Rotor Review Summer 2008 #102 by Naval Helicopter Association, Inc

Naval Helicopter Association

The cover is a look at a MH60 Sierra doing terrain flight training. The cover was designed by George Hopson, NHA Art Editor

Number 102 /Summer ‘08

Focus

Training For The Future That Vitriolic Vortex Ring

Editor

TH-57D: Future Fleet Trainer

LT Kristin Ohleger, USN

Training Air Wing FIVE Improving “STREET to FLEET” Night Vision Goggle Instruction Through The Use of Virtual Technology

George Hopson

Aircrewman Editor

HSL-45 Trains with the Philippine Air Force

Page 8

Armed Helo Joins The LINK

HS / Special Mission Editor LT Kevin Colón, USN

Expanding Leadership into the Global Environment

HSL/HSM Editor

NHA Members and USD Alumni

LTJG Jim Gormley, USN

CRM the Hard Way

LT Anthony Amodeo, USN

44 45

LT Scott Loge, USN

Page 20

Pilots Fly Corps’ Newest “Super Huey”

Capt Vanessa Clark, USMC

LCpl Christopher O’Quin, USMC

USCG Editor

Getting Their Feet Dry: HSL-37 Conducts Land Exercise with 545th

Technical Advisor

Sgt Brian A. Tuthill, USA, and LCpl Brian A. Marion, USA

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

HSL-45 Public Affairs Office

LTJG Sandra Kjono, USN

NHA Photographer

LT Tom Jones, USN

AW1 Jason Hatfield, USN

USMC Editor

CDR Jeff McCullars, USCG

Design Editor

HSC / HM Editor

LT Adam Merrill, USCG

Page 40

Features Enduring Power

Historical Editor

Frank Colucci. Reprint courtesy of American Helicopter Society’s Vertiﬂite (Issue )

CAPT Vincent Secades, USN (Ret)

Into The Black Hole

LTJG Christopher Neboshynsky, USN

Page 66

Viva La VERTREP!!

LT Tim Barnhart, USN

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

Bubbas of War

LT BJ Armstrong, USN

Blackjacks Rescue Gravely Ill Hiker

LT Arwen Chisholm, USN. Edited by NHA Editors 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 # 102 Summer ‘08

Fire’s Out

Capt Lisa D. Steinmetz, USMC

Hawaii 5-3

LT Ian McColley, USN

2515th: Changing Tides In The Desert

LT Mason Berry, USN

End Nears For CH-46E Sea Knight Helicopter MCAS Miramar Public Affairs Office

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

Corporate Associates

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

National Ofﬁcers

AgustaWestland 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 Whitney, Bradley and Brown Inc.

President....................................... CAPT Donald Williamson, USN V/P Corp Mem......................... CAPT Mike Middleton, USN (Ret) V/P Awards .............................................CDR Mario Misfud, USN V/P Membership .........................................CDR Chris Mills, USN V/P Symposium 2009.......................CDR Shawn McAndrew, USN Secretary..................................................LT Daniel Morreira, USN Treasurer ......................................................LT Chris Grande, USN “Stuff”.................................... ................LT Jen McCullough, 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) CAPT Paul Stevens, USN (Ret)

Regional Ofﬁcers Region 1 - San Diego Directors.……………….....................CAPT Frank Harrison, USN CAPT Buddy Iannone, USNR CAPT Donald Williamson, USN President..…................................. CDR Robert Buckingham, USN

Region 2 - Washington D.C. Director ..…………...………….............CAPT Bill Lescher, USN President ..................................................CDR Bob Kenyon, USN

In appreciation of our advertisers Lockheed Martin Systems Integration-Owego Navy Mutual Aid Association University of San Diego USAA L3 Communications/Vertex Aerospace Sikorsky Aircraft Corporation

Page

Region 3 - Jacksonville

C2 17 18 36 40 C4

Director .................................................. CAPT Glenn Doyle, USN President....................................................CDR Barry Taylor, USN

Region 4 - Norfolk Director ..............................................CAPT Steve Schreiber, USN President ...........................................CDR Christopher Rapp, USN

NHA Scholarship Fund

Region 5 - Pensacola Directors..............................................Col Scott Walsh, USMC

President......................CAPT Paul Stevens, USN(Ret) 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.............................CDR Kron Littleton, USN (Ret)

Rotor Review # 102 Summer ‘08

CAPT Jim Pendley, USN CAPT Dave Callahan, USCG President ...........................................CDR Chris Heaney, USN

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

Departments Editor’s Log

Number 102/ Summer ‘08

LT Kristin Ohleger, USN

Chairman’s Brief

RADM Steve Tomaszeski, USN (Ret)

President’s Message

CAPT Donald Williamson, USN

NHA Scholarship Fund

CAPT Paul Stevens, USN (Ret)

State of the Association

Page 26

Col Howard Whitfield, USMC (Ret)

View from the Labs, Supporting the Fleet

CAPT George Galdorisi, USN (Ret)

There I Was Page 27

Page 47

Page 54

Industry and Technology

Historical

USMC Updates

USCG Updates

Change of Command

Squadron Updates

Book Review

Stuff

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 # 102 Summer ‘08

Into the Black Hole LT Christopher Neboshynsky, USN

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 Clay Shane

Training And Ready For Anything.

Editor’s Log

elcome to the 102 nd issue of Rotor Review. Yo u m a y r e m e m b e r several years ago when the magazine rotated between four subjects on which to focus: Training, SAR, Technology and the Symposium Review. Over the last two years the editors and staff of Rotor Review have done their best to come up with new ideas bringing you information on the latest and greatest events happening in the Naval Helicopter community. Over the past few months we realized that while we were publishing articles about new helicopters and new missions, we hadn’t heard much about how everyone was getting there. As you probably can see by now, we decided to go back to one of our previous ideas and focus this issue on Training. The Naval Helicopter community is now training

Chairman’s Brief

o t o r Review 1 0 2 is all about Naval Helicopter Training. The focus is on how our community sustains and improves upon the cognitive process helicopter pilots, aircrew, and maintainers train to flawlessly operate our sea services’ fleet of rotorcraft. It’s an understatement to say we have earned a reputation for negotiating mission success despite flying into “unplanned hazards and hostile environments.” This is a tribute to our community’s flight discipline, crew ingenuity and Naval Aviation’s training philosophy. That philosophy represents a core aviation tradition that is sometimes taken for granted. But, at the end of every flight day, it never goes under-appreciated. While we shall always “Train like we’ll Fight,” the methods utilized to achieve that end state of operational excellence have changed with technology. That said, it’s always about people and the professionalism of our Sailors, Marines and Coasties who ensure adherence and accountability throughout our

Rotor Review # 102 Summer ‘08

for more things than they ever thought imaginable. When I was a student in the FRS, I remember hearing instructors say how we were going to train for stuff that we would never do out in the real world. Fortunately for our community, things have changed and we are now training more because of the stuff that is happening out in the fleet. The need for helicopters is greater than ever. We are training for more missions with better equipment and greatly advanced tactics. Recently, I spent a few days in Fallon with both HSM-71 and HSC-8, as the Navy’s newest helos were being integrated for the first time with the CVW. I was amazed at the capabilities these two aircraft provided, and how well they were utilized during this workup cycle. The training these squadrons received and the success they had in Fallon will definitely

naval continuum of training. My personal favorite training memory is when I was a Lieutenant in HS-1, NAS JAX, as an FRS instructor in 1981. After penance as the SLJO, I lucked out by being assigned as the O-I-C of the Navy’s east coast helicopter Rescue Swimmer School (RSS). Every five weeks we’d begin a physically intense, mentally challenging three week curriculum “So Others May Live”. The instructors were all elite fleet professionals who made certain each candidate would excel when called upon in any rescue scenario (Joe Conery was my LCPO and Phil Valentine LPO). At the time, only SEAL training had a higher attrition rate than the helicopter RSSs. It was tough…it had to be. The capstone event of every RSS graduation was a guest speaker, and that speaker was always a former student who had performed a rescue at sea or a rescue in some other unusual circumstance. The stories were all remarkable; candid, personal accounts of crew coordination and individual heroics told by young Naval Aircrewmen thrust into a life or death situation for which they had been trained and now were to be tested. The impact on the graduating RSS candidates

help pave the way for helos to be used as more than a support platform within the Strike Group. In this issue you will read an article about where our community begins, the HTs, and the newest TH57D as well as an article about what our newest squadrons are doing to get ready for the first CVN deployment with both the MH-60R and MH-60S. As always you will be able to catch up with your old squadron and squadron mates in our updates section. I hope you enjoy this issue as much as I have and I look forward to reading about you and your squadrons in the future.

LT Kristin Ohleger, USN

Rotor Review Editor-in-Chief

was predictable: They were all ready to be that guest speaker! And some would prove to be…. Today, USN/USMC rescue swimmer candidates attend a five week aviation RSS in Pensacola. Navy Surface RSS is four weeks in Jacksonville, FL. USCG Aviation Survival Technician RSS is 18 weeks long and located in Elizabeth City, N.C. Attrition rates at all these schools is representative of curriculum physical/mental demands. This past summer we’ve experienced changes of command in 3 of 5 helicopter wings. And with one we welcome aboard Commodore “Willie” Williamson (COMHSMWINGPAC) as our new NHA president. We also welcome Captain Paul Stevens, USN (Ret) who has volunteered to lead our NHA Scholarship Fund. NHA’s Board of Directors also has unanimously appointed Paul as a “Director at Large” (See Capt. Steven’s article inside) and we could not be more pleased with Paul on board! For the record, our Scholarship Fund is now 15 years old and is CFC # 1317.

Continued on page 5

RADM(Ret)Tomaszeski(farright)alongwithCAPTPaulLluy,CHSCWL’sCommodore (middle right), and CHSCWL’s Deputy Roy Schreiber (far left) welcomes CDR Chris Rapp (middle left) as the new skipper of HSC-2 on July 11, 2008 in Norfolk, Virginia.

Continued from page 4

Do mark your calendar for the 19th Annual Gulf Coast Fleet Fly-In, 21-24 October, at NAS Whiting Field. Our leadership team at Whiting has organized another outstanding week of SNA/Fleet/Industry interaction to dazzle our future unrestricted Naval Aviators. Take a look at the schedule of events; our “Fly-In” is unlike any other in Naval Aviation today and is a benchmark day in the training of our SNAs. See you on the flight line!

Last item to brief: NAS Patuxent River, MD., has been designated a Naval Aviation Rotary Wing Center of Excellence (RWCOE). NAS PAX River’s CO is Capt Andy Macyko, former CO of HS-7. What is a RWCOE? Well, there is only one, it’s ours, and this concept will have impact on our community. The background: BRAC (Base Realignment and Closure) 2005 mandated this RWCOE. BRAC mandated NAS PAX to become the focal point of realignment and consolidation of the rotary wing test, evaluation, platform development and acquisition. The “end state” of this BRAC mandate directs NAS PAX to build upon its existing RW technological expertise and facilities and “provide focused support for future aviation technological advances in rotorcraft development.” NAVAIR has met the challenge and has stood up NACRA, the Naval Aviation Center for Rotorcraft Advancement. NACRA’s initial staff will be approximately fifteen people and they

are hiring now. NACRA has a director, Col. Doug Isleib, USMC (Ret). He will soon be updating NHA membership (RR 103) on what his goals are and how he intends to accomplish them. He is also NHA’s newest member. In closing, I have received more favorable reaction to RR101 than any past edition in recent memory. It was another extraordinary product featuring many superbly written articles. One article did spark some professional controversy; it’s located on page 8, “Where is the Outrage?” It opened a dialogue among Naval Aviation leadership that is healthy, relevant, and appropriate. That’s what NHA does, and one of the objectives of Rotor Review. Thanks to all of you who took the time to articulate your thoughts in writing, and thank you all for your continued membership.…it does matter. And until our next brief, fly well and… KEEP YOUR TURNS UP!

RADM Steve Tomasezeski, USN (Ret)

NHA Chairman MH-60R aircraft. We have either established or transitioned 12 of the 41 Romeo/Sierra squadrons, so we are about 30% through the implementation of the Helo Concept of Operations (CONOPS). Both helicopter communities are preparing for the introduction of the MQ-8B Fire Scout Vertical Takeoff and Landing Tactical Unmanned Aerial Vehicle (VTUAV). All of these new airframes will stretch the training infrastructure for our maintenance professionals, aircrew and pilots alike. This issue of Rotor Review is filled with outstanding articles. One article takes a personal view of an NFO-to-pilot transition and describes both cultural and training differences between the fixed-wing and rotary-wing communities. Another great article provides an in-depth look at “vortex ring state.” The real power of this article is the message that we must understand our aircraft’s operating environment and the

President’s Message

t is a great time to be in the helicopter community! From our contributions to the Global War on Terrorism, to the world-wide Humanitarian Assistance/Disaster Relief support, to the day-to-day heavy-lift logistics we provide - helicopters are making more valuable contribution to our nation’s effort than ever before. The focus of this issue of Rotor Review is Training. And, Training has never been more important in Naval Aviation than right now. There are currently eight aviation communities going through aircraft transitions. If you are a young pilot, you just learned to fly a new aircraft – or will be very soon. The HSC community has received 118 of their 271 new MH-60S and the HSM community has received 23 of their 298 new

Rotor Review # 102 Summer ‘08

importance of procedural compliance. Another article discusses training opportunities with our global maritime partners in the Philippines. This article is especially timely as we are engaged in a very significant maritime partnership with the Republic of Singapore Navy. Although these are great times in the helicopter community, the recent crash of the USCG helo, CG-6505, off the coast of Oahu, Hawaii, reminds us that our business is dangerous and often unforgiving. Focus your training. Be sure you are ready for every flight. Demand procedural compliance. Our duty as Naval Aviators allows for nothing less. I’d like to thank CAPT Pete Brennan for his superb work as the NHA President. He did a phenomenal job and your NHA organization made great progress under his stewardship. I am honored to have an opportunity to sever as the President of NHA and look forward to working with you in the coming months! Keep your turns up!

CAPT Donald E. Williamson, USN NHA President

NHA Scholarship Fund

wanted to take a few minutes from my busy schedule (tying flies) to introduce myself as the new president of the Naval Helicopter Association Scholarship Fund. I am extremely excited about the opportunity to be a part of something this important to our community and to re-establish my once close ties with NHA. I know I will have big shoes to fill as I follow many of the icons in rotary wing who founded the scholarship Fund and made it so successful in the past 15 years. From it’s beginnings under the

leadership of CAPT Gene Pellerin to our most recent president Commodore Jamie Hopkins, the Scholarship Fund has exceeded all expectations. I witnessed the hard work required to get the Fund off the ground back in the early 90’s and was amazed to see how much it has grown since inception. That level of effort continues to this day thanks to the dedication and hard work of the current Scholarship Committee and their Regional representatives. Thank you Commodore Hopkins for turning over a great organization. My focus right out of the chocks will be to increase our assets to make the Fund self sustaining while allowing growth in the number of scholarships offered. Our corporate sponsors have really done a lot to get us this far and I am excited about the prospect of reaching out to other corporate entities in rotary wing aviation to support this worthy cause. I also think there is an opportunity for our active duty and retired community

to really make a difference here. With Combined Federal Campaign just around the corner, I would encourage COs and senior enlisted leadership to get the word out that our Scholarship Fund is on the list of qualified charities and one that can give right back to our rotary wing families. For all of those retired folks that need the tax break or who are looking for a way to give back to the community that nurtured them, this is it! Once again, it’s good to be back in the fold! I’m looking forward to working with you and for you in this important endeavor.

Hold fast,

CAPT Paul Stevens, USN (Ret)

NHA Scholarship Fund Chairman

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 # 102 Summer ‘08

n last month’s issue of Rotor Review I stated, “The Member’s Reunion will be held aboard the USS Midway Museum”. I have to eat those words. We had every Executive Director’s Notes intention of holding the 2009 Member’s Reunion aboard Midway and the museum’s management was very supportive. However, after the magazine went to press I got three proposals for catering aboard Midway and all were approximately four times what we estimate it will cost at Admiral Kidd facility for similar food. Caterers have to bring food on board Midway with cooking equipment, cook the food, serve it, and then break everything down and remove it. Labor costs are very high along with 7.75 % sales tax and 4% event assessment fee we don’t pay at Admiral Kidd. In the interest of keeping costs reasonable for maximum attendance at the Members Reunion and other catered events during the Symposium, and to keep NHA financially sound, we are going to hold the Member’s Reunion at the Admiral Kidd facility. Also, we expect helicopter Ready Room 2 on Midway and adjacent spaces will be accessible by April 2009 so we will arrange special tours and transportation from Town and Country Hotel. On another Symposium note, in 2010, we will be going back to the Hyatt Regency in Jacksonville, FL, May 25-27. We were able to get a favorable contract with the Hyatt through the efforts of a professional meeting planner. I would also like to offer a welcome aboard for NHA’s new President, CAPT Willie Williamson, USN, Commodore, HSMWP, and CAPT Paul Stevens, USN (Ret), who took over as President, NHA Scholarship Fund from CAPT Jamie Hopkins. Jamie is off to Iraq for an IA tour.

Consolidated Membership Report Year 1 year 2 year “nugget” 3 year 5 year Other* Total

Sept 2007 932 606 702 463 117 2,820

Military Membership

Sept 2008 955 494 738 495 123 2,805

Active Duty & Reserve Retired

Sept 2007 2,013 375

Sept 2008 1,947 450

* Honorary

Col. Howard M. Whitﬁeld, USMC (Ret) NHA Executive Director

A View From The Labs... Supporting The Fleet Watershed Events for the Helicopter Community By CAPT George Galdorisi, USN (Ret) This issue’s “A View From The Labs...” is a reflection of CAPT (Ret) Galdorisi’s views on how far the naval helicopter community has developed as a dynamic force in the efforts in the Global War on Terrorism, and HA.DR ambassdors both domestically and internationally. This reflection still holds true today. “Watershed Events For The Helicopter Community” was originally published in January 2006 in Rotor Review 91.

hat a difference a year makes. In early December 2004, most U.S. and international citizens, military professionals, news commentators and a host of others thought they knew a lot about military helicopters and put helicopters in a small but important niche amongst the wide range of military equipment in the over $400B U.S. Defense Budget. That was then. This is now. What the Asian tsunami and hurricanes Katrina and Rita dramatically demonstrated was that, in many military operations (and these disaster relief efforts were decidedly military operations) there are typically a wide array of options for the commander to accomplish his task: an assault on a beach can come from the

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sea, from the air, or both; a submarine can be taken on by air assets, by surface assets, by another submarine, or by a combination of all three; or a target can be destroyed by cruise missiles, by tactical aviation or even by a “soft kill.” Military commanders are accustomed to having a number of options and to picking the best one. But what these disasters showed, and showed dramatically, was that when infrastructure itself was destroyed by a cataclysmic disaster, when people were in distress in remote areas unreachable by any other means, and when assistance needed to be delivered in often-massive

amounts, the only way to do this was via military helicopters and often times, it was by naval military helicopters when the disaster areas were in littoral regions (as they so often are) and relief needed to be delivered from the sea. There simply were no other viable options. Most helicopter pilots, many military people and even some civilians recognize the facts detailed above, but what was so different about these disasters was the scope of the effort and the massive number of military helicopters – and especially naval helicopters, Navy, Marine Corps and Coast Guard – that participated in these efforts, often operating Continued on page 8

A View From The Labs... Continued from page 7

around the clock (more on that later). Operation Unified Assistance, the U.S.coordinated response to the Indian Ocean tsunami that devastated Indonesia and surrounding areas in December 2004 signaled just how much naval helicopters could do. Navy SH-60 helicopters from the Abraham Lincoln carrier strike group and Marine Corps H-46 and H-53 helicopters from the Bonhomme Richard expeditionary strike group were the only assets capable of effectively bringing immediate relief supplies to those in need. The ability of these naval helicopters to reach even the most remote parts of this island nation during Operation Unified Assistance was something that could not have been replicated by any other assets.

Features

But Operation Unified Assistance was only a portent of things to come. When Hurricane Katrina devastated the Gulf Coast in September 2005, the scale of destruction was so massive, and the ability of Department of Homeland Security personnel to respond effectively was so limited, that the United States military, and in particular,

military helicopters, provided the most effective relief because there was no infrastructure to get relief to the scene by any other means. Once again, many naval helicopters came to the scene “from the sea” and delivered emergency relief just in time. But what was so unique about the Hurricane Katrina response was the massive scale of the assistance and the numbers of naval helicopters – Navy, Marine Corps and Coast Guard – that participated in this unprecedented relief effort. These helicopters converged on the Gulf Coast from both the east and west coasts of the United States, with some naval helicopters traveling over a thousand miles across country to get there. And unlike their civilian counterparts, these helicopter units were accustomed to moving not just their aircraft but their support personnel and supplies long distances on short notice.

Before the senior leadership managing the disaster relief knew it, they had scores of naval helicopters working day and night to find victims and deliver relief. These helicopter crews were accustomed to working in the littoral and were able to move seamlessly across the land-sea interface, in bayous and deltas, navigating with precision and covering enormous areas in a relatively short time – day or night. But what surprised those responding to Katrina more than anything was the endurance of these naval helicopter crews. Again, unlike their civilian counterparts, these military helicopter crews all grew up with crew rotation schemes where high-tempo operations, crew rotations, crew rest and an innate ability to sustain operations indefinitely was just – well – part of a day at the office. The ability of these helicopters to operate virtually non-stop, with minimum “down-time” and that only for required scheduled maintenance, put relief efforts on a fast track. Continued on page 12

Enduring Power Article by Frank Colucci Originally published in the American Helicopter Society’s Vertiﬂite

Advanced coatings protect helicopter engines from compressor erosion to save lives and money.

support costs. Fleet Marine CH-53Es received T64-GE-416 engines with hard-coated blades in December 2003. By February 2007, around 330 engines were deployed and time-on-wing for hightime T64s in Iraq and Afghanistan was more than 10 times typical life of uncoated engines in the same sand environment. With T64 depot overhauls costing around $620,000 each, estimated Operating and Support savings were about $8 million per year for each CH53E with coated compressor blades versus. Blade re-coating or replacement intervals have yet to be determined. “The beauty of the story is there is no engine to look at because they’re all still flying,” says MDS-PRAD president and chief operating officer Phil Rodger. Anti-erosion coatings 5 to 20 micrometers thick with 2800 to 3200 Vickers hardness now protect compressor blades General Electric T64 and T58 engines in Marine CH-53Es and CH-46Es. Coated compressor blades for the Rolls enter production for the Royce AE1107 engine in the Marine MV-22B tilt rotor in the first quarter of this year. Sand ingestion tests are underway to evaluate coated blades in the Honeywell T55 for US Army Chinooks, and test blades are already flying in the Rolls Royce Gnomes of British Sea Kings and the Gems powering Lynx helicopters in Iraq. An Engineering Change Proposal will put coated blades in General

Early in Operation Enduring Freedom, a US Marine Corps CH-53E flying over Afghan mountains at about 10,000 ft lost power in one of its three engines and fell 200 ft to crash-land on a high plateau. Two Marines died in the rear of the helicopter. Five survivors suffered leg and back injuries. The engine stall that wrecked the Super Stallion underscored the danger of compressor blade erosion, and it helped a persistent Canadian company insert Russian blade coating technology into American helicopter engines. MDS-PRAD Technologies Corporation has refined erosion protection for turboshafts. Retired Marine Deputy Commandant for Aviation Lt. Gen. Michael Hough, now a MDS-PRAD consultant, explains, “If you can keep those motors in pristine condition where erosion is minimal or non-existent, you’re more likely to stay alive.” The American Helicopter Society awarded MDSPRAD the Harry T. Jensen Award this year for its production application of an erosion-resistant blade coating (ER7) that can increase safety and decrease helicopter operating and

Rotor Review # 102 Summer ‘08

Continued to page 9

Feature: Enduring Power Continued from page 8

Electric T700s for testing on US Navy Seahawks this spring. MDS-PRAD Physical Vapor Deposition (PVD) facilities on Prince Edward Island and in Montreal have so far coated over a million gas turbine blades with a customengineered blend of titanium nitride and other ingredients. “We have different elements in different compositions all through the coating,” says Mr. Rodger. Equally important, MDS-PRAD has refined test methods to characterize engine wear and qualify the coatings on hot, high-speed components. According to Mr. Rodger, “The real challenge is a system that will work in a gas turbine.” He adds, “These types of coatings have been flying for 15 years and over 10 million hours. It’s a question of knowing the substrates you’re working with, the erosion mechanisms, and what thicknesses will work in what environments.”

but you lose efficiency.” Compressor stators can also thin out and break at their roots. Later compressor stages, combustors, and even turbines can suffer compound damage as first-stage metal and sand travel the length of the engine. Molten metal blobs adhere to and compromise airfoil shapes. Though pulverized sand becomes less abrasive, it glassifies at high temperatures to plug cooling holes. T64 maker General Electric contends life of turbine components is not generally limited by sand erosion, but MDS-PRAD analyses have found turbine blade erosion in other engines. Protecting compressor blades from sand erosion protects the entire engine. “Basically, the compressor is like the heart,” says Mr. Duffles. “When you keep the compressor blades from eroding in a sandy environment, you’re keeping your heart healthy.”

Compound Damage

Harder Hearted

Helicopter engines gulp air and sand in desert landing zones, and erosion quickly impacts flight safety. Hard, fastmoving particles erode compressor blades, so air flow and performance both decline. Engine controls compensate with more fuel to drive the turbine faster. Higher turbine temperatures accelerate hot-section deterioration. “In that configuration, you get a pretty steep decrease in the horsepower the engine puts out,” says former NAVAIR engineer and MDSPRAD Washington representative Marcio Duffles. “All of a sudden you don’t have enough power to get out of where you are. If you’re at altitude, you’re coming down.” Though Engine Air Particle Separators (EAPS) afford T64s and T55s some protection, Marines and soldiers in highhot combat theaters often removed the inlet add-ons. Lt. Gen. Hough says, “When they went to these places, they found out not only doesn’t the EAPS work, it takes away a tremendous amount of airflow. . .They’d take the EAPS off and throw it away, but now the motor is getting the full brunt of that environment.” Fine, sharp-edged grit encountered in Iraq and Afghanistan proved especially aggressive. “It’s not the kind of sand you find at Yuma,” observes Lt. Gen. Hough. Without special protection, Marine T64s in Iraq averaged just 108 hours before performance deteriorated below NATOPS minimums and the engines had to be removed for overhaul. Army T55 engines lasted about as long, and Navy T700s in SH-60s did little better. Compressor blades are the first high-speed engine components subject to sand erosion, but helicopter engines wear in several ways. At speeds up to 40,000 rpm, some first stage compressor blades suffer leading edge curl erosion. “The leading edge literally curls like a fishhook,” explains Mr. Duffles. “The kinetic energy of the sand is so great it hits the material and causes plastic deformation.” Downstream, erosion follows the pressure side of airfoils and makes compressor blades thinner. According to Mr. Duffles, “They thin out and they literally crop off. You lose chunks at the tip of the blade. The compressor keeps going,

NAVAIR investigated erosion countermeasures in the 1980s, and General Electric performed a sand ingestion test on the T700 turboshaft in 1987. Sand nevertheless remained a major problem in Operations Desert Shield and Desert Storm in 1990 and 1991. With T64s running about 120 hours between removals, the Navy/Marine Corps inventory of CH-53 engines was nearly depleted. NAVAIR subsequently tested a dozen antierosion coatings on engine metal coupons and chose three for further evaluation. Meanwhile, a hard coating solution emerged from Russian experience in Afghanistan and elsewhere. With the Cold War over, MDS Aero Support division sought to sell jet engine test cells to the Russians, but during a tour of the Ural Works of Civil Aviation (PRAD) in Ekaterinburg, the Canadians questioned their Russian hosts about gold-colored airfoils seen on a helicopter engine overhaul line. Mr. Rodger recalls, “They said they’d worked on this erosion-resistant coating. The need came to them from some of the problems they had in the early 1980s.” The PRAD titanium nitride coating was already protecting the TV2 and TV3 turboshafts in the Mil Mi-8 and Mi-25 helicopters. MDS saw an opportunity to market it in the West. “We were looking at the ways to take this technology to the next level,” says Mr. Rodger. A letter to NAVAIR in 1991 eventually started a three-year Foreign Comparative Testing effort sponsored by the Office of the Secretary of Defense in 1997. MDS-PRAD formed a joint venture to formulate and apply gas turbine blade coatings in North America, and it engaged the University of Cincinnati Aerospace Engineering Department to develop tests for coated compressor blades in erosive environments. Lab results correlated with a ground test at Kirtland Air Force Base. A T64 “rainbow” engine alternating coated and uncoated compressor blades ingested sand until it suffered a 25% loss of power. Teardown revealed the coated blades showed little of the thinning and cropping seen on uncoated blades. Dense ER7 coatings alternate hard titanium nitride

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Continued on page 10

Feature: Enduring Power Continued from page 9

Analyses and Applications NAVAIR tried the hard coating on a T64 Lead T64 compressor blade without The Fleet Engine flown gold MDS-PRAD coating on a CH-53E first in desert suffered edge cropping and training at 29 Palms, surface pitting due to sand California and Indian Springs, Nevada, and erosion. then with Marine Medium Helicopter Squadron 462 in Operations Enduring Freedom and Iraqi Freedom. The Lead The Fleet Engine was removed from the aircraft after 374 hours by a faulty torque meter, but inspection at Cherry Point showed the compressor blades in excellent condition. “That was enough evidence it was going to be beneficial in a production mode,” says Mr. Duffle. When production coated engines reached the fleet, NAVAIR expected a two- to five-fold improvement in the 108hour average overhaul life of T64s in erosive environments. Lt. Gen. Hough says, “Without this coating, we were dying on the vine for lack of motors in the ‘53 community.” After around 18,000 fleet hours, the longest-running T64 with ER7 coated blades has exceeded 1,600 hours in service. Mr. Rodger observes, “Engines with the coating are lasting longer in a desert environment than they were uncoated in pristine environments.” Helicopter fleet fuel savings from erosion-protected engines are also real but unquantified. “Your compressor is healthy; hence you don’t have to run your turbine quicker,” says Mr. Duffles. The T64 success justified coating the compressor blades on T58 engine. T58-GE-16A Engine Reliability Improvement Program engines with coated blades went into service on Marine CH-46Es in 2005. By March 2007, the high-time engine had logged 800 hours in the desert, double the best time of uncoated engines. General Electric Aviation and MDS-PRAD have discussed coating

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technology for the GE-38 for the new Marine CH-53K, but the engine maker is also developing its own coatings. The MDS-PRAD joint venture today operates independently in North America and Russia. Both Canadian sites are busy meeting demand for coated parts, and the company has invested in automated production equipment and rapid prototyping facilities to test for erosion in a gas turbine context. MDS-PRAD laboratories measure coating temperature effects, high-cycle fatigue corrosion resistance, and adherence under bending. Mr. Rodger explains, “We’re realizing there are no standards. People don’t know how to test for this and how it will work in the compressor.” Though military helicopters provided initial impetus for MDS-PRAD coating services, the market is growing to large civil turbofans and other engines. The Honeywell AGT1500 tank engine is due to undergo sand ingestion tests with coated compressor blades this year. “The big interest is on the industrial gas turbine side and the commercial helicopter side,” says Mr. Rodger. “A lot of middle-eastern operators have compressors that erode, and they’re looking to protect the efficiencies of Continued to page 11

T58 compressor blade (above) was coated with ER7 to prevent the leading edge curl and other damage encountered in sandy environments. Photo provided by Frank Colucci

with softer layers to improve adhesion and durability. According to Mr. Rodger, “Typically what can happen is hard materials are good in wear protection, but they’re also very brittle. You can damage the coating to where it falls off and creates more problems than you solve. The trick is to create a system that will stay with the parts over a long time. This is where the multi-layer system comes in.” Coated T64 compressor parts are made of Titanium, Inconel 718, and A286 steel. The development process included surface preparation treatments and PVD zones to protect the fatigue resistance of the metal and preserve the complex compressor shapes.

A Marine CH-53E hovers in dust to pick up the rotor head of another a CH-53E downed near Al Qa’im, Iraq, in December 2006. Erosive dust decreases T64 engine performance and ﬂight safety. 10

Feature: Enduring Power Gold colored blades of T64 compressor rotor (left) have the MDSPRAD ER7 anti-erosion coating. Continued from page 10

their engines.” The biggest workpiece coated so far has been a 20 in. long component for an industrial gas turbine. Work is underway on a combination erosioncorrosion resistant coating to be tested on the Rolls Royce T56 turboprops powering fixed wing C-130 transports and P-3 maritime patrol aircraft. MDS-PRAD is also working with Penn State University on the – LEER – Leading Edge Erosion Resistant – coating. “We can’t stand still,” acknowledges Mr. Rodger. We’ve got to develop more resilient solutions. The new coating shows increases an order of magnitude compared to the one we have right now.” The feature articles will continued on page 13

Article by LT Christopher Neboshynsky, USN

o there I was, 500 feet, pitch black night aboard USNS Supply. This was my first deployment. I already completed three months with the Desert Hawks of HSC-26 Det ONE before doing a mid-season trade to the ship. On the ship I was getting a more practical view of the logistical side of naval operations, rather than the straight and level flights to the Northern Arabian Gulf (NAG) that DET ONE absolutely mastered. I was a good month in, and was into the flow of day long VERTREP sessions with the big boats. Night flights were not permitted too frequently though, thus, night proficiency at the boat was done on a “keep current” basis. On this particular day, we had been conducting VERTREP since the sun came up and had already switched crews once. During this VERTREP there was a piece of equipment that was meant for us. However, Murphy joined us and an outside bird delivered it to USS Vicksburg amongst other things. This caused problems as we needed the part to get our other bird up. We would have to go get the part from them once complete alongside the carrier. As day turned to night, the ships finally coordinated the rendezvous and started making tracks towards each other. The duty crew was called into action and we did our brief and preflight. In order to get some training in, we decided that we would go out unaided, land, goggle up on deck, then return aided. The rate of closure the ships had would mean that our return flight wouldn’t re-up our NVD currency, but every little bit counts, especially landing at the ship at night – aided and unaided. We strapped in and got Charger 64 spinning. My HAC was at the controls, left seat. He lifted and put the nose over. “One, two, three rates of climb, airspeed’s off the peg…

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There I Was

“Into The Black Hole”

One hundred fifty feet, RADALT’s coming on,” I called. Regardless of what the illumination was that night, there was a cloud layer and we were in the middle of the ocean so it was essentially zero. Upon leaving the ship’s environment, we saw the sea and sky blending together in one black mass. We had to rely on our instruments to be true and keep us from flying into the abyss. Our flight to USS Vicksburg was uneventful. I had taken controls once safely away from mother and enroute. The Vicksburg was just within our limits when we launched – between 70-80 miles. When we got a good lock on their TACAN, we shot straight towards it. I called Tower and let them know we were about fifteen minutes out. We continued to fly the TACAN needle until we got eyes on a few points of light dancing in the darkness. In the absence of any other light, that had to be our destination. So now, there we were, 500 feet, about 130 knots, flying over the black ocean towards a series of lights under the black sky. They gave us the numbers and, as expected, they were steaming straight towards us to close the distance. I opted to take them down the right side so that I could see them and get oriented. This is where lesson one comes from. I flew by, took a look at the ship, and executed a teardrop maneuver to get onto final. Once established on final, I called the ship and let them know we’d be landing right seat. I’ve heard of the black hole before; when you’re flying to the back of a ship (small deck or big, jets or helos) and you dip below the deck height, the lights just disappear and everything goes black. If you don’t have a good scan going already, there’s little time to find it. My normal night approach is steeper than a Continued to page 12

There I Was: Into The Black Hole Continued from page 11

typical day approach. I’ve found it keeps me more comfortable and prevents me from shooting it short. That works, as long as the crew knows the way I operate. This is lesson two. The approach was looking fine until my HAC called me high. This caused me to think I was higher/steeper than I had in my mind. In response, I lowered the collective; however, it was not enough. “Still high, .3 miles,” came the call from the left seat. I lowered it a little bit more. At this point we had a decent descent in, but were well below glideslope as we were too far out. In retrospect I remember hearing the next call, but it didn’t process as it should have – “Power!” I pulled in a little collective, but the descent continued. “POWER POWER!!!” This one came from more than one station with my crew chief calling it as well. I yanked in collective, at the same time feeling the HAC pull on it. A glance at my instruments showed 26 feet on the RADALT as the VSI started climbing out. A glance outside had rotor wash coming up around us, and then safely disappearing under us. The HAC took the controls and waved us off. A bit shaken, I was disappointed with myself for the approach. I had never had an approach like that and here I was on an actual mission and I screwed it up. I wanted to ask for controls to have a second take at it, but figured I probably wasn’t back in the right mindset. I relegated myself to being a good copilot and called out altitudes and airspeeds for the HAC. “Is everything okay, 64? Looked like you got a little low there,” tower asked. The HAC replied that we were good and I was re-caging myself. We’d be coming in for a left seat landing. We landed safely to get the part. I got out to run inside and splash some water on my face. When I returned, the part was onboard. We goggled up, lifted, and returned to the safety of USNS Supply.

So what did I take away from this experience? First, as I flew by the cruiser, I didn’t quite get a good look at the landing area and the lighting configuration. I had been to the USS Vicksburg a numbers of times in the NAG and knew how the deck was laid out. However, this was my first time at night. In retrospect, as I flew by, the deck layout didn’t process in my mind. I saw lights, knew which way they were going, and said to myself, “good to go.” I should have gone slower, seen the full layout, what the lights were marking, and lined up mentally, all on that pass. If needed, I could circle again, there was no hurry. Second, I didn’t let my copilot know that my night approaches were a little steeper than normal. Not quite a steep approach, but a little higher. This is something I could have brought up in the brief, in flight, or on the approach. But for whatever reason, it escaped me that night. Because of this, he called me high and my response was to put in a little more descent than required. Additionally, I don’t know if I requested him to call out airspeeds and altitudes as I came down, as I normally would on a night approach. If I did, I was saturated with bringing it into the boat on the darkest night I’ve ever flown and I wasn’t hearing them. If I didn’t, bad on my part. Communication – CRM is everywhere; yes, I said it. Two instances where there was a breakdown. Luckily, I did have three other bodies in the bird with me looking out for each other. I think each of us walked off the flight deck that night a little shaken, reflecting a bit, and a little wiser. As I’ve been told a number of times, at first you’re the one trying to kill your instructor. Then, you’re the instructor keeping the student from killing you. Although not quite a HAC, I realize now how easy and quick that can occur. I’ve been to the black hole, seen how it develops, seen the entrance, and had a crew that kept us up to walk away afterwards.

A View From The Labs... Continued from page 8

But the ripples from these massive relief efforts have expanded well beyond just the “disaster de jour.” As one former helicopter aviator and commanding officer who is now an aviation industry leader put it to me just a short while ago; “You know, in the wake of the natural disasters of the past year, there has been a subtle shift in DoD. Rotary wing programs are now getting increased scrutiny, not to cut them, but to ask why we aren’t providing more of them – and faster. There’s never been a better time to be a program manager in charge of naval helicopters of any type. Their value has skyrocketed.” Words to remember – and not just as a “feel good” for the naval helicopter community. The true “multi-mission” character of naval helicopters is increasingly recognized. Single-mission aircraft or single-mission communities will be increasingly marginalized. The key to the future vibrancy of the naval helicopter community may well be its versatility.

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Feature

Viva La VERTREP!!

Article and Picture by LT Tim Barnhart, USN

ERTREP lives! Even with all our continuously expanding missions, HSC28 recently answered the call to perform the classic Dragonwhales mission of Vertical Replenishment (VERTREP). The World Famous Dragonwhales embarked USNS Sacagawea (T-AKE 2) and USS Harry S. Truman (CVN-75) from 17-23 July 2008. While aboard USNS Sacagawea, HSC-28 Detachment TWO enjoyed the spacious living in staterooms with real beds, windows, private showers and heads for aircrew and maintainers alike. The comfortable living conditions didn’t soften our professional mission execution. Flying over 60 flight hours during the short underway, HSC-28 DET 2 moved approximately 645 tons of cargo to and from USNS Sacagawea, USS Harry S. Truman, and USS Iwo Jima Expeditionary Strike Group as part of an ammunition cross-deck evolution. Although our community is rapidly expanding into new mission areas like CSAR and Strike, fleet logistics will continue to be a “bread and butter” mission for all naval helicopters. The H-60 is the Navy’s most versatile aircraft. Displaying the helicopter community’s flexibility, interoperability and willingness, the Dusty Dogs of HS-7 stepped in and provided a second aircraft and crew when one of the detachment’s MH-60S went down for maintenance issues. Although there are growing pains as we adapt and evolve with the Master Helicopter Plan, this ammunition cross-deck showed how well we can work together for safe mission accomplishment as one unified HSC Wing. As the sun was setting on 22 July and the last load was delivered, HSC-28 cross-decked to CVN-75 to provide Anti-Terrorism Force Protection (ATFP) support for the carrier as they returned to homeport. Upon our arrival aboard USS Harry S. Truman, DET 2 was met by the HS-7 bubbas with open arms, who hospitably sponsored us and allowed us to squat in their ready-room and spaces. Thanks for the support and hospitality Dusty Dogs! HELANTISUBRON SEVEN, commanded by CDR Kevin P. Lenox is based at NAS Jacksonville, FL. HELSEACOMBATRON TWO EIGHT, based at Naval Station Norfolk, Virginia is commanded by CDR Peter Mantz. Detachment TWO was led by LCDR Tony “TP” Pate.

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Feature

Bubbas of War: The Cooperative Strategy for 21st Century Seapower and You. Article By: LT BJ Armstrong, USN

or half a century the Aircraft Carrier and its tactical fixed-wing aircraft (TACAIR) have been the center of the United States Navy. The angle-decks have been the baseline of fleets and naval operations, the focus of strategy, and the largest piece of the procurement pie. The new Cooperative Strategy for 21st Century Seapower however, requires another analysis of Naval Aviation as the new century unfolds. Released one year ago, the Cooperative Strategy lays out the direction that our nation’s sea services intend to take in the future. This direction is an opportunity for naval rotary-wing aviation as it will become vital to the success of the strategy. Each of the Navy’s warfare communities must take a look at their role in the new strategy. There has been a gap in naval doctrine in the past several decades, identified by both sailors and scholars like the Naval War College’s Professor Milan Vego. This gap, between the tactics and procedures of the Naval Warfare Publications and the broad goals of maritime and national strategy, is generally the realm of the operational arts. It is considered by many to be one of the Navy’s great strengths because it allows for individual initiative and encourages command decisions. However, how to take advantage of that gap still requires thought and discussion by the fleet. Each community must show their officers and sailors where they fit in the modern sea services. The Cooperative Strategy for 21st Century Seapower identifies six core capabilities of naval forces. Mastery of these capabilities is what will enable the overall strategy to be successful. As a result, naval aviation in general, and the helicopter community in particular, must ask not only how it contributes to these capabilities but also how we can do it better. The Maritime Strategic Concept embraced by the new strategy breaks the strategic imperatives down into two operational concepts. The first, “Regionally Concentrated, Credible Combat Power,” is the closest to the previous strategies of …From The Sea, Forward…From the Sea, and Sea Power 21. The second, “Globally Distributed, Mission Tailored Maritime Forces,” provides a new vision of dispersed naval forces reminiscent of the cruiser-centered operational concept of our Navy’s first 100 years. It is this second operational concept that creates the greatest challenges for naval aviation and the greatest opportunities for the helicopter community. So, how can rotary-wing air power contribute to the core capabilities that are required for the success of the strategy?

Forward Presence Forward presence is the sea service’s parallel to “boots on the ground.” The dispersed and de-centralized forces advocated in the Cooperative Strategy increases the coverage of the Navy’s forward presence operations. This new footprint, over a greater portion of the world’s oceans, poses a significant challenge that surface ships are unlikely to be able to address on their own: combat and logistics support. In 1912 Captain Alfred Thayer Mahan wrote in Armaments and Arbitration that logistics are “as vital to military success as daily food is to daily work.” Helicopter operations have become the backbone of combat support and logistics in the modern navy and one of the unsung ways that the Navy flexes its air power. However, at a time when the new strategy expands these requirements the Navy’s Helo Master Plan is reducing these capabilities. The dedicated Combat Support Squadrons have been disestablished, replaced with Sea Combat Squadrons that will conduct Special Warfare, Helicopter Gunship, and Combat Search and Rescue as well as traditional, unglamorous pax, mail, and cargo missions. Helo CONOPs has no capability for medium lift and no real plan to replace our heavy lift capability when the MH-53 reaches the end of its service life. Instead we have replaced these capabilities with civilian contractors. In doing so the Navy has saddled a mission set that requires adaptability and flexibility with the uncompromising rigidity of the government contracting process; lunch breaks and overtime billing included. One hundred years ago, the Great White Fleet sailed around the world, flexing American muscle but also learning important lessons about global naval operations. One lesson learned was that the Navy could not rely on civilian colliers to provide their coal and other supplies. It is a lesson that is rapidly being forgotten. As the Sea Stallions reach the end of their service lives there is hope in the world of vertical onboard delivery (VOD). The MV-22 Osprey, with its dramatic increases in speed and range could increase VOD coverage throughout the world. The Osprey still has limitations, with a cargo capacity not much bigger than the venerable H-46 and its harsh treatment of flight decks. However, the introduction to tilt-rotors to the fleet offers an opportunity that has had little discussion in the greater rotary-wing world.

Deterrence Maritime Deterrence has long been a central mission of the nuclear submarine force and this will continue under the Continued on page 15

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Feature: Bubbas of War

Continued from page 14

new strategy. The expertise of the LAMPs community also plays an important role in our nation’s nuclear deterrence. By providing a credible anti-submarine capability to virtually any naval vessel at sea they relieve our fast-attack submarines from some of the burden in protecting the fleet and the missile boats. The first helicopters the Navy ever purchased, the Sikorsky HNS-1, were originally tested as anti-submarine platforms to help fight the Battle of the Atlantic in World War II. The introduction of the SH-60R and the Helicopter Maritime Strike squadrons that will fly them represent a step forward in that traditional mission area and solidify the role of the helicopter in ASW. The authors of the Cooperative Strategy, however, make the point that “Effective Theater Security Cooperation activities are a form of extended deterrence, creating security and removing conditions for conflict.” Rotary wing aviation has a significant role to play in these operations and the Global Maritime Partnership Initiative. Few of the like-minded nations we expect to participate in such exercises and deployments have sea-based air support. Those that do, generally have helicopters. Here our rotary-wing forces play an important role providing regular cooperation and interaction between U.S. air power and our allies which are central to the successful deployment of multi-national forces. Interoperability and shared responsibility for logistics support, intelligence, and combat armed aircraft will be vital to making these forces a credible deterrent. The combat power of the Marine Corps’ rotary-wing community also plays an important deterrent role. While tradition has it that when an emergency breaks in the world the President asks “where are the carriers” the asymmetrical crisis of the Twenty First Century will likely change that question to “where are the ‘gators?” An Expeditionary Strike Group (ESG) and embarked Marine Expeditionary Unit (MEU), with the potential for not only the exercise of American sea and air power but also ground combat and non-combat operations ashore, is an undeniable point of consideration for a smaller nation that engages the United States or our allies. The deterrent effect of an ESG sitting off the coast of a potential trouble spot should not be overlooked.

Maritime Security Maritime Security operations are also highly dependant on rotary-wing aviation for their airpower requirements. As TACAIR platforms attempt to find traction in the mission areas of Maritime Interdiction Operations (MIO) and Surface Search and Identification (SSID) rotary-wing has been providing the required air power for these areas for a generation or more. LAMPs helicopters have been conducting SSID missions with skill for decades and can not be truly challenged in the mission area by a jet doing three hundred knots. Recent French actions against pirates in the waters around the Horn of Africa used rotary-wing air power in their combat operations and with great effect. As the US begins to expand its maritime security role,

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and increase its cooperation with allied navies, it is likely that the role for rotary-wing air power will expand as well. Coast Guard aviation, with its daily involvement in Homeland Security, has responsibility for a great deal of maritime security operations in and around the United States. The successes of the Helicopter Interdiction Squadron (HITRON), and the introduction of armed helo operations to more Coast Guard Air Stations, are important steps forward in the USCG’s maritime security operations. Their unique operating environment, including tactical as well as law enforcement considerations, provide important learning points that the rest of the helicopter community may benefit from.

Sea Control & Power Projection Sea control and power projection have been the two pillars of US Naval strategy for centuries. Encompassing the theories and lessons of both Captain Alfred Thayer Mahan and Sir Julian Corbett, these two core-capabilities are the foundation of modern American naval supremacy. Both have long been the domain of fixed-wing naval aviation. However, with the recent helicopter heavy redesign of the Carrier Air Wing and the introduction of the operational concept of “Globally Distributed, Mission Tailored Maritime Forces” rotary-wing aviation will soon take center stage. The sundown of the S-3 Viking and the approaching retirement of the P-3 Orions for the less numerous P-8 Poseidons have placed responsibility for airborne sea control squarely on the shoulders of the helicopter community. We have embraced the mission, working to re-designate all our squadrons into Helicopter Sea Combat or Helicopter Maritime Strike. The MH-60S and MH-60R aircraft have been purposely designed for this role with the most advanced sensor systems and weapons platforms. The introduction of two squadrons, one HSC and one HSM, to the decks of the carriers demonstrates the centrality of these armed sea-control helicopters to the battle fleet of the future. The armed helo packages also present an opportunity for power projection on the smaller scale and with the precision that small wars and asymmetric conflicts require. As the TACAIR pilot in the recent PBS documentary “Carrier” lamented, when he was turned away by a Forward Air Controller, “they had the helo do it.” Cooperation between Helicopter Sea Combat squadrons and the Naval Expeditionary Combat Command’s Riverine Squadrons and Maritime Security Detachments has already begun and will surely re-develop the capabilities that HCS-4 and 5 have tried to maintain since the HAL squadrons of Vietnam were disestablished. Globally distributed naval forces, with armed Knighthawks embarked, create the ability to reach out and touch terrorists and non-state actors with precision. History demonstrates that the capability for global power projection is dependant on amphibious assaults of denied Continued on page 16

Features: Bubbas of War Continued from page 15

areas. From the harbor at Inchon, to the shores of Normandy, to the first American amphibious raid on the Bahamas in the Revolutionary War; power projection has been dependant on maritime operations. The US Marine Corps is the world’s preeminent force for creating access to denied areas and was the first to embrace heliborne forces and vertical envelopment in the 1950’s. Modern power projection from the sea could do very little without the rotary-wing airpower. New technologies like the MV-22 Osprey not only continue that tradition, but advance that capability in both time and space. Helicopter centric MEU operations from Camp Rhino in Afghanistan, and the new speed and range advantages of tilt-rotor aircraft, mean that in the future maritime forces will project power further inland and with greater precision than ever before.

Humanitarian Assistance & Disaster Relief In historian Bruce Elleman’s book, Waves of Hope: The U.S. Navy’s Response to the Tsunami in Northern Indonesia, he dedicates an entire chapter to the centrality of helicopterassisted air access in the success of OPERATION UNIFIED ASSISTANCE. Without the fortuitous deployment of the first B2Sea Carrier Air Wing the USS Abraham Lincoln would have been hard pressed to make the rapid and life saving impact it did. The Cooperative Strategy designates humanitarian missions and disaster relief as one of the naval service’s core capabilities, recognizing a reality that has been part of American naval history since the deployment of the of the USS Jamestown and USS Macedonian to bring relief to Ireland’s potato famine in 1847. Tsunami relief, missions by HM-15 and HSC-26 in Pakistan following the 2005 earthquake, Hurricane Katrina rescue and relief operations, and PHIBRON One’s mission in Bangladesh following Cyclone Sidr this past year, all

demonstrate not only American commitment of naval forces to saving lives, but specifically naval helicopter squadrons. Expansion of the mission set continues, with the recent deployment of HSC detachments aboard USNS Comfort and USNS Mercy. All of these operations have at their heart rotary-wing operations. Only helicopters can move the cargo and people required over the long distances and decimated infrastructures that result from such calamities. This summer’s developments in Myanmar demonstrate that new thinking is required about humanitarian relief missions. As the USS Essex and its embarked aircraft steamed through the Andaman Sea, continuous preparations were made during the negotiating process. While American military support never materialized in significant quantities the world’s disbelief over the position of the Myanmar government opened debate about the future. The situation demonstrates that there is serious potential for a future forced entry mission designed to deliver humanitarian aid to a people in need. Since the naval rotary-wing community will surely be the delivery platform, our self interest dictates that we play a central role in this discussion, addressing capabilities, roles, and potential rules of engagement.

The Rotor Review Challenge As helicopter pilots we must embrace The Cooperative Strategy for 21st Century Seapower. Technological advances like the impressive ISR capabilities of the MH-60R and the new strike platform introduced with the “armed helo package” development for the MH-60S have improved the rotary-wing community’s standing as warfighters. However, there are still important questions to be asked and conflicts to be resolved. Does the Navy require a medium or heavy lift capability? How should unmanned aerial vehicles like the MQ-8 Firescout fit into our rotary-wing future? What is the Continued on page 17

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Feature: Bubbas of War Continued from page 16

best method of employment of the MV-22? If tasked with forced entry humanitarian relief operations, how would naval helicopters conduct this mission both on the operational and the tactical level? Is it a good idea in the first place? What is the right future for naval helicopter support and the Naval Expeditionary Combat Command elements ashore? Do we belong over the beach? Can we learn anything from Coast Guard HITRON experience? These are just a few of the questions to be asked and debated, there are many others. We cannot afford to let others decide the answers to these questions and plan our future for us. How rotary-wing aviation approaches this opportunity is up to the community. The pages of Rotor Review offer us the ability to ask these questions and the venue to debate their answers. It is important to read the news from our former squadrons and look for the recent deployments of old friends; however, we need to be debating our future as well. Admiral James Stavridis, in a speech to The Joint Warfighter Conference in June 2008, encouraged young Officers to enter the realm of ideas and help debate today’s military questions by publishing. “Don’t wait for the perfect article,” he said. “Writing can be painful. The value to the community is there.” He went on to quote President John Adams, “Let us dare to read, think, speak, and write.” Even bubbas can embrace this call and we have our own journal in which to start.

The Bubbas of War The Cooperative Strategy for 21st Century Seapower creates new opportunities for the rotorheads within naval aviation. As I have attempted to demonstrate, rotary-wing aviation plays a role in all elements of the six core capabilities. The two operational concepts can not be successfully employed without helicopters and tilt-rotor aircraft, whether it’s the globally distributed Littoral Combat Ship of the near future with a single embarked MH-60R, or the massive power projection of a MEU’s vertical envelopment launched from an Expeditionary Strike Group. The carriers will continue to play a vital role in American seapower for all the traditional reasons but also because of the helicopter’s increased position in the air wing. The new American approach to Seapower has given us the green deck to launch; it’s time to pull the chocks and chains and get to work.

INSURING THE MEN AND WOMEN WHO PROTECT THIS NATION. h No coverage limits for hazardous duty zones h No war, aviation or terrorism clauses Call Navy Mutual at 1-800-628-6011 or visit our website at www.navymutual.org A nonprofit Veterans Service Organization Photo: Department of Defense

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Rotor Review # 102 Summer ‘08

2/15/08 12:48:21 PM

Rotor Review # 102 Summer â&#x20AC;&#x2DC;08

Schedule of Events Tuesday, October 21, 2008

Thursday, October 23, 2008

1100-1600 Aircraft Recovery Window 1100-1800 CBQ/Rental Car Check-In Window 1100-1500 Welcome Aboard BBQ / Sports Sign-In 1430 Course Rules Brief 1500 Happy Hour

0730 Breakfast 0800 Detailer/Monitor Visit For Fleet Aircrews 0800-1015 Community Briefs 0800-1030 Industry Displays Open 1030-1200 Senior Officer Panel 1215 Lunch 1300-1600 Indoc Fly Window 1630 SNA Soft-Patch / Happy Hour

Wednesday, October 22, 2008 0630 5K Run 0800-0830 Opening Remarks, Industry and Static Displays Open 0830-1200 Intro Fly Window 0900 NHA Director Meeting 1200 SNA Fly Window Closes. Display At Industry 1300 Golf Tournament 1800 Happy Hour

Rotor Review # 102 Summer â&#x20AC;&#x2DC;08

Friday, October 23, 2008

0700-0800 Fleet Aircrew Breakfast 0800-1700 Aircraft Departure Window, Fleet Aircrew Rental Car Return

Photo was taken by Capt. Vanessa Clark, USMC

Feature

Fire’s Out

Article and Photos By Capt Lisa D. Steinmetz, USMC

n 27 June 2008, four CH-46E helicopters looked curiously out of place on the flightline of Naval Air Station Lemoore. F/A-18 jets actually had to be moved to make room for the Battle Phrog as it was about to embark on yet another mission in its storied career: firefighting. Even more distracting than the Phrog’s mere presence were the statemandated paint schemes required to participate in firefighting operations. Due to the gray color of the CH-46Es, the ability of the civilian Military Helicopter Commander (MILCO) to identify and direct the Phrogs in reduced visibility and smoke would be greatly degraded without contrast. As such, the Phrogs were emblazoned with huge orange numbers on each side and had each blade tip and nose compartment painted orange as well. To the untrained eye, it appeared that some sort of airborne demolition derby was about to begin, but instead the only enemy to be encountered would be the forest fires decimating the areas near Yosemite National Park and Santa Barbara. With the resources of the State of California stretched thin in combating one of the worst fire seasons in history, for the first time ever, active duty Marines were formally called to join the fight. The Marines were to be assets allocated to the California Department of Forestry and Fire Protection (CALFIRE) with close military oversight provided by the newest of the unified commands, U.S. Northern Command.

Rotor Review # 102 Summer ‘08

Both based at Camp Pendleton, HMM(T)-164, the CH-46E Fleet Replacement Squadron, and HMM-268, which had just returned in March from its fourth consecutive deployment in support of OIF in as many years, combined resources to form a MAG-39 detachment on two days’ notice. Receiving logistical support from MALS-39, VMGR-352, and numerous agencies aboard NAS Lemoore, four CH-46Es, twelve pilots with six from each squadron, two FRS students to act as ODOs, and sixty-five maintainers and aircrew were established at NAS Lemoore on 27 June and were ready for tasking in support of Operation WILDLAND FIREFIGHTING (OWFF) on Saturday, 28 June. The expeditionary nature of all involved units was well on display with intricate planning and precise execution in the two days prior to departing. Each day, four aircraft acting as two sections and an assigned “combat aircrew” were on standby and would brief at 0800 with the representatives from CALFIRE. All of the Marines had been trained in firefighting, but only the aircrew from HMM(T)-164 had ever fought live fires since HMM-268 had been in Iraq during the San Diego fires of last October. Due to the proximity of ground firefighters to the drop sites, civilian Fire Managers were aboard each aircraft and directed the pilots to best support their efforts with each drop. In reality, it was close air support of ground crews in containing Continued on page 21

Feature: Fire’s Out

A CH-46E assigned to HMM-268 carrying a 300-gallon water bucket to battle a wildfire near Lemoore, CA Photo was taken by Capt. Vanessa Clark, USMC

Continued from page 20

the fires more than directly extinguishing the fires. A steep learning curve for both sides was evident since the integration of standard operating procedures and terms was challenging at first. For example, pilots would quickly learn that the establishment of what CALFIRE calls “invisible fences” was the same as a BENO line in a tactical situation. On 28 June, the first day of firefighting on the Oliver Fire near Yosemite, the aircraft were making challenging drops on steep mountainsides at high altitudes with minimal power margins while fixed wing assets were flying in the opposite direction less than a mile away dropping retardant at low altitudes. The ridgeline that separated the drop sites was most definitely an invisible fence. It truly was baptism by fire as we quickly learned that the airspace surrounding a forest fire is extremely crowded and tightly controlled by the Air Tactical Commander (AIRTAC) from a center point of origin out to twelve nautical miles. Essential in deconfliction and coordination was the MILCO Cliff Allen in a Bell Ranger, who acted as the advocate and director for the military assets in the airspace. He was based with us at Lemoore, briefed with us, and would be the first into the airspace during every mission. Once we were on station, the MILCO would brief us on the area, the fire priorities, and the other players. Then he would establish his own pattern above us to direct each drop since he was the only aircraft that had direct communication with the firefighters on the ground near the drop sites. It was a complex exercise using all aspects of CRM, and crew comfort level was paramount. Due to the very real possibility of mid-air collisions, controlled flight into terrain and encountering inadvertent IMC due to smoke,

Rotor Review # 102 Summer ‘08

communication and situational awareness were the highest priorities. Once established in the airspace, rigging the drop buckets was the first step. The sections would separate to find a site to land in order to rig the 300-gallon buckets. During this time, MILCO would be scouting the area and coordinating with AIRTAC to find out where we were to be used. Initially, the buckets were normally rigged to 70 percent capacity until we burned enough fuel to operate at 100 percent. The altitudes were the limiting factor since the pilots were pulling 100 percent torque to get airborne with a full bucket. Choosing a dip site relatively close to the drop site that provided enough wind effect and clearance to dip and get airborne was critical and often challenging. The ideal dip site at Yosemite was over 2,000 feet lower than the ridge we had to crest in order to get to the drop site, which itself was approximately 500 feet below the ridge on a steep mountainside. Additionally, the functionality of the buckets themselves was always in mind when choosing an approach to a drop. If the bucket did not release, we were power limited at no more than 50 KIAS at treetop altitudes. Climbing quickly was not an option, and wind effect was negligible in the confined drop zones; thus, we always tested the buckets at the dip sites and briefed egress routes in detail on the initial approach to a drop. Maintaining forward airspeed was essential since the rotor wash only fans the flames when in a hover, and there was a delicate balance between airspeed and altitude in order to get effects on target. In the pattern, each aircraft would establish an interval from the other, making CTAF calls at the dip and the drop. Later, we decided to add Continued on page 22

Feature: Fire’s Out Continued from page 21

additional calls at recognizable entry and exit points to and for all involved. The Phrogs fought fires above Santa Barbara from the drop sites simply to build each aircraft’s situational for more than four hours on the 4 th of July and dropped awareness. MILCO and the Fire Managers in the aircraft would approximately 10,000 gallons of water each. We returned to direct the pilots to the best location to drop, normally on direct Lemoore that day knowing we had achieved some headway, flames or ignited trees called “torches,” which can be very and most importantly, the Maintenance Marines were able to hazardous to firefighters on the ground. It was also essential grasp what we were doing as well. They were both alarmed to hit “drainages” or the areas at the bottoms of draws and and excited by the amount of residual ash that remained on valleys since “wildfires climb up what water flows down.” If the Phrogs when we shutdown as they began their turnaround we extinguished the fires at the drainages early, the fires were inspections. much more manageable to contain. After three days on the We flew 75-76 hours from 27 June through 9 July Oliver Fire in Yosemite, CALFIRE declared it was contained, when HMM-268 conducted an aircrew and aircraft swap, and and we were placed back on standby at Lemoore. then the detachment was re-located to Sacramento on 12 July Two days later, the Gap Fire began in the mountains and remained in place for tasking through 17 July when all over Santa Barbara, and the Phrogs were called once again. We assets returned to Camp Pendleton. Following the Gap Fire, launched from Lemoore and received a more detailed situational they were not called again to a significant fire. Undoubtedly, briefing at the Santa Ynez Helibase near Santa Barbara since this OWFF was a positive moment for all of the Marines, many was a federal, not state, fire. The same procedures applied with of whom had often been disillusioned with the difficulties the MILCO leading the way into the airspace and establishing of experiencing tangible progress in Iraq. Here, they could rig, dip and drop sites. However, this was what the firefighters actually see the ash after missions and see pictures of their called an “initial attack” since it was a new fire and no assets aircraft dropping water to save American homes and property. had been devoted to it until we were called that day. The flames The Marines were excited by it, and their work ethic over those on the Gap Fire were much more intense, and the smoke and twelve days was unrelenting. In addition, there was clearly a visibility were much worse, but the operating altitudes were sense of mutual respect and admiration between the Marines more forgiving than those of Yosemite; as such, the buckets and the firefighters. At first, it was difficult, and each group was were rigged to 100 percent capacity from the start. On one of guarded in integrating their procedures, but over the duration, our first drops on the 4th of July, the MILCO directed us toward we coalesced into an unexpectedly effective means to fight vegetation with 40-foot flames. There were walls of smoke fires. On our last day with Greg Lloyd as our Fire Manager, we to the west, and we were fighting the leading edge of the fire were taking a crew photo next to our demolition derby Phrog. and attempting to cool the area, so the ground crews could get He baptized us with water as firefighters, and we exchanged closer. As we were dropping, our Fire Manager Greg Lloyd of HMM-268 and San Diego Fire Department patches. As if the San Diego Fire Department was watching the bucket from on cue, our crew chiefs Corporal Maahs and Lance Corporal the hell hole in the cabin and jumped up from his position after Bellavia dumped an entire cooler of ice water on him from the the drop since the flames had made their way into the cabin. gunner’s door and told him he had earned status as an honorary He excitedly called, “We got steam!” since we had hit the fire Marine. We all thought, “Fire’s out.” directly. The instant results made us all the more excited about the fire, and more importantly, it indicated we were getting more accurate with each drop. Later that day, we moved to lower altitudes near residential and commercial areas to assist ground firefighters with spot fires. They were bringing in the tankers on the larger fires above, so they had to clear the airspace. Sparks and debris from the main fires are carried by the winds, and extinguishing these smaller fires before they spread allows the ground crews to remain focused on their current efforts. One particular spot fire had started near a series of homes. Fire trucks were on a street nearby trying to prevent the flames from igniting trees near the powerlines. There were numerous obstacles, and live flames were threatening the ground crews. We found a dip site near the area, adjusted our approach so the powerlines were parallel, and dropped along the long axis of the flames into the drainage. We extinguished the entire fire on that one run, so on our first radio call, the Aircraft Commander, Captain Brian Psolka called, “Out of the drop. Fire’s out.” With families in their yards watching the spectacle of Marine helicopters CH-46E heads to battle a wildfire over the mountain top . working with civilian firefighters, it was a gratifying feeling Photo was taken by Capt. Vanessa Clark, USMC

Rotor Review # 102 Summer ‘08

Feature

Hawaii 5-3 Article by LT Ian McColley, USN

The cast and crew of HM-14 RIMPAC ’08. Photo taken by

n the windswept channel between Oahu and Molokai, Helicopter Mine Countermeasures Squadron FOURTEEN took to the sea for RIMPAC 2008. Leaving their home of Norfolk, Virginia, two squadron helicopters made the cross-country journey to North Island in three days, and embarked on their harrowing trek across the Pacific beginning the 17th of June. Aboard the venerable USS Comstock (LSD 45), they crossed the ocean to engage the evil Orange Empire in the multinational exercise. The Maintenance department, lead by CWO4 John Bryson, AZC Anthony Duncan, and AMC Rick Ekberg, toiled night and day to keep the squadron’s two stunning, but maintenance intensive, MH-53E aircraft full-mission capable. When faced with a seemingly insurmountable maintenance obstacle, a naysayer might say, “Impossible,” while John Bryson would always say, “That dog just ain’t gonna hunt! We’ll get her up and flyin’.” This Herculean effort set a precedent that will forever carve the name of “HM-14 Maintenance” in the annals of aviation. Soon these efforts would pour the foundation for

one of the most successful missions in minesweeping history. The early morning mist revealed the “Big Iron” spread majestically on the fantail, awaiting its pilots and crew. LT Donald Engle was almost inaudible as he whispered “My God, no aircraft more beautiful has ever been produced.” AW1 Michael Sisler added, “An aircraft more born than manufactured,” as he noted a single tear rolling off LT Engle’s cheek. With a whine, the auxiliary power unit broke the silence of the day. This whine, which soon became a thunderous roar, transformed as the third engine was brought online and let slip the rotor blades of liberty. Aircraft 540 was airborne and shattered the airspace of Country Orange. The crew ventured into the tow-field, swept the Continued on page 24

Rotor Review # 102 Summer ‘08

Photo submitted by AW1 Mike Sisler and AW2 Megan Harlan

YN1 Kraag Pederson, USN

An image of a sting-ray captured with AN/AQS-24 in Laser Line Scan mode.

Feature: Hawaii 5-3

The MH-53E standard configuration carries 37 passengers and several thousand pounds of luggage. This logistics run carried 29 passengers from USS Comstock to Hickam AFB, HI. Photo taken by AWC Kevin Boone, USN Continued from page 23

previous day for moored mines with the MK-103 mechanical sweep gear, for a mission akin to many flown by the squadron during the exercise. At a blistering 10 to 14 knots, the brave aircrew drew the AN/AQS-24 through the perilous swells like a blade, cutting through the murky depths of the sea to draw a picture of the mine threat environment. The controller kept watch at his post and meticulously marked each contact that was brazen enough to pass under his gear. AW2 McKay Estep’s quick mental math zeroed the contacts ever closer to the Q-24’s centerline. Track after track was swept and the blazing Hawaiian sun, coupled with devastating crosswinds, took their toll on the crew. They hunted on. Information flowed into the Tactics Department in a torrent, and the contacts found that day were scrutinized. Hour after hour of tapes were analyzed until the HM-14 Tactics Unit formed a plan of attack. The men and women of the unit sent the crew of 540 back into the fray to identify possible mine contacts with the laser

Another image of a shark captured with AN/AQS-24 in Laser Line Scan mode. Photo submitted by AW1 Mike Sisler and AW2 Megan Harlan

Rotor Review # 102 Summer ‘08

scanner of the Q-24. The accuracy and detail of the laser had been proven earlier in the week in a pre-exercise Mine Warfare Readiness and Effectiveness Measuring (MIREM) event. During this event, it was found that contacts could, indeed, be reacquired and visually identified through the use of the laser system on the Q-24. Now the crew would put it to the test. Again the aircraft departed into the haze surrounding the ship with a sound that rocked the USS Comstock to its very core. Many of the ship’s crew would later describe the sound to their children as “the gods mowing their lawn.” The detachment’s OIC, LCDR Alex Wibe, looked into the vastness of the Pacific. His imposing figure, quiet patience, and stoic presence would become legendary among those who were lucky enough to meet him in person. Hours passed, but at long last the conquering heroes returned with the pictures the detachment had been waiting for: confirmed mines in glorious black and white photographs. The exercise was over. No longer would Country Green fear the mine threat of Country Orange. Their equipment tested and their mettle proven, the men and women of HM-14 returned to the fanfare of Homeguard and the wondrous embrace of their families. The well earned celebration would be brief, however, as the VULCANEX exercise would soon cast a dark shadow over Hampton Roads. This exercise displayed the teamwork, dedication, and steadfast devotion to duty of every member of HM-14. Every man and woman in maintenance, tactics, administration, and the aircrew gave their all to the mission, and the CO, OIC, and officers of HM-14 RIMPAC Detachment would like to thank them for their consummate professionalism and skill. Their commitment to the exercise provided the squadron with invaluable training and experience. The crew of the USS Comstock deserves accolades as well for their courtesy and professionalism during this exercise; thank you for your support and expertise.

Feature

2515th: Changing Tides In The Desert Article by, LT Mason Berry, USN

MH-60S assigned to 2515th on the Flightdeck during sunrise. Photo courtesy of 2515th Public Affairs Office.

he 2515th Naval Air Ambulance Detachment (or NAAD) has seen a recent changing of the guard here at Camp Buehring, Kuwait. As of 3 May, 2008, the 2515th was designated as a Detachment under COMHSCWINGPAC. Along with this change came a new rotation plan that includes pilots, aircrew, and maintainers from the four HSC (Exp) West Coast squadrons: HSC-21, HSC-23, HSC-25, and HSC-85. In addition, the 2515th is augmented by SAR Medical Technicians from both East and West Coast HSC squadrons. The plan includes a phased rotation of one squadron every two months in order to maintain the combat readiness of the 2515th and facilitate a 6 month detachment rotation for each squadron. The recent transition culminated with a transfer of authority from CDR Pat Everly of HSC-25 to CDR Mike

Dowling of HSC-23 on 1 July, 2008. These new squadrons are not just providing fresh pilots, aircrew, and maintainers as relief for HSC-25 who has carried the mission for the past year. They are providing new ideas, fresh perspectives, and a new type of deployment experience in the HSC community. Individuals from several different squadrons are living and working together in a demanding environment and accomplishing a high profile mission with extreme professionalism. Mission accomplishment has never been higher and the NAAD is poised to carry on its success as the Navyâ&#x20AC;&#x2122;s only overland MEDEVAC unit. In particular, the month of July saw record numbers for the 2515th with 83 total MEDEVACs, 38 of which were combat flights into Southern Iraq. These numbers are a testament to the outstanding work of Continued on page 26

(left) CDR Dowling relieving CDR Everly as Commander of the NAAD. Photo taken by IT Hodges, USN

Rotor Review # 102 Summer â&#x20AC;&#x2DC;08

Feature: 2515th: Changing Tides In The Desert Continued from page 25 our maintenance personnel who continue to keep at least four

aircraft fully mission capable at all times. The 2515th continues to provide an example of the capabilities of the Navy helicopter community. In total, the Detachment has amassed more than 7100 mishap free flight hours and offered care and transportation on nearly 1000 MEDEVACs. These numbers demonstrate the dedication of all the personnel involved with the mission and reinforce the exceptional reputation of the NAAD within the AOR. A 2515th aircraft on alert and overhead instills confidence and builds morale for our nation’s troops. The HSC community has brought the Navy search and rescue mentality of “So Others May Live” to overland MEDEVAC support, expanding and securing the Navy’s place in the overland environment.

Industry and Technology

The feature articles will continue on page 69

CDR Dowling addresses the NAAD for the first time. Photo taken by IT2 Hodges, USN

Another 167 V-22 Ospreys To Be Bought Press Released by Pacific Flyer

he Department of Defense has announced it will purchase 167 more Bell Boeing V-22 Osprey tiltrotor aircraft for an estimated $120 million over the life of the multi-year contract. The contract, expected to run through 2012, provides for the procurement of 141 aircraft for the U.S. Marine Corps and 26 aircraft for the U.S. Air Force. Bell Boeing is a strategic alliance between Bell Helicopter and The Boeing Company. The overall military procurement of V-22s is now expected to be 458 aircraft with an estimated total

Rotor Review # 102 Summer ‘08

lifetime program cost of $54 billion to support the requirements of the U.S. Marine Corps, U.S. Air Force and U.S. Navy. Eaton is a key supplier on the aircraft and the estimated revenues to the company over the life of total procurement program are $320 million. The Bell Boeing V-22 Osprey is a revolutionary tiltrotor aircraft that combines fixed-wing horizontal flight and vertical lift capabilities in one aircraft that can take off and land like an airplane. In the first deployment of the aircraft, a Marine MV-22 squadron has been operating in Iraq since October 2007.

Industry and Technology

Telephonics’ Radar Provide Enhanced Situational Awareness for Naval Aviation Missions Article by Joseph J. Battaglia

President and CEO, Telephonics

he increasing threat to U.S. assets around the world posed by the worldwide proliferation of highly capable submerged sea going vessels has resulted in a growing emphasis on Anti-Submarine Warfare (ASW) within the Department of Defense. As a result, helicopters have emerged as one of the most powerful and flexible weapon systems available to the U.S. Navy to counter these serious threats by helping to detect, track, identify and engage them before they can inflict damage onto valuable U.S. assets or human life. Over the years, the helicopter has evolved from being the major search and rescue platform to providing key ISR data to a battle group, serving as a weapons platform, performing mine clearing, and being an invaluable logistics delivery workhorse, essentially being one of the Navy’s most useful weapon systems. Around the world, weather radar, with some limited search and rescue capabilities, have become an integral part of any maritime helicopters’ basic sensor suite. ASW sensors were introduced onto rotary wing platforms some 25 to 30 years ago with the first additions being surface surveillance radar and sonar or acoustic sensor sub-systems. Unfortunately, the early on-board maritime surveillance radar systems had a great deal of difficulty detecting low radar cross section periscopes in moderate to high sea states and, with thresholds set low to help in the detection process, the large number of false alarms encountered rendered these early systems of limited use. The early SH-60B ASW platforms operated by the US Navy used the APS-124 maritime surveillance radar. This radar, although it was superior to what had been used previously, was still not optimized for detecting and tracking submarine periscopes. In 1992, Lockheed Martin issued an RFP for a new radar for the LAMPS helicopter fleet. Periscope detection was an important requirement of this radar. Because of a number of unique features and the use of some breakthrough technology proposed by Telephonics Corporation, Telephonics was awarded the full scale engineering development contract for a new, advanced maritime surveillance radar for the LAMPS helicopter. In the ensuing years, so many additional changes were made to these helicopters that it was decided to procure completely new airframes and avionics rather than to refurbish the older airframes with all new, state-of-the-art avionics and sensor systems. Today in the U.S. Navy the MH-60R (Romeo) boasts the most sophisticated helicopter radar in the world – the Telephonics AN/APS-147 Multi-Mode Radar. The AN/APS-147 is being prepared for deployment today in the fleet’s first operational MH-60R squadron, the HSM-71 Raptors. With the arrival of the AN/APS-147 into the fleet, the MH-60R helicopter will be able to provide a

Rotor Review # 102 Summer ‘08

significantly improved situational awareness of the surface picture than ever before. Long-range search modes can detect targets of interest well before they become threats. Inverse Synthetic Aperture Radar (ISAR) imaging capabilities allow classification of contacts without requiring the aircraft to close within potential weapons ranges and allow a more rapid assessment of the battlespace, allow the crew to sort through all potential targets more rapidly, and focus on those that pose the most severe threat. Through its small target and periscope detection modes the Romeo will exhibit unprecedented capabilities in an asymmetric war and against submarine threats. In addition, Romeo, through its fully integrated IFF Interrogator, also has the ability to interrogate air traffic and to keep track of friendly, cooperative aircraft in the area. The low radar cross-section design of modern submarine periscopes combined with the advanced operational tactics used by our adversaries has precipitated an immediate enhancement to Telephonics’ AN/APS-147. Addition of the Advanced Radar Periscope Detection and Discrimination (ARPDD) capability to this radar will provide an already advanced state-of-the-art radar even greater capability. The AN/APS-147 was selected as the platform of choice for this capability because of its inherent signal processing power and a system architecture that could support the processing throughput and speed necessary to perform this function. Once proven on the Romeo, this new and extremely critical capability could be incorporated into other Naval radar platforms. Other improvements aimed at increasing mission effectiveness and reducing operator workload are automatic classification aids in the ISAR mode, spot and strip map SAR modes for imaging and an integrated weather mode. With these

AN/APS-147. Photo courtesy of Telephonics Corporation additional features Telephonics’ AN/APS-147 will provide the MH-60R the ability to contribute to Naval missions from blue water operations to the littorals. Continued on page 28

Industry and Technology

This article was written by Mr. Joseph J. Battaglia, President and CEO of Telephonics Corporation with headquarters in Farmingdale, NY. Telephonics Corporation is a wholly owned subsidiary of the Griffon Corporation (NYSE: GFF) and is a leading supplier of broad based, high technology integrated information and communication systems and solutions worldwide. Mr. Battaglia was appointed to his current position in 1995. He is responsible for meeting sales and profit objectives for a company of over 1300 employees and generating nearly $400 million in annual revenue. Under his strong leadership, Telephonics has distinguished itself as a leading supplier to the U.S. and International military markets worldwide. Telephonics specializes in the design, development, and manufacturing of advanced airborne maritime surveillance radar systems, identification friend or foe (IFF) interrogators, wired and wireless intercommunication systems, air traffic management (ATM) systems, and a variety of surveillance products and systems for Homeland Security applications. Mr. Battaglia has served in a series of corporate leadership positions during his 35 plus year career. Prior to taking over as President and CEO of Telephonics, he was President of the Corporations’ Command Systems Division which specialized in radar, IFF interrogators, ATM systems, Landing systems, and other aerospace electronic systems and sub-systems. Due to its rapid and continuing growth, this Division has been divided into what are today the Radar Systems Division and the Electronic Systems Division of Telephonics Corporation. Prior to joining Telephonics in 1990, Mr. Battaglia held the position of Vice President and General Manager of Lockheed Martin’s Defense Systems Division. While in this position, he was responsible for the U.S. Navy’s MK-86 Surveillance and Fire Control Radar System, the SPG-9A and SPQ-60 shipboard air and surface search radar. From 1978 until 1990 Mr. Battaglia was the Director of Advanced Programs for Lockheed Martin’s Electronic Systems Division in Orlando, Florida where he led the expansion of millimeter wave fire control radar and missile seeker developments for such programs as the U.S. Army’s Apache Longbow and the International Multiple Launch Rocket System. He was also Vice President of Business Development and Program Management for Litton’s Laser Systems Division where he was responsible for the development of advanced laser designators, eye-safe laser range finders, high energy lasers, and CO2 laser radar technologies. Mr. Battaglia is a graduate of Adelphi University, New York with both BS and MS degrees in Electrical Engineering and Applied Physics in 1965 and 1969 respectively.

APS-143C(V). Photo courtesy of Telephonics Corporation Continued from page 27

Another of Telephonics’ family of multi-mode maritime surveillance radars, the APS-143C(V)3, provides similar search modes, integrated ISAR and SAR capability, and an integrated IFF interrogator. The new Canadian Maritime Helicopter will be outfitted with this very light weight and cost effective radar to provide similar functionality and capabilities as the AN/APS147. Variations of this radar are in service on a number of other helicopter platforms such as the NH-90 in Sweden, the Lynx in South Africa and soon in Algeria as well. This radar is serving as an integral part of the U.S. Coast Guard’s new Maritime Patrol Aircraft, a fixed wing EADS CASA CN-235 aircraft. Later this year Telephonics and Northrop Grumman, in an internally funded cooperative effort, will demonstrate a light-

AN/APS-147. Photo courtesy of Telephonics Corporation weight, multi-mode, maritime radar on the Fire Scout Vertical Take-off and landing Unmanned Aerial Vehicle (VTUAV). The RDR-1700B is a 68lb maritime radar with maritime search and imaging capability similar to that of the APS-143C(V)3. This radar includes ISAR for marine target classification, SAR (spot and strip map) for missions in the littorals and overland, and an integrated Automatic Identification System (AIS) capability to quickly identify cooperative sea going vessels from those that might not want to be identified. It also provides a weather mode that will provide useful environmental awareness for the UAV operator as well as support for other helicopter operating in the area. Naval helicopters, here in the U.S. and internationally, have begun to employ sensors and systems with the capabilities and sophistication that make them key to the Navy’s future success in both the blue water and littoral environments. Radars are a major part of those sensor suites. As technology advances and additional capabilities begin to fit in smaller and smaller packages, helicopter radars will take on a larger and larger role in dominating the battle space from mid ocean to the shoreline.

Rotor Review # 102 Summer ‘08

Excerpt from “Rescue Pilot” By Dan McKinnon

n the fall of 1958 I was deployed with a one-helo detachment (HU-1, Unit 7) embarked aboard USS Helena (CA-75), the COMSEVENTHFLT Flagship, in the middle of a long WESTPAC cruise. I was flying the HUP-2, the tandem rotor Piasecki helicopter. This was a very primitive helo, powered by a Continental R975-46A radial air-cooled gasoline engine initially rated at 650 hp, but later derated to 450 hp in an effort to lower the excessive engine failure rate. It was the most underpowered helo ever designed for the Navy. It had three fragile, hollow wood and fabric rotor blades at each end. This low inertia rotor system made for very unforgiving autorotation performance. The HUP was essentially a day light VFR-only bird: a wet compass, a turn and bank indicator, an airspeed indicator, and a vertical speed indicator its only flying instruments. In the afternoon of Thursday, October 9, I was staying at the BOQ in Cubi Point, Philippines, while the ship was at sea conducting gunnery drills. Suddenly the phone rang. “Dan, You better get your butt in gear,” Chuck Fries, a squadron mate assigned to USS Columbus told me on the phone, “the Helena is on its way back to Subic Bay to pick you and your crew up at 1600.” I glanced ay my wristwatch. It was 1530 hours – a half hour before the ship arrives. I’d been out playing baseball at a picnic and just arrived in my BOQ room tired and sweaty. Chuck didn’t know the reason for the emergency. Things in the Formosa Strait had been fairly calm. He said he was also being ordered to bring his helo unit aboard the Helena. It will be very crowded, I thought, with two helos jammed on the small flight deck. I threw all my belongings into my parachute bag. Then I attempted to secure my crew. I got on the phone to our hangar office and got ahold of Petty Officer Pobst. He said Petty Officer Karasinski was there with him, but they didn’t know where my two other crewmen, Petty Officer Dunlap and Petty Officer Wilson were. “Get the helo ready to go,” I ordered. “Get your gear together. We leave in half an hour.” “Yes, Sir,” he choked. The other two crewmen were on liberty. It was anybody’s guess where they were. But my guess was they were in Olongapo. I contacted the Armed Forces radio stations and had them make repeated announcements for the two crewmen to return. I also had the Armed Forces Police scour the area in search of my missing crew. Using the name of the commander of the Seventh Fleet sure got a lot of action, but no results. Then I made a mad dash to the hanger. Chuck had rounded up all four of his crewmen. They and my two crewmen loaded our gear, parts, and tools on the helos. I flew most of our gear out to the Helena as it entered port. It took five trips ferrying back and forth. The last one was in the dark. So far all night landings have remained the same – scary. After my first trip, Chuck flew his helo aboard. The crew folded the blades and stored the helo aft in a small space on

a narrow strip of deck between the guardrails on the starboard side of the ship and the hangar hatch for the Regulus missile. That left the flight deck clear for my helo. Chuck and I agreed that since this is my ship, my helo would occupy the flight deck and his would be the helo that was stowed away and would operate as backup. After getting the helos aboard and tied down, with blades folded and stored for the night, we found out the reason for the rush. A Norwegian freighter, the Hoi Wong, with mostly Chinese passengers had gone aground at 0230 hours on October 6th, about 4 days ago, on Bombay Reef in the Paracel Islands located about 400 miles south of Hong Kong and 200 miles east of Turan, Indochina. The ship was on its way between Swatow in Kwangtung Province in Red China, and Singapore. The number 2 hold was already flooded and the hull was leaking. The master of the ship feared for the safety of his passengers and had requested assistance from the Seventh Fleet through the U.S. Naval Liaison Office in Hong Kong. There had been at least two attempts to refloat the vessel during high tides by two tugs from Hong Kong. The efforts were unsuccessful. Another cargo vessel, standing by, attempted to transfer the passengers into lifeboats. He was able to get one boatload transferred, but the little lifeboat got so banged up by the 15 to 20 feet swells, it was considered too dangerous to resume the operation. So there everyone sat and the request went out for help. The entire ship vibrated all night as we sped at flank speed to arrive on the scene of the grounding by 0930 hours. Chuck and I, and our crewmen didn’t know what to expect. We were to be the last resort. The Helena was planning the rescue effort by using the ship’s lifeboats. Trying to rescue that many people by helicopter, two or three at a time, was considered too hazardous and a risk fraught with danger. On Friday, October 10, we arrived at Bombay Reef on schedule and sat in deep water about 2 miles from the Hoi Wong. VADM Kivette, COMSEVENTHFLT, wanted to get an up-close look to evaluate the situation. This was his show. He could have sent some other ship to the rescue, but the chose his flagship to do the job. The crew got my helo ready to launch. The admiral climbed aboard, and we were off for a close-up tour of the ship in distress. The seas looked deceptively calm. We circled around several times and hovered alongside the ship. The boilers had been shut down, and there was no power on the ship. I tried to figure out a place to hover for the rescue operation if the helo was used. There were masts, cargo booms, and rigging all over the rusty ship. The only place possible to pick up anyone from the ship was on the very front of the bow, but there was still only enough clearance for the rotor blade tips if we barely hovered half the helo over the bow. Some of the rigging would have to be cut down to allow us to hover, not to endanger those under Continued on page 30

Rotor Review # 102 Summer ‘08

historical

The Hoi Wong Evacuation

Historical: The Hoi Wong Evacuation Continued from page 29

us and eliminate the possibility of clipping off the rotor blade tips. The good thing was the wind was blowing from the stern of the ship so the back of the helo could hang over the bow as rescuees lined up to be hoisted off. This way we would have max power available for lifting rescuees as opposed to using it up in a downwind hover. After the admiral felt he’d seen everything he wanted to look at, we flew back to the ship. The admiral and his staff huddled to plan our next move. I returned with a couple of photographers so they could capture the situation on film from different angles. After they shot a variety of pictures, we came back to the Helena and landed. I shut down the engine, and the helo was secured. The ship’s lifeboats were launched and tried to get near the Hoi Wong. About three-quarters of the Hoi Wong was stuck on the reef with waves washing over the reef and undulating alongside the ship. There was tremendous wave action on the stern of the ship because the wind was pushing against it. That meant the rescue boat had to be in reverse and would be bobbing like a cork while the passengers tried to slide down a rope ladder to get into it. The wooden Jacob’s ladder alongside the ship was so far forward that it was over the reef and useless. While flying the admiral, I took a look at the passengers. They appeared too frail to try shimmering down a rope like a stunt person. Finally one of Helena’s boats got banged up against the ship from the rough seas. The boat crew determined that it was too dangerous for them to try to bring anyone back to the cruiser. At that point we got word that the helos would be used. “The last resort was on.” So we could carry additional weight, we removed the forward passenger seat. We also removed all excess gear, life rafts, smoke bombs, and radios. The helos were stripped clean. The only thing left for the crewmen were the bolt cutters near the hoist. If the hoist cable became entangled, the crewman could then quickly cut the cable, and we would be free from being tied to the ship. We all had a concern about hoisting the frail women and small children in the rescue sling. We figured the men would be okay. Like we learned in survival school, if you put the sling on backward, you would slide out. We had visions of somebody getting in backward or being too small and sliding out and slamming onto the deck of the Hoi Wong or hitting the edge and falling into the sea. However, ingenuity prevailed. The Helena’s crew sewed together four canvas buckets. Each had two holes in the bottom and a large enough circumference at the top for a passenger to fit inside wearing a kapok life jacket. It was like a giant pair of underpants. On top it had a one inch spliced rope with an eyehole that resembled a breeches buoy and would hook onto the helicopter rescue hoist snap. The lead ball on top of the rescue snap would take the weight down to the ship. This would replace the rescue sling and would ensure us that nobody would slip away from us while we were hoisting him or her into the helo. Of course it would be slower getting our rescuees in and out of the canvas bucket while we hovered, but safer.

Rotor Review # 102 Summer ‘08

The people on the Hoi Wong stood in line to be hoisted into the helo. Then they stepped into the canvas bucket and put their feet in the holes. Most were wearing black or dirty white-colored Chinese-type pajamas. With two buckets for each helo, somebody could be getting prepared in one bucket while the other one was being hoisted. My next flight to the Hoi Wong was to deliver two officers from our ship. I lowered them on to the forecastle. Their job was to ensure that the cables and jack staff were cut and removed from the bow to allow us the room to hover. That way there would be a 15 to 20 feet clearance between the rotor tip path and the nearest ship’s mast and stays. It was still tight quarters, but we had a little leeway for any mistake or shifts in the wind. While I was on a hop, Chuck Fries moved his helo to the flight deck, spread the rotors, cranked up, and prepared to launch. He was transferring two additional men and his crew chief AD1 E.C. Magee, to the Hoi Wong. The crew chief would take responsibility for fitting all the passengers securely and safely in the canvas bucket or ensuring adults were properly fitted into the rescue sling. We refueled on the run that is, with the engine and rotors still turning. The Helena’s crew lined the rails and superstructure to watch the operation. A lifeboat was launched and drifted in the water near the freighter to rescue us in case there was a problem with either of the helos. While Chuck was pushing his helo from the aft storage area to the flight deck, preparing it for flight, I hoisted the first people aboard my bird. Most of the rescuees were terrified by the helicopter. This was probably the first time they’d ever seen one, much less ever ridden in one. We were careful to ensure they all faced aft so that they wouldn’t grab the idle mixture cutoff handle. None of the Chinese spoke English, so everything on the ship deck was done with hand signals. Only the crew and those to be hoisted were to be directly under the helo. All others stood down the deck in a safe area. I considered hoisting only two on my first hover, but when I found I still had plenty of boost, I hoisted two more. These Chinese were so small and skinny; they weighed practically nothing. They brought a few of their precious belongings with them, but most of their worldly possessions were left behind on the Hoi Wong until it rusted to pieces or broke apart from the heavy seas. On future hoists our limit was not measured by the number of people, but by power left to maneuver the helo. The temperature was 86 degrees Fahrenheit with a lot of humidity, which made for a high density altitude. That restricted our lifting ability. On one trip I hoisted nine women and children into the helo before I used maximum power – a record for the more people ever hoisted into the HUP, and a record for the most people ever flown in a HUP – eleven including pilot and crewman. It took Chuck and me more than 4 hours to transfer everyone to the Helena. We rescued a total of 106 persons in 27 rescue trips. I made 14 trips carrying 58 people, and Chuck Continued on page 31

Historical: The Hoi Wong Evacuation Continued from page 30

made 13 trips carrying 48 people. A total of 44 women, 22 children, and 40 men, including one Englishman, were rescued. Including the crew transfers, I completed a total of 21 cruiser landings during a stretch just over 4 hours. We finished the project at 1630 hours. We were all very tired, but happy. I logged a tiring 4.3 hours, most of it demanding hover time in tight quarters. I was really pooped. I had no complaints about not enough flying today. The admiral greeted each of the mystified Chinese as the helos landed them on the Helena. I don’t think they knew who he was, but surely noticed all the fancy shoulder markings of gold braid on his white uniform and the scrambled eggs on his hat. Nevertheless he extended the warm hand of American friendship as he ducked under the rotor blades. The helicopter crewmen rotated during the day. Chuck and I never got unstrapped. After we rescued all the passengers, we retrieved our crewmen and officers from the Hoi Wong. A few men from the cargo ship’s crew elected to stay aboard for a few more days to see if they could save their ship. After the rescuees were cleaned up, they were treated to plenty of food, capped off by lots of ice cream and candy. The American hospitality was working overtime. Most of them were too shy or frightened to do much except sit around, do what they were

told, and enjoy the hospitality lavished on them. Chuck and I got a call from Admiral Kivette to go to his cabin. He was effusively friendly and invited us to sit down. He told us that he thought we’d done a great job. “I’d like to hear about how it went today,” he asked. “Give me the details.” We tried to share our individual experiences and observations of the day’s activities. The ship is now heading for Hong Kong to deliver our rescued passengers. I’m trying to figure out how to get my crewmen from Cubi Point back aboard the Helena since we’re not returning to the Philippines for a month or two. Adapted from Dan McKinnon’s book, “Rescue Pilot,” (McGrawHill). McKinnon served as a helicopter pilot in the United States Navy between 1956 and 1959. During that relatively short period of time he was credited with 62 rescues, including the 58 saves described here, and amazing accomplishment that still is a Navy peacetime individual helicopter rescue record. He is currently the owner and president of North American Airlines, a worldwide large jet charter and scheduled airline base at JFK International Airport.

A Team Effort All The Way Just remember to take all the team! Article By CDR Lloyd Parthemer, USN (Ret)

n military aviation, particularly in search and rescue operations, sometimes the nature and urgency of the situation exert great pressure on aviators to rush into a mission without taking the necessary time to gather and properly brief their aircrew. On those circumstances the aircraft commander has to perform a balancing act between the urgency of the situation and the safety of the mission. It is a well-known axiom in military aviation that in peacetime operations, safety always comes first. But when dealing with the urgent rescue of seriously injured individuals, the vision of that axiom can become somewhat blurred, and the consequences scary. The following true story, as relayed to me by a friend, illustrates very vividly such a situation and its disastrous potential. The Helicopter Aircraft Commander in our story was a know-it-all, “Sierra Hotel” aviator with experience in props, jets, and helicopters. In late 1966 he was serving with an HS squadron based at NAS Quonset Point, Rhode Island, flying the SH-3A Sea King. One day the squadron received an emergency call to launch a rescue bird and proceed to a point approximately twenty miles east of the Logan International Airport, rendezvous with a destroyer steaming into Boston Harbor, and lift a wounded serviceman from her fantail for immediate MEDVAC. Our

Rotor Review # 102 Summer ‘08

audacious aviator immediately sprang into action. He grabbed a copilot from the ready room and began a frantic search for two qualified air crewmen. “Where is the standby ready crew for just this sort of thing?” he screamed. Knowing that every second counts in a situation like this, like time late to datum when hunting subs, and considering that he had to fly 90 to 100 miles before reaching the rescue scene, he left the search for air crewmen in the hands of the Duty Officer and, with his copilot in tow, rushed to the flight line to get the helo ready. To paraphrase an old saying from his fighter pilot days, what followed was a “kick the tires, light the fire, and we will brief on guard” evolution. He went through the pre-start checklist faster than his copilot could read each item off. By the time he had started engines, engaged rotors, and was ready to taxi only one crewman had arrived. With no other crewman in sight he made his decision. Yep, you guessed it. He departed with just one crewman, never considering the reasons for the “full crew” concept or contemplating the possibility of worse case scenarios. He headed at near-redline speed to a point a few miles east of Logan. With the airport in sight he spotted the destroyer heading at best speed into the channel just south of the airfield. Continued on page 32

Historical: A Team Effort All The Way Continued from page 33

ahead. The possibility of having to fly under the bridge while maintaining position over the ship’s stern without the help of his copilot was extremely unnerving to say the least. He could drift aft and follow the ship under the bridge. But if the litter was somehow dropped, the injured sailor could drown. The flotation gear attached to the litter, if any, may not keep his head above water or prevent the litter from flipping upside down. These thoughts were vertiginously crossing our impudent aviator’s mind, followed by the chilling thought of how all this was going to look in the accident report. Here he was, the confident, skillful, and experienced aviator, getting himself into a situation that could not only end his career, but end his life as well, and very likely that of others. As the specter of the bridge loomed ever closer, the air crewman with the copilot’s help finally managed to pull the stokes litter inside the cabin and lower it onto the deck. In the nick of time the pilot cleared the area just before reaching the bridge. Success had been snatched from the jaws of failure! The copilot proceeded very gingerly to climb back into the cockpit. Our now immensely relieved hero promptly reached the hospital and safely deposited the injured and, we must assume, quite scared sailor in the hands of the medical staff. A disaster had been averted. All the protagonists in this drama lived happily ever after. Some, however, gained a valuable experience never to be repeated, and learned a lesson never to be forgotten.

Photo courtesy of NHA Archives

After establishing radio contact with the ship, displaying true professional flair he came to a quick hover over the fantail. The injured sailor was strapped securely into the stokes litter (wire basket) to prevent his fall, even if the litter flipped upsidedown. The solitary air crewman lowered the hoist cable. The destroyer crew attached the hook to the litter and guided it as it was lifted up and away from the deck. All was going well until it dawned on the aircrewman that it was going to be impossible for him to operate the hoist and at the same time maneuver the litter into the cabin and onto the deck for the flight to the hospital. He communicated his predicament to the pilot, who by then was painfully aware of how badly he needed that second crewman. Where in hell was he going to find another crewman at this point? You guessed it right again! The copilot is not doing anything too important, just monitoring everything, ensuring every aircraft system was performing within limits, and preventing the pilot from drifting too close to any superstructure obstacle or getting too low, etc. Why not send the copilot back to assist the crewman in the recovery of the litter? Our intrepid aviator gave his copilot his marching orders with the strong admonition not to knock the cyclic or step on the collective on his way out. Either event could have ruined their whole day, and perhaps the day of many bystanders, not to mention the injured sailor, still strapped to his stokes litter swinging precariously under the helo. While these peripeteias were occurring on her fantail, the tin can, now inside the confined waters of the channel, had slowed down to about five knots. This slower speed was a most needed blessing for our distressed aviator, now facing a highway bridge spanning the channel a short distance

A SAR swimmer from Underwater Demolition Team TWELVE leaps from a Sea King duing a training mission for the SKYLAB IV recovery. Rotor Review # 102 Summer ‘08

Focus That Vitriolic Vortex Ring

Article by LT Adam Merrill, USCG

n April 2000, a flight of two Marine Corps MV-22 Osprey aircraft was on a night training flight in the Arizona desert. During a tactical approach into an LZ, the lead aircraft misjudged the initial descent point, and subsequently entered a high rate of descent to re-establish the section on the pre-briefed profile. Dash 2 stayed in position and followed the lead aircraft into a descent that topped 2700 fpm during the final minute before landing. Descending through 335’ AGL, Dash 2 began a violent roll to the right, pitched nose down, and crashed nearly inverted. All 19 Marines on board the aircraft were killed. The cause of the mishap... Vortex Ring State? Care must be taken when discussing this phenomenon, as pilots from different communities have been taught different titles for it. Some services refer to it as “Power Settling”, while the green team and most civilian sources call it “Settling With Power”. A more specific and unambiguous term is “Vortex Ring State”(VRS). How can we identify the onset of this dangerous flight regime in our particular aircraft? Are there specific airspeeds and ratesof-descent that can be used as rules of thumb regardless of aircraft type? Despite what most of us have been taught, the answer is an unfortunate “No”. This revelation warrants a review of the physics behind VRS. Before diving into the technicalities, it must be admitted that much of what we know about this phenomenon is based on poorly understood and often conflicting science. Rotary-wing aerodynamics is one of the most complex problems tackled by fluid dynamicists. In-depth analysis of airflow through an operating rotor system requires math that proves almost impenetrable without supercomputers to crunch the numbers, and the theoretical physics itself is almost as opaque. That said, let’s take a look at what we (think we) know. According to our friend Bernoulli, the portion of airflow that passes over an airfoil travels faster than the portion of the flow

Rotor Review # 102 Summer ‘08

that passes beneath it. This airspeed difference creates a pressure differential across the airfoil, with low(er) pressure above and high(er) pressure below. The only place along the airfoil span that the airflow can follow this pressure differential from high to low is at the wingtip. As the airfoil moves forward, this flow movement takes on a corkscrew shape. This “wingtip vortex” is produced by all airfoils, rotor blades included, whenever they are producing lift. Since the vortex introduces a downward airflow component on the upper wing surface, it decreases the total amount of lift produced, thereby decreasing the efficiency of the wing. Airplane manufacturers have engineered various fixes to this problem, the most effective of which has been the addition of canted winglets at the wing tip, which prevent the vortex flow from reaching the upper wing surface. One reason that military aircraft such as the F-16 and F-18 hang missiles on the wing tips is to mimic the effect of a conventional winglet. In a rotary-wing aircraft, each rotor blade creates its’ own wingtip vortex as it travels around the tip path plane. The amalgam of these vortices creates a donut-shaped airflow pattern, known as a toroidal or vortex ring. The mass of air pumped downward through an operating rotor disc is known as the induced ﬂow. The downward speed of this flow, and its resultant vortex ring, is dependant on two variables: disc loading and air density. The ideal induced velocity (Vi) for any Continued on page 34

Focus: That Vitriolic Vortex Ring Continued from page 32

hovering rotor system is given in ft/min by the equation:

Vi =

DL / 2 ρ

x 60

where DL is disc loading (found by dividing aircraft weight in pounds by total disc area in ft2), and þ (the Greek letter rho) is air Toroidal vortex density in slugs/ft3. Knowing the induced velocity for your particular aircraft on any particular day becomes increasingly important as we examine the four generally recognized flow conditions for a rotor disc in descending flight: normal thrusting state, vortex ring state, autorotation, and windmill brake state. In a hover and during relatively low rates of descent, the induced velocity generated by the rotor disc exceeds the rate of descent itself. Since relative wind speed and angle of attack vary from root to tip, the induced velocity at a given point along the blade will vary as well, as illustrated here. This condition exists at rates of descent from zero through approximately 70% of the ideal induced velocity. Once the rotor system reaches a rate of descent equivalent to about 125% of Vi, it effectively out-runs its own vortices, and enters the un-powered, autorotative descent region. During descents between 125% and 180% of Vi, the rotor system is in a flow state between conditions where energy must be delivered to the rotor to prevent RPM decay and where it must be extracted to prevent RPM overspeed. At unpowered descent rates greater than 180% of the induced velocity, almost all the flow through the disc is upward, and energy must be extracted from the rotor system to prevent a dangerous RPM increase of the rotor head. In this windmill brake state, the excess kinetic energy in the overspeeding rotor system is converted back to potential energy by raising the collective, increasing the angle of attack of each rotor blade, and thereby slowing the rate of descent. At descent rates between approximately 70% and 125% of Vi (that is, between the normal and autorotative state), the potential exists to enter the powered, but unstable vortex ring state flight regime in which the rotor disc descends into its’ own downwash. As the rotor system approaches a descent rate that approximates its own induced velocity, the upward flow caused by the descent exceeds the downward flow produced by the inner section of the rotor disc. At the point along the blade span where the upward and downward flow sections are adjacent, a vortex develops. At the same time, the wingtip vortex remains attached since the disc is descending at the same speed at which the vortex is being shed. The result of these vortices is an unsteady, turbulent airflow pattern over a large portion of the rotor disc. The varying angles of attack and relative wind speeds that each blade sees as a result of this turbulence produce wildly varying, but generally reduced amounts of lift across the disc. This overall loss of lift results in the increased rates of descent observed during VRS. As collective pitch is increased to arrest the descent, the vortex ring strengthens, which in turn increases the rate of descent. The unsteady airflow pattern results in the pitch and roll excursions and unresponsive

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flight controls that are stereotypically symptomatic of fully developed vortex ring state. Unlike the other three descent states which will occur at any airspeed, VRS requires a specific horizontal speed range to allow its development. Not only must the aircraft be descending at the appropriate vertical speed to enter its own vortices, it must be traveling horizontally at their speed as well. What are these speeds? How can we predict and avoid the conditions at which vortex ring state exists for our particular aircraft? Unfortunately, there exists a lot of bad gouge and poorly understood information to answer this question. We’ll start by examining the

Normal Thrusting State limits that we use now, and then compare them to the most accurate theoretical and empirical data currently available. The US Navy SH-60F/H NATOPS manual teaches pilots that, “the effect (of VRS) is measurable at descent rates above 700 FPM and airspeeds from 0-20 KIAS, and is worst at descent rates Autorotation

of about 1500 FPM with airspeeds of 5-10 KIAS. Fully developed vortex ring state is characterized by…a descent rate which may approach 6000 fpm.” Since our Coast Guard HH-60J flight manual is based on the Navy’s pubs, it should come as no surprise that those numbers are mirrored by the Coast Guard as well. Interestingly, the Navy SH-60B NATOPS manual provides slightly different parameters. “The effect is measurable at descent rates above 10001250 FPM and airspeeds from 0-20 KIAS…” Pilots of the Coast Guard’s HH-65C are taught that VRS, “can initiate at 1000-2300 fpm and rapidly build up to 5000 fpm in fully developed power settling.” In its discussion of the “Steep Approach” maneuver, the Coast Guard HH-60J flight manual instructs pilots to “not exceed 700 feet/minute rate-of-descent (while below 50 KIAS) and maintain translational lift as long as practicable.” Though the purpose of this limit is not explained, and various anecdotal theories exist to clarify its’ intent, it seems logical to infer that it is designed to keep the aircraft clear of VRS. One of the perennial favorite, but unfortunately inaccurate, nuggets of gouge is the blanket admonishment to avoid descents at less than 40 knots and greater than 800 fpm. This gouge is most prevalent in the naval aviation community, where it has appeared in primary flight training publications, as well as fleet-aircraft NATOPS Continued on page 35

Focus: That Vitriolic Vortex Ring Continued from page 34

manuals. Its genesis appears to have been associated with a US Army flight testing program whose results were published in 1971. At normal operational weight at sea level, a Vietnam-era UH-1E/L test aircraft began to exhibit symptoms of vortex ring state at approximately 800 fpm. The 40 knot airspeed limit was probably based on the inherent inaccuracy of pitot-static airspeed sensing systems that are notoriously erratic and unreliable below approximately 40 knots. As we’ll see however, these specific parameters cannot be applied to all aircraft. Since VRS is not a practiced item during any Coast Guard or US Navy standardization, proficiency or transition syllabus, we have little experience (accurately) predicting or escaping conditions conducive to VRS. The H-60 simulator at ATC Mobile is not programmed to model VRS either, so attempts to induce and record its effects in the sim proved unsuccessful as well. With the exception of a V-22 VRS flight test program at NAS Patuxent River commissioned after the 2000 mishap, aviators and engineers at Sikorsky, ARSC, ATC Mobile and the Naval Test Pilot School were unaware of any recent flight testing related to VRS in current fleet aircraft, so we need to rely on theoretical data to provide predictions. In the late 80’s, the US Navy School of Aviation Safety generated a template VRS diagram based on the latest empirical and theoretical data available. The chart predicts the onset of VRS based on calculations which begin with the induced velocity value for a particular aircraft. This generic chart allows pilots to calculate performance numbers specific to their aircraft and environmental conditions. We’ll run the numbers for our specific fleet aircraft and compare the results to the published limits we use now. According to the ideal induced velocity equation, a 20,000 lb HH-60J hovering at sea level generates a Vi of 2588 fpm. Since VRS occurs between 70%-125% of Vi, we can expect that the Jayhawk may encounter it between 1811-3235 fpm. Using the chart, we can predict a severe vortex ring state encounter at approximately 2100 fpm and 12 knots. This result means that while the overly conservative flight manual limits will certainly keep aircrews safe, they may not accurately reflect the real-world capabilities of the aircraft. The warning that fully developed VRS may result in rates of descent approaching 6000 fpm proves theoretically and empirically implausible. Our 20,000 lb aircraft will only be able to reach approximately 1800 fpm in the normal thrusting state, it will be in an autorotative state above approximately 3200 fpm, and will be deep into the windmill brake state at 6000 fpm. Despite its much smaller size, an HH-65C at an operational weight of 9000 lbs has a disc loading similar to the H-60, and therefore produces a similar induced velocity: 2379 fpm. Entering the VRS calculations with that figure, we can expect the Dolphin to encounter VRS between 1665-2974 fpm. The chart predicts severe turbulence and thrust variations at approximately 1900 fpm and 9 knots. Thus both the “1000-2300 fpm” range for potential VRS, as well as the 5000 fpm upper limit provided in the Dolphin flight manual proves misleading. Though theoretical predictions are useful, empirical data provides concrete evidence of VRS parameters. The “Crash

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Windmill Brake State

Survivable Memory Unit” recovered from the downed Osprey in 2000 yielded specific information about its final moments of flight. Descending through 335’AGL and decelerating through 35 KIAS, the mishap aircraft recorded a descent rate of 2190 fpm and a roll rate to the right which accelerated from 13 deg/sec to 38 deg/sec within 2 seconds. Plugging the numbers into the VRS formula, we discover that the aircraft’s ideal induced velocity (Vi) at the time was 3964 fpm. Adding the additional rate of descent at the starboard nacelle caused by the rotational velocity of the rolling moment to the overall aircraft descent rate, we find that the right rotor was descending at approximately 2500 fpm at less than 30 KIAS. An additional induced flow may have been added by the rotor wash from the lead aircraft, as Dash 2 moved from lead’s 3 o’clock back to a close trail position at his 6 o’clock. The VRS chart reveals that at these conditions, the right rotor was in the middle of the vortex ring state region. The results of the V-22 flight testing program at NAS Patuxent River in 2003 support the VRS parameters extracted from the mishap Osprey, as well as the theoretical data predicted by the various sources used so far. This empirical support lends credence to the stock placed in the more widely applicable VRS equations and charts. As far as we know, the Vi equation and VRS chart produce accurate predictions of VRS conditions specific to a particular aircraft and environmental condition. With this information and these performance numbers in mind, the question from operators is, “So what? Is this information going to change the way we fly our aircraft or accomplish our missions?” My answer is “No”. During normal Coast Guard operations, I have never encountered a mission that was undoable, but would have been possible if we had been willing to enter Vortex Ring State

a descent in excess of flight manual limits and closer to the actual boundaries of VRS. In general, obeying the flight manual prohibition against descents in excess of 700 fpm while below 50 KIAS imposes no real-world operational restriction to most Coast Guard missions. An accurate understanding of vortex ring state is meant to increase our overall knowledge, producing more tactically proficient, situationally aware pilots. Thus the effort to understand the true nature of vortex ring state and its’ parameters in specific aircraft is motivated by the eternal search for aviation truth and the desire to understand all things rotary-wing.

Rotor Review # 102 Summer â&#x20AC;&#x2DC;08

TH-57D Future Fleet Trainer.

Focus

Article and Photos by CDR Jeff McCullars, USCG

he TH-57A was designed in 1961 and purchased by the Navy in 1968. The base aircraft has been the advanced helicopter training aircraft for the world’s greatest aviators for the past 40 years. The aircraft is expected to remain in the Navy’s inventory beyond 2040. Although upgraded over the years, the TH-57B/C basic technology is decades old. Systems have become obsolete. For example, the SFENA Mini stab is out of production and replacement parts are already at a critical level. This, along with many other aging components, is the reason an upgrade is necessary. Many fleet aircraft have already begun the transition to glass (MH-60T/R/S, V-22) thus, an all-glass TH-57D is ideal to support FRS training for fleet aircraft beyond 2012.

Real time Datalink Weather and TFR

Big Picture The new cockpit incorporates many technological upgrades but the most important of these is its potential to increase safety. Most accidents are a result of loss of Situational Awareness (SA), not catastrophic TH-57D Cockpit mechanical failure. Loss of SA in the past has resulted in Controlled Flight into Terrain (CFIT), flight into un-forecast Hazardous Weather, and Midair collisions. To mitigate these risks the cockpit has impressive tools.

Terrain Awareness and Warning System (TAWS) TAWS is designed to provide the flight crew with sufficient warning to avoid hazardous terrain and obstacles. TAWS builds SA with 3D terrain, towers, and traffic on the Primary Flight Display (PFD), paints hazardous terrain on the Multifunction Display (MFD), and ICS audio.

Rotor Review # 102Flight Summer ‘08 Primary Display

In addition to Navigation, TAWS, and TCAS, the MFD screen can display airport depictions, METAR, TAF, and NOTAM information. Data-linked NEXRAD, graphic METARs and lightning ground strikes allow crews to view text for displayed AIRMETs and SIGMETs. Along with weather download, Graphic Notification of Temporarily Restricted (TFR) Airspace, and TFR data are displayed for the route of flight.

Better Training Debrief Data from the last 5 flights are logged at one-second intervals. These files can be copied to a removable data card. These log files can be opened in the debriefing spaces and manipulated (charting, graphing) in most spreadsheet programs. Students sometimes feel that their recollection of the flight is different than that of the instructor. Debriefing crew with real Continued on page 39

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S38 PECIALIZED PRODUCTS MH-60 photo courtesy of the U.S. Navy.

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Focus: TH-57D Future Fleet Trainer Continued from page 37

time recorded flight data will increase accuracy, SA, and aid aircraft and simulator training standardization. During low-level navigation flights students will plan routes using PFPS (or the current version) then upload the user routes to the PFD where they are integrated into the flight plan. If the aircraft goes down during preflight, the route can be easily transferred to another aircraft using the Ground and Maintenance Utility.

Old School

Attitude Indicator

Of course there will be a transition period when the TH-57D will train for both glass and non-glass cockpits. The system may be configured to mimic current fleet gauges with a simple HSI and Attitude indicator.

Rotor Review # 102 Summer â&#x20AC;&#x2DC;08

Timeline The first TH-57D flight is scheduled for this December with developmental flight test complete in February. The first delivery to the Navy is scheduled for June 2009.

Bottom Line As the fleet modernizes in anticipation of future operations, so must training commands. CNATRA, NAVAIR, and TW-5 are dedicated to providing fleet replacement squadrons with the best qualified aviators possessing the necessary concrete skills to build on. The TH-57D will be a fixture of that training for the next 30+ years and will provide a much safer and efficient training platform than its predecessor. About the author CDR Jeff McCullars is a ďŹ&#x201A;ight instructor and the TH-57D Project Officer at TRAWING Five

Focus

Training Air Wing FIVE Improving “STREET To FLEET” Night Vision Goggle Instruction Through The Use Of Virtual Technology Article By LT Tom “Vegas” Jones, USN

TH-57C NVG compatible cockpit. Photo taken by LT Tom Jones,, USN

ue to the large volume of night operations in the current operational environment (Iraq and Afghanistan), student Naval Aviators training in the advanced rotary wing flight syllabus at NAS Whiting Field are now all receiving Night Vision Goggle (NVG) instruction. Since October 2005, over 1200 students have completed the advanced helicopter training syllabus that includes a NVG syllabus using the same goggles as the Naval operating forces, AN/AVS-9. Before the first NVG flight, students complete the MAWTS-1 NVG indoctrination course. Whereas most Navy and Marine Corps NVG ground school programs are taught by Aeromedical Safety Officers (AMSO), the NVG classroom instructors at Whiting Field are all Naval aviators, including the current TW-5 AMSO. These unique NVG instructors bring a wealth of related flight experience into the classroom that is readily imparted to the students. Not only is the classroom instruction first-rate, but the lab contains some of the latest state-of-the-art technology. TW-5 NITE Lab, in conjunction with the Air Force Research Laboratory (AFRL) and Marine Air Group 39 is serving as one of four beta test sites for the latest innovative breakthrough in NVG classroom training, a virtual terrain board (VTB). The VTB is a small foot print, high fidelity, digital projection system for NVG training driven by customized multi-spectral

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LT Otis Travers teaching NVG indoctrination course at TW-5. Photo taken by LT Tom Jones databases. The VTB’s 360º panoramic scenes in a virtual environment, with its simulate and stimulate NVG training modes, give users and trainers a unique advantage in NVG training for flight and ground operations. The VTB takes advantage of PC based graphics systems and advanced DLP projection capabilities to create extremely high fidelity renderings of the NVG environment. The VTB utilizes actual real-life aerial photos taken at various locations to include training areas local to Pensacola. Continued on page 41

Focus: Training Air Wing FIVE Improving...Night Vision Googles The development of the VTB is bringing us into the potential future of Navy-Marine Corps aviation. This system, with improved capabilities, could be utilized as a complete night vision goggle mission rehearsal system. The result of this type of scenario based training can greatly enhance the Aircrew’s overall situation awareness and competency giving us an even greater edge in the war on terrorism. Through the VTB joint evaluation project, and many other interactions with the fleet replenishment squadrons, TW-5 continues to strive for “Street to Fleet” rotary-wing training alignment. Basic aviation training should always

Virtual Terrain Board Image of NVG Navigation Route check point 5. Screen capture from Night Readiness LLC VTB software Continued from page 40

These specific areas encompass the outlying field (OLF) Santa Rosa, as well as the low level navigation training route. Additionally, there are databases derived from multi-spectral imagery scenes of desert and mountainous locations that are not indigenous to the Florida Panhandle (Arizona, Nevada and California). Computer enhanced images are projected through a customized optical filter on an 8 foot x 12 foot screen that are viewed directly with Generation III goggles. The system installed contains three training modules which are used to complement the MAWTS-1 indoctrination curriculum. These modules show the difference in illumination and contrast, shadowing and the effects of natural vs. artificial lighting on the surrounding terrain features. Some of the most effective presentations include power lines, moving vehicles and small weapons fire. Additional features, such as night sky, horizon sky glow, halos, gain, and noise are combined as layers on the underlying imagery to create NVG unique effects. Future expected updates for the VTB will be the addition of obscurations and ordnance depicting their effects on the performance of the goggles. Recommendations by the Aircrew from TW-5 and MAG-39 include the addition of “fly through” capabilities coupled with changing environmental variables (threats, weather, moon angle, etc...) throughout the course of a mission.

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COL Forbush (USMC Retired) instructing enlisted aircrew during NVG familiarization class using the VTB. Photo taken by LT Tom Jones reflect the tactical employment of the operational forces; NVG flight is now intrinsic to Naval rotary wing operations. By training Student Naval Aviators on NVGs, the advanced rotary squadrons have standardized entry level NVG training for all helicopter pilots. The end result is a better prepared pilot for the Naval operational forces that is able to make an accelerated tactical contribution. Furthermore, NVG training, introduced at the basic aviation skill level, has saved millions of dollars in operational costs and thousands of maintenance man-hours. All savings directly benefit the operational commanders. About the author LT Jones is Training Wing FIVE’s (TW-5) Aeromedical Safety Officer (AMSO).

Focus

HSL-45 Trains with the Philippine Air Force Article courtesy of HSL-45 Public Affairs Office

n late May, on the grassy outskirts of Zamboanga Airport at the southern Philippine island of Mindanao, HSL 45 Detachment TWO conducted a unique familiarization and Search and Rescue (SAR) subject matter expert exchange with fifteen pilots and aircrewmen from Tactical Helicopter Squadron 206 of the Philippine Air Force (PAF). The event, led by Detachment TWO OIC LCDR James Fabiszak and Major Edwardo Retuta, Commanding Officer, Tactical Helicopter Squadron 206, began with a series of ground familiarization briefs discussing basic aircraft capabilities and limitations, as well as hands-on presentations of US SAR gear. The briefs, conducted by AW2 Eric Belcher and AW2 Robert Mendez, introduced PAF participants to the uses of the MEDEVAC litter, rescue basket and rescue strop - devices used to assist in the recovery of injured survivors, both overland and over water. Detachment TWO then took to the air and provided a live demonstration of the direct deployment of a certified rescue swimmer, a method where the rescue swimmer remains attached to the rescue hoist while giving the aircraft visual commands to rescue a survivor. Following the direct deployment demonstration, each PAF participant was invited to be raised up to the cabin of the Det aircraft using one of the three rescue devices. This live evolution was the first time any of the PAF participants had hoisted and served as the first event

of the PAF’s newly constructed water survival syllabus. The highlight of the day for the US crew was an invitation to share in a traditional Philippine lunch with the personnel of Tactical Helicopter Squadron 206. Known as a “Boodle” in the Philippines, this authentic lunch, complete with steamed rice, grilled fish and chicken, topped with Philippine spices, was served upon oversized banana leaves and eaten by hand. Following lunch, five select UH-1 pilots, including Major Retuta, were invited to fly the Det aircraft within the confines of Zamboanga airport with LCDR Fabiszak. After demonstrating some basic H-60 maneuvers for these UH-1 Huey pilots, each PAF pilot was given fifteen minutes to maneuver the aircraft, including takeoffs and landings. Each of the PAF pilots (all had over 2,000 hours in UH-1s) were very professional and performed exceptionally well. By the end of the day, both the members of HSL 45 Detachment TWO and the PAF pilots and aircrew of Tactical Helicopter Squadron 206 had completed numerous training objectives and learned something new. Whether culturally or aviation related, everyone benefited from the experience. Most importantly, this event highlighted the regional engagement mission of the U.S. Navy’s presence as part of Operation ENDURING FREEDOM - Philippines.

Armed Helo Joins The LINK Article and Photo by LTJG Jim Gormley, USN

SC-8, the first armed helicopter squadron in the Navy, has just taken the next step in reshaping Naval Aviation by upgrading to the MH-60S Block IIIB Armed Helicopter. The Block IIIB suite delivers unsurpassed war fighting capability, including LINK 16, a digital data link integrating air, ground, and maritime forces. This addition greatly expands the crews’ situational awareness as well as increases the aircraft’s capabilities in the mission areas of Special Operations Forces (SOF) support, Combat Search and Rescue (CSAR), Nontraditional Intelligence, Surveillance and Reconnaissance (NTISR) and Anti Surface Warfare (ASuW). LINK 16 allows all users to employ sensors from other aircraft in the air wing to paint a complete view of the combat arena. The capability of near real time information, detailing

Both GAU 21, 50 cal guns manned.

Continued on page 43

Rotor Review # 102 Summer ‘08

Focus: Armed Helo Joins The Link

MH-60S assigned to HSC-8 takes off from NAS Fallon to test out the Block IIIB suite Continued from page 42

the position and status of friendly forces and the location of hostile contacts, greatly increases the MH-60S’s role in strike operations. CDR Mike “Babe” Ruth, Commanding Officer of HSC-8 noted, “With the addition of LINK 16, the Eightballers are ready to bring the full might of the Armed Helo to the fight. The interconnectivity of the network provides us with valuable battle space awareness. We are trained, motivated and now fully equipped to contribute to the Strike Group and our Coalition partners in the joint arena.” With the Sierra joining the LINK, it not only improves the Strike Group’s overall tactical picture, it improves the Sierra’s ability to rapidly employ firepower in support of ground, air, and maritime forces. The LINK 16 capability makes the MH-60S a perfect platform to support SOF missions and provide near real time intelligence. The Armed Helo is equipped with the Multi-Spectral Targeting System, the most advanced FLIR/EO ever fielded on a military helicopter. From an over-watch position, current battlefield images can be sent to commanders and operators on the ground. The Block IIIB also provides an immediate Close Air Support (CAS) ability, carrying a formidable weapons array, including eight Hellfire missiles, two GAU-21, 50 cal. door guns, and two M-240D 7.62mm crew served window guns. Doors on both sides of the aircraft allow for fast insertion and extraction of troops as well as more flexible terminal area tactics.

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The MH-60S not only offers Airwing commanders an improved overland capability, it provides the strike group with an additional layer of defense against surface contacts on the open ocean and littoral regions. The MH-60S is an ideal platform to collect intelligence, insert boarding forces, and provide Maritime Air Support (MAS) against hostile surface ships. LINK 16 enhances the Armed Helo’s role in this integrated defense with instant access to location and classification of possible threats, improving an effective defense network for US Naval ships abroad. Since the HS-8 transition to HSC-8 in October of 2007, the Eightballers have undertaken a demanding schedule of unit level training and air wing exercises employing the capabilities of the new MH-60S Block III helicopter. After completing a very successful HARP at NAS Fallon with a 100% sortie completion rate, TSTA aboard the USS John C. Stennis, and a dynamic and challenging Airwing Fallon, HSC-8 is poised for success in its maiden deployment. “These workups have proven invaluable for learning and integrating the new capabilities of the MH-60S Armed Helo into Airwing NINE’s arsenal,” said CDR Ruth. “Aggressively employing this new aircraft in a wide range of mission sets has allowed us to demonstrate the MH-60S capabilities and validate the evolving concept of naval helicopter operations.” HSC-8 will be the first HSC (CVW) squadron to deploy with the Block IIIB Armed Helo when it departs on cruise aboard the USS John C. Stennis in 2008.

Photo taken by LCDR Wilmer Gange

Focus

Expanding Leadership into the Global Environment Article by NHA Members and USD Alumni

f you ask the average pilot at NAS North Island about higher education, you will most likely hear that it is not all based on SAR lectures and tactics syllabi. Due to the increased emphasis on JPME and obtaining a master’s degree for career advancement, a fair amount of those pilots will also respond that they have received, or are in the process of receiving, their master’s degree from the University of San Diego. Since 1999, USD has offered a unique academic program, the Master of Science in Global Leadership from the University’s School of Business. Developed to meet the needs of working professionals, especially military leaders, the MSGL program encompasses a high level of flexibility, most notably in the integration of online and traditional classroom learning. The 16-month program focuses on leadership and ethics, the global political environment, Project Management, and best business practices. “We also place a high priority on cultural understanding and the role it plays in successful leadership across international and cultural boundaries,” said program director Robert Schoultz. The course of study combines traditional classroom instruction with the latest in online learning techniques to provide a cutting-edge global business leadership education. Due to the online capability of this program, it is offered at other

locations besides the University of San Diego campus. Corpus Christi, Hawaii, Las Vegas, and a soon to be established satellite in Washington D.C., are providing students the ability to participate in this innovative and possibly career-enhancing program. Students who are unable to attend the monthly classes at these locations may complete all courses between the Continued on page 45

Camino Hall at University of San Diego, San Diego, California. Photo courtesy of University of San Diego

Rotor Review # 102 Summer ‘08

Focus: Expanding Leadership Into The Global Environment Continued from page 44

first and last weeks via distance and online learning means. Since the program’s inception, more than 430 students have graduated from the MSGL program. Over 300 of those graduates were in the military service, and 180 were aviators. The Navy has recognized the benefit of this curriculum and supports it by providing scholarships for a number of Navy Officers to participate each year through the Graduate Education Voucher program. Many aviators take advantage of this opportunity to enhance their leadership, management, communication, and team building skills, which provides the Naval Aviation community with more well-rounded officers and leaders. Robert Schoultz says this about his program’s alumni: “Many of them have already accomplished great things and with a greater understanding of the global business environment

Helo pilot in action. Photo courtesy of NHA Archives as well as the new business skills they have learned in this program, I know they will go on to serve our nation and the business community with honor and distinction.”

CRM the Hard Way

Article By LT Scott Loge, USN

t was a standard “so there I was” night; unusually hazy and hot, even for the Gulf. We were trying to do a little day into night SAR, night proficiency, and NVD proficiency training off of the USNS Supply. Shortly after sunset, we realized that the haze was building up faster than we had anticipated. After about a half-hour, we couldn’t see the ship at three miles. First we snuggled up, then we goggled up, then we just gave up on making any money and called it a night. The Crew Resource Management (CRM) and Operational Risk Management (ORM) were fantastic. We talked with the aircrewmen, we talked with each other, we talked with the tower, we identified and assessed the risks, made decisions, implemented controls and supervised… everything was going the way it is supposed to, and everyone was comfortable with the way it was going. Herein lies the crux of the problem, however. When a crew is using the correct procedures, and the procedures are working the way they are supposed to, that crew’s greatest danger becomes less and less the hazards associated with the situation they’re in, and more the complacency associated with the confidence in their skills and what they’re doing. I was sitting in the right seat. The HAC was making the port to starboard approach. We were still aided, the visibility was still poor, and now it was getting really dark. We could see the lights, and still had the TACAN, but couldn’t make out the ship anymore, even at less than a mile. The HAC always shot his approaches a little fast and this situation was no different. I was okay with the speed everything was happening, but he also shot them a little steep, and this approach seemed shallower than I would have expected from him. It wasn’t necessarily shallower than a “normal” approach though, so I figured he was being more conservative than usual. One of the ship’s hangar doors didn’t quite close properly, and light could usually be seen from underneath it. I usually used this light for situational awareness on dark nights to make sure my approaches were looking good. They must have had the lights out in the hangar this night, because that beam of light wasn’t there. To

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make matters worse, someone had left a light on directly below the flight deck. What I did not realize was that the HAC was making his normal approach, only he was making it to the light on the smoke deck instead of the light that could normally be seen under the hangar door. Basically, if he continued the approach he was shooting, he would land very nicely in the water behind the boat. I finally decided that I had kept my mouth shut long enough. I was about to point out that the approach was looking awfully short and shallow, when the HAC also realized what was going on. He immediately popped the nose up to slow down and gain altitude, and kicked the tail left to increase his view of the flight deck. These inputs effectively blinded me to the ship. I quickly shifted my scan inside and saw the VSI drop to about an 800 ft/min rate of descent. I generally cannot do math very fast, but I could reasonably guess we had less than a minute to the deck. With no situational awareness on the boat, I did the only thing I could think of at the time, which was to start calling for power. By the time I got the second “power” call out, the HAC had already righted the situation and was back on profile. We continued to a smooth landing without incident. In retrospect, I think there were multiple points along the approach where I had the best situational awareness and opportunity to correct the situation. By assuming everyone saw what I saw, I allowed the aircraft to get to a point where we were forced to make rapid dynamic helicopter movements on goggles with low visibility in close proximity to the ship. The whole idea of CRM is that we’re not single piloted helicopters, and as such have an obligation to say something if everything doesn’t seem normal. All of the principles of CRM are important, but I nearly got a crash-course in assertiveness and communication. Don’t just listen to the more experienced pilot’s sea-stories in the CRM class, but also think about how they might apply to you when you are flying. We have chosen an inherently dangerous profession, and some of these lessons you may not want to learn the hard way.

Focus

Pilots Fly Corps’ Newest “Super Huey” Article and Photos by Lance Cpl. Christopher O’Quin, USMC

he UH-1 “Huey” has flown countless operations for the Marine Corps since the Vietnam era, providing a wide range of capabilities from assault support, command and control, and casualty evacuation. Third Marine Aircraft Wing has the privilege of continuing its legacy with the latest generation of the Huey, the new UH-1Y. Marine Light Attack Helicopter Training Squadron 303 is the first Marine squadron to train “Yankee” pilots, aircrew and maintainers, laying the building blocks for the future of Marine Corps aviation.   “The squadron’s mission is to train initial accession and fleet replacement pilots and aircrew for two models of the Huey, the UH1N and UH-1Y, and two models of the Cobra, the AH1W a nd AH-1Z A new pilot being in the helicopters,” said Huey begins with basic flight Maj. Christopher M. Chown, a UH- techniques. 1Y instructor with the squadron. “When we train new pilots, we introduce them to the new Huey or Cobra with a familiarization stage where they learn basic flight techniques. Then in the next stages, they learn how to fly, land, and take off in different environments. After they learn the basics, we move on to more advanced maneuvers and tactics.”   The squadron is also transitioning current UH-1N and AH-1W pilots to the newer models to become instructor pilots.

The engines on the new Hueys increase payload by 80%

“We need a lengthy time to train the brand new pilots and air crew,” said Capt. Patrick J. Sise, a UH-1Y instructor with the squadron. “The course runs between 4 1/2 to six months. To transition current UH-1N pilots, it takes about two months.”   As the fleet transitions to the new aircraft, all the current UH-1N pilots and air crew will eventually switch to the Yankee and the old models will be phased out.   The new models improve on the older Hueys with a bigger fuselage to accommodate new engines, and four main and tail-rotor blades instead of the traditional twin. The new engines grant the helicopter twice the horsepower of the previous model.   “The new engines give us more air speed and enable us to carry 80 percent more, almost twice as far and twice as fast as the older model,” said Chown. “Before, you had to trade fuel to carry more ordnance, equipment, or personnel, so you would have to sacrifice air speed and distance for payload. Now you can carry both without sacrificing either. It’s a much better aircraft all around. I enjoy piloting it and at the same time instructing the Marines who will fly it for years to come.”   The previous model could carry seven rockets on each pod. However, the latest model can carry an additional 12 rockets. The pilots can fire several different types of rockets including flechette, high explosive, and smoke. Without sacrificing fuel for weapons, the new model boasts the option to carry a combination of the GAU-16 .50-caliber machine gun, the M-240 medium machine gun, and the GAU 17, 7.62 millimeter six barrel mini-gun that the crew chiefs or aerial observers can fire. Since the aircraft is classed as a utility helicopter, it can perform a variety of tasks. It is capable of high-speed flight with multiple-weapon fire support and troop helicopter support missions, which include airborne command and control and target acquisition. It can also help artillery Marines locate targets; provide assault transport and maritime operations; support aerial reconnaissance; aerial medical evacuation; aid in local search and rescue operations; and conduct tactical recovery of aircraft personnel.   “It’s pretty sweet having the privilege to be one of the few crew chiefs to fly with the new Huey, said Staff Sgt David D. Zubowski, a crew chief with the squadron. “It’s a much better helicopter compared to the November model. It’s an honor to train the first generation of new crew chiefs.”   Currently the squadron has seven UH-1Ys and two AH-1Zs that the Marines can train with. The Marine Corps has already certified the new Huey as operationally capable and a detachment is scheduled to deploy in the near future, with Marine Medium Helicopter Squadron 163 and the 13th Marine Expeditionary Unit.   “As we continue to grow and conduct training in five different types of aircraft, Continued on page 47

Rotor Review # 102 Summer ‘08

Focus: Pilots Fly Corps’ Newest “Super Huey” Continued from page 48

The new “Super Huey” in ﬂight for basic ﬂight training.

HMLA/T-303 is the largest squadron in the Marine Corps in terms of numbers of pilots, aircrew, mechanics, and personnel,” said Lt. Col. Mark E. Sojourner, the commanding officer of the squadron. “This is our first full year of training with the new models. To date, the squadron has converted nearly 15 UH-1N pilots and 20 aircrew for the new aircraft. The overall success of the program is alive and well and flourishing.” Third MAW Marines of today are writing a new chapter in the history of Marine aviation, and will continue to build on the legacy already established by the UH-1N and the AH-1W. The addition of the newer and more capable aircraft to the fleet will enhance the H-1 community’s ability to support Marine Corps operations wherever they may be. The focus articles will continue on page 66

USMC Updates

Aircrew Systems Team Wins Commander’s Award Press Release by www.navair.navy.mil

he Helicopter Egress System for Passengers team in Aircrew Systems (PMA202) has won the NAVAIR National Commander’s Award for achievement in Quality of Service. “The HESP t eam in PMA202 has demonstrated how NAVAIR can deliver a superior product, ahead of time and below cost, with proven capability that will directly help our Marines return home safely,” said VADM. D. J. Venlet, Commander, Naval Air Systems Command. “This is another example of the great work Aircrew Systems does to support the fleet,” said Martin Marines wearing the Helicopter Egress System for Passengers in Ahmad, Aircrew Systems Program an H-46 Sea Knight helicopter. Photo courtesy of www.navair.navy.mil Manager (PMA202). “The entire HESP team worked countless hours on a program that’s designed to save the lives of our Marines. The Helicopter Egress System consists of a floatation The Aircrew Systems team has won the Commander’s Award device, a self-contained breathing device, a mobile refill station, three years in a row and I could not be prouder of everyone tools, support equipment and training units. The HESP team on the team.” completed the contract selection and award six months ahead of “The dedication and subject matter expertise of the schedule, met or exceeded the majority of contract requirements engineers, logisticians and contracting personnel made this a and still saved the Marine Corps more than $8 million. great project for the entire team,” said Tara Capecci, Integrated Furthermore, improvements in reliability and sustainment over Program Team Lead for Life Support Equipment (PMA202). legacy systems are projected to save an additional $1.8 million and save more than 30,000 man hours per year. “Our acquisition strategy was successful and we are proud to get this system out to the fleet.”

Rotor Review # 102 Summer ‘08

Coast Guard Updates

U.S. Coast Guard Air Station Records Busiest Week Of Rescue Season

dedicated to the search and rescue mission.” This five-day period took the helicopter crews from Marquette, MI, to Sheboygan, WI, and as far south as Chicago and several other locations in between. But this is normal operation for the air station, whose area of responsibility encompasses five states, including three of the Great Lakes, and Canada, occasionally. “I am tremendously proud of the dedicated efforts of our aviation crews,” said Merrill. “During the past week, they have committed unbelievable time and energy protecting the safety of the mariners and beachgoers throughout the Great Lakes region.” “Our ethos of ‘Safe Search and Rescue Response Readiness’” is embodied in their actions each and every day and particularly during this demanding past week,” he added. Air Station Traverse City operates five HH-65C Dolphin helicopters and assists with search and rescue services throughout the Great Lakes Region encompassing more than 94,000 square miles of water and 10,900 miles of shoreline.

.S. Coast Guard Air Station Traverse City has recorded its busiest week of this summer’s search and rescue season. In a five-day period the Coast Guardsmen have logged more than 50 flight hours on 12 search and rescue cases resulting in four lives saved. On August 15, 2008, one helicopter crew from the air station rescued three people in two separate cases: rescuing two overdue fishermen who were clinging to their capsized vessel near Alpena, MI, and finding a missing kayaker in Torch Lake, MI. On August 20, 2008, the station’s helicopter crews airlifted and medically evacuated a 42-year-old male from the Burns Harbor, a 1,000-foot laker. The vessel was 60 miles east of Marquette, MI. on Lake Superior. During this period, the air station nearly doubled their weekly average flight time. “In a typical five-day period, we would fly approximately 30 hours of training missions and routine patrols,” said CAPT Stuart Merrill, commanding officer of Air Station Traverse City. “This week we almost doubled that time and it was solely

Coast Guard Hoists Injured Crewmember From Sailboat

Coast Guard aircrew hoisted an injured crewmember from a sailboat on August 29, 2008, approximately 240 nautical miles southeast of Cape Cod, MA. Coast Guard Sector Southeastern New England and the Coast Guard Fifth District Command Center in Portsmouth, VA, received a report from the sailboat Blackwash that a crewmember aboard the 40-foot sailboat Avra had suffered a head injury and needed medical attention. Coast Guard Air Station Cape Cod launched a Jayhawk helicopter around 2 a.m. Air Station Elizabeth City, N.C., launched a C-130 Hercules long-range aircraft to provide air support for the Jayhawk crew. The Jayhawk crew hoisted the 66-year old woman from the sailboat around 5 a.m., and transported her to Air Station Cape Cod. An ambulance then transported her to a local hospital. Her condition is unknown, although the Avra was part of a sailing race headed to Bermuda from Newport, R.I.

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Coast Guard Updates: USCAS San Diego

San Diego Coast Guard Completes Double MEDEVAC

Coast Guard MH-60 Jayhawks ﬂying in formation. Photo by Petty Office Kurt Fredrickson

he crew of a Sector San Diego MH-60 Jayhawk helicopter hoisted four people from two vessels early morning on August 29, 2008, more than 100 miles south of San Diego. The ﬁrst call came in at 4:20 a.m. from the vessel Spirit of Sydney, 115 miles southwest of San Diego. The vessel’s crew reported to the Sector command center they had been taking on water for several days and were experiencing steering problems. The three people on board said they had multiple medical conditions, and requested to be taken off the vessel. After concurrence from the ﬂight surgeon, the helicopter crew launched and arrived on scene

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at about 6 a.m. While conducting the hoist of the three people, another call came in to the command center at about 6:20 a.m. from the vessel Polaris Supreme. The vessel was 60 miles southwest of the Spirit of Sydney, and the crew on board reported to the command center that a 61-year-old man on board suffered a fall. The man had other medical issues that were complicated by the fall, and the ﬂight surgeon recommended his medevac as well. With enough fuel on board, the Coast Guard helicopter crew was able to ﬂy further off shore and hoist the man. All four patients were taken to Scripps Hospital, La Jolla, CA for medical care.

Change of Command

COMHSCWINGLANT

COMHSCWINGPAC

COMTRAWING FIVE

CAPT Steve Schreiber, USN relieved CAPT Paul Lluy, USN on September 12, 2008

CAPT Frank L. Harrison, USN relieved CAPT Jamie Hopkins, USN on September 18, 2008

Col J. Scott Walsh, USMC relieved CAPT David P. Maloney, USN on September 19, 2008

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Fleet Angels

Hellions

Eightballers

CDR Christopher G. Rapp, USN relieved CDR Richard J. Davis, USN on July 15, 2008

Lt Col Clay A. Stackhouse, USMC relieved CDR John McLain, USN on July 17, 2008

CDR Michael S. Ruth, USN relieved CDR Lawrence S. Vincent, USN on August 7, 2008

HSL-46

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HSL-40

Airwolves

CDR John A. Sipes, USN relieved CDR Dan W. Brune, USN on August 26, 2008

CDR Neil A. Karnes, USN relieved CDR Barry R. Taylor, USN on August 28, 2008

Rotor Review # 102 Summer â&#x20AC;&#x2DC;08

CDR Robert H. Buckingham, USN relieved CAPT Peter J. Brennan, USN on August 14, 2008

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GrandMasters

Warhawks

CDR Douglas R. Thompson, USN relieved CDR Christopher Dennis, USN on August 14, 2008

CDR John R. Nettleton, USN relieved CDR Michael D. Horan, USN on August 15, 2008

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Chargers

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Merlins

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Dragonslayers

Nightdippers

CDR Malachy Sandie, USN relieved CDR Michael D. Michel, USN on September 12, 2008

CDR Wade McConvey, USN relieved CDR Roy Undersander, USN on September 19, 2008

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Squadron Updates

Commodore Takes Last Flight In Newest Combat Helicopter Press Released by COMNAVAIRPAC Public Affairs Office

Commodore Matthew Pringle (right) takes last ﬂight in newest combat helicopter with LT Ken Colman (left). Photo taken by MC1(SW/AW) Chris Fahey, USN

n June 30 th , with 3,500 flight hours accumulated during a 29-year career, Captain Matthew “Yeti” Pringle joined Helicopter Maritime Strike Squadron (HSM) 41 to enjoy his last flight as Commodore, Helicopter Maritime Strike Wing Pacific. Although it was his last flight as Commodore, it was his first flight in the Navy’s newest combat helicopter, the MH-60R Seahawk. For the Commodore’s last flight, LT Ken Colman, a former member of the Anti-Submarine Squadron Light (HSL) 47 Saberhawks when Pringle was in command, flew as the aircraft commander. The one-hour flight in the San Diego area included time in the dip training area off the coast of Imperial Beach, where the aircrew conducted two live dips using the ASQ-22

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dipping sonar. LT Colman also demonstrated the ISAR radar and ESM capabilities of the MH-60R. After experiencing all the capabilities the aircraft offers, CAPT Pringle remarked that the MH-60R, “will be a remarkable asset for strike group and combatant commanders for years to come.” To commemorate Capt. Pringle’s last flight, CDR Tom Braden, HSM-41’s commanding officer, presented Pringle with a command T-shirt and a MH-60R flight patch. Soon after CDR Braden’s presentation, Pringle received his requisite dousing with water and a round of applause from the junior officers.

SQUADRON UPDATES

HSL-48 Detachments ONE, FOUR, and SIX Return from 7 Month Deployment Article By LT Sam Wheeler, LT Leah Malleis and Rheanna Sinnett

fter spending more than seven months on deployment in the 5th and 6th Fleet operating areas, HSL-48’s Detachments ONE, FOUR, and SIX recently returned home. The Detachments or the 146th Rotary Strike Group, as they were known collectively flew 2,675 flight hours in support of Operation ENDURING FREEDOM, Operation IRAQI FREEDOM, and promoting coalition partnerships while deployed with Carrier Strike Group TEN (CSG-10) and USS Harry S. Truman (CVN-75). Detachment ONE, embarked in USS Hue City

HSL-48 Detachment ONE (CG-66), was led by LCDR Chris “Hewy” Hewlett, LCDR Torsten “Torch” Schmidt, and ADCS Jeff Smethers. They led their 29 personnel of the “Venom Shockers” through 955 flight hours (48.6% night), 1194 shipboard landings (57.7% night), and five phase maintenance inspections on Venom 513 and 514. Their flight operations were primarily in support of Operations ENDURING FREEDOM and IRAQI FREEDOM while USS Hue City was assigned as the “shotgun cruiser” for USS Harry S. Truman. Their intensive schedule resulted in spending only 24 of their 212 embarked days inport. While on deployment, 12 Venom Shockers earned their EAWS wings and two earned Officer-of-the-Deck Underway qualifications. The Det received 22 personal awards, one pilot passed the 1000 flight hour milestone in the SH-60B, they promoted six personnel, and conducted two reenlistments while underway. Due to HUE CITY’s close proximity to Harry S. Truman, Detachment ONE was kept extremely busy with logistical runs, performing 118

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passenger transfers, and delivering over 23,000 pounds of parts, mail, and cargo. Time spent away from the carrier was just as busy and productive, as the Venom Shockers flew over 70 hours of surveillance and aerial reconnaissance in their role protecting the Iraqi oil platforms in the North Arabian Gulf. Detachment FOUR, embarked in USS San Jacinto (CG-56) was led by LCDR Mark “Rebel” Yehl and ATC C H Wood. They led their 27 personnel of the “Flying Tanukis” through 774 flight hours (38.3% night), 1275 shipboard landings (58.3% night), and four phase inspections on Venom 507 and 515 while deployed in the Mediterranean. While on deployment, eight Flying Tanukis earned their EAWS wings and two earned ESWS wings. The DET received 13 personal awards, one pilot and one aircrewman passed the 2000 flight hour milestone in the SH-60B, two pilots and two aircrewmen passed the 1000 flight hour milestone, they promoted seven personnel and conducted two reenlistments. Their flight operations were primarily in support of promoting coalition partnerships in the 6th Fleet, including the Romanian, Ukrainian and Senegalese Navies, as well as observing the Russian Kuznetsov Strike group. Det FOUR spent 62 of their 212 embarked days inport. Detachment SIX, embarked in USS Winston S Churchill (DDG-81) was led by LCDR David “Fook” Loo, AEC Michael Presley, and AEC Pablo Espinal. They led their 29 personnel of the “Dirty Dragons” through 946 flight hours Continued on page 54

HSL-48 Detachment FOUR 53

SQUADRON UPDATES: HSL-48/HM-14 Continued from page 53

(51.8% night), 1574 shipboard landings (69.1% night), and five phase inspections on Venom 503 and 504. Their flight operations were primarily in support of Operations ENDURING FREEDOM and IRAQI FREEDOM, with only 26 of their 212 embarked days spent in port. While on deployment, 10 Dirty Dragons earned their EAWS wings. The Det also received 30 personal awards, one pilot passed the 2000 flight hour milestone in the SH-60B, two pilots and one aircrewman passed the 1000 flight hour milestone, they promoted ten personnel and conducted one reenlistment. A vast majority of the Dirty Dragonsâ&#x20AC;&#x2122; operational time was split between the Arabian Gulf and the Horn of Africa, where they flew missions ranging from oil platform defense to anti-smuggling, anti-piracy, and presence operations.

HSL-48 Detachment SIX

While deployed in areas from the Aegean Sea to the coast of Pakistan, the 146 th Rotary Strike Group of HSL-48 safely and effectively accomplished their assigned missions with professionalism and Viper pride.

HM-14 and The MH-53E Shine On! Article by LT Mike Lanzillo USN

HM-14 Det Two mustering on the Flight Deck of USS BOXER. Photo by PH1 Smith, USN

arely does the unmistakable sound of the mighty MH-53E helicopter echo through the skies of the western United States, let alone the western coast of Central and South America. But this summer, the pilots, aircrew, and maintainers of HELMINERON FOURTEEN (HM-14) Detachment Two proved yet again what was thought impossible, by embarking onboard the USS BOXER (LHD-4) and spearheading a massive humanitarian assistance effort in Guatemala, El Salvador, and Peru, as participants in MISSION CONTINUING PROMISE 2008.

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For the second summer in two years, HM-14 was tasked with a coast-to-coast cross country flight and a ship embarkation in order to support humanitarian efforts in distant lands, with MISSION CONTINUING PROMISE providing the canvas for the Sea Dragon platform to paint yet another masterpiece and prove its amazing versatility. Attempting to add to, and even improve, the accomplishment of a year ago on the PELELIU PACIFIC PARTNERSHIP deployment, the two goliath aircraft traversed the United States from Norfolk, Virginia, en route to the Continued on page 55

SQUADRON UPDATES: HM-14

Continued on page 55

operation’s starting point, San Diego, California. After three days, multiple fuel stops, and many laughs across the vastness of the American plains and Southwest, HM-14 and its two helicopters arrived in San Diego just in time to fly onboard the USS BOXER to begin the journey south and aid in the important mission of peace and multilateral cooperation. It didn’t take long for the MH-53E to shine, as it was called upon after only two days to provide an emergency MEDEVAC back to the States. It was the only aircraft on the deck capable of the over 200 mile transit over-water from the USS BOXER back to San Diego to deliver a member of the ship’s company to shore based medical facilities. This feat set the tone for the upcoming tasking consisting of ferrying doctors, nurses, medical specialists, civilian NGOs, Seabees, and medical patients, along with all of their accompanying equipment from ship to shore and back again on a daily basis to various landing zones and airports scattered throughout Central

This petite passenger was flown from Acajutla, El Salvador to USS Boxer to have a cancerous tumor removed from her neck. She gives the crew a “Thumbs Up” prior to boarding. Photo by LTJG Cutier, USN Fleet Surgical Team 5 and three other military and NGO medical support units participating in MISSION CONTINUING PROMISE ﬂew from USS BOXER to San Jose, Guatemala in the back of a Vanguard Sea Dragon. The 51 passenger “max pax” configuration allows the MH-53E to carry more than three times as many passengers than any other helicopter in the ﬂeet. Photo by AW2 Vincent Estes, USN

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and South American countries. As advertised, HM-14 and its expert team of professional aviators and maintainers constantly readied and exercised the aircraft to their full potential, eventually logging over 285 hours of flight time, carrying 5778 passengers, and delivering 250,500 pound of cargo. This Herculean effort greatly contributed to the medical mission incredibly having 65,000 patient encounters. HM-14 and the mighty MH-53E stand ready to answer both MISSION CONTINUING PROMISE’s and the Navy’s heavy lift requirements, living up to the adage, “You call, We haul!”

SQUADRON UPDATES: HSL-42

RADM Goodwin (center) presents CDR Gordon (right0 and his PROUD WARRIORS the CNO Safety “S” Award.

Proud Warriors Earn 2007 COMNAVAIRLANT Battle “E” And CNO Safety “S”

Article and Photo by LTJG Daniel Kuratko, USN and LTJG Seth Dinola, USN

hough many squadrons have received a Battle “E” or Safety “S” Award, only an exceptional few receive both simultaneously. On 5 August 2008, Helicopter Anti-Submarine Squadron Light FOUR TWO joined that elite group with Rear Admiral John W. Goodwin’s (COMNAVAIRLANT) presentation of the 2007 Battle “E” and Safety “S” to the Proud Warriors of HSL-42. Awarded for their efforts in 2007, HSL-42 led the annual Wing competition with the highest state of combat readiness, tactical proficiency, and mishap-free safety record while demonstrating their ability to execute assigned wartime tasks. Executing more than 2,800 sorties equaling 7,035 mishapfree flight hours, HSL-42 set pace with their rigorous OPTEMPO supporting six globally deployed helicopter detachments. HSL42’s commitment to training, teamwork, and personal excellence improved both battle efficiency and combat readiness, upholding the Squadron’s tremendous reputation for operational excellence. While defending its title as COMHSMWINGLANT Sea Combat Competition Champion for the fourth consecutive year, HSL-42 also provided “more bang for the buck” with the best Schedule Performance Index and Cost Performance Index of all the squadrons in HSMWINGLANT. Additionally, Proud Warrior

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combat crews achieved the highest test scores on Wing Intelligence and Tactical Recognition evaluations as well as the Helicopter Advanced Readiness Program (HARP) examination. As such, HSL42 conducted the first-ever disabling fire from a U.S. Navy helicopter utilizing Airborne Use of Force (AUF) procedures developed in coordination with the U.S. Coast Guard. HSL-42’s record accomplishments are a direct result of the Command’s emphasis on professional skills, training, and leadership development. Proud Warrior E-5 (and above) personnel have attained a 94 percent Enlisted Aviation Warfare Specialist qualification rate and HSL-42’s Maintenance Department achieved an all-time high Qualified and Proficient Technician (QPT) FIT percentage of over 95 percent. The Squadron received the prestigious Commander, Naval Forces Atlantic Retention Excellence Award for the sixth straight year with a 27 percent personnel advancement ratio (to include five Chief Petty Officers and two Officer Candidates), over 89 Zone A reenlistments, and 100 percent Zone B re-enlistments. “We as a Squadron strive for success by doing what’s right, the right way, at the right time. A lot of hard work and commitment has gone into making this Squadron successful and it is all attributed to our Sailors,” said CDR Dana Gordon, HSL-42 Commanding Officer.

SQUADRON UPDATES: HSL-42

Det THREE Underway Article submitted by HSL-42 Public Affairs Office

fter several months of work-ups, HSL-42 DET THREE departed on deployment in late August aboard the Mayport-based USS Roosevelt (DDG 80). The Ship and Detachment are attached to the USS Iwo Jima Expeditionary Strike Group and plan to sail to 5 th Fleet making two port visits in the Mediterranean before transiting to the Arabian Gulf to perform maritime security operations. Starting back in February, DET THREE stood up with the assignment of aircrew and maintenance personnel to start the workup cycle. The first assignment was to integrate with the crew of the USS Roosevelt on Week One Workups (WOWU), which allows the DET and Ship to learn how to operate and act as a cohesive unit. WOWU was followed by a short “vacation” to Andros Island in the Bahamas to demonstrate the DET’s tactical prowess, including submarine tracking, torpedo drops, and Hellfire missile shots. The ship-air team then executed multiple at sea periods to integrate with the Iwo Jima ESG, storming faux enemy land off the coast of the Carolinas.

The workup cycle culminated with the Joint Task Force Exercise (JTFX 08-4) in which USS Roosevelt and DET THREE conducted operations against an opposing force (OPFOR). The Norfolk based cruise, will be deploying alongside her sister DET, HSL-42 DET ONE currently attached to USS Vella Gulf (CG 72). Together they will bring the Light Airborne Multipurpose System (LAMPS) capabilities to the IWO ESG in an effort to increase mission efficiency and completion as tasked by 5 th Fleet. The DET THREE “Blue Brawlers” are led by LCDR Jeff Ketcham and are comprised of six pilots, three aircrewmen, and twenty maintenance personnel. Each and every member has worked hard to prepare for deployment and looks forward to an fruitful seven months at sea followed by a safe and speedy return.

HSL-42 Det THREE underway onboard USS Roosevelt. Photo courtesy of HSL-42 Public Affairs Office.

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SQUADRON UPDATES: HSC-21

Black Jacks: What We Did On Summer Vacation Article and Photo courtesy of HSC-21 Public Affairs Office

HSC-21’s MH-60S Knighthawk lands to rescue Australian hiker Debra Paver.

SC-21 has continued its trend of professionalism in aviation over the past few months. The squadron currently has three detachments deployed and two more gearing up to go in the coming months. Things have been busy around the squadron with the constant flux of personnel; however, the hard work of all the sailors has made the changes transparent. DET-1 embarked on the USNS Bridge this last May and has been doing a fine job taking care of many of the logistical responsibilities of the Reagan battle group. They spent significant time in the SEVENTH fleet as repairs were made to the USS George Washington. The Detachment primarily provided vertical replenishment and passenger transfer services from its MSC ship including one of the final UNREPS to the USS Kitty Hawk who was on her way to be retired. The USNS Bridge has recently arrived in the Persian Gulf and the folks of DET-1 are looking forward to the challenges awaiting them as the battle group undertakes operations in the FIFTH Fleet AOR. The USNS Mercy is home to DET-2. They have spent the past few months doing humanitarian operations throughout Southeast Asia and the Pacific in support of PACIFIC PARTNERSHIP 2008. A significant event of the deployment was the successful rescue of an Australian hiker who, without the efforts of the pilots and aircrew,

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almost certainly would have perished. We look forward to DET-2’s return at the end of September. Lastly, our Air Ambulance Detachment continues to make the squadron proud as they adapt well to one of the newest HSC missions. They are currently stationed at Camp Buehring in Udairi, Kuwait and attached to the 2525th Naval Air Ambulance Detachment. They work with personnel from several other squadrons in a joint effort to shore up the over stressed Army helicopter forces by flying injured personnel from forward areas to higher levels of medical care. Here at home, the squadron is getting ready to send out replacements for our personnel in Kuwait and organizing for a SAR Detachment on board the USS Boxer. We continue to support any local tasking that comes our way. Most recently we were involved in the filming of an episode of “24” in which one of our helicopters inserted Navy SEALS to help rescue America’s “24” hero, Jack Bauer. Everyone involved said that it was a great experience. Continued on page 58

SQUADRON UPDATES: HSL-37

HSL-37 Awarded the 2007 Captain Arnold J. Isbell Award Article By LT Brian Binder, USN

The EasyRiders of Helicopter Anti-Submarine Squadron Light 37 (HSL-37) are the recipients of the 2007 Captain Arnold J. Isbell Award. The Kaneohe, Hawaii-based squadron was selected from among five other superb Pacific Fleet HSL squadrons and recognized for its overall combat readiness, operational Anti-Submarine (ASW) and Anti-Surface (ASU) Warfare achievements, tactical development, and performance on Conventional Weapons Technical Proficiency Inspections (CWTPI). For the EasyRiders, 2007 was a year of high operational tempo, in-depth training, and safe mission execution. HSL37 deployed five combat-ready detachments – including five deployed simultaneously – and executed over 4,400 mishapfree flight hours. Detachments deployed with three strike groups, providing ASW, ASU, and ISR support to Operations IRAQI FREEDOM, ENDURING FREEDOM, ENDURING FREEDOM-PHILIPPINES, and the Global War on Terror. Detachments on independently-deploying ships also offered prolonged ISR support to Joint Task Force 515 and Joint Special

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Operations Task Force Philippines. Other missions included AEGIS Ballistic Missile Defense and exercises TALISMAN SABER, MALABAR, and VALIANT SHIELD. 2007 was a landmark year for the Squadron’s professional tactics development. In conjunction with the PATRECONWING TWO Weapons and Tactics Unit (WTU) and Tactical Support Facility (TSF), HSL-37 developed an exclusive use local ASW training area for SH-60B and P-3C aircraft. Detachment THREE, from the TARAWA ESG, operating with H-60H and H-60S armed helicopters from HS-3 and HSC-3, successfully conducted two section HELLFIRE attacks against land-based training targets using NSAWC and 3rd Special Forces Joint Terminal Area Controllers during the Rotary Wing Weapons School Close Air Support Exercise (CASEX) in Fallon, NV. Detachment FIVE trained with USS Lake Erie (CG 70) and spotters from the 12th Marines to support a Naval Surface Fire Support (NSFS) evaluation north of Guam. The ship/helo team scored an overall 98 percent for

SQUADRON UPDATES: HSL-37 / HSL-43 certification. Acting as Maritime Air Controllers, Detachment ONE directed F-18s from VMFA-232 and VFA-41 as attack assets, advancing Carrier/High Value Unit defense during choke point transits. Detachment ONE also successfully lased for two HS-6 Remote Designation Hellfire shots during VALIANT SHIELD, demonstrating the EasyRider pursuit of advanced training opportunities. HSL-37 is the West Coast SH-60B standardization squadron for night tactical formation (TACFORM) flight. Detachments ONE and FOUR deployed as NVD TACFORM aircrews, providing night section attack capability to strike group commanders. EasyRider aircrews also qualified both sister squadron and Weapons School crews as NVD TACFORM instructors. The HSL-37 maintenance team is a major contributor to surface and sub-surface combat readiness. HSL-37 detachments successfully completed six Conventional Weapons Technical Proficiency Inspections (CWTPI), demonstrating evaluated excellence in missile, torpedo, and gun armament systems. BZ to the EasyRiders for an outstanding year.

Young Battle Cats Win It All! Article by LTJG Chris Yenias

t was the bottom of the ninth, and the Youngstown, Ohio Battle Cats were down to their final three outs. Down by one run, these young men found themselves in an unfamiliar and unenviable position of playing from behind. But rather than panic, these 9 and 10-year olds exhibited uncommon poise and remained calm, cool and collected. “Look for a good pitch to hit and just make contact,” yelled their coach CDR (Ret) William Bailey. “Everybody gets on base!” Four hits later, the Battle Cats had tied the game. After another solid swing of the bat, the team was headed to the Mill Creek Junior Baseball League Championship Series. More than 2000 miles away in San Diego, the news of the youngsters’ success was greeted with welcome ears by another group of Battle Cats. These belonged to the men and women serving with the Navy’s Helicopter Anti-Submarine

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Squadron Light (HSL) 43. The squadron has been the unofficial sponsor of the Youngstown Battle Cats throughout this season. Bailey came up with the idea for the atypical union before the season. Bailey is a retired Commander of the U.S. Navy’s Judge Advocate General (JAG) Corps. Bailey tries to instill in each one of his teams some of the moral values that all Sailors and Marines live by each day - honor, courage, and commitment. “In support of the military, and its mission, any team that I manage ‘adopts’ a unit or squadron for that season,” said Bailey. “This season, after reviewing many, many choices, the baseball team adopted HSL-43.” As a sign of their support the Battle Cats adorned their uniforms with the squadron patch of their brethren at HSL-43. Continued on page 61

SQUADRON UPDATES: HSL-43 Continued from page 60

The team informed the squadron of their support and it was immediately welcomed by all hands. To show their appreciation, the squadron sent a signed picture of their helicopter in action, as well as a box of squadron baseball caps, to spirit on the team. With the full support of the men and women of HSL43, the Youngstown team battled to an impressive win in the championship series. Twice in the deciding game with the score tied, the opposition loaded the bases with no outs. The resiliency of the Battle Cats shone bright, as six men were left on base without yielding a run. HSL-43 is proud to be the adopted unit of the Battle Cats. Traits such as poise, discipline and teamwork used by the squadron are the same ones that have helped lead this baseball team to the championship series. HSL-43 commends these young men and reminds them, “a walk is as good as a hit.”

Every day the men and women of HSL-43 go to work to ensure the continued success in our country’s global war on terrorism. The primary mission of the squadron is to provide fully mission capable detachments of the SH60-B Seahawk aboard cruisers, destroyers and frigates of the U.S. Pacific Fleet. The helicopters of HSL-43 are integral parts the ships’ weapon systems extending their anti-ship and anti-submarine capability “over the horizon.” HSL-43 was designated as the Navy’s first operational squadron of this platform in October of 1984.

Golden Hills Elementary Visits HSL 45 Article by LTJG Cameron Mozingo, USN

n F r i d a y, June 20th, the Wolfpack of HSL 45 hosted a field trip for 24 sixth grade Honor Roll students from Golden Hills Elementary school. HSL 45 has been a sponsor of this San Diego Unified K-8 school for two years, and throughout the school year squadron personnel have assisted students with reading, math, and physical education. This field trip, marking the end of the school year for students, was a deserved reward for their hard work. During the course of the day, students interacted with squadron members, learned about their jobs, toured the helicopter and hangar, and even got to fly an SH-60B simulator. The day’s events began with introductions and a welcome by Wolfpack Commanding Officer CDR Lawrence Vasquez in the wardroom. From there the students were divided into three groups and were rotated through three stations. In the Wardroom, LTJG Rob Belflower and LTJG David Terry served popcorn and punch while students watched videos of the SH60B Seahawk in action. Afterwards, each student took a turn donning night vision goggles, learned about light amplification, and pondered how easy night hide and seek really could be. This demonstration had a definite “wow” factor for the kids, and many noted that this was their favorite part of the day.

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At the HSM 41 training building, LCDR Tim Davis and LT Chris Moton gave each of the students a tutorial on how to fly a helicopter, then indoctrinated their new “copilots” with some “stick” time in the simulator. The children were enthusiastic and eager to take their turn, and after a brief time hovering and landing, moved on to important things like touring downtown San Diego and flying over their favorite attractions, including Petco Park and Sea World. Finally, in the HSL 45 hangar, LTJG Gabi Scarlatta and a team of maintainers and aircrewmen gave the students a tour of a static display Seahawk, where they were able to sit at each of the crew stations in the cockpit and cabin. Squadron rescue swimmers gave a brief on Search and Rescue, and maintainers explained how the various parts of the helicopter worked. Afterwards, the three groups returned to the Wardroom for pizza and foosball, followed by a class picture. The days events were organized by command volunteer coordinator AW2 (AW/NAC) Dustin Phagan, who spearheaded the partnership efforts two years ago. The field trip was designed to entertain, engage, and inspire the students. In the end though, it was the Wolfpack Officers and Sailors who came away feeling rewarded and looking forward to a new school year.

SQUADRON UPDATES: HSL-45

HSL45 DET 2 Triumphantly Returns

Article courtesy of the HSL-45 Public Affairs Office

he Wolfpack of Helicopter Anti-Submarine Squadron Light FOUR FIVE welcomed home Detachment TWO, “Det Dos Equis” from a six month deployment in support of the Global War on Terrorism in July. Focused primarily on supporting the Armed Forces of the Philippines in their efforts to combat local terrorism in the southern Philippines, as part of “Operation Enduring Freedom – Philippines” (OEF-P), the Detachment and crew made a lasting impression on the area. Embarked in USS Vandegrift (FFG 48), commanded by CDR Dean T. Rawls, the 14 maintainers, two aircrewmen and five pilots of Detachment TWO directly supported Commander, Joint Task Force 515. Led by Officer-in-Charge LCDR Jim Fabiszak and Leading Chief Petty Officer ATC (AW/SW) Ricardo Saldana, Det Dos Equis flew over 400 mishap-free flight hours. Though primarily tasked to conduct Intelligence, Surveillance and Reconnaissance missions in support of OEF-P, the pilots and aircrew participated in several unique combined training opportunities including a Search and Rescue (SAR) exercise with 15 Philippine Air Force (PAF) UH-1 Huey pilots. This event, held at Edwin Andrews Air Base, Zamboanga City, Mindanao, constituted Phase I of the PAF’s first-ever water survival syllabus. The Det’s crews showcased basic SAR procedures and equipment utilization, while also demonstrating direct deployment rescue procedures to PAF participants. Following an invitation to share a traditional Philippine lunch, Det TWO was given a tour of the squadron spaces of Philippine Tactical Helicopter Squadron 206. The event concluded with five PAF pilots receiving familiarization flights in the Det’s SH-60B. Detachment TWO’s influence was not limited to airborne operations. Focused on theater-wide regional

engagement, Det Dos Equis, along with the 210-person crew of USS Vandegrift, provided technical assistance, donated quality of life items and constructed various community projects during local port calls. Visits to Cotobato, General Santos City, and Cagayan de Oro, made on the Philippine island of Mindanao, were highly successful and made positive contributions to the local population. Det members participated in numerous service projects, including the refurbishment of a playground and two basketball courts, a visit to an orphanage where critical medical and school supplies were donated, and numerous sports competitions with local colleges and military units. AZ1 Torres, a Det TWO Community Relations (COMREL) volunteer commented, “You can put a price tag on the volleyballs, basketballs and medical supplies we donated, but the most valuable things we provided were the smiles and the excitement of the children; that was most important to me during the COMREL projects.” Detachment TWO’s port calls included Pearl Harbor, Guam, Kota Kinabalu, Malaysia, Singapore, Bitung, Indonesia and Darwin, Australia. The Detachment also celebrated five reenlistments, three advancements, three Enlisted Aviation Warfare pinnings and one officer promotion. Also, the detachment celebrated the marriage of LT Jamie Leverentz, to LT Scott French of HSL57 during a port call in Guam. ATC Saldana summed up Det TWO’s experience stating, “Our presence in the Philippines renewed and reconfirmed the solid relationship the U.S. has always had with the Philippines. For our Sailors, it gave them an opportunity to experience the Philippine culture and develop lasting personal and professional ties. It’s hard to fully quantify the impact our presence left in the Philippines, but if the hundreds of heartfelt “thank you’s” and “hand shakes” are an indication, then it is safe to say we did some very good things.”

HSL-45 Earns 7th Battle ‘E’ Article by Storekeeper 2nd Class Laura Short, USN

elicopter Anti-Submarine Squadron Light (HSL) 45, the “Wolfpack,” received its 7th Battle Efficiency, or Battle “E”, award during an official ceremony Jul. 13. Presented by Commander, Helicopter Maritime Strike Wing CAPT Matthew J. Pringle, the Battle E recognized the command’s sustained superior performance in an operational environment during the 2007 calendar year. The award is based on a year-long evaluation of the overall readiness of the command and its ability to carry out its assigned wartime tasks. To qualify for the award, a ship or unit must demonstrate the highest state of battle readiness and be nominated by their superior in command. HSL-45 Commanding Officer CDR Lawrence Vasquez said earning back-to-back Battle Es demonstrates his squadron’s stern focus on excellence.

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“Once again, it is our command showing dedication and professionalism towards the job,” said Vasquez. “I didn’t do it. You all, the men and women of this squadron achieved this. And you should all be proud.” Aviation Structural Mechanic 2nd Class Vincent C. Smith has been with HSL-45 since in October 2006. This is his 6th Battle E award; the 2nd with the Wolfpack. “It feels cool, very cool and great to be a part of a great maintenance department,” said Smith. “We take our jobs very seriously and know that someone else’s lives are in our hands. All the hard work, blood, sweat and tears we put into this job finally pays off when we receive awards like this. It feels good being recognized as the best squadron on the seawall.” Continued on page 63

SQUADRON UPDATES: HSL-45 / HSC-23 Continued from page 62

Commander Wayne Baze, the squadron’s Executive Officer reciprocates the CO’s feelings of squadron-wide accomplishment. “First of all, great work to all of the squadrons up for this award, everyone did an amazing job. This is my 1st Battle E with the Wolfpack. I feel humbled to be the XO of these hard working men and women. This was a team effort – pilots, aircrew, admin and our maintainers – not one division stands apart from the rest. We have an outstanding team, and I could not be prouder of them.” HSL 45 was established on Oct. 3, 1986, as the second Light Airborne Multipurpose System MK III squadron in the Pacific Fleet. The squadron was awarded its first Battle E in 1988 and won every year until 1992. The Wolfpack surpassed 115,000 mishap-free flight hours this year, further demonstrating the squadron’s professionalism and dedication to mission readiness.

HSL 45 has received 12 Navy Unit Commendations, 10 Meritorious Unit Commendations, three Global War on Terrorism Expeditionary Medals, two Secretary of the Navy Letter of Commendations and one Combat Action Ribbon. The Wolfpack was also awarded the CNO Aviation Safety Award for 1988, 1989, 1991, 1992, 1993, 1994 and 2006. Additionally, the squadron eared the Lockheed Martin Superior Maintenance Award in 2005 and 2006.

HSC-23 Welcomes Home DET 2 Article by LTJG Emily Allert, USN

he Wildcards of HSC-23 celebrated the return of Detachment 2 to San Diego on June 26 after a successful deployment to Central and South America in support of the Pacific phase of OPERATION CONTINUING PROMISE. DET 2 was embarked on the USS Boxer (LHD-4) for nearly 2 months operating out of Guatemala, El Salvador, and Peru. The USS Boxer, with its embarked units, was able to provide medical care for 24,000 patients, dispensed nearly 40,000 medical prescriptions, treated more than 2,800 animals, taught more than 120 classes in preventative medicine, and performed surgery on almost 130 patients who were brought onboard. The Seabees of Construction Battalion Maintenance Unit (CBMU) 303 and Navy Mobile Construction Battalion (NMCB) 5 renovated 8 schools, a church, and completed road and drainage repair. These accomplishments required large amounts of daily personnel transfer from ship to shore, and back. The USS Boxer was armed with 2 Landing Craft Utilities (LCU’s),

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2 MH-53E’s of HM-14, 4 CH-46’s of HMM-114, and 2 MH-60S’s of HSC-23. DET 2 provided 24-hour Search and Rescue readiness for the duration of the deployment, including 192 hours of airborne search and rescue and the successful completion of 3 medical evacuations. It was also an integral asset in the movement of cargo and personnel, moving over 450 passengers and over 10 tons of cargo. The MH-60’s were the aircraft of choice when moving VIPs, including Salvadoran President, Elias Antonio Saca. The Detachment was proud to achieve 107% operational mission completion. OPERATION CONTINUING PROMISE would not have been accomplished as safely or successfully without the help of the Wildcards.

SQUADRON UPDATES:

Red Lions Of HS-15 Embark On Partnership Of Americas Cruise 2008 Article and Photos by LT. Steven MacGillis, USN

n Monday, April 7th, the World Famous Red Lions of Helicopter Antisubmarine Squadron FIFTEEN, under the new leadership of Commanding Officer Chris “Chet” Misner, departed Norfolk Naval Station on board USS George Washington (CVN 73) with CVW-17. The mission was to facilitate a homeport relocation for “GW” as she moved from Norfolk, Virginia to her new home in Yokosuka, Japan. Following a three-day carrier qualification period off the coasts of Virginia and Florida, “GW” proceeded south with the air wing. Accompanying Carrier Strike Group EIGHT (CSG-8) were units from Destroyer Squadron FORTY (DESRON 40). CSG-8 then proceeded south for flight ops off Antigua. “GW” made its first port visit on 21-24 April in Rio de Janeiro, Brazil. Many Red Lions made trips to the famous statue of Cristo Redentor and took advantage of the breathtaking view from Sugarloaf Mountain. Others visited the world renowned beaches of Copacabana and Ipanema. After pulling out of Rio, CSG-8 took part in UNITAS with our Brazilian and Argentine partners. Held annually since 1959, UNITAS has been a vital joint exercise that focuses on interoperability of our assets. Following UNITAS, the Red Lions and CSG-8 look forward to future port visits in Valparaiso, Chile and San Diego, California. In San Diego, a detachment of Red Lions will remain in North Island to complete strike training in East County. The rest of the Red Lions will remain onboard “GW” Continued on page 65

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SQUADRON UPDATES: HS-15 Continued from page 64

CDR Misner and his RED LIONS were present the CNO Safety “S” Award.

for a transit to Hawaii and a cross deck to USS Kitty Hawk (CV63) for a return trip to San Diego followed by debark. Thus far on the Partnership of the Americas Cruise, the Red Lions have had quite a few quality training opportunities to include regaining currency in both deck landing qualifications (DLQ) and vertical replenishment (VERTREP), and training Heliborne Visit Search and Seizure (HVBSS) and Maritime Interdiction Operations (MIO) with units from DESRON 40. Overall, the Red Lions have had a great cruise and look forward to the operations and training opportunities moving from the Atlantic Ocean and 2nd Fleet to the Pacific Ocean and 3rd Fleet.

Get Your Cameras Ready The Contest has been extended

2008

NHA Annual Photo Contest

Send your photos to Naval Helicopter Association, Inc. (NHA) either via email to editors@navalhelicopterassn.org or mail to Naval Helicopter Association, Inc P.O. Box 180578, Coronado, CA 92178-0578. Please send information about your photo for a caption along with the name, date, place, squadron or unit. Deadline for photo submission will be

November 7, 2008.

Prizes for the First, Second, Third Place Winners.

Rotor Review # 102 Summer ‘08

Focus

Getting Their Feet Dry HSL-37 Conducts Land Exercise With 545th

Article and Photos by Sgt. Brian A. Tuthill, USA and LCpl Brian A. Marion, USA

ive soldiers waited with their “injured” comrade as a helicopter flew near Landing Zone Boondocker, getting a view of the area. Close to 100 yards behind the waiting soldiers, others were calling the aircraft to guide it to the ground while a landing signalman stood in the field, waiting for the SH-60B “Seahawk” to start its landing procedures. Behind the tree line, the distinct thumping of rotors grew louder, and finally, the helicopter came into view distinctively lower than before, skimming above the trees and sending swirls of dirt billowing out of its path as the pilots guided it down via hand signals given from a soldier. When the chopper landed, the soldiers picked up their comrade and rushed him head first to the open side door. They then reversed him and placed him feet-first inside. Seconds later they removed him from the helicopter and traveled back to the starting point while the helicopter, guided by the soldier in front, lifted off to wait for the next group of soldiers from the 545th Transportation Battalion from Hickam Air Force Base as they prepared themselves for the medical evacuation exercises. More than 85 soldiers stationed at Hickam participated in the MEDIVAC exercises conducted jointly with Helicopter Anti-Submarine Squadron Light 37, Aug. 19 at Landing Zone Boondocker.

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“We play a supporting role,” said Army Chief Warrant Officer 3 Mark T. Shupe, marine engineering officer, 545th. “We are always supporting the warfighters. This training we are conducting is to increase our combat proficiency. If we run across a casualty in Iraq, our soldiers will have a prescribed method to take action.”

Soldiers with the Army’s 545th Transportation Battalion load a simulated casualty onto a Navy SH-60B ‘Seahawk’helicopter during a medical evacuation exercise. More than 85 soldiers participated in the exercise.

Focus: Getting Their Feet Dry....

Army Sgt. Julio Riveraperez (right), a communications operator with the 545th Transportation Battalion, explains to Spc. Chris Harrison (center) and Army Pfc. Benjamin Izzo (left), how the helicopter they radioed for will approach.

Army Pfc. Benjamin Izzo, a water craft operator with the Army’s 545th Transportation Battalion, monitors a simulated casualty as he and fellow soldiers load a stretcher onto a Seahawk helicopter provided by Helicopter Anti-Submarine Squadron Light 37.

“I was a little nervous because we only had about a five minute class on the hand signals before I went out there,” said Spc. Collin Wersal, watercraft operator, 545th. “It was ok, though, because they had someone out there who new what they were doing to help us.” After a few hours of training, both sides were content with the progress they made throughout the exercise. “The training went off without a hitch,” said LCDR. Chris Murphy, operations officer, HSL-37. “The entire exercise was well planned, and the communication between the ground and air went smoothly. Usually that’s where these exercises have the most trouble.” Although the exercise was the first time HSL-37 worked with the Army, they say more training could be planned later in the year. “It took us about a month to sort everything out for this training, and it worked out quite well,” Murphy said.

One of the goals of the training was to familiarize each unit with the procedures, signals and techniques for loading someone into a “Seahawk” for evacuation, and it provided a different approach for HSL-37. “Normally, our exercises are waterbased, but this training offers us the unique opportunity to conduct landbased operations with a fellow service,”said Petty Officer 1st Class Michael Basham, air crewman, HSL-37. “It’s great training for everybody involved.” The units learned the different voice communications and signals used, and the crewmen assisted the Army medics, showing them how to secure injured personnel while they’re aboard the helicopter.

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Spc. Charles Jost, medic, Logistics Support Vessel 5, 545th Transportation Battalion, guides a Seahawk down during medical evacuation training. The training marked the first time HSL-37 recently conducted exercises with the Army. 67

Book Review

Combat Search and Rescue In Desert Storm by Darrel D. Whitcomb, Col USAF (Retired)

ombat Search and Rescue in Desert Storm; Darrel D. Whitcomb, Colonel, USAFR, (Ret); Air University Press, Maxwell AFB, Alabama, 2006, softcover, 303 pgs, illustrated, appendices, index. $26.00, free to military active duty and retirees (go to http://aupress.maxwell.af.mil/ default.htm and check out the many interesting professional books free to the military and retiree.)

Did you know we lost 41 aircraft on combat missions in Desert Storm, downing 87 coalition airmen? Eight were rescued. Two, one Air Force and one Navy, were rescued by Navy helicopters from the NAG. Two, one Marine and one Army, were rescued by friendly ground forces who raced the Iraqis to where they came down. Two Army Apache crewmen were immediately snatched from peril by a wingman, and two men, one Air Force and one Navy (LT Devon Jones) were rescued by Air Force SOF, not combat SAR, helicopters. Forty-eight of the other 79 downed airmen were killed when shot down and 30 became POWs, with one, Navy Lieutenant Commander Michael Speicher, listed as missing in action. He is still carried as MIA to this day. Six overland rescues, of 37 alive on the ground, is a sobering rescue rate which provoked no media attention, but had losses met expectations, flaws in the Desert Storm rescue apparatus could have been scandalous. We escaped the consequences of those flaws at a relatively light cost. Whitcomb

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goes back to the end of the Vietnam War and astutely charts the course of Air Force CSAR development up to the eve of Desert Storm. Narrating the sequence of air losses, both combat and operational, Whitcomb honestly mixes the details of controversial rescues, warts and all, with analysis of weaknesses in a professional, yet entertaining, read. Darrel Whitcomb is the author of The Rescue of Bat 21 (Naval Institute 1998) and if you haven’t read that one, it should be on every aviator’s required reading list too (if you’ve seen the movie, you don’t know the score). Whitcomb’s Air & Space Power Journal article (Spring 2005) entitled Rescue Operations in the Second Gulf War available at http://www. airpower.maxwell.af.mil/airchronicles.html advances the combat rescue development timeline and complements this important book.

Features

End Nears For CH-46E Sea Knight Helicopter Article courtesy of MCAS Miramar Public Affairs

n any given day, dozens of helicopters and jets take off from Miramar Marine Corps Air Station --- some for local training flights, others for assignments overseas or other stateside bases. But the quiet departure in the late July of two CH-46E helicopters, affectionately known around the Corps as Phrogs fro their frog-like silhouette marked yet another retirement for the Vietnam-era helo. Aircrews with the Grayhawks of Marine Medium Helicopter Squadron 161 flew these Sea Knights to Davis-Monthan Air Force Base, outside Tucson, AZ, home to the military’s enormous aircraft complex known as “The Boneyard.” The helicopters landed with no fanfare, no ceremony, “ no general there to say, Hey, these airplanes have ﬂown a good life, “ said Capt. William Murphy. The ceremony is us getting to ﬂy it there. Murphy has logged some 1,500 hours in the Sea Knight during his 10 years in the Corps, many during multiple tours in Iraq. His squadron, which received its first Ch-46A in 1966, will eventually transition to the MV-22 Osprey tiltrotor aircraft. These two Phrogs join a dozen other CH-46Es already in the base’s famous collection of 4,400 military jets, bombers, reconnaissance planes and helicopters, including two other Grayhawk Sea Knight delivered in June. It’s not every day we see the CH-46E, said Terry VandenHeuvel, business affairs liaison with Davis-Monthan’s Aerospace Maintenance and Regeneration Group, which runs the famous storage facility and maintains the aircraft there. The first CH-46E Sea Knight to be retired and stored in the Boneyard, a Sea Knight from HMM 365, arrived November 2, 2005, 41 years after the first CH-46 --- the “A” model ---- entered the fleet. Six others followed in 2006. Two arrived last year. So far in 2008, the Boneyard has welcomed five Sea Knights. THE COLLECTION GROWS All told, the collection at Davis-Monthan includes two-dozen CH-46Es along with 14 of the Marine Corps’ earlier “D” model. Several more Sea Knights are expected to arrive before year’s end. “It’s pretty steady right now. We are not getting rid of any of them,” said Tim Horn, who directs the Naval Inventory Control Point team that oversees the 1,750 naval aircraft parked in the desert. The Corps is transitioning two Sea Knight squadrons annually to other units the number of retired airframes is slowly growing. So far, 27 “E” models have been retired or stricken from service, according to Naval Air System Command. They include a handful of Sea Knights at Fleet Readiness Center-East, Marine Corps Air Station Cherry Point, N.C. The retired helicopters are owned by Naval Inventory Control Point, and “number of parts are removed for continued support of

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the remaining aircrafts,” said Rob Koon, a NavAir spokesman at Patuxent River, MD. The preserved helicopters are stored for future needs, if required. Five retired helicopters are still serving the military in a way, Dent said. Two are being used as trainers: one at the Navy’s Fire Fighting School in Pensacola, FL, the other for fire suppression. Two others are on display in North Carolina: one at New River Marine Corps Air Station’s front gate, the other at Carolinas Aviation Museum in Charlotte. BITTERSWEET DELIVERY For the Phrog community, these day are a mix of operational highs --- flying combat missions and supporting ground troops in Iraq and Afghanistan --- and the bittersweet task of taking a helicopter to what might be its final resting place. “They’ve been a workhorse,” Horn said. And saying goodbye can be personal. “You taxi in, and you can’t believe you’re dropping it off,” Murphy said. “You’re never going to pick it up again.” At the Boneyard, aircrews hand over the helicopter along with its maintenance cards and logbook, which is kept in a depository at Davis-Monthan. All but one of the Sea Knights there are in “type 2000” storage, a category of aircraft prepared for storage relatively intact, “ unless authorized to pull parts,” Vanden-Heuvel said. In other words, the helicopters can be cannibalized if necessary. “We’re reusing all the critical parts of it to support the Marines in Iraq and Afghanistan,” Horn said. That means engines, transmissions, rotor heads and blades. It takes several days to strip one of these birds. Each part is noted on component cards to make it easier track should the need arise later. The fuselage then is sealed, though parts could be removed for priority requests. Some go to the Boneyard’s “flush farm,” where fluids are replaced with preservation oils, said Horn, a retired Air Force KC-135 mechanic. Worker covers the aircraft with a removable silicone- based sealant. By sealing up the aircraft, it keeps the inside temperatures of the cockpits within 20 degrees of the ambient temperture,” he noted. “Without it, cockpit temperatures would soar up to 400 degrees and cook the avionics inside the aircraft.” Aircraft in the war-reserve section “can’t be touched,” Horn said. The lone Phrog in “type 4000” storage, retired by HMM-164 two years ago, has one more mission remaining: museum duty.

A Training Perspective

A Fresh Start Article By LT Peter Mitalas, USN

inding myself for the first time in the right seat of a TH-57B observing my onwing IP demonstrate an autorotation serves as a memorable event in the paradigm shift of my aviation career. A fleeting thought of two sets of black and gold ejection handles integrated into my seat and available for overcoming insurmountable emergencies relegates itself to the past. I train now to abandon my wounded aircraft only after I have piloted her to the deck. This concept is intrinsic to rotary aviation. I have written this to provide some insight into my training experience while transitioning from a tailhooker to a rotor head. Two and half years ago, while completing my first sea tour in the S-3B Viking community, I was fortunate enough to be awarded an NFO-to-pilot transition. After much deliberation, upon completion of primary training, I subsequently chose rotary aviation. I understood that I would face many new challenges in discarding old habits and assimilating into the rotary culture. I left an inherently stable platform for ones that prefer instability, as I would soon learn the specifics of in helicopter aerodynamics class. As a transitioning fixed-wing aviator, I realized this class was essential in learning the academic theory behind helicopters before attempting very foreign concepts in an aircraft—such as vertical flight and hovering. I relished the opportunity to learn the procedures and

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techniques required to hover—implementing them and then overcoming the accompanying frustration was analogous to learning to ride a bike. When it came together, it felt exactly as such. Then came my first rite-of-passage, the TH-57B solo checkride, which wasn’t just another step in the assimilation process, but a leap. The Almighty through His guidance and ironic sense of humor paired me with a senior Coastie check pilot who had 7500+ hours as a pilot—all rotary! He confessed that he had never logged time in a fixed-wing aircraft. I could not relate any of my S-3B experience to him and I am sure he really had no idea what a naval flight officer is (maybe I distributed peanuts and operated the in-flight entertainment). The checkride was a success, but I learned the path to my new set of wings would be much different than my first. Notwithstanding the innate differences of fixed- and rotarywing aviation, I encountered different training philosophies from my tailhook experience many times over. I immersed myself in HT-18’s training syllabus to facilitate my career transition. I prepared for many flights as if I had never been through flight school and encountered the same material previously. Truthfully, I had no experience with many of the training objectives found in advanced helicopter training. Not only was I learning to be a helicopter pilot and

A Training Perspective: A Fresh Start

adjust my perspective from landing on 8000 foot runways to diminutive concrete pads (or well-groomed gravel in a field), I was learning new techniques and crew coordination. Several multi-crew Navy jet training pipelines incorporate the pilot and NFO post flight school in the RAG. Crew coordination techniques specific to the platform are not honed until this point in training. Helicopter training inculcates the multi-crew concept from the beginning—which I have found to be integral in becoming a solid-functioning naval helicopter pilot. I learned that in-depth system discussions to include reproduction of system schematics by memory is a given in the helo community. Ask me what the electrical system schematic looked like in the S-3B and I will locate the telephone extension of the AE shop in my old squadron, VS-22, to assist. Philosophies differ; to standardize, Chapter 4 in NATOPS sets our limits and Chapter 12 delineates our emergency procedures. Additionally, OPNAV 3710 binds us all in naval aviation. Every community adheres to this rigid concept. I have seen it in VS-22 and now I see it in HSM-41. Such standards allow someone with my background to focus my efforts on what is important in my new community-- essential as I sometimes struggle to relate experience of the past with current rotary training. Now if I

could only convince more of my colleagues to adopt call signs within the wardroom, which is a unwritten standard in airwing aviation, I could bridge a bit more of my past to the present. Nevertheless, I will continue to absorb and adapt as much as I can as I report to HSM-70 and a new airwing—and ostensibly come full-circle with a return to carrier aviation. I have enjoyed my transition to the rotary aviation thus far, though I must have a penchant for masochism for electing to revisit flight school. The latest naval aviation-derived training pipeline I have completed has prepared me for the next phase of my career. I have been afforded a unique opportunity in being exposed to NFO flight school training, tailhook aviation in the S-3B, both fixed-wing and rotary-wing pilot training and now the MH-60R community. I will miss my fixed-wing past, but I take solace in knowing that helicopters and jets share the commonality of being a part of naval aviation and are destined for some “green” deck floating on the sea.

The Next Issue of the

focuses on Humanitarian and Disaster Relief Efforts All photo and article submissions need to be no later than November 14, 2008 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435.7139 or editors@navalhelicopterassn.org

Rotor Review # 102 Summer ‘08

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Rotor Review # 102 Summer ‘08

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