SL-37 Detachment ONE, the ‘Ice Pack,’ is at sea again – deployed in the Pacific on the guided missile destroyer USS Chafee (DDG-90), as part of the USS Nimitz (CVN 68) Strike Group. The ‘Ice Pack’ formed up in October 2007, just after the return of the Nimitz Strike Group and the original Detachment ONE Alpha Squad. The Ice Packs first underway with Chafee started with a transit from Hawaii to the San Diego Operating Area, which allowed the detachment to complete Week One Work Up (WOWU) training. The seas were rough, sometimes as high as 15 feet, but this only made Deck Landing Qualifications more interesting. The aviators performed flawlessly and when it came time to begin the intense ASW exercises during SUSTAINEX 2008, they were more than ready.

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By the time the Ice Pack deployed late in January, the entire team was ready and the aircraft were groomed to perfection. Now the Ice Pack is heading west with Chafee to begin exercises with the rest of the Nimitz Strike Group. The detachment continues to sharpen its skills and is always at the ready. While underway, the Strike Group will contribute to the Global War on Terror throughout the Pacific by projecting force in the 7th Fleet Theater. Wherever the Strike Group goes, the Ice Pack will be there, making their presence known by executing their assigned missions and by “Breaking Ice and Taking Names!”

SQUADRON UPDATES

Vanguard Heavy Lift Takes The Lead Article by LT Matthew Reeves, USN

ELMINERON F O U RT E E N Detachment TWO (HM-14 Det-2) deployed out of Norfolk, VA onboard the multi-purpose amphibious assault ship USS Peleliu (LHA5) to support a Theater Security Cooperation (TSC), Peleliu Pacific Partnership (3P) to Papua New Guinea, on August 7, 2007. The USS Peleliu was under the command of COMDESRON31 (CDS31) and was equipped with two Landing Craft Utilities (LCU’s), one Landing Craft, Air Cushion (LCAC) and two Sikorsky MH-53E Sea Dragons. The mission of the 3P was to provide medical, dental, engineering and other humanitarian assistance to the Pacific Islands. The LCU’s and LCAC were to be the big movers for the deployment, with the mighty MH-53E helicopters being used to extend the reach of the ship as far as 250 nautical miles out, to the rim islands during the deployment. The LCU’s turned out to be more unreliable than predicted and the helicopters had to increase the operational tempo for the mission. Therefore, due to the large payload and passenger capabilities, the MH53E became the work horse for the rest of the detachment. The helicopter community understands that being flexible is not an option, it is a necessity. So, when CDS31 asked us to change priorities and support some of the LCU’s tasking, HM14 Det-2 responded. August 14th started out like any other day, briefing and pre-flighting our aircraft at 0530. The mission involved taking a Medical Civil Assistance Program (MEDCAP) team consisting of medical supplies, doctors, nurses and a group of community relations representatives from the USS Peleliu to Josephstall, a small airfield located 60 miles to the northeast of the ship through mountainous terrain. This was a standard run, taking 5000 pounds of cargo and as many as 30 passengers (PAX) into the mountains where the only means of delivery was by small plane or helicopter. There were no roads for automobiles to these remote locations. We were to drop off all the PAX and cargo, then return the next day to re-supply the MEDCAP and transfer personnel. Upon completion of our second flight, we shutdown to do a post flight and de-brief our six hour mission. The crew and I were tired and looking forward to a hot meal onboard the ship, rather than another box lunch. Half way through our meal, the Operations Officer approached us with new tasking. We went down to maintenance control to get briefed on the current situation. The LCU’s broke down at Madang and the Commodore told us to retrieve as many personnel as possible before sunset. The Officer in Charge asked about the condition

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

of my crew and the aircraft; I said we were “good to go.” We proceeded out to the aircraft, checked the fluids, seating configuration (32 passengers) and let the Air Boss know we intended to complete a maximum of three runs before sunset. The ship was 60 miles to the north-west of the airport and began steaming to decrease the distance so we could maximize the remaining daylight. We made the first two runs to the beach with minimal time on the ground and at maximum airspeed. Closing on sunset, the crew, co-pilot and I were feeling the effects of being in the aircraft for more than 8 hours and Continued on page 55

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

SQUADRON UPDATES: HM-14 / HSC-23 Continued from page 54

pushing the limits of our crew day. We made our third approach on the ship and had to make one turn in holding, which made us even more tired. The ship was pressing us to make one more run to pickup the Commodore, even though sunset was fast approaching. We were low on fuel, there was barely enough time to make it to the beach, and our crew day was almost up. Between the other aircraft and us, we had already returned over 180 of the 300 personnel at Madang in a three hour time frame. As a HAC, my primary concern was for the passengers and my crew. We used ORM and set a time frame for our last leg if we continued the flight. We decided to launch and had to make it to the beach with enough time to brief the passengers and get them seated, then return to the ship. We made the trip and upon returning the co-pilot made the approach to a landing. It was a memorable touch down and a huge sigh of relief filled the cabin as we completed the longest fly day of my career. This began HM-14 Det-2’s role as a key player in the 3P mission. Up to this point the helicopters were being used as a secondary asset to the LCU’s and as personal transportation for key personnel. So with two MH-53’s, we were able to move more than the operational requirement first requested. Without heavy lift helicopter capability the TSC mission completion rate would have been greatly degraded. The MH-53E’s flawless execution of passenger transfers and cargo during the 3P

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

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

A New Bullet Prepares the Wildcards for a Busy 2008 Article by LTJG Michael Dimmitt, USN

s the New Year began for the Wildcards of HSC-23, so did a new era as CDR Greg Sheahan took the reigns from CDR Robert Weissenfels, becoming the second Commanding Officer in the squadron’s history. The Wildcards also welcomed CDR Michael Dowling as the new Executive Officer. In his first month, CDR Sheahan led from the front, taking 88 personnel to El Centro for a 10 day training detachment, performing numerous tactical training flights with SEAL team elements. Meanwhile the Suicide Kings of Det 4 stood double duty by maintaining the home guard operations while supporting Carrier Air Wing Two during the JTFEX training evolutions. Looking back, the Wildcards had a great end to 2007 by welcoming home the One-Eyed Jacks of Det 3 on the 17th of November. Deployed aboard the USS Bonhomme Richard for over 7 months, the SAR detachment flew over 750 hours,

The Wildcards standing tall in 2008. Photo courtesy of

Continued on page 56

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SQUADRON UPDATES: HSC-23 / HM-15 Continued from page 55

transferring over 1200 passengers, and moving almost 1000 tons of cargo. The distinguishing moment of the deployment was the dramatic rescue of a downed Harrier pilot on May 18th. We concluded the year with a first rate Christmas party, marking the first time the entire squadron was at home since establishment. As spring approaches, the training cycle will continue to ramp up as Dets 4 and 5 depart for scheduled Westpac deployments. The Suicide Kings of Det 4 will be attached to the USS Rainier supporting Carrier Air Wing Two logistics. Completing the first round of deployments will be Det 5 who will comprise the SAR detachment onboard the USS Peleliu. Additionally, the Wildcards will also be supporting the 2515th NAAD sending two detachments to Kuwait this year. Finally

HSC-23 will be a part of “Operation Continuing Promise” supporting humanitarian efforts in South America onboard the USS Boxer. Now well into our second year, the Wildcards are fully manned and equipped for continued success. Having received four new MH-60S aircraft from Sikorsky in the past six months, the flight line looks full, while the quality of the squadron spaces continues to be raised to the Wildcards standard. We look forward to another successful year while serving at home and abroad.

HSL-43 Returns From 6-Month Deployment Article by LTJG. Brendan O’Dea Negle, USN

os Gatos Locos of Helicopter Anti-Submarine Light (HSL) 43, Detachment 2, returned to San Diego, Oct. 6, following a successful six-month Western-Pacific deployment. Attached to the Pearl Harbor-based USS ChungHoon (DDG 93), an Arleigh Burke-class Aegis destroyer, with the Bonhomme Richard Expeditionary Strike Group (ESG) 5, HSL-43 conducted maritime operations in the 5th Fleet (Arabian Gulf) area of responsibility. “The logistic hurdles of a San Diego-based detachment and a Pearl Harbor-based ship presented unique challenges, said HSL-43 Detachment 2 Maintenance Officer LT. Greg Lembo. “Through an exceptionally long workup cycle, a pre-cruise maintenance inspection away from our home unit and the cross deck of aircraft on the USS Bonhomme Richard, Detachment 2’s maintainers and aircrew performed exceptionally.” Detachment 2 departed San Diego for deployment April 10. Once off the coast of Hawaii, the strike group conducted anti-submarine exercises before Chung-Hoon and HSL-43 detached from ESG-5. Following the exercise, Chung-Hoon and Los Gatos Locos chopped into the Arabian Gulf to lock arms with Combined Task Force (CTF) 150 – a multi-national naval coalition established near the beginning of Operation Enduring Freedom, comprised of naval ships from Canada, France, Germany, Pakistan, United Kingdom and the U.S. Together they conducted maritime security operations (MSO) in the

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Gulf of Aden, Gulf of Oman, the Arabian Sea, Red Sea and the Indian Ocean. “Operations with theater CTF’s allow better alignment for the geographical area in accordance with the local commander’s intent,” said Lembo. “In addition, cooperation with other coalition nations is enhanced while communications are streamlined.” HSL-43 aided CTF-150 with anti-piracy operations off the coast of Somalia by gathering intelligence, flying armed surveillance and reconnaissance missions, and providing humanitarian relief. During this time, Los Gatos Locos were asked by Somalia’s Prime Minister Ali Mohamed Gedi to provide assistance to a commercial cargo vessel in distress. Despite a high sea state, the vessel’s inability to maneuver, and several large hazards scattered along the length of the ship, the aircrew successfully lowered several weeks’ worth of food, water and supplies, giving the stranded crew the time it needed to eventually return to port under its own power. “[Aiding the Somalian vessel was] a great opportunity to help others in need as well as put my training and skills to good use,” said HSL-43 Aircrew Member, Aviation Warfare Systems Operator 2nd Class (NAC) Tyler Brock. The squadron soon detached from CTF 150 to join CTF-158 – the task force responsible for training Iraq’s Navy Continued to page 57

SQUADRON UPDATES: HSL-43 / HS-15 Continued from page 56

BattleCats doing preventive maintenance out at sea. Photo courtesy of HSL-43

and Marines to safeguard their territorial waters and protect two off-shore oil platforms, the Al Basra (ABOT) and Khawr al Amaya (KAAOT) oil terminals – in the Northern Arabian Gulf (NAG). The aircrews monitored maritime traffic, assessed Iranian Revolutionary Guard Corps Navy (IRGCN) activity, and supported 31 boardings performed by Chung-Hoon’s Visit, Board, Search and Seizure (VBSS) teams, logging a total of 350 flight hours. “We were only a few hundred yards from those oil platforms,” said Herr. “Every member of the detachment could see what we were defending and put forth an incredible effort to accomplish the mission.” According to limbo, the work accomplished on the deployment described in only two words. “Truly inspiring,” Lembo said. “The sailors of HSL-43 Det. 2 endured a demanding deployment schedule, a multitude of aircraft and equipment challenges, and prolonged operations in the extreme conditions of the Northern Arabian Gulf. Their combined efforts and teamwork allowed for the execution of 930 mishap free flight hours in support of OPERATIONS ENDURING and IRAQI FREEDOM.”

HS-15 Gears Up For Partnership Of The Americas Deployment Article by HS-15 Public Affairs Officer

he World Famous Red Lions of Helicopter Antisubmarine Squadron FIFTEEN have a busy 2008 ahead of them. Beginning with TSTA (Tailored Ship’s Training Assessment) in mid-February, the Red Lions will be embarked on USS George Washington (CVN 73) along with CVW-17 preparing for a two month deployment around South America beginning in April. The cruise will ultimately end for the “GW” in Yokosuka, Japan as she completes her homeport relocation. The Red Lions, however, will embark on the USS Kitty Hawk (CV 63) in Hawaii for the transit back to Washington where the Kitty Hawk will eventually be decommissioned. The Red Lions will embark on the Partnership of the Americas with new leadership in the front office. On March 28th, the Red Lions will say farewell to Skipper Todd Flannery following a very successful fifteen months that saw the Red Lions return to CVN operations following nearly eighteen months of either preparing for or operating in the Kuwaiti Theater of Operations in support of OPERATION

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Iraqi Freedom. CDR Flannery will report to the staff of the Commander of the US Joint Forces Command in Norfolk. CDR Chris ‘chet’ Misner assumes command of the Red Lions and CDR Larry ‘Bro’ Getz assumes the duties as Executive Officer. Although the deployment is not as long as what HS squadrons have come to expect, the Red Lions are looking forward to working in some different operating areas and conducting some unique missions. The squadron will get some initial training in counter narcotics terrorism (CNT) ops, a standard HSL mission, during the transit around South America. The Red Lions also are looking forward to flying in-country to several of the South American countries. The Partnership of the Americas will not be all work and no play. Port visits to Brazil and Chile, as well as San Diego, California, and Pearl Harbor, Hawaii will provide the Red Lions the unique chance to “see the world”. Though the schedule will be fast paced, the Red Lions will be ready to answer any call for tasking as the USS George Washington team conduct theater engagement operations south of the equator and solidify relations with our Latin and South American neighbors.

SQUADRON UPDATES: HSL-46 / HS-6

A Banner Year for HSL-46 Article by LTJG Brian Fojt

he Grandmasters of Helicopter Anti-Submarine Squadron Light FOUR SIX (HSL-46) reaped the benefits of its hard work in 2007. HSL-46 won its second straight Sikorsky “Golden Wrench” award, its third straight Retention Excellence award, and is HSM Wing Atlantic’s nominee for the Arleigh Burke Fleet Trophy. This is on top of seven successful deployments to the Caribbean, North Arabian, Black, Mediterranean and Red Seas; Arabian Gulf; Horn of Africa; and North Atlantic, Pacific, and Indian Oceans. The Sikorsky “Golden Wrench” award is presented annually for excellence in aircraft maintenance. In 2007, HSL-46 operated at high capacity, distinguishing itself as one of Naval Aviation’s most capable and ready squadrons. “This award symbolizes our outstanding Maintenance team’s dedication to mission accomplishment and integrity in all they do,” said Commanding Officer Christopher Dennis. In fiscal year 2007, HSL-46 completed 2,528 sorties, logging 6,383 flight hours in the SH-60B Seahawk; of which 3879 hours were conducted underway by ten aircraft flying off of seven different surface combatants. HSL-46 has once again exceeded retention expectations; thereby earning its third straight Retention Excellence award. Also known as the “Golden Anchor” award, it recognizes outstanding command climate and the ability of a command to retain its top sailors. Most notably, HSL-46 had a 62.5 percent Zone A reenlistment rate, which is well above the Navy average of 48 percent. HSL-46 unplanned attrition plummeted 66 percent from 2006. This

occurred as promotion rates increased across the board, including a 200 percent increase in E-4 promotion rate from fiscal year 2006. The Arleigh Burke Fleet Trophy is presented each year to the ship or aviation squadron that has achieved the greatest improvement during the preceding year. HSL-46 improved in retention, advancement, cost-wise efficiency, and ASW proficiency from 2006. In addition to the “Golden Wrench” and “Golden Anchor” awards, HSL-46 had 30.8 percent less than expected costs for hours executed, an incredible improvement of 475 percent over 2006. Grandmasters completed 500 hours of volunteer time, received outstanding marks on the CNAL SAR Evaluations, received the EAWS pennant, completed 20 torpedo drops and nine Hellfire qualification shots with 100 percent validity, and conducted eight MEDEVACS. “HSL-46 succeeds because, up and down the chain of command, each “Grandmaster” is committed to the squadron mission and philosophy,” said Commanding Officer Christopher Dennis. 2007 was a great year for the “Grandmasters,” but 2008 looks to be even better. “This year will be a success because of the outstanding planning and execution of all ‘Grandmasters’. We look forward to an exciting and rewarding year ahead of us,” he said. HSL-46 currently has one detachment underway; however, three more are soon to deploy in the first half of 2008.

Screaming Indians Squadron Update Article By LTJG Ryan Cunningham, HS-6

his year looks to be another busy one for the Screamin’ Indians of HS-6 as the squadron once again meets the call for operational commitments with CVW-11 and USS Nimitz (CVN 68). “Port call San Diego” has come to an end for the Indians, and now it’s time to go back to sea. Expecting a quick turnaround, Indians took much needed time to enjoy the company of family and friends. As the Indians prepare for this deployment, lets take a look back at what was accomplished over the last year. In January, HS-6 began 2007 with a detachment to NAS Fallon, Nevada to Continued on page 59

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SQUADRON UPDATES: HS-6 / HSM-71 Continued from page 58

participate in CVW-11’s Air Wing Training. The squadron returned to NAS North Island in February and conducted local area training until getting underway aboard USS Nimitz for JTFEX during the last two weeks of February and into March 2007. After returning from the Nimitz , HS-6 made final preparations for cruise. On April 2nd, HS-6 deployed onboard USS Nimitz for WESTPAC 2007. The USS Nimitz stopped briefly in the Hawaiian op-area, where the Indians sharpened their ASW sword during Exercise Tenable Champion. Flying around the clock missions, the Indians successfully defended the Strike Group from multiple Blue Force aggressor submarines. Following the transit to the COMFIFTHFLT Area of Operations, the aircraft assigned to CVW-11 commenced combat flight operations for Operation ENDURING FREEDOM. HS-6 provided twenty-four hour surveillance of the carrier vital area ensuring the Strike Group’s ability to conduct operations unabated. The Indians provided multiple armed SSC escorts for high value units in and out of the contested and highly congested Arabian Gulf. The USS Nimitz transitioned north to support ground forces engaged in direct combat in Operation IRAQI FREEDOM. With the CVW-11 team flying combat missions, the Indians were hand selected to support CTF-158, a coalition maritime force engaged in security patrols of the northern Arabian Gulf. There the Indians conducted daily armed SSC support along with intelligence, surveillance and reconnaissance of high value areas. The Indians then headed for a well deserved break in the United Arab Emirates. Rotating south for a highly visible port visit, the Indians were honored to be the first HS squadron to visit Chennai, India. Twenty-four Indians volunteered time, money and labor to overhaul and upgrade a sports park for young children at a local orphanage in Chennai. Getting underway and heading north again, the USS Nimitz, CVW-11 and the Indians set sail back to the gulf for more Operation IRAQI FREEDOM missions. Shortly after leaving the Arabian Gulf, Nimitz traveled to the largest joint exercise in the Pacific, VALIANT SHIELD 2007. Joining forces with the USS Kitty Hawk and the USS John C Stennis,

the Indians proved that ASW is not a lost art. Gaining the respect of all participants quickly, the Indians provided round the clock ASW for seven days and nights, completing 50 sorties and 236 flight hours. Combining forces with the Easyriders of HSL-37, the Indians conducted a dual Hellfire launch, scoring direct hits on the EX-USS JOUETT (CG 29). In September, the Nimitz Strike Group headed west to combine forces with the INS Viratt, an Indian Navy aircraft carrier. During Exercise MALABAR 07 the Indians crossdecked maintenance personnel to the Viratt to work side by side with HS-124. Proving that bi-national operations were possible, the Indians of HS-6 were in high demand in every mission area. Sailing east, the Indians enjoyed a welcome break with liberty in Singapore. Once again the Indians offered assistance to the local community by providing volunteers to clean up a local beach area. Sailing homeward, the Indians stopped in Pearl Harbor to pick up family members for a time honored tradition, “Tiger Cruise.” Embarking forty-four “new” Indians, memories were made and friendships solidified during the five day cruise home to NAS North Island. Arriving in San Diego, the Indians said goodbye to the USS Nimitz and hello to loved ones after the six month long deployment. For the remainder of 2007, HS-6 conducted local area operations and Strike Group readiness training to ensure the Indians were ready to answer our Nation’s call. That call has come and the Indians of HS-6 and the rest of CVW-11 are back at sea for a surge deployment. After only four months in port the USS Nimitz is heading west to replace the USS Kitty Hawk during a planned maintenance period. The Indians are looking forward to another busy deployment as they carry-out missions during the GLOBAL WAR ON TERRORISM.

Navy’s Newest Helicopter Goes to Sea

Article By LTJG Aaron Davis, USN he Raptors of Helicopter “The detachment was a huge success and exceeded my M a r i t i m e S t r i k e highest expectations,” said HSM-71 Operations Officer LCDR Squadron (HSM) 71, Joe Sanchez. Det.1 successfully completed their first The squadron’s qualifications and training made it possible underway on 25 JAN with an MH-60R for the ship to receive the aviation certification (AVCERT) enabling “Seahawk” helicopter aboard the USS it to conduct operations with aviation assets. Preble (DDG 88). “We really couldn’t have done it without the dedication and DET 1, consisting of five pilots, four aircrew, 14 maintenance professionalism of the Sailors from Preble and HSM-71, specifically personnel and one MH-60R helicopter, completed various training USS Preble’s flight deck team, our detachment’s maintenance and qualifications while onboard the Preble including deck landing personnel and the flight crews” Sanchez said. qualifications (DLQ’s), landing safety officer qualifications (LSO), The “Raptors” are currently preparing to send more flight deck coordinator training, and helicopter in-flight refueling detachments aboard various ships for training to prepare for an qualifications (HIFR), as well as many other level qualifications. upcoming deployment with Carrier Air Wing 9 (CVW-9) and the In addition the “Raptors” completed 20 vertical replenishments USS John C. Stennis (CVN 74) in early 2009. (VERTREPS) and 80 small deck landings during the three-day underway.

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SQUADRON UPDATES: HSL-51

HSL-51 Det 11 Saves Blue Ridge Sailor With Record Flight. Article and Photo by HSL-51 Public Affairs

n February 2, 2008, HSL-51’s Detachment 11 logged their first medical evacuation (MEDEVAC) of the year, and the longest ship-to-shore passenger transport flight in the squadron’s history. The patient was a 21-year-old BM3 stationed aboard USS Blue Ridge (LCC-19) whose condition rapidly deteriorated after sustaining a head injury. The Sailor was completely unresponsive, and began suffering from seizures. With limited medical capabilities onboard the ship to adequately perform a more detailed diagnostic workup and provide more advanced therapeutic treatment for the patient, LCDR Danforth, the USS Blue Ridge Senior Medical Officer, requested for an urgent MEDEVAC to a higher echelon of medical care. Detachment 11 has two VIP-configured SH-60F aircraft, and both were embarked on Blue Ridge for this underway period. The det was already preparing to fly routine training missions that afternoon. Unfortunately, the ship was over 400 nautical miles away from the nearest accessible medical facility in Okinawa. Complicating matters were marginal weather and approaching sunset. Furthermore, the medical requirement to remain at low altitude to minimize pressure changes on the patient would make radio communications between the aircraft and the ship and beach impossible for a large portion of the flight. A plan was quickly devised to safely complete this emergency mission. Operational Risk Management played a critical role in identifying and controlling the many risks associated with this mission. Time, fuel, and distance calculations were checked and rechecked. Wing SOP restricts ship to shore flights to a maximum of 200 miles, but that requirement was waived due to the life or death situation at hand. Alternatives were considered, but it appeared that Okinawa was the only viable option, so Blackbeard 01 launched with two aircrewmen, LCDR Danforth, and the litter bound patient in the back at 390 nm from Kadena, Okinawa. According to LT Stickney, the aircraft commander, weather rapidly deteriorated to an 800 foot ceiling and the flight nearly had to be aborted as headwinds of 20 to 30 knots slowed progress and burned up precious fuel. The copilot, LT Kieszek, concurred that it was one of the most intense flights of her career considering the darkness, low ceilings, rain, and poor radio communications. The situation in the cabin was no easier. The patient

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MEDEVAC Crew of HSL-51 experienced four seizures during the first two hours of the flight before becoming lucid again. For the remainder of the flight he became disoriented, aggressive and combative. LCDR Danforth and the two aircrewmen, AW2 Tenbroeck and AW2 Safford, spent nearly the entire flight physically restraining the patient to prevent further injury to him or others. After a grueling 3 ½ hour flight they finally landed at Kadena Air Base in Okinawa with about 30 minutes of fuel to spare. An awaiting ambulance took the patient to Okinawa Naval Hospital where he received treatment that saved his life.

SQUADRON UPDATES:

HSL-47 and CVW-2 at Air Wing Fallon: Summer Fun in the High Desert Article and Photos by HSL-47 Public Affairs Officer

eptember looked to be a promising month for a young aviator from HSL-47 in San Diego. Sunny days at the beach and some great Homeguard unit level flying were the plan. My Operations Officer changed those plans, however, with the announcement that I would be packing my bags to train at NAS Fallon for the month. Our Carrier Air Wing (CVW-2) was scheduled for Air Wing Fallon, so sunsets at Pacific Beach would have to wait. The news improved when I learned that I would be flying all events with our XO. I’m always happy to get some face time with the boss, but the man was known to whet his appetite on LTJGs before moving on to meatier fare with the Department Heads. It’s an understatement to say that I was nervous about the prospect of a month of what I was told would be the most challenging training I would ever encounter. Our Detachment of nine combat crews, forty five maintainers and three helicopters arrived at NAS Fallon a week earlier than the rest of the Air Wing for rotary wing familiarization training. The time was well spent as we settled into our operations and maintenance spaces, received valuable classroom training, and had an opportunity to explore the massive Naval Strike and Air Warfare Center (NSAWC) range complex before the invasion of our fixed wing brothers. Day fams presented an opportunity to conduct recce on bombedout hulks of old tanks and Assault Personnel Carriers (APCs), as well as to figure out which power lines and high mountains might reach out and touch you if you lost situational awareness for a moment. Night fams were a dark, dark chance to markedly increase the pucker factor and be thankful that you had already flown the ranges in daylight, chummed your charts and marked hazards. Picking our way through mountain passes on a low illumination night was pulse-raising enough to make me forget worrying about flying with the XO. Flying aside, I could tell that the expectation of all flight crews was high. We shared familiarization week with our fellow CVW-2 helo bubbas from HS-2, and both squadrons spent a few days in the classroom learning the latest and greatest of advanced helicopter tactics from the resident NSAWC Seahawk Weapons and Tactics Instructors (SWTI). Our squadron participated in the Helicopter Advanced Readiness Program (HARP) at the west coast HSM Wing Weapons School a few months earlier, and we were eager to build upon that foundation with the NSAWC SWTIs. With arrival of the entire Air Wing the following week,

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we were off and running with integrated Air Wing training. The next few weeks were a blur of mission planning, event briefs, intense flights and comprehensive debriefs. Several of our squadron’s pilots completed Mountain Flying and Terrain/ Low-Level training courses with NSAWC instructors, but the majority of us were busy with events that crews would routinely return from to laud as “the coolest flight I have ever done!” Although our missions included strafe, “Hellfire CATMEXs,” Surface to Air Counter Tactics (SACT) on the advanced electronic range, “Helicopter Visit, Board, Search and Seizure (HVBSS),” Naval Surface Fire Support (NSFS) and Maritime Strike, the highlights of Air Wing Fallon for me were the Close Air Support (CAS) and Maritime Air Support (MAS) events. Partial task training gained by participating in CAS events where we received Call For Fire (CFF) briefs from Special Operations Forces (SOF) developed our Maritime Air Controller (MAC) skills and better prepared us to destroy maritime targets with fixed and rotary wing strike assets. Continued on page 62

Saberhawks VERTREPing out at sea. 61

SQUADRON UPDATES: HSL-47 Continued from page 61

Although the mission planning requirements at Air Wing Fallon were rigorous (we averaged three hours of planning for every simulated or real Hellfire attack--and there were 84 total shots), the pattern of planning was normally standard, at least for a junior pilot like me: learn the general event flow and objectives from the Strike Lead, figure out your individual role in the big picture, and get to work assembling kneeboard packs. CAS planning, however, was truly a hands-on experience. Hours before launching, we would meet the Special Ops Joint Terminal Air Controllers (JTAC) to “sand table” the event. Distinguished by their longer hair, the SEALs and JTAC instructors, veterans’s fresh from the field, were very effective at briefing overall event expectations and mission essentials, but managed not to bog down any scenario by choreographing the events. Not knowing exactly what to expect on the range made every CAS event dynamic and ultimately more realistic. Flying in support of troops on the ground with live ordnance on board was certainly a unique and rewarding experience for an HSL crew. In our culminating CAS event, JTACs ground lased for our section of SH-60Bs. After our two Hellfire shots destroyed two targets, we “reattacked” on with a .50 caliber strafe run on a convoy of trucks to support “troops in contact” on the ground. I think after all the shooting subsided, even the XO smiled. While CAS presented an opportunity to practice an opportunity to practice maritime strike tactics and techniques, our subsequent MAS events provided an opportunity to integrate the SH-60B’s onboard sensors with strike assets overhead to destroy maritime targets. We went from shooter to spotter, which provided an opportunity to see both sides of the strike equation. The most complex of the MAS events occurred at the end of the Integrated Training Phase. The XO and I launched as lead in a section of SH-60Bs. After arriving on station and establishing a surface picture in a simulated bay at the North end of the Fallon range complex, we started to prioritize our available assets and match them to targets as they “appeared.” We directed a section of HS-

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2’s HH-60Hs to launch multiple Hellfire CATM attacks on smaller, faster moving boats in the notional sea, while we stacked strikers for further tasking. After classifying appropriate targets, lead passed a MAS 9-Line to a section of strikers and talked them onto the target where wing provided a laser target mark for the subsequent laser guided bomb drops. All seemed to flow like clockwork, and after the strikers called ‘pickle’ and ‘splash,’ and perfectly met their times on targets (TOT) within the prescribed 10 second window, we felt pretty good about calling the event a success. The month at Air Wing Fallon was fortunately not continuous work, nor continuous talk about work. The “O” Club at Fallon is easy walking distance from any of the Quarters on base, and was a good opportunity for us to meet up with our Air Wing peers from other Squadrons. We did manage to take the team-building further afield, also. A Squadron weekend in Tahoe was punctuated by an afternoon mountain biking trip in the middle of the first snowfall of the season. Additionally, being in northern Nevada in early September made attendance at the 2007 Tailhook Conference a must (where I was stopped more than once by conventioneers wondering what an SH-60B pilot was doing at Tailhook!). The CVW-2 Admin Room was excellent, as was the HSM Wing Pacific Admin Room, which, by my math, means that west coast HSL/M community had excellent representation - clearly a good showing for rotary wing aviation. Tailhook 2007 was a tremendous amount of fun, and was further evidence of the fact that all Naval Aviators are cut from similar cloth, no matter what platform they fly. Air Wing Fallon lived up to the expectations. The training was extremely challenging, the flying was incredible, and the tactical experience gained was unmatched. Integrated training initially complicated the battle problem, but it provided an elegant solution when we were able to get all available assets working on the same page towards the same goal. Even for all the missed sunsets in San Diego, Air Wing Fallon turned out to be a pretty good way to spend September.

SQUADRON UPDATES

HS-4 Rescues 14 year old Girl from a Cruise Liner Article By: LT Frank “Delanor” Orsino, HS-4

t was late evening on December 14, 2007 when the USS Ronald Reagan received a distress call from the bridge of the Dawn Princess, a Bermuda based Cruise Liner. The emergency involved a 14 year old girl who was suffering from sepsis due to a burst appendix. Willing to assist, the crew of the Reagan went into full planning mode, utilizing every aspect of this war vessel to execute the rescue. The problem was complicated by the over 550 mile transit the Reagan had to cover to get within range of the Dawn Princess. With approval from Commander, U.S. Third Fleet and the Ronald Reagan Strike Group Commander, Rear Admiral Wisecup, the carrier halted flight ops and steamed towards the distressed Vessel. With more than seven hours of transit ahead of them, the crew of the Ronald Reagan, including the Black Knights of HS-4 and the Black Eagles of VAW-113 spent the evening planning for the rescue. At 0300 on December 15, two crews from the Black Knights were briefed for their mission and prepped for their flights. Thanks to the hard work of the Operations Officer, LCDR Gabe “Rican” Soltero and the SAR Officer, LT Josh “Henche” Zelfer, every contingency was covered for the crews, right down to hot breakfast being served in the ready room. The 120 mile route to the cruise ship was planned, diagrams of the ship were printed and the exact location the rescue helicopter would hover over the deck of the ship was pinpointed. The

crews completed their briefs and walked to aircraft that had been preflighted and were spinning and waiting for them. It was an all hands evolution, a true example of the Black Knights brotherhood and the execution of their motto “One Team, One Fight.” The Crew of Black Knight 615, commanded by LCDR Greg “Sluggo” Leland and co-piloted by LT Earl “Mopey” Crawford took off, en-route to the Dawn Princess. The Aircrew, including AWC Matthew Shicks, AW2 Aaron McCullough-Sanden, and HM1 Scott “Doc” Heintschel prepped the cabin and discussed their boarding procedures. Meanwhile, the Crew of Black Knight 614, commanded by LT Ryan “Gassy” Hayes and Co-piloted by LT Frank “Delanor” Orsino remained on station in plane guard, ready to assist if needed. An E-2 Hawkeye from the Black Eagles of VAW-113 launched to provide a communications platform for the Black Knight crew. The 45 minute transit would provide this crew with ample time to discuss their plan of execution, which would involve hoisting HM-1 Heintschel with a rescue litter to the deck of the cruise liner. In the early dawn hours, with the sun barely shining, Doc was lowered to the deck of the ship and began preparing the young patient for her transit to the Reagan. During the transit, HM1 assessed his patient, started an IV and monitored her vital signs. Upon landing on Reagan, the young girl was taken to medical, where she underwent emergency surgery. She recovered well and enjoyed a week onboard the carrier. Bravo Zulu to all who made this rescue possible, especially HM1 Heintschel and the crew of Black Knight 615.

Scorpions Past, Present & Future: HSL-49 Celebrates Its 18th Birthday Article and Photo by LT Josh Peters

rom Operations Desert Storm, Enduring Freedom and Iraqi Freedom, to Hurricane Katrina and the Asian Tsunami of 2004, HSL-49 has been hard at work around the world for the last eighteen years. And while the squadron continues to send SH-60B detachments to sea, it is also preparing to be the first in the Navy to evolve into an MH-60R Expeditionary squadron. These are interesting and exciting times in “Scorpionland”. But the history of the squadron encompasses so much more than just deployments

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made, hours flown and missions completed. From winning the NHA Lip Synch contest in 1990, to Skipper Lemek’s Napoleon Dynamite dance at the 2005 flight suit formal, to the “Scorpion Salute,” the squadron is rich with tradition and camaraderie. It has been the people of HSL-49 that have made the squadron unique and special. “I was also a plank owner at HSL-47, and when I came over to help stand up 49, it was like a breath of fresh air,” said Continued on page 64

SQUADRON UPDATES: HSL-49 Continued to page 63

CAPT Rob Moore, who served as the Scorpion’s Safety Officer and Operations Officer from 1990 to 1992. “It was like night and day. When I got to 49, it was just this great place to be. We had a great group of guys, it was easy going, and everyone just had so much fun.” The last SH-60B squadron established on the West Coast, HSL-49’s first wardroom was a diverse group. While some pilots had flown the SH-60B before coming to the Scorpions—including the squadron’s first Commanding Officer—CDR Larry Larson, a test pilot heavily involved in the design and testing of the aircraft, most had transitioned from other platforms. “We had guys that had LAMPS experience flying the H-2, but we also had a lot of guys that transitioned from HS, HC and even some that transitioned from the Marines,” said the command’s first Executive Officer, CAPT (ret) Dan Zazworsky. “But, having a guy like Larry Larson as the skipper, it just worked. We used to call him ‘the burning bush,’ like Moses and the burning bush. He was there when the Bravo was created, and he knew everything about that aircraft. Absolutely everything.” One memorable event in the early Scorpion days that both Moore and Zazworsky talked of occurred while Skipper Larson was away on TAD. The XO, Zazworsky, had scheduled officer training on anti-terrorism and, as an attention-getter to kick off the lecture, he had arranged for the aircrewmen to stage a “mock take-down” of the wardroom, complete with costumes, ski-masks, fake guns, and fire crackers. But while the AWs were preparing for their “assault,” a YN3, who had no knowledge of the training exercise, saw what she thought were real terrorists with real guns getting ready to really attack the squadron. She locked herself in a room and called 9-1-1. “The CMC came into the wardroom and said, ‘Sir, I think you had better come out here and take a look at this,’” said Zazworsky. “So I go out onto the second deck stairwell that over looks the parking lot, and there must have been 20 police cars surrounding the building. I’m pretty sure I had guns leveled at my head. It was quite the scene.” Over the years, the Scorpions have continued to have fun and share amusing stories, despite the long deployments and long hours put in to accomplish the command’s mission. “At HSL-49, everyone understood their job and how they fit into the command,” said CWO4 Jerry Cahow, HSL49’s MMCO from 2003 to 2006. “The teamwork between the chief’s mess, the pilots and sailors was just phenomenal. In my 26 years in the Navy, I can say without hesitation that HSL-49 was the best command I’ve served in.” Cahow, along with approximately forty other HSL-49 sailors, was part of a two-aircraft detachment sent to New Orleans to assist in the aftermath of Hurricane Katrina in September 2005. Within 48 hours of notification, the squadron had assembled and transported personnel, records, tools, and support equipment, and was flying evacuation missions in the New Orleans area. “The aircraft arrived in Pensacola from San Diego

Rotor Review # 100 Winter ‘08

HSL Scorpions logo of 18 years

late on a Friday night,” remembered Cahow. “And we were launching rescue missions at dawn on Saturday morning. It was incredible to see the focus and camaraderie among our sailors and even with the other squadrons involved.” In addition to flying disaster relief missions for Hurricane Katrina, HSL-49 played a role in saving lives following the devastating Asian Tsunami in December 2004. When the giant waves struck, Detachment Two, aboard USS Bunker Hill, was in port in Singapore. Within three days, the ship, along with the rest of its Expeditionary Strike Group, were on station in Indonesia, delivering food, water and medical supplies to stranded victims. “As I prepare to get out of the Navy next month, I know that I will always be able to look back on what I did at HSL-49 and be proud,” said AW2 Luke Kimbrough, who flew in New Orleans and Indonesia. “While my time here was highlighted by what we did in Katrina and in Banda Ache (Indonesia), I know that I’ll also remember all the amazing people I met here at HSL-49.” As the squadron transitions to the MH-60R and moves into the future, its current sailors echo their predecessors’ fond sentiments for the command. “Being at HSL-49 makes me want to be in the Navy for life,” said AEAN Jordan Smith, a recent arrival to the squadron. “I really mean that. At this place you have leaders who you can sit down with and talk to. People listen to you here, even if you are just an airman. It wasn’t like that at my last command. Not even close.” “I’m really excited about the transition to the Romeo,” said AW2 Tim Parker, who is just beginning his second tour at HSL-49. “When I was at HSM-41, I was involved in designing the Romeo syllabus, and I was one of the first AWs to qualify in it. The Romeo is going to tremendously increase our capabilities. The radar and sonar are 10 times better than what we have on the Bravo.” Continued on page 65

SQUADRON DATES: HSL-47 CDR Brian Frasier host the ceremony in recognition of the squadron’s birthday.

Continued from page 64

USCGAS SITKA

Coast Guard Assists National Park Service Research Mission Article and Photos by USCGAS Sitka Public Affairs Office

ith several helicopter flights during the week of August 27th, 2007, a joint federal venture between the National Park Service, the US Forest Service, the Sitka Tribe of Alaska and Coast Guard Air Station Sitka culminated in the successful delivery of a team of archeological researchers to the top of Ushk Bay Mountain and Cross Peak, located in Hoonah Sound. The 4-man alpine field team, made up of three National Park Service personnel and one US Forest Service ranger, was conducting first-of-its-kind alpine research into the existence and purpose of prehistoric, man-made stacks of rocks called cairns that have recently been discovered atop remote peaks in the high alpine areas of several Southeast Alaska islands. The function and relationship of these cairns across the landscape is poorly understood. The goal of the exploration was to use archaeological survey combined with ethnographic accounts of the features by Tlingit elders to provide a better understanding

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of the prehistoric use of alpine areas in Southeast Alaska. These cairns have been part of the oral history tradition of the Kiks.ádi and other native Tlingit clans for generations, but their origin, meaning and exact locations have since been lost to the mists of time. Elders from the Sitka Tribe of Alaska approached Park Rangers at the Sitka National Historical Park to request assistance in redeeming these vital elements of their history from obsolescence. Most of Southeast Alaska falls within the Tongass National Forest, which covers almost 27,000 square miles and is the nation’s largest national park. Baranof and southern Chichagof Islands are managed by the Sitka Ranger District of the US Forest Service. Currently, only one archaeologist is responsible for this entire area, covering more than 2500 square miles. Based on the importance of the potential knowledge to be gained from this research, and the grand Continued to page 66

Coast Guard Updates

The Scorpions will be the first to become an MH-60R Expeditionary squadron. Unlike other current or soon-totransition Romeo squadrons that will deploy on aircraft carriers, HSM-49 will continue the traditional LAMPS role of deploying one or two aircraft detachments aboard cruisers, destroyers and frigates conducting EMIO, ESG and Counter-Narcotics operations. “I like that we are going to continue to deploy as dets,” said AT3 Ryan Vreeland. “I came to HSL because I didn’t want to deploy on a carrier.”

As HSL-49 becomes HSM-49, the squadron will receive new aircraft and transfer old ones. New people will check in and others will check out. The sailors will continue to have fun, play jokes on each other and reminisce about events past. But through it all, the squadron will continue to accomplish its mission. It will keep sending dets to sea and developing young sailors and officers into the leaders of a new generation of Scorpions. “Being at HSL-49, you have to be very good at planning, and making contingency plans, and managing your time. We have a lot of missions that have to get accomplished, and there are always more that keep coming up. And things don’t usually work out how you planned them, but somehow we always find a way to over come every challenge and meet our mission,” said AEC Clarence Burton, who just completed his third deployment as a Scorpion. “At 49 we have a great amount of camaraderie between the rates and between the maintainers and the pilots. The teamwork here is just phenomenal. I think we work so well together because we suffer together. We put in long hours away from our families, but we always make it happen. I love it here—there is nothing like it anywhere else I’ve been.”

COAST GUARD UPDATES: USCGAS Sitka / USCGAS San Diego Continued from page 65

scale of its reach, the local Park Rangers requested collaborative assistance in the form of archeologists from the National Park Service. The National Park Service responded enthusiastically, dispatching several archeologists from the Midwest Archeological Center to Sitka to assist in the field research.

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

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

During two full days of field time, the joint 4-man team located, identified and recorded 22 cairns of various types and sizes, significantly more than the two or three they had expected to find. Once back at sea level, the researchers met w/ tribal elders from the Kiks.ádi clan to report on their findings. Clan leader Ray Wilson was visibly moved after seeing archeologist Bill Hunt’s photographs of the numerous cultural features in the alpine. He stood when thanking the team for opening a window into an aspect of his ancestors’ lives that had been lost from memory. Ray also expressed that the cooperation between the agencies “was a model for the culture” as the clans work together for the good of the Tlingit people. After the success of this initial, reconnaissance-level survey, more in-depth studies are being planned.

USCGAS SAN DIEGO

COAST GUARD SAVES MAN FROM CRUISE SHIP Article by USCGAS San Diego

Coast Guard helicopter flying in stormy conditions airlifted an ailing 88-year-old man and his caregiver Friday night from a cruise ship about 40 miles off the coast. Coast Guard public affairs officer Lt. Jeremy Denning said that the man had been vomiting blood and may have had some internal bleeding. He was flown to Scripps Memorial Hospital-La Jolla, Denning said. Due to federal privacy laws, his condition was

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not released. Denning said the Coast Guard Air Station San Diego received a call at 8:23 p.m. from the cruise ship Crystal Symphony about 40 miles northwest of La Jolla. A Coast Guard flight surgeon evaluated the situation and later determined the man needed a medical evacuation. A Coast Guard HH-60 Jayhawk helicopter with a crew of four was dispatched at 9:22 p.m. and arrived at the ship within 12 minutes, Denning said. Winds were blowing about 25 to 30 mph at the time, and waves were 7 to 8 feet, Denning said. It was just starting Continued to page 67

COAST GUARD UPDATES: USCGAS San Diego/ USCGAS Humboldt Bay Continued from page 66

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

and seas aren’t very high.” Denning said the crew included two pilots, a flight mechanic and a rescue swimmer who is certified as an emergency medical technician. He said the man was airlifted by stretcher, and a woman identified as his caregiver was airlifted by bucket.

USCGAS HUMBOLDT BAY

Coast Guard Responds To Divers In Distress

he U.S. Coast Guard rescued two divers in the vicinity of Kibesillah Rock, six miles north of Fort Bragg in December. Around 6:45 P.M., two divers were reported to be stranded on top of a rock protruding from the surf, and another diver was reported missing. The Coast Guard immediately launched two Motor Life Boats and a mobile land unit from Coast Guard Station Noyo River, and an HH-65C helicopter from Coast Guard Air Station Humboldt Bay.

Hazardous weather as well as treacherous terrain played a large role in the execution and outcome of the rescue. The Coast Guard helicopter was able to hoist both stranded divers off the rocks and safely transport them to awaiting emergency medical personnel. After locating the third diver, who was completely unresponsive in the surf, the rescue effort was reluctantly aborted due to the perilous weather conditions which would have made any attempt to recover the victim dangerous. The Mendocino County Sheriff Office continued the search and recovery of the third diver this morning.

U.S. Coast Guard Announces Over A Million Lives Saved Since 1790 Article by USCG Public Affairs, Washington The U.S. Coast Guard announced during a ceremony marking its 217th birthday that 1,109,310 lives have been saved since the services establishment on August 4, 1790. “When things are at their worst, America’s Coast Guard is at its best,” said Homeland Security Secretary Michael Chertoff. “What began as a revenue enforcement agency with a fleet of ten cutters established by Alexander Hamilton more than 200 years ago has evolved into the world’s premiere multi-mission, maritime and military service. It’s fitting that we celebrate the Coast Guard’s 217th birthday this August 4th as we recognize its brave men and women for saving more than 1 million lives over the course of its long and storied history.” “As America’s lifesavers and guardians of the seas, Coast Guard men and women commit themselves every day to serving our nation and its people with selfless courage and unflinching determination,” said Adm. Thad Allen, commandant of the Coast Guard. “This year we celebrate a remarkable milestone in our history as more than one million lives have been saved by the Coast Guard since 1790. What began as America’s only lifesaving service charged with the dangerous duty of saving sailors from shipwrecks along our coasts has evolved into a modern-day, multimission Coast Guard that demonstrates the same commitment to saving lives that it did more than 200 years ago.”

its founding to Aug. 4, 1790, when the first Congress authorized the construction of ten vessels to enforce tariff and trade laws, prevent smuggling, and protect the collection of the federal revenue. Responsibilities added over the years included humanitarian duties such as aiding mariners in distress and the service received its present name in 1915 when the Revenue Cutter Service merged with the US Life-Saving Service to form a single maritime service dedicated to saving life at sea and enforcing the nation’s maritime laws. The Coast Guard is the nation’s oldest continuously operating sea service. In the years since World War II, the helicopter has played an increasingly instrumental role in Coast Guard lifesaving operations. The efforts of Coast Guard Commander Frank Erickson, who flew on the first-ever helicopter life-saving mission, was also one of the early pioneers in the development of the helicopter. He along with other Coast Guard officers battled red-tape and risked their lives testing and developing the helicopter for rescue operations. Their perseverance and dedication prevailed, as today the helicopter is irreplaceable in Coast Guard rescue and law enforcement operations.

“The saying ‘A life lived for others is a life worth while’ truly summarizes being a member of the Coast Guard,” said Capt. Jim McPherson, a Coast Guard spokesman. “For 217 years our brave members rowed through the surf to save lives or ﬂew through storms to make daring Rotor Review # 100 Winter ‘08 67rescues. Although the technology has advanced the common theme The Coast Guard is one of America’s five armed forces and traces through the years is the heroism of Coast Guard women and men.”

Perspective For the Future of Rotary Aviation

ROTARY WING AVIATION: Change, Challenge, Opportunity Article by CAPT Jamie Hopkins, USN CHSCWP

s Rotor Review celebrates its 100th issue, the Navy’s rotary wing community finds itself amidst a period of unprecedented growth and change. With the merger of the HC and HS communities to a single Helicopter Sea Combat (HSC) community and the Helicopter Maritime Strike (HSM) community’s expansion into Carrier Air Wing operations, Helicopter CONOPS is fully underway. In both communities, pilots and aircrew find themselves either operating or preparing to transition to some of the Navy’s most sophisticated platforms and weapons systems, while they meet both an expanding mission set and the increasing demand to operate in new and different environments. As rotary wing prepares to undertake the next phase in this period of growth, the time is right to reflect upon recent changes, look forward to future opportunities, and assess the challenges that we must meet in order to fully realize those opportunities.

Yesterday’s Dream—Today’s Reality It seems only yesterday when every facet of the Navy’s helicopter community was comprised of an aging array of airframes and the future offered little hope of replacing them in the face of an overextended defense budget. It was this harsh reality that inspired a group of forward thinking individuals to develop a comprehensive plan to consolidate the six existing type wings to two, while reducing the number of helicopter type/model/series from seven aging legacy platforms, to two newer and far more capable variants of the H-60 platform. This new construct would also embark one squadron from each type wing in the Carrier Air Wing, moving Strike Group HSL support from a detachment-based to a squadron-based concept of operations. The idea would soon become known as the Helicopter Master Plan later to be called Helo CONOPS1. Now, some ten years later, a review of goals and accomplishments quickly proves that Helo CONOPS, though not perfect, must surely be judged a success. Organizationally, the command structure envisioned by the Helo Master Plan’s originators is fully in place. Legacy HC, HM, and HS communities now

The credit for much of the original concept now employed belongs to Commander Howard Keese, who helped to develop and advocate this concept while working on the C2F staff in the late 1990s.

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all reside in one of two merged Helicopter Sea Combat (HSC) Wings. All of HSC’s expeditionary squadrons have seen the venerable H-46 and H-3 replaced by state of the art MH-60 Sierras. Meanwhile, the first carrier-based HSC squadron has completed its transition to the Sierra, with two more carrierbased squadrons to follow in FY ’09. The Helicopter Maritime Strike Community (HSM) has seen similar success. The HSL-47 Saberhawks made history when they successfully completed their community’s proof of concept deployment onboard USS Abraham Lincoln, debunking many preconceptions about the challenges of operating two helo squadrons off a single aircraft carrier. As the squadron now prepares for its third deployment, it does so as a fully integrated member of the Carrier Air Wing TWO/Lincoln Strike Group team. Just as importantly, 2007 saw HSM-71 established as the Navy’s first operational Romeo squadron, while HSM-41 the FRS, finished training its last Bravo student. This same period saw naval helicopters expand and redefine their role in Naval Aviation. On the aircraft carrier, HS squadrons moved beyond traditional SAR/ASW roles to embrace mission areas in Combat Search and Rescue (CSAR), Naval Special Warfare (NSW) and Helicopter Visit, Board, Search and Seizure (HVBSS). Meanwhile, the LAMPS community leveraged the SH-60B’s advanced sensor platforms to assume primary roles in strike group Anti-Surface Warfare (ASUW), HVBSS, and ASW. Most recently, the HSC community’s expeditionary arm has employed MH-60 Sierras in support of air ambulance missions in Kuwait and Iraq and will soon assume the Navy’s EMIO mission in the 7TH Fleet AOR. Rotary Wing’s Reserve components have been equally involved in cutting edge Navy missions. HSC-84, assigned to HSCWINGLANT, continues to provide critically needed support to special operations units in Bagdad, while HSL-60, assigned to HSMWINGLANT plays a key role in the nation’s counter drug operations. Here in San Diego, HSC-85 recently led the Navy’s response to the Southern California wildfires, providing vital critical airborne fire suppression that saved both property and lives. Additionally, the High Rollers will soon support the Navy’s Air Ambulance mission in Kuwait and Iraq.

Past Challenges and Progress Our many successes notwithstanding, the rotary wing community has faced any number of challenges during its

Continued to page 69

Perspective For The Future of Rotary Aviation Continued from page 68

transition. Fleet introductions of both the Sierra and Romeo have been vexed by the types of production delays so frequently associated with new aircraft. On the Sierra side, late deliveries impacted readiness and drove an additional workload for the Fleet, a situation exacerbated by airframe cracks on several helicopters. In the Romeo community, late deliveries and skin cracks have proven worrisome for the fleet. Meanwhile, Planned Maintenance Interval (PMI) inspections and mission kit integration continue to concern both communities. Finally, the latest tail rotor gearbox (TGB) problem will be a readiness challenge for all H-60 Type/Model/Series. Fortunately, Sikorsky, Lockheed Martin, and PMA-299 have combined efforts to address these concerns and most appear to be well on their way to resolution. The problem of airframe cracks has been mitigated to the point that it now stands as an inconvenience, vice a major readiness degrader. Mission kit availability continues to improve and modifications to the PMI schedule have increased helicopter availability in both communities. Current indications remain favorable for the fist integrated Romeo/Sierra deployment to take place as scheduled. Finally, Sikorsky, PMA 299, and maintenance professionals from the operational, intermediate and depot level; are collaborating to develop a TGB inspection schedule that minimizes impact to the fleet.

Future Challenges and Opportunities What may well be the largest challenge facing the HSC community has nothing to do with hardware. Moreover, it is the one most difficult to identify and combat --- namely the task of integrating and aligning the cultures of two communities that hail from decidedly different backgrounds. For many decades, legacy HS existed almost solely on the aircraft carrier, deploying as a squadron and integrating into the Carrier Air Wing. On the other hand, the legacy HC community has primarily deployed on supply ships, often vessels with a mixed Navy/civilian crew, or onboard amphibious assault ships with their Marine Corps contingency. Add to this equation, the distinct culture of HSC’s Airborne Mine Countermeasure (HM) community and the culture calculus becomes complex indeed. Another level of organizational complexity was added when rotary wing took a lead role in executing the CNO’s vision of Active-Reserve Integration (ARI). In minimal time, three Helicopter Reserve Wing squadrons were assimilated into their respective active component type wings. Making matters more complex, the two squadrons joining HSCWINGLANT and PAC were themselves the result of recent squadron consolidations within the reserve component, leaving them with cultural alignment challenges of their own. Here however, our reserve component may have an edge on their active component counterparts. The reserves have long dealt with assimilating personnel from diverse cultures and creating a cohesive operational unit. Though more evolutionary than revolutionary, the issue of culture is equally important for the HSM community. As legacy Bravo Squadrons convert to the Romeo and Carrier

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Strike Group squadrons develop alongside their detachmentbased counterparts, the challenge of maintaining a common culture will be high on leadership’s list of concerns. Regardless of the methods used to address this issue, the challenge of cultural alignment must be met by both communities. Private sector studies indicate that some 60% of all failed corporate mergers fail not because their business plan was faulty, but because their corporate cultures were never aligned, leaving the organization at a competitive disadvantage. This is a fate that neither the rotary wing community nor the Navy can afford. Towards that end, numerous steps towards alignment have already been taken, with more to follow. The HSC community recently joined their HSM counterparts when they concluded work on a joint HSCWLHSCWP Type Wing SOP. This document will bring a new degree of standardization to all HSC squadrons. The community is also aggressively undertaking an effort to fully integrate leadership within its squadrons. HSC CVN/expeditionary integration and active/reserve integration have already taken place at the O-3/O-4 level and met with much success. Similar efforts will soon begin at the O-5 level, as leadership works toward an end state where pilots and aircrew move seamlessly from expeditionary to CVN squadrons and back in a model that resembles the EA6B community. Finally, efforts are underway to accelerate the renaming of all legacy HS squadrons as the community moves toward its vision of a, “fully aligned, integrated, and flexible fighting force.”

Continued to page 70

Humanitarian Mission in Indonesia Photo courtesy of the NHA Archives

Perspective For The Future of Rotary Aviation Continued from page 69

Of course, standardization does not stop at community boundaries. All Navy H-60 pilots and aircrew will soon reap the benefits of rotary wing’s first ever “Super Hawk” NATOPS conference. This watershed event was focused towards standardizing limitations and normal/ emergency procedures and among all H-60 TMS’. Plans are already underway to address other areas of NATOPS during the Second Superhawk conference. Additionally, efforts to expand this level of standardization to SOPs, MDGs, and TTPs are ongoing. These efforts will ultimately result in a safer and far more capable fighting force. A second challenge facing the Navy’s helicopter community comes as a result of the advanced war fighting technology imbedded in the Sierra and Romeo. This dazzling array of technology affords Navy helicopters the opportunity to assume an immensely larger role in tactical aviation; however, it also presents a challenge to rotary wing pilots, aircrew, and maintainers. While bringing enhanced capability, many of these systems also bring an exponential increase in the complexity of maintenance and tactical employment. Thus it is incumbent upon every member of our community to master his or her specialty if helicopters are to fully realize the opportunities that lie ahead. In the Romeo, enhanced RADAR is capable of simultaneously tracking a previously unimaginable number of surface and air contacts while the ALFS sonar represents a quantum increase in both the number and fidelity of undersea contacts that can be tracked. However, properly managing the workload of classifying contacts and prosecuting hostiles while in the air will add a new degree of difficulty to Cockpit Resource Management (CRM). In the Sierra, Link 16 will provide helicopters with a previously unheard of level of integration into the tactical strike group picture while a second generation FLIR and improved weapons systems expand its envelope of lethality. Here again, intensive training, building upon and modifying the tactical employment techniques used by other platforms, and thinking outside the box will be key to leveraging these systems to their fullest capacity. Fortunately, history tells senior leadership that the answer to much of this problem will be as simple as stepping back and allowing our young, eager, and eminently capable junior officers the opportunity to explore the myriad possibilities that these new systems offer---under the watchful eyes of community leadership of course. As our community surveys its list of warfare requirements, no question looms larger than those of airborne mine counter measure (AMCM) and heavy lift. Both missions have previously been met by the venerable but aging H-53; however, mission capability in these areas will be difficult without modernization. On the counter mine warfare front, efforts to imbed AMCM sensors in the MH-60 Sierra have met with decidedly mixed results. Testing is still ongoing, but bringing an organic mine counter measure capability to the fleet will undoubtedly be more expensive and take longer than

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expected. Moreover, the Littoral Combat Ship (LCS), once considered the primary means of deploying our organic AMCM capability, is far behind schedule. This is not to say that the program lacks bright spots. Airborne Laser Mine Detection System (ALMDS) is moving ahead and may also bring a level of ASW capability to the HSC community; however, Rapid Airborne Mine Clearance System (RAMICS) is still in test. Likewise, initial testing of the AQS-20 sonar is promising, but problems with the deployment/recovery mechanism remain unresolved. At this juncture one can safely say that some level of OAMCM capability is coming to the fleet; however, current technology limitations might require reconsideration of the Sierra’s ability to meet the entire AMCM requirement. Though not as cutting edge in technology, the issue of heavy lift may well be the more critical concern. War College students are quickly taught the adage, “amateurs talk tactics, while pros talk logistics,” and the removal of H-53 without finding a replacement of similar size and capability will certainly drive major changes in the concept of fleet logistical support. Here again, changing events, capabilities, and mission requirements may merit revisiting the Helo Master Plan. Finally --- and this is a good problem to have, one must ask themselves if the demand for rotary wing assets is approaching, “too much of a good thing.” As the requirement for helicopter support continues to spiral upward, missions in Kuwait, Iraq, and the Horn of Africa, show no sign of abating. At the same time both the SEAL and Naval Expeditionary Combat commands are actively seeking much larger support roles from our community. Though flattering, these requests do pose a problem given the current financial, hardware, and manpower constraints that are reality in both rotary wing and naval aviation. The future appears to be one of continued growth in mission requirements. Numerous grand strategy analysts point to prolonged, low intensity conflicts in underdeveloped Continued to page 71

MV-22 Osprey hovering over the ﬂight deck. Photo courtesy of the NHA Archives

Perspective For The Future of Rotary Aviation Continued from page 70

areas of the world as being the likely scenario for decades to come. Our Navy’s special operations units (SEAL) and the newly created Expeditionary Combat Command (NECC) appear ideally suited to meet these challenges, but will require both training and operational rotary wing support for training and in theater. However, though rotary wing is ideally suited to support these missions, the community is asset limited, by support requirements for more traditional Navy missions and roles. There is no doubt that the ultimate answer to this conundrum lies outside the community. As we speak, leaders in the Naval Aviation Enterprise are wrestling to balance the demands of burgeoning new mission areas with support for legacy mission areas. There are however, steps we can take to help shape our own destiny. Active engagement with counterparts in the SEAL and NECC communities will help define and shape both training and operational requirements for helicopter support. Secondly, a critical reassessment of community assets, requirements, and tactics will allow

leadership to identify any possible excess capacity. Finally, active efforts to educate our fixed wing counterparts about the capabilities and limitations of rotary wing will help to guarantee the assets we do have are used in the wisest fashion. Naval helicopters have much to be proud of. Rotary wing assets will soon comprise some 40% of naval aviation. Equally important, their role has morphed from one that was strictly Strike Group support to that of an integral player in the Strike Group’s war fighting strategy. Today’s pilots, aircrew, and maintainers are more capable, knowledgeable, and professional than any our community has ever known. Likewise, our platforms are more capable and lethal than any the community has ever flown. While there is no doubt that the challenges awaiting us are many, there is also no doubt that our community will turn those challenges into success, just as our predecessors did in bringing rotary wing to this point.

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Rotor Review # 100 Winter ‘08