Rotor Review Fall 2008 #103 by Naval Helicopter Association, Inc

The cover is a look at the Humanitarian Efforts of HMH-464 Condors during CONTINUING PROMISE 2008. The collections of

Naval Helicopter Association

images were taken by MS3 John Wangner. The cover was designed by George Hopson, NHA Art Editor

Number 103 / Fall ‘08

Focus

Editor

LT Kristin Ohleger, USN

Continuing Promise and Hope

Design Editor

Faces That Will Always Remain

George Hopson

Ronald Reagan CSG Humanitarian Assistance / Disaster Relief Mission In The Philippines

Aircrewman Editor

AW2 Kenny Sevenello, USN

Page 16

HSL-49 Det FOUR Lends a Helping Hands

LT Sandra Kjono, USN

“The Warriors” of HSL 49 Det FIVE Assist Victims in Typhoon Fengshen

LT Kevin Colón, USN

LT Scott Lippincott, USN

HSL/HSM Editor

HSC-28 VOODOO KNIGHTS Provide Disaster Relief In Haiti

LT Anthony Amodeo, USN Page 19

LT Bobby Holihan, USN and LTJG Jackie Felber, USN

Continuing Promise

Capt Vanessa Clark, USMC

Maj. C. F. Megown, USMC

USCG Editor

Hurricane Ike Relief

LTJG Todd Vorenkamp, USCG

LTJG Michael Hood, USN

Our Visit to the “Pottery Forest”

Technical Advisor

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

LT Troy Leveron, USN

HS / Special Mission Editor

NHA Photographer

LT Brandon Sheets, USN

HSC / HM Editor

USMC Editor

LCDR Ryan Dunn, USN

Page 24

Historical Editor

LTJG Melaine Duchateau, USN

TWO FATES INTERTWINED: Humanitarian Assistance and the Naval Helicopter Community

LT Ryan M. Gero, USN

CAPT Vincent Secades, USN (Ret)

Page 32

Features

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

The Case of HSC-84

LCDR Joseph P. Thompson, USN 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 # 103 Fall ‘08

Reliving the Origin of Vertical Flight

LT Jack Parker, USN

Training at AUTEC: HSC-26 Gets Tropical

LT Jennifer Lipscomb, USN

World Famous Desert Hawks

LT J. M. Cobb, USN

PAR Dinner

CAPT Vincent C. Secades, USNR(Ret)

Locker Room Leadership

LT James “Kikko” Frey, USN

Perspective: Thinking of The Future CDR Lawrence Vincent, USN

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 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 Navy Mutual Aid Association Pen Air Federal Credit Union Raytheon Naval & Maritime Systems Robertson Aviation LLC Rockwell Collins Corporation Rolls-Royce Corporation Sikorsky Aircraft Corporation StandardAero Telephonics Corporation USAA Whitney, Bradley and Brown Inc.

President....................................... CAPT Donald Williamson, USN V/P Corp Mem......................... CAPT Mike Middleton, USN (Ret) V/P Awards ............................................CDR Mike Dowling, USN V/P Membership .........................................CDR Chris Mills, USN V/P Symposium 2009.......................CDR Shaun 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 University of San Diego USAA Navy Mutual Aid Association Sikorsky Aircraft Corporation

Page

Region 3 - Jacksonville

C2 18 39 59 C4

Director .................................................. CAPT Glenn Doyle, USN President.....................................................CDR Neil Karnes, USN

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

NHA Scholarship Fund

Region 5 - Pensacola Directors........................................CAPT James Vandiver, USN

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 # 103 Fall ‘08

CAPT Jim Pendley, USN

President ...........................................CDR Chris Heaney, USN

Far East Chapter President ......................................CDR Stephen McKone, USN

Departments 4

Editor’s Log LT Kristin Ohleger, USN

Number 103 / Fall ‘08

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

President’s Message

CAPT Donald Williamson, USN

State of the Association Col Howard Whitfield, USMC (Ret) Page 11

View from the Labs, Supporting the Fleet

CAPT George Galdorisi, USN (Ret)

NHA Commentary Is There An Institutional Bias Against Rotary Wing Aviators Being Selected For Promotion To Flag Ofﬁcer in the Navy RADM Gary R. Jones, USN

Page 61

Page 63

Page 64 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 . The Rotor Review is intended to support the goals of the association, provide a forum for discussion and exchange of information on topics of interest to the rotary wing community, and keep membership informed of NHA activities.As necessary, the President of NHA will provide the guidance to the Rotor Review Editorial Board to ensure the Rotor Review content continues to support this statement of policy as Naval Helicopter Association adjusts to expanding rotary wing community.

Rotor Review # 103 Fall ‘08

Letters To The Editor

Industry and Technology

2008 Photo Contest

SAR Stories

There I Was

Change of Command

Regional Updates

Squadron Updates

USCGAS Updates

A Salute To Our Fallen Heroes Of The Naval Helicopter Community

Book Review

In Memory

Stuff

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

Editor’s Log Not Always About Tactics.

elcome to this issue of Rotor Review. Over the past several months, the editors of Rotor Review received several articles pertaining to efforts of squadrons and detachments bringing aid to people all over the world. These articles, of course, gave us the idea to make Humanitarian Assistance / Disaster Relief (HADR) the focus of RR 103. HADR is not a mission area to which we typically train. Instead, it is something that when called upon we are ready and willing to do all that is necessary to help save lives. Each one of us is then required to pull all of our training together and work together as one Naval helicopter community. Our training for these types of missions begins day one in the HTs. It is our basic skills that we practice over and over at Craig, Mayport, and Imperial Beach that we put to use for these missions. It is those maneuvers that are required on our annual NATOPS checks that that make us ready at any time to do these missions. I’m sure by now all of you have seen the latest and greatest Navy recruiting commercial showing how our helicopter community has helped bring hope and promise to the victims of natural disasters. I have to admit that every time I see that commercial (usually during Sunday football), I cannot help but to be proud of all of the efforts by our pilots and aircrewmen. It is not often that the public hears the great things our Navy is doing to help people all over the world, let alone people in our own country. RR 103 helps draw attention to that. In this issue you will read first hand accounts of the current efforts being put forth by our community. Specifically, we highlighted our efforts during Hurricane Ike, in Haiti and in Indonesia. The editors of Rotor Review have worked very hard on this issue to bring you a great magazine. I hope you have enjoyed this issue of Rotor Review as much as I have, and I look forward to reading about you and your squadrons in the near future.

LT Kristin Ohleger, USN

Rotor Review Editor-in-Chief

Chairman’s Brief umanitarian Assistance/ Disaster Relief is the theme of Rotor Review 103. No where else is the versatility of our helicopter community more appreciated than in this recently designated mission area. The HADR articles within document, once again, the remarkable professionalism of our naval aircrews and maintainers as they operate in environments few could have anticipated. Reading the advanced transcripts brought to mind our aviator’s mantra: “Aviate, Navigate, Communicate.” In HADR, add disciplined compassion and an extraordinary sense of urgency to your mission’s decision tree. Enjoy this edition of RR, it’s one of our best. The 19th Annual NHA Gulf Coast Fleet Fly-In was held in late October at NAS Whiting Field. This was one of the largest and well attended Fly-Ins in recent years. “The Fleet” flew in: MH-60R’s; MH-60S’s; SH-60 B’s;

MH-53E’s; AH-1 Cobra’s; and UH-1 Huey’s. Fleet aviators flew over 300 SNA’s – future helo pilots one and all-on introductory/demonstration flights. The lines to sign-up for these flights were like the Shopping Mall on the day after Thanksgiving! Our fleet pilots also held community briefs and had ample opportunity to discuss career paths, duty station locations, helicopters, ect., with our SNA’s. What surprised me this year was enthusiastic SNA anticipation of the Fly-In. The students were pumped to see the aircraft they would soon be flying, and the opportunity to talk to fleet squadron pilots, well, it’s priceless. It was a grand event that just didn’t happen without hard work from a team of junior officers. “Tip of the Blade” to: LT Charlton, overall coordinator; Captain Kazik, USMC representative;

Rotor Review # 103 Fall ‘08

LT Oakley, CAPT Narvid, LT Rivera, LT Chavez, ENS Barton and the marvelous support from the HT-8/18/28 Aircrew for the Welcome Aboard BBQ and Farewell Breakfast. Special thanks to CDR Chris Heanery, CO, HT-8, our Fly-In master coordinator and “knower” of all things; Col. “Vapor” Walsh, USMC, CTW-5; CAPT Rick Sadsad, CO, NAS Whiting Field; and CAPT Jim Vandiver, D-CTW-5 for hosting all of us and especially for their time and initiative. The Keynote Address speaker at our 2009 NHA Symposium will be none other than our Chief of Naval Operations, Admiral Gary Roughead. The CNO has accepted NHA’s invitation and will be kicking off Naval Aviation’s most professional symposium in San Diego this coming April. Continued on page 5

Continued from page 4

Speaking of admirals, don’t miss Rear Admiral Gary Jones’ article in reply to the RR#101’s article: “Where is the Outrage?” RADM Jones is currently our senior Navy helicopter flag officer. After reading the article (or any of the others inside), if you agree or disagree, your opinions were usually expressed in the ready room. We now feature a “Letters to the Editor” section where you can state your opinion about any article in RR or make your views known about any rotary wing issue. RR is all about professional dialogue, so here’s a new venue to express yourself. In early October, our Pax River/ Washington chapter hosted an evening at the United States Naval Observatory. Region Two’s president, Cdr. Rex Kenyan, coordinated a joint NHA/ AHS (American Helicopter Society) membership meeting that featured an evening of food, libation, professional discourse and star-gazing. This was the second time we have done this and the response has been so positive this may

Taking time for a photo moment during the 19th Annual Fleet FlyIn at NAS Whiting Field in Milton, FL were (l-r) AN Garrett Houle, ENS Melvin Giddin, RADM (Ret) Tomaszeski, and LTJG Katherine Dann. Photo courtesy of HSM-41 Public Affairs Office become an annual event. “Tip of the Blade” to Region Two for putting together this unique event. One last item to Brief. Did you read about the Supreme Court ruling in November regarding the use of our Navy’s mid-frequency active sonar and its alleged effect on marine mammals? No? Well, Google <NRDC vs. Winter>. Navy “won” a majority opinion, 5-4. That should concern you. Why? It was 5-4, that’s why. Chief Justice John Roberts wrote that “forcing the Navy to deploy an inadequately trained anti-submarine force jeopardizes the safety of the fleet.” He concluded that the California courts (who restricted us training with sonar) had committed “an abuse of discretion.” ASW is our primary mission. The CSG/ESG will depend upon us to deliver. I bring this up for your SA. This legal debate has been going on for over 7 years. It was finally decided in a close 5-4 decision. ‘Nuff said. That’s all for this briefing. Until our next Brief in 2009, Fly Well and Keep Your Turns Up! RADM Steve Tomaszeski, USN(Ret) NHA Chairman

President’s Message

n this issue of Rotor Review, we focus on the contributions of rotary wing aviation to Humanitarian Assistance and Disaster Relief (HA/DR) missions and operations. Although supporting these “logistics missions” are often a secondary or tertiary mission for most of us, they are of critical importance to our Navy and our Nation. The importance of HA/DR operations is woven through Admiral Roughead’s CNO Guidance for 2009. In the CNO Guidance, Admiral Roughead notes, “our relationships with other navies and nations are integral to our Maritime Strategy. In times of peace and crisis, the international maritime community comes together to ensure security. Through our Navy’s maritime security capability and its humanitarian assistance and disaster response capability, our Sailors deliver vital medical care, civic assistance, and maritime security training

to other nations. We must evolve and establish international relationships to increase security and achieve common interests in the maritime domain.” In fact, I believe the resurgence of rotary wing aviation came to the forefront, at least in the public’s perception, following OPERATION UNIFIED ASSISTANCE and the tsunami relief efforts in Indonesia and the superb efforts of our helicopter crews in the aftermath of Hurricanes Katrina and Rita in the Gulf Coast region. The heroic actions of helicopter crews have helped people in need all around the world and that has had a profoundly positive impact on how the United States and Americans are perceived around the world. I’d also like to take this opportunity to thank all those who helped make October’s NHA Gulf Coast Fleet Fly-In one of the largest and most successful events in recent history. We

Rotor Review # 103 Fall ‘08

had SH60B, MH60R, MH60S Armed Helo, two MH53E’s, two AH1 Cobra’s and a UH1 Huey all fly in to Whiting Field and participate in the Fly-In. Over 300 student naval aviators got a chance to fly Fleet aircraft and hear about their future career milestones as a helicopter pilot. I’d like to single out CAPT Jamie Vandiver, Deputy Commander TW-5, and CDR Chris Heaney, CO HT-8, for their superb work to make the Gulf Coast Fleet Fly-In such a success! I’d also like to take this opportunity to tell you about a few other things going on at Rotor Review. With this issue, we have started a “Letters to the Editors” section (Page 9). We invite our readers to write letters or send emails to the editor to publish in upcoming issues. There are some outstanding articles in Rotor Review that rival the quality of articles found in Proceedings and other professional journals. I thought LT BJ Armstrong’s article “Bubbas of War: The Cooperative Strategy for 21st Century Continued on page 6

The new look on the NHA website ‘s home page. To view, go to www.navalhelicopterassn.org Web photo courtesy of Naval Helicopter Association, Inc. Continued from page 5

Seapower and You,” was outstanding. The article is on page 14 of issue 102. Let us know what you think! Finally, the NHA website has been revamped. We would like to know whether or not you are able to view the website from your NMCI computer and from home. Also, give us your feedback on how we can improve the website. What do you like about the website? Is there anything on the site that is not working? We want the NHA website to be a site that is enjoyed by all our viewers. Keep your turns up!

CAPT Donald E. Williamson, USN

NHA President

Executive Director’s Notes

nless you have been on another planet you are aware the U.S. and global economy has dominated the news media since the summer. Everyone with an investment account has been nervously watching the U.S. stock market fluctuating downward this year. You may wonder how NHA is fairing financially? NHA has been investing some of its financial assets since the middle of 2004. We initially invested in certificates of deposit at very reliable credit unions, Navy Federal Credit Union and North Island Financial Credit Union. We kept the total amounts at each institution below the $100,000 insured amount (recently raised to $250,000). We then commenced investing in mutual funds that were highly rated. In 2006 we established an NHA Finance Committee to periodically review and discuss NHA’s

Rotor Review # 103 Fall ‘08

finances. The investing guidelines established by the committee included conservative, long-term view, diversified, and simplified (easily understandable). NHA took a paper loss of 42% in our mutual fund investments for the year, but only a 10% paper decline in total financial assets. We got a surge of membership renewals in November and December, attributable I think to the increase in membership dues starting January 1st. The increase in dues was the first in ten years. With the rising costs of producing Rotor Review magazine, and other expenses, it was overdue.

Consolidated Membership Report Year Dec 2007 1 year 913 2 year “nugget” 554 3 year 711 5 year 456 Other* 116 Total 2,750

Dec 2008 966 518 762 516 124 2,886

* Honorary

Military Membership Active Duty & Reserve Retired

Sept 2007 1,912 414

Dec 2008 2,033 446

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

A View From The Labs... Supporting The Fleet Humanitarian Assistance/Disater Relief: One of the New Maritime Strategies By CAPT George Galdorisi, USN (Ret)

o t o r R e v i e w ’s editors alerted us some time ago that this issue’s theme would be Humanitarian Assistance/Disaster Relief – commonly referred to as HA/DR. A great theme and one that is arguably more germane to the naval helicopter community than to any other community in the U.S. military. Much has changed in the discipline of HA/DR and that will be the focus of this column. Certainly there have been profound changes in technology, tactics, techniques and procedures but that is the subject of other contributions to this issue of Rotor Review. What is perhaps as important as these other changes is where HA/DR now resides in our doctrine and strategy. The Navy, Marine Corps and Coast Guard’s (all three Service leaders signed the document) new maritime strategy, A Cooperative Strategy for 21st Century Seapower, is the first maritime strategy to be issued in a generation (the previous maritime strategy was issued during the tenure of then-Secretary of the Navy John Lehman). While much of A Cooperative Strategy for 21st Century Seapower has striking similarities to previous versions of this strategy, there is one area that is dramatically different. Previously, HA/ DR was considered a “lesser included mission” of all the missions the naval services conducted. This meant that the Navy, Marine Corps and Coast guard were trained and equipped to do a range of primary missions, and HA/DR was relegated to a “Oh by the way we do that also,” status. A Cooperative Strategy for 21st Century Seapower elevates HA/DR to a primary naval mission, as important as Power Projection, Sea Control and others. This sea change is reflected not only in this October 2007 strategy document, but is also reflected in articles, op-eds, and

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speeches by senior naval officials of all three services. There are compelling reasons for elevating HA/DR to a primary naval mission. Two vignettes that helped spur naval leaders to make this significant change are perhaps all the column space we can carve out. During his command of U.S. Northern Command just a few years ago, Admiral Tim Keating wrote a piece in a national newspaper explaining how his command provided assistance to civilian authorities during natural disasters in the United States. It was a straightforward, informative article. However, officials from the Department of Homeland Security evidently felt threatened by this military support and eviscerated Admiral Keating in the media, with the final blow delivered by Secretary Chertoff himself who declared “Admiral Keating just doesn’t get it.” Two weeks later, in August 2005, Hurricane Katrina devastated the Gulf Coast and Homeland Security and FEMA failed in dramatic fashion. You all know – because many of you flew those missions – the awesome contribution naval forces, primarily rotary wing aircraft, made to during that extended HA/DR effort. This event was just one reason HA/DR became enshrined in A Cooperative Strategy for 21st Century Seapower. As did another event, one that occurred eight months earlier, this time in the international arena. When the Asian tsunami struck in the Western Pacific in December 2004, U.S. naval forces were first on the scene and once again naval helicopters were key to providing relief and saving thousands of lives. Then CNO and now-Chairman of the Joint Chiefs of Staff, Admiral Michael Mullen, has been quoted extensively on how this operation alone completely turned around Indonesian public opinion regarding the United States of America. The impact that relief effort had on the world’s most

populous Muslim nation was not lost on those who crafted A Cooperative Strategy for 21st Century Seapower. HA/DR – no longer a “lesser included mission” for the Navy, Marine Corps and Coast Guard. The impact of this change is profound for the three naval services and especially for the naval rotary wing community. You will read more about how our rotary wing aviators are contributing to this mission in these pages.

AW2 Jeremy Thomas of HS-4 was greeted by children of Balasan Phillippines during a relief mision in July. Photo was taken by MC2 Jennifer Kimball, USN

NHA Commentary Is There An Institutional Bias Against Rotary Wing Aviators Being Selected For Promotion To Flag Ofﬁcer in the Navy? Article By RADM Gary R. Jones, USN Commander, Naval Education and Training Command (NETC)

he article “Where’s The Outrage” in the Spring ’08 issue of Rotary Review asserts that there is an institutional bias against rotary wing aviators being selected for Flag Officer. The authors, who I know and greatly respect, seek to have today’s helicopter community senior leaders strive for equal representation on Flag selection boards and a “fair share” of selectees based on competitive merit, qualifications and numbers. As the senior active duty helicopter pilot in the Navy, I am often challenged with the notion of a “glass ceiling” for the rotary wing community and Flag selection. You don’t have to be a deep thinker to appreciate the multi-faceted aspects of this notion. Career progression, upward mobility, and a belief in equality are emotional topics in any career field or industry. In our world of achievement oriented, highly competitive (Type A) personalities, almost everyone wants a chance to serve in a greater capacity. Perceptions of “platform bias” can be difficult to alter, and numbers can sometimes be misleading. In such a highly charged environment, separating fact from fiction is often more easily said than done. Here are some numbers and facts to consider up front. According to Naval Personal Command (NPC), as of Sep 2008: - There are 10,292 active duty naval aviators, of which 3117 (30%) are in rotary wing. - There are 7025 designated pilots, 44% (3117) of which are rotary wing pilots. Thus, the rotary wing community represents 30% of naval aviation (1310 and 1320). We are neither 50% of naval aviation, nor 50% of the 1310s. On the topic of Flag selection, some additional numbers and facts from

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NPC. - IAW Title 10, U.S.C., the Navy is authorized 216 Flag Officers/ Admirals (O-7 thru O-10) to serve on active duty. 50% (or 108) of that total must be O-7’s. - On average, 230 URL aviation CAPTs are considered “eligible” for O-7 each year – eligibility is considered to be a post-major command CAPT in good standing. - On average, 24 URL officers are selected for O-7 each year. - Of those 24 URL officers, on average, 8 aviation CAPTs (1310 and 1320) are selected/promoted to O-7 each year. Rotary wing has averaged 1.25 O-7 selects/year for the last 10 years. This does not include non-URL aviator selections to O-7. That said, today there are 60 URL aviation Flag Officers (O-7 thru O-10), with six (6) being rotary wing aviators. There are three (3) additional rotary wing aviators who superbly lead as Flag Officers in the AP/AED community. While we have six (6) URL rotary wing aviators currently serving, we’ve had 2 rotary wing Flag Officers recently retire. As is universally applicable to all Navy selection boards, members of the board are charged in the Precept with selecting a pre-determined number of personnel whom they deem to be “best and fully qualified” to fulfill the demanding responsibilities of the next higher paygrade. In essence, this defines the “needs of the Navy.” This does not equate to a quota based community entitlement. The fact is that rotary wing pilots are as talented as any group in naval aviation. Being as good and as talented as the next guy is not what this is about. It is about being THE BEST and FULLY

QUALIFIED. The number of rotary wing Flag Officer selectees cannot honestly be attributed to a perceived lack of rotary wing Flag membership on promotion/selection boards. It is incumbent on each board member that he/she put aside community bias and parochialism to ensure that the best and fully qualified person(s) is selected not undermine the board process to correct some perceived systemic flaw with respect to community equity. Having now served on three (3) Flag selection boards, I can truthfully say that SECNAV’s selection guidance that all records be considered carefully and without prejudice or partiality is strictly adhered to. The “best and fully qualified” litmus test is applied uniformly to all eligible officers. Bottom line: there is no Flag Officer quota system, and there should not be in my opinion. The aggregate selection of 1.25 rotary wing pilots/year is not a token gesture by the naval aviation hierarchy to silence the masses of disenfranchised rotary wing pilots. There is no quota for VAW, VAQ, VP, VFA, VQ, VS or VRC communities. Rather, Flag selection reflects the imperative that future naval leaders possess the qualities and broad range of skills and experience required to excel at the most senior levels. Proven and repeated excellence in demanding leadership positions is the ultimate measure of the qualities required. No one was more surprised than I at being selected for promotion to Flag. All who wear this uniform recognize that the opportunity to serve our great Nation, especially during a time of war, at any paygrade, is a rare privilege, no matter what designator or community. As a JO, neither I nor any of my contemporaries (to include the dedicated authors of “Where’s the Outrage”) considered leaving the service because we thought our chances for becoming a Flag Officer were miniscule. All any of us Continue on page 9

NHA Commentary Continued from page 8

aspired to was to fly and have a fair shot at leading the magnificent Sailors who make-up our favorite naval aviation community. Command was the dream, and that was the measure of success. In the past, our Navy has primarily focused on open-ocean/ blue-water operations that relegated helicopters to a “supporting” roll, while TACAIR assets were rightly designated as “supported.” Today, the balance is shifting toward the littorals and the Navy relies more heavily upon rotary wing assets to perform ASW, ASUW, MCM, SPECOPS, PMC and other missions in this demanding and often perilous domain. The CNO released “A Cooperative Strategy for 21st Century Seapower” (Oct 2007) which recognized Humanitarian Assistance and Disaster Relief (HA/DR), and Homeland Security as enduring naval missions. In performing these missions, there is no doubt that rotary wing will be “supported”, while others assume a “supporting” role. One need to look no further than Banda Aceh Tsunami Relief Operations, Hurricane Katrina and other recent HA/DR ops to comprehend the increasing emphasis being placed upon rotary wing aviation. This is a positive indicator that opportunities for rotary wing CVN COs, CAGs, ESG and CSG commander’s to lead these critical missions will be available in the not to distant future. We as a community want to be competitive for those upwardly mobile and highly coveted CAG/CVN positions, and we need to continue grooming our junior officers accordingly. The Air Boss has gone on record saying, “We will see a rotary wing CAG in the very near future”. I sat next to VADM Kilcline and heard him say it to the assemble masses at last year’s NHA Flag Panel. With forethought and singleness of purpose, today’s cadre of pilots must strive to become preeminently qualified for CAG/ CVN positions. They need to excel in

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the CVW environment, serve on CAG/ CSG staffs, and be qualified to plan and lead Air Wing missions. Some must also have the requisite Academic Profile Code to undergo nuclear training in preparation for assignment as a prospective CVN CO. Our task is to continue to mentor and encourage our talented junior officers to take on these and other challenging assignments that are available to those bold enough to lead change. Senior level decision makers are cognizant of the depth and expanding breadth of talent that is resident in rotary wing. Senior Navy (not just naval aviation) leadership has supported the emergence of the HSM community, its integration into the CVW and the designation of rotary wing Strike Leads. They support the cross pollination of rotary wing aviators into high level leadership roles. Additionally, they support the Helicopter Reorg Plan. In part, each of these initiatives is individually and collectively helping to groom future rotary wing Flag Officers. I have counseled and mentored hundreds of officers over the years that, while still dedicated professionals and committed Shipmates, often came up short in the motivation/desire to attain every possible career milestone available to them. They turned down the “demanding assignment” the Detailer offered him/her – they worked hard and earned their paycheck, but were reluctant to take on the arduous challenge and the toughest assignment that could lead to an opportunity of proving oneself as the best and fully qualified. It most often was a difficult personal (and professional) decision, and in no way made them any less a valued member of the naval aviation team. The call for someone to step forward and take on that demanding assignment however did not go away, and is always the case in our great Navy, someone did step forward to seize the opportunity. Like so many others, I have found the Navy, and particularly naval

aviation, full of unexpected opportunities of unparalleled professional and personal fulfillment. There is no doubt in my mind that a future FLEET Commander is flying a MH-60R/S right now, and his or her copilot is a future CNO, because they are the best and fully qualified to lead our Navy. The future population of rotary wing Flag Officers will be determined by the current generation of immensely dedicated and courageous rotary wing pilots. We have set the stage and the ball is in their court. Our Navy has been and will remain in the business of selecting those officers who are best qualified for promotion, and who can lead with imagination, breadth of vision, and courage during a time of remarkable and dynamic change. Rear Admiral Gary R. Jones Commander, Naval Education and Training Command Rear Admiral Jones graduated from the U.S. Naval Academy in 1975. Designated a Naval Aviator in 1976, early operational assignments include duty in HSL-32 and HSL-34. Jones also participated in the Personnel Exchange Program, flying with the British Royal Navy while assigned to 829 Squadron in Portland, England. Returning to HSL-34 as executive officer, he became Commanding officer in November 1992. Jones next served as air boss aboard USS Saipan (LHA 2), and joined USS Peleliu (LHA 5) as executive officer for a Persian Gulf deployment where he later became commanding officer in April 1998. His initial Flag assignment was commander, U.S. Naval Forces Korea, and Naval Component Commander, United Nations Command in Seoul, Republic of Korea. Jones next assumed command of Amphibious Force, 7th Fleet, Commander Amphibious Group 1/ CTF-76 in Okinawa, Japan. He also served as commander, Forward Deployed Naval Forces Expeditionary Strike Group (FDNF ESG). Jones’s most recent assignment was as Commander, Naval Service Training Command and Commander, Navy Region Midwest in Great Lakes, IL.

You can mail or email your letters to: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA., 92178-0578 or editors@navalhelicopterassn.org From LCDR(Ret) Howard (Zeke) Ziemer, USN Recently while visiting a long time friend and shipmate, Gene Dorman, CAPT, USN(Ret) shipboard helicopter facilities I had the opportunity to see his certification program. I copy of the Rotor Review. What gave many talks at the then memories it brought back! The fledgling NHA meetings in NHA has come a long way! San Diego, mostly on the I received my “Wings status of the new Helicopter of Gold” as a first class petty Facilities Certification officer in January 1947. I Program. Rotor Review 101 started helicopter training In my 14 as a Chief in 1955 and years at NAVAIR I was completed it as an Ensign. What a great instrumental in the development of the Navy!! Imagine in the Navy only 14 years NATO HOSTAC program and directed and already an Ensign! the development of the South and Central My first assignment after American navies HOSTAC program to helicopter training was in HS-1, Key support the yearly UNITAS operation. West, Florida. LT Dick Miller, later Due to the success of these VADM Miller, was the Personnel Officer. programs COMNAVAIRSYSCOM I believe he was the first helicopter pilot honored me with the Outstanding Civil to make flag rank. Servant Award, the highest he could Years later as the Operation bestow and only the third awarded up Office in HC-4 Detachment, Norfolk to that time. I retired the second time I assisted LCDR Joe Gardner (see his in 1986. article in the Spring 2008 issue of Rotor Whenever I see a picture of Review) as he formed the first H-46 a Navy ship I immediately look for detachment for deployment with the 6th the helicopter facility. I get a great Fleet in the Med. It was here that LCDR deal of satisfaction knowing that the Dean Keene introduced me to VERTREP. marking system I helped develop is still I had additional duty orders as helicopter there providing vital information to the pilot for CINCLANT/CINCLANTFLT, helicopter pilots which will help them ADM Tom Moorer. successfully complete there providing My last assignment was in vital information to the helicopter pilots Washington, DC as the NATOPS which will help them successfully coordinator for all helicopter flight complete their mission safely. manuals. I retired there in 1968 as a Keep your turns and continue LCDR after 27 years, 20 as a pilot. I to Fly Navy! was then fortunate enough to be hired Yours truly, in the Ship Installation Division of Howard (Zeke) Ziemer NAVAIRSYSCOM. LCDR USN(Ret) Here I developed the Level/ LCDR(Ret) Ziemer, thank you for your Class/type helicopter system for wonderful comments. We’re please that designating helicopter facilities on Air you enjoyed it. Capable Ships. I was also instrumental in developing and then managed the

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The “Armed Helo” response The last issue of Rotor Review contained an article written by HSC-8 regarding the Armed Helo and its new link capability. I received several letters from NHA members with concerns for a statement made in the article that HSC-8 is the ﬁrst Armed Helo squadron in the Navy. I would like to clarify that statement on their behalf. The term “Armed Helo” has been coined by Chief of Naval Operations (N88) staff and NAVAIR to represent the MH-60S Block III airframe. This airframe has the ability to carry full Integrated Self Defense gear, four guns and eight hellﬁre missiles. The statement was in no way attempting to take away from the successes of our Navy helicopter veterans of the Vietnam or Gulf Wars. In fact here at Rotor Review we continue to strive to praise the missions of our past and discuss how much we have learned from them in order to be able to perform the way we do today. In the past three years we have been trying our hardest to ensure that the latest and greatest missions have Rotor Review 102 been published in order to inform all NHA members on the evolution of the Naval Helicopter community. Since the beginning of OPERATION IRAQI FREEDOM every type of Navy helicopter has flown armed on missions. We should be proud of all of our Naval helicopters for the outstanding missions they have accomplished over the years and for what they will achieve in the future.

LT Kristin Ohleger Rotor Review, Editor-in-Chief

Article and Photo released by NAVAIR

lanned upgrades to the CH-53D Sea Stallion and CH-53E Super Stallion engines will give pilots more power on hot temperature and high altitude flights, and Marine Heavy Lift squadrons the ability to carry more equipment, weapons, supplies and personnel further. Wi t h a f e w engine upgrades already in test at Patuxent River N a v a l A i r S t a t i o n ’s A CH-53E Super Stallion externally Helicopter Test and Evaluation transporting a M198 Holwitzer. Squadron 21, fleet operators will soon have an increased payload capability Md. “These new engines for the 53D and due to increased power on the CH-53D E will surely improve the performance of and CH-53E engines. the aircraft and assist the war fighter in “What we are doing is actually completion of their mission in the global very simple. We’re outfitting the Sea war on terror around the world.” Stallion and Super Stallion’s engines to The two General Electric T64run hotter which results in more power,” GE-413 turboshaft engines used on each said Stoney MacAdams, H-53 Assistant CH-53D, which has been in-service since Deputy Program Manager. “More power 1969 carrying much needed supplies, equals heavier loads carried further which equipment and personnel from ships equals more options and supportability to inland battle zones, will receive an for our troops on the ground.” upgraded fuel control along other key “The CH-53D and CH-53E improvements including erosion-resistant new engine testing is proceeding along; titanium nitride compressor airfoils with both aircraft having completed and increased-durability hot section functional check flights and beginning components . engine specific performance testing,” “With the upgraded engine said Maj. Jack Perrin, H-53 Platform fuel control and other changes the T64Coordinator for Helicopter Test and GE-413 engine will be transformed into Evaluation Squadron 21, Patuxent River,

the more powerful T64GE-416 engine,” said MacAdams. The T64GE-416 is currently used on the CH-53E Super Stallion, which has supported Marine Corps troops in Afghanistan and Iraq and continues supporting the global war on terror. The CH5 3 E ’s T 6 4 - G E - 4 1 6 engines will also receive upgraded fuel controls, along with titanium nitride compressor airfoils and improved hot section components. The changes will turn T64-GE-416 engines into the more powerful T64-GE-419 engine. “With the extra lifting power delivered from these upgraded engines, the Super Stallion will continue to deliver equipment and heavy weapons such as M198 howitzers and Humvees as well as perform troop insertions”, said MacAdams. The Navy’s MH-53E Sea Dragon helicopter, a CH-53E derivative, already operates with three T64-GE-419 turboshaft engines for its primary mine countermeasures missions.

HSM-41 Unveils New TOFT III Simulator Article by HSM-41 Public Affairs Office

elicopter Maritime Strike Squadron (HSM) 41, the Seahawks, unveiled its newest MH-60R flight simulator – the Tactical Operational Flight Trainer (TOFT) III – at Naval Air Station (NAS) North Island Oct. 6. According to HSM-41’s Training Officer LT Nate Velcio, the Seahawk’s student load will increase “tremendously”

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as the Navy fully transitions from the SH60B to the MH-60R. TOFT III will augment HSM41’s two other TOFT trainers and enhance the training capability of NAS North Island’s only MH-60R training squadron. In addition, TOFT III provides a more robust training vehicle than versions I and II thanks to upgrades that

enhance the simulator’s communications, navigation, Forward Looking Infrared, radar, weapons and mission planning systems. “The upgrades are considerable,” said HSM-41’s Training Devices Officer LT Steve Hacker. “They now allow [students] to train to the actual software Continue on page 12

Industry and Technology

Marines To Get More Power From Heavy Lifting Engines

Industry and Technology Continued from page 11

TOFT III Simulator. Photo taken by MCSN Michael Barton, USN

and hardware load of the aircraft they will be flying in the fleet.” TOFT III is the first Seahawk trainer that has the capability to operate in a “distributed mission” – meaning the simulator can “talk” with simulators in other locations. During combat operations, many different airframes within the strike group work together to complete the same mission. This enhanced communication feature allows HSM-41 students to speak with other flight students training in different types of airframes.

“The way the distributed mission function works,” said Hacker, “is the simulator will be able to link up with other aircraft or surface ship trainers. It will provide realistic training with the folks we will actually deploy with … eventually; full scale exercises will be performed over distributed networks.” TOFT III is manufactured by Manned Flight Simulator (MFS) at the Naval Air Warfare Center Aircraft Division, Patuxent River, MD. TOFT IV is scheduled for delivery to HSM-70 in Jacksonville, FL, later this year.

CH-148 Cyclone Helicopter Completes 1st Flight Successfully Article and Photo courtesy of Sikorsky Aircraft Corp.

he first CH-148 Cyclone helicopter, which is being developed by Sikorsky Aircraft Corp. for the Canadian government as a replacement for its longserving Sea King(TM) helicopter fleet, has completed its first flight successfully at Sikorsky’s Development Flight Center in Florida. Sikorsky is a subsidiary of United Technologies Corp. (NYSE: UTX). The flight occurred Saturday, Nov. 15. Steered by Sikorsky Test Pilots John Armbrust and Rick Becker using state-of-the-art, fly-by-wire technology, the aircraft hovered and accomplished low-speed handling tasks including forward flight at speeds reaching 30 knots, and sideward and rearward maneuvers. The helicopter, Tail No. 801, will continue to undergo a series of increasingly demanding flight tests leading up to certification and production deliveries. Sikorsky will build 28 CH-148 helicopters for the Canadian government. “The CH-148 helicopter will be a world leader in sophistication and capability for maritime helicopters,” said Program Manager Dan Hunter. “Today’s successful first flight represents a huge milestone, transitioning the program from the prototype build to the flight test stage. The aircraft performed beautifully, easily

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achieving each maneuver attempted. We’re extremely pleased.” The CH-148 helicopter represents the next step in Sikorsky’s long planned extension of the S-92(R) helicopter into the H-92(TM) helicopter product line. It is equipped with a fully digital, fly-by-wire system designed to improve significantly the aircraft’s maneuverability, safety and effectiveness. The CH-148 helicopter further builds upon Sikorsky’s rugged S-92 helicopter, which meets the most demanding safety standards in North America and Europe . Among the most sophisticated rotary wing aircraft in the world, the production CH-148 helicopter will be an extremely versatile, multi-mission aircraft with capabilities including antisubmarine warfare, anti-surface warfare, search and rescue, and troop and cargo transport. It will be fully equipped for ship-based operations including automatic blade and tail fold systems and a deck to aircraft recovery assist system. Capitalizing on proven S-92 helicopter capabilities that include a glass cockpit with advanced avionics, systems allowing flight into known icing conditions, flaw

CH-148 doing flight test.

tolerant components and state-of-the-art search and rescue equipment, the CH-148 helicopter will incorporate additional mission systems including ForwardLooking Infrared Radar (FLIR), 360 degree search radar, passive and active acoustics systems, threat surveillance and countermeasure capabilities, and network link communications. “The stringent qualification and certification standards of the S-92 helicopter will be further extended through the Canadian military certification process resulting in an aircraft that will meet the most exacting civil and military standards in the world,” said Hunter. “Its proven and expanded design focused on reliability, maintainability and safety will provide operational capabilities at worldclass life cycle support cost levels.”

ost Navy helicopter pilots know of HSC-84’s mission and have a vague idea of their operations. For those who don’t, the squadron provides air support to special operations forces in Iraq. HSC-84 (ex-HCS-4) and its sister squadron (the now disestablished HCS-5) have provided this support since the beginning of Operation Iraqi Freedom (OIF). The original intent was for HCS-5 to mobilize and provide a surge in capability for special operations on the push for Baghdad in 2003. Once the invasion was complete and the country secure, HCS-5 could demobilize and return to NAS North Island. That obviously never happened. HCS-5 was replaced by HCS-4. The squadrons shared responsibility for the detachment until 2006 when HCS-4 took over permanently due to HCS-5’s pending disestablishment. Despite recent gains in the security situation in Iraq, HSC-84 still has a viable mission, and its mission is expected to continue for years. With this fact in mind, we must do more to ensure that they receive all the support they are due. We, the Navy helicopter community, can do better for our brethren under fire.

Why HSC-84 Will Be There For A Long Time The improvement in the security situation has permitted the redeployment of the “Surge” brigades. If all continues to go well, we will see redeployment of additional brigades and an overall reduction of combat forces in Iraq. The security situation will remain tenuous, however, and the Special Forces will have a greater role in securing the country of Iraq and training Iraqi forces. Special Forces have been providing Foreign Internal Defense (FID) for Iraqi forces since the beginning of OIF. Those forces will find themselves increasingly taxed as the conventional drawdown begins, as more Iraqi units rely on Special Forces for training and fewer conventional units are available to conduct operations. One can only surmise that increased requirement for FID and Special Forces will require additional air support for the Joint Special Operations Forces Task Force – Arabian Peninsula. Where will the air support come from? Obviously, the current special operations air component will have to maintain its lift capacity. The problem is further complicated by the retirement of the MH-53 Pave Low, without the rapid replacement by its successor, the CV-22. Conclusion: HSC-84 will be in theater for a long time (read: years). To prepare for this inevitable situation, we must do a better job supporting HSC-84 in the areas of Personnel and Supply and need to modify the Helo Master Plan to support their long term mission.

Personnel Improving the personnel situation can provide immediate second order effects to improve the long term sustainability of the squadron’s detachment. Currently, the squadron relies on approximately 40-50 Individual Augmentees from various active duty squadrons, in addition to the FTS and mobilized reservists on staff. These IAs are invaluable, but leave within a year of arriving. Each year, the squadron must train a complete new cadre of maintainers and reestablish a qualification base of Collateral Duty Inspectors, Quality Assurance Representatives and Safe for Flight personnel. While some personnel come from squadrons with the HH-60H T/M/S, the majority do not, so the squadron trains up people and almost

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Features

The Case for HSC-84

Article written by LCDR Joseph P. Thompson, USN

immediately loses them. To fix this problem, we must do two things: give HSC-84 Forward Deployed Naval Force (FDNF) status (such as HSC-26 has due to its Bahrain detachment) to increase its Billets Authorized (BA) and convert IA billets to permanent billets. The reason that HSC-84 finds itself in this predicament is through no fault of its own. Due to Title 10 restrictions on mobilization, the squadron can only mobilize people one year out of every five. The earliest that the squadron can mobilize its SELRES is 2010, and then their mobilization will end in 2011. Many of the original SELRES personnel have also moved on and are no longer affiliated with the unit. IAs are a necessity for the Navy’s only Iraqi based helicopter squadron. Converting IA billets to permanent billets is easier said than done, but it is something that we must do for the good of our squadron and our sailors. Billets equal money, and an IA is an attempt to avoid paying for additional billets while providing bodies to units that need extra people. I would argue that IAs cost us a fortune, both fiscally and emotionally. IAs are ripped from squadrons, forcing the budgetary process to pay for per diem, lodging and travel expenses on top of normal pay and allowances. This pay lasts for up to 18 months, and keep in mind, when barracks rooms are unavailable in Norfolk/ Virginia Beach, HSC-84 is forced to berth its people in hotels in town. The bill adds up quickly. Emotionally, our people are ripped from their families while on shore duty, preventing them from spending time with their families, completing off duty education, or being able to compete competitively with their peers on Evals and FITREPs. It is a rhetorical question, but, “How does the unit rank an individual for an IA when they haven’t seen that person perform for over a year?” HSC-84 can provide all of the glowing Concurrent Evals/FITREPs and awards that it can, but none of that will matter if our people cannot compete against their peers. Breaking out amongst your peers is the number one way to promote. While great strides have been made in the IA detailing process lately, this solution does not work for HSC-84’s sustainability of the OIF detachment. To solve this problem, we need to find a way to give Continue on page 14

Feature: The Case for HSC-84 Continued from page 13

HSC-84 permanent billets. Worse comes to worse, we need to drop one or two personnel from every squadron to fill their billets. In the end, this will be no different than having one or two of your folks gone on an IA – except that their families will be able to move to the Norfolk area, they will be able to compete against their peers, and we will not be spending an arm and a leg on per diem and travel expenses. HSC-84 has received aircrewmen from other squadrons in the manner described above, and on first glance, it appears to be working well. If we can execute this change with aircrewmen, a historically undermanned community, why can’t we do it with everyone else? The officer side of the house is far more complicated due to career progression prejudice. This prejudice demands that everyone’s career look exactly alike, and if not, you may pay by not getting promoted. We, as a community, seem locked in to the fact that you cannot fly on your third tour, traditionally called the Disassociated Sea Tour. The purpose of this tour was meant to get you out of your comfort zone and introduce you to a new way doing things. Some have gone so far as to say that a tour at HSC-84, in lieu of a disassociated sea tour, would irreparably harm an officer’s career. I would argue that

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HSC-84’s detachment provides its officers with invaluable experience that is being overlooked. This experience will be critical in the ongoing Global War on Terrorism (GWOT). As a pilot on detachment, you will be forced to work with both aviators and troops from all four services. You will see how the other services operate (good and bad) at both the tactical and operational levels. You will answer to an O-6 from another service, you may lead aircraft from the Army one day on a Direct Action mission, and you may fly in section with an Air Force aircraft on the next. Add this to the specter of combat conditions, and we have effectively taken just about any Navy helicopter pilot out of their comfort zone. This brings up an interesting thought: if performing well in combat does harm to ones’ career, maybe we need to rethink our detailing priorities. HSC-84 needs continuity in its officer and aircrew cadre. This will ensure those vital combat lessons are not lost as people transfer. These pilots and aircrew need to be detailed on shore duty to the brain trusts of our community: NSAWC, Wing Weapons schools, the FRS and the test community. This will ensure that those vital lessons are written into publications Continue on page 15

Feature: The Case for HSC-84

Photo courtesy of HSC-84’s Public Affairs Ofﬁce Continued from page 14

and ensure that other fleet units receive these vital lessons. Once complete with shore duty, these personnel should be detailed back to HSC-84 if they choose. Operational department heads (vice OP-T department heads), from this cadre, need to be detailed to HSC-84. These department heads will not only bring their vast flight experience, but a unique knowledge on how to operate in the Joint environment with minimal training time. This will build a deep experience base that will allow for a superb combat capability.

Supply HSC-84 is afforded the highest level of supply available to a conventional Navy unit. However, we must increase this level. HSC-84’s detachment does not receive the same supply priority as its sister units. When HSC-84 and its theater operational commander made attempts to rectify the situation, they have run into brick walls. While the reasons for denying supply priority are not appropriate to discuss in this forum due to classification, we need to fix the supply chain issues so that HSC-84 (both homeguard and detachment) receive supply support comparable to its sister units in the Army and Air Force. Homeguard supply chain management must also improve for all squadrons. This will improve training through better aircraft availability. Ask any helo pilot how much he flies when he is not deployed. The answer is bound to be less than 10 hours a month – barely enough to keep minimums. There is no reason why we should not be learning lessons from other aviation units and aviation companies. Why is that C-40 VR squadrons can receive replacement parts in 24 hours, yet the helo community can wait 3 days for a Ready For Installation engine to move down the street? We should look at how airlines manage their supply of replacement parts. Their supply folks have a similar mission: minimize aircraft down time at minimal cost. In an era of minimal profit margins and high gas prices,

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the airlines need every competitive edge, and I would be willing to bet that they have a far more efficient supply chain than any of the four services.

Activating HCS-5 The Global War on Terrorism had not started when the Helo Master Plan was originally conceived. In fact, the plan was conceived years before the War started. With the major change in events that have happened since 9/11, we need to re-think how Naval Helicopters do business. For starters, we need to bring back HCS-5. The standdown of HCS-5 and its subsequent integration into HC-85 (to form HSC-85) brought unintended consequences upon HSC-84. Many of the issues above were limited by the fact that two squadrons were available to support required tasking. Adding a second squadron would allow for the OIF detachment to be passed between squadrons, permit an increase in Navy footprint and/or allow the potential for one squadron to perform TLC on their airplanes and improve training opportunities for aircrew and maintainers. Eight years ago, none of us expected to be doing the missions that we are currently doing or have done with Naval helicopters. HSC-84 is currently at the forefront of the GWOT by conducting combat operations in Iraq. Due to the unique nature of its mission, the squadron will most likely remain in place for the foreseeable future, and like its forefathers in Vietnam, HAL-3, HSC-84/HCS-5 will quietly surpass any Navy or Marine aviation unit in combat hours, combat missions, and decorations. We owe it to ourselves to bend over backwards to give HSC-84 whatever they need.

Features

Reliving the Origins of Vertical Flight Article and Photos by LT Jack Parker, USN

Sergei Sikorsky tells an attentive audience the story of Sikorsky Aircraft.

ergei Sikorsky visited with Norfolk helicopter squadrons on 26 September 2008. While visiting with the Fleet Angels of HSC-2, he presented several Sikorsky Awards, enjoyed the spoils of a burger burn, and shared the rich heritage of Sikorsky Aircraft with a varied audience: from some of our youngest maintainers all the way up to our Commodore. In about an hour’s time, he painted an intimate portrait of his father and the new paradigm he created before the eyes of those who had only seen quotes from, and pictures of, the legendary Father of Vertical Flight. Igor’s son went into vivid details, recounting how helicopters went from the mind of an ambitious young Igor Sikorsky in Russia to the magnificent structures we fly today. The challenges, we all know, were substantial: Sergei detailed the frustrations like only a son grabbing the wrong sized wrench could know. As he told of the mastery of the physics that led to success after numerous failures, his eyes reflected the satisfaction of that moment. Sergei was very kind in his words to the aviators, aircrewmen and maintainers who had gathered to hear this giant of our history speak. Sergei shared his and his father’s gratitude for each of their efforts, and in a quiet reflection, we remembered a great man who had the vision, will and tenacity to stray from what was known and create a flying machine that was only a dream from a Jules Verne novel. While the missions we fly are

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without bound, Sergei shared his father’s passion for knowing that he had created the greatest rescue vessel ever known. The story telling became light-hearted as Sergei told us Cold War tales of Nikita Khrushchev’s visit to the United States. Continue on page 17

LCDR Craig Pearson is awarded the Sikorsky Aircraft Rescue Award for an overland rescue conducted on April 12, 2006 in Guam. 16

Feature: Reliving The Origins of Vertical Flight Continued from page 16

President Eisenhower, he explained, had become aware that the Soviet leader did not enjoy flying. In an effort to personalize the meeting, President Eisenhower convinced Khrushchev to move the discussions to the less hostile environs of Camp David. Khrushchev realized that going to Camp David involved flying only that moment when the President’s helicopter arrived. After tensions eased, a few white-knuckled minutes into the flight, the Soviet leader wittedly reminded President Eisenhower, “You know, a Russian designed this helicopter!” He continued with how intelligent Russians were, and our elected leader agreed with the brilliance of Igor Sikorsky as he was “smart enough to get out of Russia.” Somehow, the chess play of two of history’s greatest duelers resulted in a gift of one of these great Sikorsky helicopters to the Soviet Union (stripped of any modern electronic components of course). For a moment we all laughed, making light of the history that afforded us this fortuitous moment. As he closed this history lesson that no other could present, a line formed as the men and women who flew and maintained the aircraft that bore his name sought an autograph. The legacy of Sikorsky aircraft flows through the veins of Sergei Sikorsky as he imparts passion into the ears of all who hear his words.

AWC Matthew Flowers is presented with the 3000 Flight Hour Award.

Training at AUTEC: HSC-26 Gets Tropical Article and Photo by, LT Jennifer Lipscomb, USN

Imagine yourself standing on a beach; the sand in your toes. Crystal clear blue water laps gently at your feet. Palm trees sway in the breeze while tropical birds chirp softly. Just when you think this island paradise can’t get better, a pair of 60’s come roaring overhead for a tactical approach to the heliport behind you. This is life at AUTEC … and it doesn’t get much better than this!

Andros Island in the Bahamas

he Atlantic Undersea Test and Evaluation Center (AUTEC) on Andros Island Bahamas plays host to a myriad of users involved in undersea warfare. The mission of AUTEC is to support the research, development, testing, and evaluation of undersea warfare components. The facility is also used to assess fleet training, tactical, and material readiness. HS squadrons often find themselves at AUTEC for training with Hellﬁre missiles, but the need to effectively incorporate the sea combat aspects of the MH-60S with the ASW aspect of the SH-60B is what compelled forty-eight HSC-26 Chargers to leave the frigid North and wing their way to the sunny Bahamas. For nine days in October, the Chargers of HSC-26 joined the Dusty Dogs of HS-7, the Proud Warriors of HSLContinue on page 19

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Feature: Training At AUTEC HSC-26 Gets Tropical Continued from page 17

42, the Grand Masters of HSL-46, a team of Army Special Operations Forces (SOF), and a class of Seahawk Weapons and Tactics Instructors (SWTI) on the small AUTEC base. These groups had the opportunity to fly together and gain valuable training while working with other communities; a rare occasion for most. While HSC-26 donated its two helicopters to the SWTI class in the morning, the rest of the day was used for Sea Combat Level II and Level III flights for pilots and aircrew in the MH-60S Seahawk Weapons and Tactics Program. Flying in Andros gave the detachment several unique opportunities that are hard to come by at home. The first was the chance to do Cast and Recovery Operations with the Army SOF team. As it turns out, the Army can, in fact, swim and even use SCUBA gear at times. Several new pilots and aircrew had their first opportunity to jump real people and perfect the art of hoisting. More sadistic aircrew members may have been taking a little too much pleasure in watching our Army friends struggle against rotor wash, after treading water for upwards of an hour. The other unique opportunity the Chargers detachment took advantage of was working with the Range Rover, a 180foot support ship owned by AUTEC. The Range Rover was on station off the coast of Andros for two nights to support Helicopter Rope Suspension (HRS) and Helicopter Visit, Board, Search, and Seizure (HVBSS) training. The moonless, stormy nights made for intense and unparalleled training in the art of holding a steady hover over a very small deck. Good CRM and communication amongst crew members was paramount in safely maneuvering about the rocking boat.

No detachment would be successful without the hard work and devotion of maintenance personnel, and the Chargers maintenance team was no exception. Aside from the usual onslaught of dailies, turnarounds, and moaning pilots, the Chargers Maintenance Department was faced with a serious downing issue. When a backup hydraulic pump failed on one of the aircraft, maintenance spent hours scouring the east coast for the nearest replacement. Luckily, a spare was found in Jacksonville and kindly dropped off in West Palm Beach so that a crew could fly out to pick it up. Maintenance then spent the morning of their only day off, repairing the downed aircraft to ensure no flight time was lost the following day. A squadron is only as strong as its maintenance department, and HSC-26 could not have asked for a better lot. In true Navy fashion, our time on the base was split between working hard and playing hard. Blood was shed on a volleyball court for the pride and honor of the squadron. A pig was sacrificed in the name of friendship between helo communities. Fish were chased by inadequately skilled, yet ambitious spear fishermen (who usually came up short). And a run-in with the resident barracuda reportedly made one Lieutenant scream like a little girl. Despite some misadventures in trying to get home with a broken C-130, most members of the AUTEC DET recount good times both on and off work. Overall, all parties involved are very grateful to the people of AUTEC for their hard work and support. We look forward to the chance to return and partake in more tropical training.

World Famous Desert Hawks Article by LT J. M. Cobb, USN

A jumper. Photo taken by AW2 Allan Cooke

e’re not your parents’ logistics support detachment. Forward deployed to the tiny island Kingdom of Bahrain, a tour with the Desert Hawks of Helicopter Sea Combat Squadron Two Six (HSC-26) Detachment One offers much more than Vertical Onboard Delivery (VOD). Not that VOD is an unwelcome mission; quite the contrary. In fact, the Desert Hawks have proven themselves to be the premier asset in the Fifth Fleet arsenal for accomplishing logistics missions. Like their predecessors before them, the Desert Hawks have proven more than adept at completing the mission, with the added capability of supporting countless combined and coalition Naval Special Warfare (NSW) training requirements. When the venerable Desert Ducks of Helicopter Combat Support Squadron Two (HC-2) turned over their combat logistics mission in the Fifth Fleet Area of Responsibility (AOR) to the newly formed Desert Hawks of HSC-26, many were unsure how the MH-60S would compare to the H-3 airframe that had filled the role for more than 30 years. The Continue on page 20

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Feature: World Famous Desert Hawks Continued from page 19

result, however, has been a complete success. The MH-60S Knighthawk, flown by the Desert Hawks, represents the cutting edge in US Navy rotary-wing aviation. Not only does the allglass cockpit and advanced avionics package make the Sierra stand out among its H-60 peers, but its versatile multi-mission capabilities have no equal in the fleet. Whether it’s increased cabin space for VOD, superior configuration for dedicated NSW support roles and MEDEVAC, or the Organic Airborne Mine Counter Measures (OAMCM) and Armed Helo modifications in final development, the MH-60S boasts an impressive set of capabilities not fully realizable under the older Seahawk variants. These capabilities have lent themselves well to fulfilling Fifth Fleet support roles never thought possible before the Desert Hawks arrived, and provide an unmatched level of flexibility and reliability. The dynamic mission-sets of the relatively new HSC squadrons are predictive of an exciting and unique future that highlights our designation as Unrestricted Aviators. Whether it is VERTREP and VOD or Search and Rescue and NSW support, each of these roles is well exercised in the active environment of the Arabian Gulf. The average Desert Hawk pilot will land on some 30 to 40 different ships while deployed. These ships represent virtually every aviation capable asset in the United States Navy and those of numerous coalition partners. Operations in the North, Central and South Arabian Gulf in support of Operation Iraqi Freedom range from multi-ship logistics flights, high profile VIP transfers, and other unique and variable coalition taskers. Every flight in the Gulf offers distinct challenges familiar to any aviator who has operated in the region. Degraded visibility, stiff winds, treacherous sandstorms, and extreme heat represent several of the adversities faced on a routine basis. While other helicopter detachments may find themselves operating in such conditions a dozen miles from their unit, the Desert Hawk’s mission demands over-water round trips in excess of 430 miles on a daily basis. Launching to a single spot coalition ship 200 miles from Bahrain does not rely on a ‘wing and a prayer’ as one might think. Instead, it requires thorough planning, constant weather updates and fuel calculations, and precise power management. All the while, the detachment faces the “three H’s” on a daily basis, continually operating in an environment where the weather is hot, the aircraft is heavy, and the density altitude is extremely high. Providing such complex logistics support for the entire Arabian Gulf keeps the Desert Hawks busy, but it is not the only role they play in the region. Desert Hawk pilots will certainly find themselves flying many logistics missions during their tenure with the detachment, but will also be exposed to numerous special warfare flights as well. Days flying VOD missions are punctuated with NVD Nap of the Earth (NOE) flights through the deserts of Kuwait, terminal-area tactics, and brown-out landing practice. The HSC community continues to flex its “tactical” muscles with increased frequency. Working with

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Award Ceremony with RADM Swift for Joint Air Operations Plaque. Photo taken by LT. Dan Marzluff both US and coalition NSW units brings paradrop operations, Helicopter Visit, Board, Search and Seizure (HVBSS), helo cast and recovery, Helicopter Rope Suspension Training (HRST), sniper operations, and more. While many squadrons limit themselves to simulations or rare joint exercises, most HSC-26 pilots will be exposed to routine live NSW training operations with numerous players in a real-world environment while deployed in Bahrain. The opportunity to perform HVBSS in the Gulf with SEALs, or conduct Combat Search and Rescue (CSAR) training missions in an unprepared desert environment is invaluable. Additionally, working closely with coalition forces provides unmatched insight and experience that strengthens relationships and broadens one’s perspective. Few Junior Officers can say they have met face-to-face with Commanders from foreign militaries to plan joint training operations. The knowledge and cultural awareness that arises from such interactions results in a more well rounded and experienced officer that is more capable of operating outside the normal parameters and adapting to the global perspective demanded by today’s Navy. The capability and willingness to fly both logistics missions and Special Warfare training missions lends credibility to the notion that the Desert Hawks are not just a standard logistics support detachment. The Hawks have truly established themselves as the “go-to” asset in the Fifth Fleet, flying a record number of operational hours and providing an NSW training capability that had previously been unavailable. A tour with the “World Famous Desert Hawks” of HSC-26 brings with it diverse and unique opportunities. Complex logistics flights, high operations tempo, and a pervasive environment that demands mission completion, matures aviators and fosters a culture of success. That culture continues to strengthen and grow with each new mission, reinforcing the fact that the Desert Hawks are the best at what they do. In the Fifth Fleet AOR, the US Navy relies on the Desert Hawks, and the Hawks don’t disappoint.

Feature

PAR Dinner

Article by CAPT Vincent C. Secades, USNR (Ret)

Charles “Malibu”Aaron was the guest speaker for the event. Photo by CDR(Ret ) Lloyd Parthermer

he Previously Active Duty and Retired (PAR) Helicopter Personnel group held their fall dinner at the MCAS Miramar Officers Club on 20 November 2008. Forty-nine members attended the event skillfully organized by Arnie Fieser. The Officers Club provided an excellent meal and their usual courteous and most efficient service. Commodore Donald Williamson, Commander Helicopter Maritime Strike Wing, U.S. Pacific Fleet, and current NHA President introduced the guest speaker for the evening, helicopter pilot extraordinaire Charles P. Aaron. Chuck Aaron holds the distinction to be the only pilot licensed by the FAA to fly aerobatics in a helicopter. Thousands of spectators in the last two and a half years have been amazed by the performance given by Chuck Aaron in his Messerschmitt Boelkow Blohm (MBB) OB-105 CBS helicopter during the Red Bull air races, including the September races on San Diego Bay during the last couple of years. He also provides free performances at numerous air shows and other venues throughout the country. His performances feature loops, rolls, split-S, Immelmans, and others aerobatic maneuvers previously

achieved only in fix-wing aircraft. He performs other maneuvers of his own creation, including the “Chuckevak,” a maneuver named after him, where he flips the helo over backwards about the pitch axis, something that no other pilot in the world would dare to attempt. Sporting a handlebar mustache and long blond hair, his openly friendly, yet impressive presence matches his unconventional and remarkable chopper antics. With more than 15,000 hours of helo flight time, Chuck is one of the most respected helicopter experts in the country. He has worked closely with various U.S. governmental agencies to improve and expand rotorcraft technology and applications. He has also performed helicopter stunt flying for various films and TV productions including the movie “The Rock,” and the NCIS television series. His love for flying is in his genes. His father was a barnstormer in West Texas before joining the U.S. Army Air Corps at the start of World War II.

CDR(Ret) George Cagle and CAPT(Ret) Al Monahan (l-r) catching up on old times.Photo by CDR(Ret ) Lloyd Parthermer He served in that war, the Korean War, and Viet Nam before retiring in 1972, after a 30-year career. During his talk, Chuck presented two videos highlighting his helicopter flying performances and answered a multitude of questions from an extremely interested audience. Of great interest to the old helo drivers sitting in the audience was the machine that makes his performances possible. His MBB OB-105 helicopter is powered by two 425 shp Allyson C-20B turbine engines that drive a titanium rigid rotor head with four composite rotor blades. With an empty weight of 3,000 lbs and a maximum gross weight of 5,500 lbs, the helo has a top airspeed of 145 kts. It can withstand one negative G, something unheard from helicopters, and 3.5 positive Gs. Chuck has modified and fine-tuned the helo to obtain the best center of gravity location and control responses possible to accomplish his truly amazing maneuvers. Continue on page 22

RADM (Ret) Terry and Commodore Williamson (l-r) share a few laughs before the dinner. Photo by CDR(Ret ) Lloyd Parthermer

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Feature: PAR Dinner Continued from page 21

At the end of Chuck Aaron’s talk, Arnie Fieser thanked him warmly for his very interesting presentation. Arnie then closed the proceedings with an exhortation to all members present to assist in securing a guest speaker for the next meeting. If you have guest speaker recommendations or other suggestions, or if you have not received past notices and want to be included, please contact Arnie at akfieser@cox.net. Hope to see you at the next dinner.

CAPT(Ret) Vince Secades and his wife Delia Secades enjoying the dinner. Photo by CDR(Ret ) Lloyd Parthermer

Locker Room Leadership

Article by LT James “Kikko” Frey

omeone died at work today. That’s not a new thing; people die all the time. Old age, car accidents, food poisoning, ya know, life causes death. The entire Navy has hazards that can come out of nowhere and take a life. In Aviation we see it way too often. My first buddy to “buy it” was my OCS roommate; Jim Logan died during VTs in a mid-air. My next loss was a couple years later; Lyle Gordon, USMC, died flying an H-46 on a combat mission in the Sandbox; I found out while on DET by seeing his picture in Navy Times. Lyle was my HT form-partner. If you’re reading this, you’ve got a half dozen of these stories at least. We see it, we deal with it, we read about it with practiced distance and nonchalance; we call it anything but what it is. He “bought it,” “checked out,” “met his maker,” anything but say “he died.” Truth is, we don’t want to say it. That’s fine, because just saying it means dealing with it. We’re not human; we’re pilots. We don’t have to deal with human problems. You can’t stop the war every time a sacrifice is made. We learn to press on as a matter of professionalism. But today’s was a different kind of Class Alpha. They won’t be freezing log books, or trying to find someone to blame. Today our friend and Shipmate killed himself. He took his life with a gun; his wife found him. He cleaned out his locker before leaving work. Suicide is a totally different kind of scary, don’t-talkabout-it death in any command. True, only 1-3 in 10,000 people in the U.S. will do it this year, that’s good odds. The military rate is slightly lower, but we’re different right? We don’t have to deal with finance problems, marital issues, separation, alcohol and drug abuse, or physical and sexual abuse like the

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rest of society - at least we don’t talk like we do. In Naval Culture, you either have no human qualities, or are encouraged to suppress them. How many times have you heard, “She didn’t come with your sea bag,” when talking about a spouse or girlfriend concern? Suppression of issues and concerns doesn’t mean absolution from their existence or consequence however. Still, suicide sneaks up on a military unit. It comes from nowhere, we say. We never saw it coming, we say. After one week, we won’t even talk about this one. It never happened, and never will again, we’ll hope. Here’s the problem. It did, it does, and it will. What we need to do is talk about it. We’re better than that. Everyone who is serving their country is better than that. We don’t need to just give more suicide and gun control feel-good lectures. We fail with GMT power points, chalked full of graphs and collegiate-audience driven drivel, given by nervous JOs. We should instead talk about it in the gee-dunk, in the smoke pit, in the shop. We need to talk about all the reasons not to do it. You don’t need to say, “let’s talk suicide prevention Sailor…” You need to say, “How are you doing today? How’s your wife? What kind of things are you looking forward to on your next leave?” That’s the same thing as official suicide prevention classes – only better. One of the reasons not to commit suicide is that we are all making a difference. We matter. If you matter, and you know you do, why would you want to stop mattering? This machine we call the Navy needs every one of us pulling our weight, this Nation we all love needs the Navy. We matter, our Shipmate mattered; I guess we didn’t tell him enough. Everyone in the Navy joined because they want to be “that guy.” We all want to be the guy running into Continue on page 23

Photo taken by MC2 R J Stratchko, USN

Feature: Lock Room Leadership

Continued from page 22

the burning building to save the kid. We want to help the elderly cross the street, hold the door for a lady with her arms full of packages, we overhear a question and interrupt with an answer because we are programmed to be ready to help in anyway we can. Every patriot is like that. Suicide though... I mean, wow. At what point do we get so involved in our own little political and administrative problems at work that we decide it is no longer important to tell the people around us that they are making a difference? When did we get so caught up in planning for a mission that we take for granted the extraordinary hours, efforts, and stress that our young (and old) Sailors put into their daily toil? Back on Guam when I was a Division Officer, I would show up at shift change and make a point of asking the Sailors how they felt they had contributed that day “to the fight.” It was cheesy and ridiculous, some would answer uncomfortably that they didn’t know... But guess what; every day they left knowing that they had made a difference; I would reaffirm it by telling them about some flight, or some mission flown and how they made a difference making it happen safety, better, faster, smoothly, whatever… It doesn’t matter what you’re saying as much as that you care enough to say it. Say anything. Just talking with someone means you trust and value them as contributors to the Nation’s, the Navy’s, the Squadron’s, their personal, family, and children’s success. Their success is your success. We should all be more proactive about telling our Troops how vital they are. Our Nation’s Soldiers, Sailors, Marines, and Coast Guardsmen do this everyday because they love it. It ain’t the money. We all do it because to be “that guy” is supposed to be its own reward. And it is. But if no one tells you once in a while, you can get bogged down in the smoke of the fire, the mire of paperwork, the smallest problems, and office politics that drive the machine. Sometimes you can get so caught up in what you’re trying to do that you can feel the heat of the building burning down all around you instead of seeing, leaving, or allowing a way out. It may seem hopeless to some people. You won’t know who until you ask. They ran into the building, and it’s more than they think they can handle. The CHSCWL Chaplain wisely said once, “It’s always worse on the inside than it appears on the outside.”

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They may feel that they have not only failed to save the kid, but now they are about to give up and let the house collapse around them. In smoke that thick, the only encouragement to carry on may be from their peers and leadership. Sometimes, only people on the outside can see through the smoke and help them through it. That and of course the considerable resources the Navy has available for us. The Chaplin Corps, for example, is available 24/7 for any kind of counseling you can think of. Did you know that Chaplains operate outside the Chain of Command and cannot be compelled by the CoC or the legal system to divulge what you or your Sailor tells them? They cannot be forced to testify in civilian or military court. Chaplains are well trained and ready for anything you throw at them. If you haven’t met yours, you should. At the very least get his or her cell number in yours for that EP in town when you find out your Sailor needs something and you’re not at your desk. You can send a Sailor to the Chaplain, or ask the Chaplain to visit the Sailor no matter what religion he or she is, or even if they are not religious at all. The Chaplain Corps is there to help, not sell an ideology. CREDO (Chaplains Religious Enrichment Development Operation) has free retreats (even room and board) couples’ relationship enrichments, personal or spiritual growth, returning IAs… too much to list. All this stuff is free and accessible if we as leaders just tell know about it and tell our people about it. The Navy Marine Corps Relief Society (www.nmcrs. org) has a program that pays for a Nurse to do home-visits for Active Duty (and Dependants) for pregnancy or any other medical issue where a home visit would help. This too is free. Military OneSource, formally Navy OneSource (1-800-3429647; www.militaryonesource.com) has Master’s Degree Level counselors answering the phone 24/7/365 to help anyone. If you’re the one having trouble, or if you’re the one trying to help someone, this is a good place to start. They also have the access and funding to provide you or your Sailor with a counselor to see in person within 25miles of you, anywhere in the US (free). If your Sailor is on leave in Iowa, for example, Military Onesource can still offer onsite in-person counseling to him or her. There is no excuse not to know this stuff. These are just a few of the Naval Leadership EP Memory Items. The test is everyday. They should be ready for impromptu use in conversations in the passageway, the parking lot, the flight line, or wherever our Sailors need us. Proactive leadership may be enough to let our Shipmates get through their troubled times and be the hero they came here to be. Don’t let another life go to waste because they thought it was one.

Author: LT James “Kikko” Frey is currently assigned to CHSCWL, Norfolk and is in his third year of study for his PhD in Organizational Psychology.

Focus

Humanitarian Assistance /Disaster Relief Efforts of The Naval Helicopter Communities

ince October 2007 when the Chief of Naval Operations, and the Commandants of the U.S. Marine Corps and Coast Guard revealed “A Coopertive Strategy for 21st Century Seapower, our brave Sailors and Marines from our naval helicopter communities has been an inﬁnite force in maintaining stability in global prosperity and security while quickly responding to challeging locations both domestically and globally. Not only have our brave men and women have been in the faces of the Global War on Terror, but they have been our heroes and ambassdors in humanitarian assistance and disaster response around the world. There was no exceptions or limitations to what our helicopter squadrons had to do in these desperate missions. They managed to reach the hearts of thousands by providing essential supplies to those people, communities, and countries that had suffered from the wrath of Mother Nature this year. In the next few pages of this issue of Rotor Review, you will experience and be inspired by some the efforts and gratitude that our pilots and aircrewmen faced while doing what really comes from the heart and that is “giving back.”

HM-14 in Legaspi, Philippines. Photo is courtesy of HM-14 Public Affairs Office Rotor Review # 103 Fall ‘08 24

Focus: Humanitarian Relief in The Republic of Philippines

Faces That Will Always Remain Letter Written by LCDR Ryan Dunn, USN

n the aftermath of the 20 June typhoon in the Philippine Islands, the HSL-49 Det 4 Scorpions participated in humanitarian assistance/disaster relief operations from 25 June to 2 July. The detachment’s officer in charge, LCDR Ryan Dunn, sent the following email home describing the scene on the first day of the operation: Family and Friends, As you may or may not know the Ronald Reagan Strike Group is assisting in humanitarian operations in the Philippines—it’s not widely publicized, you won’t see it on the front page of any .com or newspaper, but it’s happening. I’d like to share an experience I had involving this operation with you. After Typhoon Fengshen (or Frank as it was known around the islands) struck, the Philippine government requested us to assist the Armed Forces of the Philippines to help one of the hardest hit areas, the Visayan region, which includes the provinces of Iloilo, Aklan, and Antique on Panay Island and the North and South Gigante Islands. I was the pilot-in-command of Red Stinger 104, one of two HSL-49 Detachment Four SH-60B Seahawks embarked on Chancellorsville (CG 62). After landing at Santa Barbara Airport (a small, newly constructed international airport located on the southern end of Panay) my copilot, LT Troy Leveron, and I were given GPS coordinates on a scratch piece of paper by the EA-6B squadron XO who was coordinating helicopter HADR operations. We were loaded up with boxes of water for transport to the tiny island of Tambaliza, just northeast of Panay Island. As we made our approach, the island looked deserted. I couldn’t believe this was the place we were told to go with a helo filled with badly needed supplies. We saw some shacks along the water, some bulls in a small pasture along with a couple of dogs, and two tiny figures next to a shelter waving a white flag at us. We did a recce pass and decided we had to do a confined landing into a small area surrounded by trees. When we were approximately 60 feet above the landing zone coming down to a hover we saw more than 100 people coming out of the woodwork, descending en masse upon the area where the helicopter would be landing, with apparently no fear at all. Our rotor wash blew into them and forced them to stop in their tracks. However, once we landed they had no regard for this 20,000 pound helicopter with almost 2,000 shaft horsepower. They ran straight under the rotor arc to the cabin where they saw my aircrewman, AW1 Nathaniel Watts, with boxes of supplies ready and willing to give them out. The moment I first saw these men, women, and many children coming towards us, my heart skipped a beat, I had that funny feeling in my chest, that feeling I had when I saw Jane walking down the aisle, when Sophie was born, that one . . . this was by far the greatest moment in my aviation career, my 16 years in the Navy, 4 years on the Severn River, several years of flight training, four deployments, many division officer jobs . . . I Continue on page 26

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Focus: Humanitarian Relief in The Republic of Philippines Continued from page 25

just wish I had my maintainers with me at this moment, because they were the guys just as, if not more, responsible for making this thing happen . . . the flight deck guys on the ship, who launched us and gave us gas, the ship helo hangar techs, that’s who I wanted there, those guys and gals behind the scenes that made this happen. However sappy it may seem, those feelings were there and they were real, nothing could beat them. These poor people were literally ﬁghting over the supplies, pushing, shoving, one guy started to climb on top of the helo! I was a bit concerned, I must admit, I didn’t want anything to happen to anyone out there, I was also worried about my aircrewman, so I yelled back, “you O.K?” He calmly said, “Sir, I’m ﬁne back here.” I really needed that because he calmed me down, a TRUE professional. Two women were begging for food right next to my window, the only thing I had was two granola bars which I opened up the door and gave them. They were gracious, rubbed their stomachs and pointed to their mouths asking for more. How bad I felt, I had just eaten steak and crab legs for lunch; I thought about how much food we waste a day, how many care packages that get sent to us . . . how lucky was I? I grew up in a great home, with a great family, great opportunities . . . Outside the helo I even saw a guy walking around barefoot with a flight suit that someone from another helo had given him. Limited or no opportunities at all, that’s the way the other two-thirds of the world lives . . . they were so grateful for water . . . WATER! My aircrewman was approached by a guy who spoke decent English and he said he’d help slow people down and make it a bit safer if he spared him a box, which helped, and he got his box in the end . . . a little girl was getting knocked down when she was trying to get water, Watts shielded her, gave her 3 bottles of water and cleared the way for her to get out safely . . . the little things in life that make you think a bit more about the “big picture!” As we pulled power and flew away, the one hundred some-odd people waving to us in unison were LT Katie Baehr in Panay, Philippines a sight I’ll never, ever forget. We flew away and talked amongst ourselves about that moment in time, the moment that will stay ingrained in my heart and mind forever. We have the greatest nation on earth and have the most opportunities out of any country in the world . . . If you think you’re having a bad day, you’re not. If you think other people have it better than you do, some do, but the majority of those out there don’t, it’s just not visible and “in your face.” Well it was in my face today. You’re lucky, I’m lucky, those people aren’t lucky. So why can’t we take time out once a day, once a week, hey even once a year to help someone out who’s less fortunate than us . . . I know I don’t do enough, but today made me think hard about why I haven’t and at the same time made me feel proud to be an American and proud to serve this great nation of ours . . . take care, missing you guys, stay safe. Love,

Ryan

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Focus: Humanitarian Relief in The Republic of Philippines On June 21, 2008, the devastating Typhoon Fengshen ravished the majority of the Philippine Islands leaving mass destruction and despair. Many Filipinos were left without food and water, and suffered from the loss of their homes and the lives of their loved ones. In the next three articles, helo DET authors, LT Brandon Sheets, LT Troy Leveron, and LT Scott Lippincott take us through the adrenalin and emotions that six naval helicopter detachments along with the rest of the Ronald Reagan Carrier Strike Group (CSG) faced while swiftly and promptly answering the call of President Bush’s order to provide aid to the country and its people...

Ronald Reagan CSG Humanitarian Assistance / Disaster Relief Mission In The Philippines

Article by LT Brandon Sheets, USN

esigned for power projection, sea control, and the ability to establish a substantial military presence throughout the world, a U.S. Navy Carrier Strike Group (CSG) is arguably one of the most powerful conventional weapons systems ever developed. The CSG is the President’s most flexible and potent option in times of crises, be it Military Operations or Military Operations Other Than War, such as Humanitarian Assistance / Disaster Relief (HA/DR).

immediate task of planning this inland relief mission. The Black Knights of HS-4 and helicopter detachments from HSL-49, HSL-43, HSL-37, and HS-10 were called upon to react quickly and safely. Obvious risks needed to be addressed: unfamiliar operating areas, fuel, distances, airspace deconfliction, aircraft weight limits, crew rest, and the safety of the population in and around the landing zones (LZs). The greatest contributors to mitigating these risks were team-centered attitudes and continuous communication between all parties. Daily lessons learned were shared among helicopter squadrons/detachments, CSG surface ships, and the ground crew based at Iloilo International Airport. Carrier Airwing 14 Deputy Commander, CAPT Thomas Lalor, was point man for the ground crew as they worked closely with the Philippine military to decide priority of LZs and what supplies were going where. Aircraft flew sunup to sundown to deliver muchneeded supplies including bottled water, water purifiers, rice, and sanitation kits. The helicopter crews loaded supplies at Iloilo International Airport and flew them to locations all over the island. Some of the LZ’s were located deep in dense jungle, otherwise only accessible by foot trails. Others were pinnacles or confined area landings with just room enough for a single helicopter. Continue on page 28

An HS-4 helicopter delivers fresh water and rice to a small pinnacle near Binlusan Pequena village, on the island of Panay. Photo taken by AW2 Travis Story, USN While the Ronald Reagan CSG was on a routine deployment in the Pacific, Typhoon Fengshen tore across the Philippine Islands leaving behind a wake of destruction. Fengshen caused an estimated 1,400 deaths and $240 million in damage before it downgraded to a tropical storm. One island, Panay, was hit particularly hard having many areas completely isolated from downed powerlines and massive landslides. Many homes were destroyed or filled with mud and the people were left with no fresh water and limited supplies of food. Within 11 hours of receiving the order, the Reagan CSG began HA/ DR operations for the people of Panay. Helicopter Anti-Submarine Squadron 4 (HS-4), of Carrier Air Wing 14 aboard USS Ronald Reagan, took on the

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4)Sicogan Island locals waving goodbye after a load of supplies is dropped off. Photo taken by AW2 Diego Perez USN 27

Focus: Humanitarian Relief in The Republic of Philippines

The children of Panay Island. Photo taken by LT Brandon Sheets, USN Continued from page 27

Several specific mitigation measures were put in place to help manage risk. The Philippine army was consulted for identifying obstacles and places to avoid. Operations were conducted only in daylight and LZ’s were evaluated real time for possible risk and assigned appropriately. CSG ships were staged conveniently around the island, providing ready-decks for refueling. To deconflict airspace, altitude blocks were utilized as well as a helicopter common frequency that all participants used to update their positions. Helicopter course rules were instituted at Iloilo International to provide situational awareness and an orderly traffic flow in and out of the airport. Often the LZs were crammed with people wanting a glimpse of the navy helicopters landing in their villages, which put them at risk of injury from a variety of things. Whenever possible, the LZs were secured by the Philippine Army before helicopters landed to ensure the safety of the local population. By taking the time to brainstorm and discuss operational risks associated with the mission, the CSG effected a strong HA/DR presence with zero mishaps. An undertaking like this could not happen without the tireless efforts from the involved maintenance departments. Every helicopter was pushed hard all day and had to be ready to go early the next morning. It is a tribute to all the maintainers that the helicopters performed flawlessly with no mission aborts for maintenance.

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This mission was much more than just delivering supplies. The Philippine people witnessed firsthand the U.S. military’s readiness and willingness to help its friends and allies in a time of need. An immediate bond developed between the U.S. Navy and the Philippine Army as a result of the urgency of the situation and the numerous lives that were saved. CAPT Lalor stated, This has been one of the most rewarding operations for me in 24 years in the Navy. That statement was true for all of the participants.

Locals from Manila scambling through flood waters to reach dry land Photo courtesy of HS-4 Public Affairs Office.

Focus: Humanitarian Relief in The Republic of Philippines

HSL 49 Det FOUR Lends a Helping Hand Article and Photo by LT Troy Leveron, USN

he “A Team” of Helicopter Anti-Submarine Squadron Light (HSL) 49 Detachment Four was a critical component Ronald Reagan Strike Group efforts to provide immediate humanitarian assistance to Filipinos affected by Typhoon Fengshen (Frank) June 25-July 02 at the request of the Philippine government. The typhoon struck several Philippine Islands June 20, displacing more than 1 million local residents in the Visayan region including provinces of Iloilo, Aklan and Antique on Panay Island and the North and South Gigante Islands. Within three days of receiving the order from President Bush to assist in relief efforts, the Scorpions of HSL-49 learned their role was to deliver bottles of fresh water, rice and other relief supplies donated from several non-governmental organizations. The initial hours following a disaster mean life-or-death for those in need of relief. Detachment maintenance crews worked through the night to remove sonobuoy launchers from the detachment’s two SH-60B helicopters to make additional room for loading relief supplies. Pilots and aircrewmen studied maps, charts, and procedures. “It’s how we should be doing things,” said Chief Aviation Machinist’s Mate (AW/SW) Joemar Ginez, the detachment’s maintenance team leader. “Everybody is doing something to contribute to the cause of helping people.” “I was a bit choked up,” said LCDR Ryan Dunn, the officer-in-charge of the detachment and team. “In all my 16 years in the Navy, it was by far the greatest moment in my career seeing these people show their gratitude as they received water from the helicopter that I flew to them.” Crewmembers from Detachment Four flew 47 hours to deliver over 20,000 pounds of rice, water, and medical supplies to residents living in remote areas around the island of Panay, one of the regions hardest hit by the devastating typhoon. After completing the first day of flight operations June 26, Aviation Warfare System Operator 1st Class (AW) Nathaniel Watts told his crewmembers that in his ten years of flying, the relief experience was the most gratifying and satisfying operation he’d ever done. “Even with all the unknowns we had when we took off, we did it well,” said Watts. The detachment overcame significant logistical challenges during the assistance effort. Helicopter pilots were forced to land in confined areas and on

LT Troy Leveron (left) helps to provide bottled water to men, women and children from the tiny Philippine island of Tambaliza. Photo by LCDR. Ryan Dunn, USN Rotor Review # 103 Fall ‘08

Red Stinger 104 provided immediate humanitarian assistance to Filipinos affected by Typhoon Fengshen. Photo by AW2 Nathaniel Watts mountainous terrain. Ginez had the difficult task of keeping both of the detachment’s helicopters operating simultaneously for two consecutive days. “I love it when a plan comes together, we stepped up as a team to accomplish the myriad of challenges placed before us,” said Dunn. “USS Chancellorsville was essential in supporting our operations. Had they not stayed flexible and willing to help at a moments notice, then we could not have accomplished everything that we did.” HSL-49 Detachment Four is embarked on the USS Chancellorsville (CG 62), a guided-missile cruiser. Chancellorsville is operating with Carrier Strike Group (CSG) 7 on a routine deployment in the 7th Fleet area of responsibility to promote peace, cooperation and stability. Sailing with Chancellorsville are the Nimitz-class nuclear-powered aircraft carrier USS Ronald Reagan (CVN 76); and the other ships of Destroyer Squadron (DESRON 7), the guided-missile destroyers USS Decatur (DDG 73), USS Gridley (DDG 101), and USS Howard (DDG 83), and the guided-missile frigate USS Thach (FFG 43). Operating in the Western Pacific and Indian Ocean, the U.S. 7th Fleet is the largest of the forward-deployed U.S. fleets, covering 52 million square miles, with approximately 50 ships, 120 aircraft and 20,000 Sailors and Marines at any given time.

Men, women and children from the tiny Philippine island of Tambaliza crowd around Red Stinger 104. Photo by LCDR Ryan Dunn

Focus: Humanitarian Relief in The Republic of Philippines

“The Warriors” of HSL-49 Det FIVE Assist Victims of Typhoon Fengshen Article By LT Scott Lippincott, USN

t was a w a r m Sunday morning in Hong Kong and I had just assumed the watch for HSL-49 Detachment 5 aboard USS Thach. This was our first liberty stop on a WESTPAC Red Stinger 111 prepares to set down cruise with the Ronald in a tight LZ in small villiage deep in Reagan Strike Group the hills of Panay Island, Philippines. and it had lived up to Photo courtesy of HSL-49 Public Affairs all expectations. With one more day in port, I Ofﬁce expected it to be a quiet duty day. Then we got the word that Typhoon Fengshen was barreling its way through the Pacific towards the South China Sea, on a direct path for Hong Kong. We were ordered by the strike group commander to secure liberty and get underway as quickly as possible. With minimal delay, calls went out and the crew was on their way back to the ship. At 1300 we were on our way, unfortunately a few crewmembers short, but the

Red Stinger 111 sets down in a high school soccer field that was used as staging area for people in the region of Panay to pick food and water. Photo taken by LT. Scott Lippincott, USN Rotor Review # 103 Fall ‘08

schedule was held firm. The plan was to head south and keep clear of the storm’s path until it had moved through the region. As the strike group steamed south, Typhoon Fengshen passed directly through the central Philippines. News quickly spread of a ferry, the Princess of the Stars that had overturned, causing nearly 800 deaths. Rumors began to spread that the strike group might become involved in the relief efforts, and on Tuesday, June 24th, President Bush pledged the assistance of the United States to the President of the Philippines. All LAMPS detachments in the strike group were ordered to remove the sonobuoy launchers and other nonessential avionics to maximize the amount of cargo the helos could carry. The DET-5 maintenance team worked through the night to ensure Red Stinger 111 was ready to go at dawn. Early on the morning of June 26 th, our aircrews were on Alert 60 when the order came to fly to Iloilo airport on the island of Panay. Detachment OIC LCDR George Austin, AW2 Todd Steill, AW2 Timothy Parker, and I were airborne within 40 minutes. The amount of damage was immediately evident as we flew over coastal villages with knocked down buildings and debris covering the roads. Many rivers showed signs of where they had flooded well beyond their banks, taking with them anything in their path. We continued inland to the airport where the strike group commander, RADM Wisecup, had setup an impromptu headquarters. The initial hours of the first day were spent trying to find what areas needed supplies most. RADM Wisecup coordinated with the Philippine Army and various relief agencies to devise a plan to distribute the thousands of pounds of food, water, and supplies that had been donated by various local and international organizations. Soon the helos were in the air. Our first few missions were to deliver flats of bottled water and bags of rice to some of the airports on the more remote ends of the island. We made our initial stops at Roxas and Kalibo airports in the north where we delivered a few thousand pounds of supplies in two trips. The villagers were very grateful and as pilot LT Jake Schofield observed, “the Philippine Army did a great job of controlling the situation and represented their country very well.” Each stop had hundreds Continue on page 31

Focus: Humanitarian Relief in The Republic of Philippines Continued from page 30

if not close to a thousand people waiting for supplies, but the stops were all very controlled and people were very patient. The opportunity to provide this type of assistance is not one our community often gets. Over the next week, our aircrews would fly from sunrise to sunset everyday. To support this op-tempo, our maintainers worked extra hard to ensure we had an up aircraft every morning. The daily maintenance efforts were essential to the mission and we could not have asked for a better team. As the flights continued, the delivery locations became more remote. With the larger airfields and towns well stocked with supplies, we started branching out into the smaller villages that were cut off from the larger cities. With this came much more challenging landing sites. Instead of runways, the villagers had marked off schoolyards and small openings amongst the dense jungle for us to land. The local villages did an excellent job at clearing out and guiding our helos into some of the tightest spots any of us had ever flown into. As LT Dan Leverone commented, “it reminded me of landing inside the trees at Site 8 during flight training in Pensacola.” Despite the small spaces, our aircrewmen provided excellent calls and safely cleared us into each location. “The spots were tight, but because of our training, and by maintaining good communications, we were able to do everything safely,” said AW2 David Crowell. As the days rolled on, the work continued and the entire Warrior team of HSL-49 DET 5 continued giving 110% to help improve the situation of those who had been devastated by this storm. As one of our Warrior maintenance team members,

AM2 Huy Tan, noted “It was great to be part of something like this. It made me proud.” After a week of flying from sunrise to sunset, the air wing had delivered almost 500,000 pounds of food and water to various villages throughout the Panay Island region. Every member of DET 5 was essential to completing the mission and thanks to our dedicated maintenance team, lead by ADCS Joseph Marquez and LPO AT1 Daniel Collins, we had an aircraft ready to fly every day. As a result of the team’s hard work, the members of DET 5 received the Humanitarian Service Medal. As LT Jake Schofield put it, “by far the most exciting flying we have done on cruise!” And probably something none of the Warriors of DET 5 will soon forget.

LT Jake Schofield in flight to the island of Panay, Philippines. Photo taken by LT Scott Lippincott, USN LT Scott Lippincott is a pilot with HSL-49 Detachment 5

LT. Scott Lippincott (kneeling) AW2 Todd Steill, and AW2 Timothy Parker take the opportunity for a photo op with some of the Panay villiagers. Photo taken by local villager. Rotor Review # 103 Fall ‘08

Focus: Humanitarian Relief in Caribbean and Latin American Regions USS Kearsarge (LHD-3) along with various units known as Continuing Promise 2008 deployed for a four-month operation in the Caribbean and Latin American regions. The mission conducted a joint civil-military operation including humanitarian and civic assistance, as well as veterinary, medical, dental, and civil engineering support that the Kearsarge and it’s embarked units provided to six partner nations within these regions. On pages 32-35, you will read further about the HA/DR efforts of HSC-28 Det FIVE and HMH-464 in Haiti, Nicaragua, Columbia, Panama, Dominican Republic, Trinidad and Tongo, and Guyana from August to December2008.

HSC 28 VOODOO KNIGHTS Provide Disaster Relief In Haiti

Article By LT Bobby Holihan, USN and LTJG Jackie Felber, USN

n August 2008, HSC-28’s DET 5 Voodoo Knights Assessors included host nation personnel, PHIBRON EIGHT departed on USS Kearsarge (LHD-3) for the 2nd and USS Kearsarge staff, doctors and nurses, and engineers wave of OPERATION CONTINUING PROMISE -- both civilian and military. Later began the flights carrying -- a partnership with Caribbean and South American nations logistical items and food to support our shipmates ashore as and other national and international organizations to primarily well as supplies for the inhabitants of Haiti. RADM Goodwin, provide sea-based joint military humanitarian civic assistance. Commander Naval Air Forces Atlantic, comments on the These operations included direct medical and engineering detachment’s efforts: “Your team in HSC-28 DET 5 took on the services in an effort to enhance relations and promote good mission with enthusiasm and professionalism. The detachment will. The secondary mission included providing humanitarian helped to deliver 3.3 million pounds of food, water and other assistance and disaster relief (HA/DR), should the need arise. relief supplies. Service comes in many forms and your team The four month deployment included scheduled humanitarian helped the lives of the victims of those storms.” In an effort to better utilize its assets and aid an efforts in the countries of Nicaragua, Columbia, Panama, Dominican Republic, Trinidad and Tobago, and Guyana from expanding area, the PHIBRON EIGHT staff extended its operating areas -- to include zones too tight for its CH-53E August to December; peak hurricane season. Complete in Nicaragua, USS Kearsarge was in its first asset. On Sept. 11, the crew of Voodoo 44 was assigned the week of operations in Santa Marta, Columbia when Tropical Continue on page 33 Storm Hanna formed off the coast of Haiti. As Hanna churned, Hurricane Ike formed right behind it -- an unfortunate stroke of luck for the 3rd poorest nation in the world. The crew of USS Kearsarge prepared. On the morning of Sept. 9, less than 48 hours after receiving its sailing order, USS Kearsarge was on station in Port au Prince, Haiti. It seemed simple enough, as we were pulled from a scheduled humanitarian mission to perform another humanitarian mission. Except this time, the mission was unscheduled. Prior planning and assets in place in our previous ports now proved to be a luxury. The towns of Port au Prince, St. Marc, and Gonaives (pronounced ‘Go-Navy-s’) were as foreign to us as the viewers of CNN. First and foremost, the mission needed a damage assessment. While the CH-53’s from HMH-464 began the heavy Crew of Voodoo 52 lands by a riverbed in Terra Nueve while lifting from Port-au-Prince to the affected towns, the SARDET, equipped with a transporting medical teams to nearby towns. Photo taken by AW2 (AW/ more maneuverable and versatile platform NAC) Zachary Gillespie, USN. was called to aid with the assessment.

Rotor Review # 103 Fall ‘08

Focus: Humanitarian Relief in Caribbean and Latin American Regions Continued from page 32

mission to fly to the small village of Saint-Michele de l’atolaye (about 20 miles east of Gonaives) to recover three American citizens and one Dominican Republican who were isolated in the town. The crew launched at 9 AM, flew to Port Au Prince Airport, on-loaded two US Army Embassy Representatives, and flew 40 miles North to the flooded city of Gonaives. There they landed at the United Nations MINUSTAH complex and picked up an additional four armed Argentinean Marines for force protection. With the full crew onboard, Voodoo 44 performed a road reconnaissance flight into the mountains to survey the damage of washed out roads near Gonaives and the surrounding areas. Upon arrival at the town of Saint-Michele de l’atolaye, the crew executed a SWEEP check into a 360 degree tactical overhead approach followed by a confined area landing (CAL) to a 100 by 70 foot courtyard. Witnessing the MH-60S helicopter overfly their village and land in the courtyard, a populous local crowd of Haitians began climbing the concrete fence and perched on the roofs of the surrounding buildings. Meanwhile, the crew remained focused on the mission, and deposited three bags of rice, two boxes of high energy meals, two boxes of cooking oil, and three cases of bottled water, while the Army Lt. Colonels authenticated the American and Dominican citizens, and the four Argentinean Marines provided force protection. After a brief stay on deck, Aircraft Commander LT Jeremy Bartowitz and his crew in Voodoo 44 departed for Port Au Prince. Mission complete. The following day, a second Voodoo 52 crew launched to deliver supplies and food for a desperate Gonaives orphanage. The orphanage -- and the children within -- were completely isolated due to the flooding and impassability of the surrounding roads and were running low on supplies. Voodoo 52 launched south to Port Au Prince for a supply pickup before transiting northbound to the city of Gonaives. Concerned with flocking crowds and possible rioting for food, the crew of Voodoo 52 determined that its approach and time on top would have to be as quick as possible. The crew again performed a tactical

approach and proceeded to pull into a low hover over the roof of the orphanage to deliver their cargo. “We kicked out twenty 33 lb boxes of food and 16 cases of bottled water during 40 seconds of hovering...gone before our location in town could

Voodoo Knights joint-crew on the tarmac at Port au’ Prince International Airport Photo courtesy of HSC-28 Public Affairs Ofﬁce. be pinpointed by a large mass of people,” states, LCDR Tim Burke, Helicopter Aircraft Commander for the mission, and DET FIVE Officer in Charge. Sept. 18, following four days of planning, Voodoo 44 launched for a second recovery mission -- this time for an elderly Haitian-American woman who was suffering from extreme complications of diabetes. The previous four days included an aerial recce of her home to determine if landing to affect her rescue was possible. Aircraft Commander LT Dean Farmer determined her location was not structurally sound enough to withstand his MH-60S rotor wash. What about hovering over her house and affecting the rescue via the rescue hoist? The crew descended and came into a HOGE (hover out of ground effect) over her home, only to witness her tin roof flapping with the rotor downwash—and that was at 300 feet! The crew departed from their recce and began brainstorming for another possible option to retrieve the elderly woman. With the storm waters receding and two more days of planning, the PHIBRON EIGHT staff coordinated with the UN officers to utilize a utility vehicle to transport the woman from her home to the UN MINUSTAH LZ located in the city of Gonaives. On day four, LT Farmer’s crew launched from USS Kearsarge, proceeded to Gonaives, landed, assisted the elderly woman into the helicopter, and flew her to Port au Prince where she was able to receive the medical care that she so desperately needed. Continue on page 34

AW2 (AW/NAC) Zachary Gillespie assists with food delivery during a Humanitarian Assistance Personal Recovery Mission in the small village of Saint-Michele de l’atolaye, Haiti. Photo taken by LT Robert Holihan, USN

Rotor Review # 103 Fall ‘08

Focus: Humanitarian Relief in Caribbean and Latin American Regions Continued from page 32

Gonaives, Haiti flooding following Tropical Storm Hannah and Hurricane Ike. Photo taken

In addition to the above mentioned events, the Voodoo Knights were recognized by the host nation and assisting organizations for their “robust DV lift capability,” in flying various Distinguished Visitors (DVs) throughout the country for damage assessment. Other passenger moves included Commander U.S. Naval Forces Southern Command/ Commander, U.S. 4th Fleet, RADM Kernan, the Prime Minister of Haiti, and the US Ambassador to Haiti, Congressional delegates from Florida, New York, and Delaware, and other governmental officials from Haiti. ADM Stavridis, Commander US Southern Command, spoke of the mission: “[Haiti] was a perfectly executed operation that made a lasting impression with our friends in the Caribbean. Your actions helped to demonstrate our commitment to improving the lives of people throughout the USSOUTHCOM area of focus.” As the Voodoo Knights depart Haiti to continue with OPERATION CONTINUING PROMISE, we take with us a great sense of accomplishment and personal satisfaction knowing that our assistance to a less fortunate country will leave a lasting effect for a while to come. None of this would have been possible without the dedicated work of the pilots, aircrew, and—more importantly—the aircraft maintainers of the Voodoo Knights of HSC-28’s DET 5. The Voodoo Knights are looking forward to the future adventures ahead of them during the rest of OPERATION CONTINUING PROMISE 2008.

by LT Robert Holihan, USN

Continuing Promise

Article by Maj. C.F. Megown, USMC Executive Ofﬁcer, HMH-464

he Marines and Sailors of Marine Heavy Helicopter Squadron (HMH) 464 are currently deployed in support of Continuing Promise 2008 (CP08). Continuing Promise is a Joint Expeditionary Humanitarian Package that has deployed to the SOUTHCOM AOR aboard the USS Kearsarge from August 2008 through November 2008 in order to execute a robust Theater Security Cooperation Engagement Strategy with Partner Nations, provide Humanitarian Assistance training for US Forces, and strengthen and advance U.S. relations with regional Caribbean and Latin American countries. Essentially, the plan from the beginning was to visit six countries: Nicaragua, Colombia, Panama, Dominican Republic, Trinidad and Tobago, and Guyana. The ship would spend approximately two weeks per country visiting numerous sites to execute Engineering, Medical, Dental, Veterinary, and Community Relations capabilities. Our squadron’s job was to Continue on page 35

Rotor Review # 103 Fall ‘08

Photo taken by MCSN Joshua A. Nuzzo, USN

Focus: Humanitarian Relief in Caribbean and Latin American Regions Continued from page 34

provide the heavy lift, i.e. take all of the people and their gear to the sites each day and then pick them up in the afternoon. From a Strategic Communications standpoint, the CP08 team was there to train our forces on how to conduct Humanitarian Assistance Operations. In the process, we were providing top notch services to thousands of people in remote sections of these countries. In Guyana, A Haitian woman and child for example, we were flying gets through the flooded village 24 doctors per aircraft to a of Saint-Michele de l’atolaye, town called Mabaruma that was 140 miles from where Haiti. the boat was located. The only aircraft with the ability to complete that mission is the CH-53E because of the amount we can carry and the distance we can fly in between refueling. While we were flying the longer distances, landing craft from the ship would deploy on shorter distance missions, carrying personnel and equipment via surface. As we approach the end of CP08, our only regret is that were forced to forego Panama in order to execute a Disaster Relief mission in Haiti after the destruction caused by Hurricane Ike. A standard day for us begins with a 0530 brief for the aircrew so that we can launch at 0700. We typically launch two aircraft to deliver people and gear flying for three to four hours. In the afternoon, typically around 1400, we would launch those same aircraft to go pick up the people that we dropped off that morning, ensuring that they were back on the ship by sunset. Once the aircraft returned, our Maintenance Department would begin preparing the aircraft for the next day. They would work all night to ensure that whatever was broken one day was fixed the next. We did this for 14 to 15 days in each country, taking only a small breather as we transited to the next location. In my mind, our Maintenance Marines were some of the true heroes of the deployment. Their efforts were directly responsible for the squadron flying over 900 hours in a four month period, delivering over 1.3 million pounds of supplies, and carrying over 11000 passengers in support of the various missions. In Haiti, we worked the same hours except that we were launching four aircraft and those aircrews were staying in the aircraft for the entire 10 hours that the ship’s flight deck was open. We flew 294 hours during the 18 days we spent in Haiti. A typical squadron in CONUS will fly around 120 hours per month on anywhere from 10 to 12 aircraft. Again, our Maintenance Marines were spending all night preparing aircraft to meet the missions scheduled for the next day. HMH464 provided constant coverage throughout the 18 days, flying

Rotor Review # 103 Fall ‘08

missions over the entire country of Haiti. Our aircrew personally delivered over one million pounds of rice, flour, and beans to people who had no other means of food available. This food typically came in 50 to 100 pound bags that our Marines would load on to the aircraft in Port-Au-Prince and then offload at various locations throughout the country. Marines that were not aircrew volunteered to go on the flights just to help with the lifting which would wipe them out for the day. While we did not have too many Marines from the countries we visited, we did have one whose uncle was a very high ranking General in the Dominican Republic Air Force. That Marine was able to go ashore and spend time with family members that he had not seen in years. He also participated in numerous community relations trips, as did many of our Marines. These trips usually consisted of painting buildings or helping the Engineers with site clean up or other required tasks. By the end of the deployment, I am sure that every Marine knew that we had made a difference. It is hard not to be touched when you are carrying a child on board the aircraft who has just received surgery to fix a cleft pallet. Due to the generosity of an NGO called Operation Smile, many children were afforded the opportunity to have this procedure done. Something that is taken for granted in the U.S. will affect the rest of these children’s lives. Many people were flown on board the ship to receive this and other surgeries like having cataracts removed. The medical personnel that were a part of Continuing Promise did some amazing work often times spending the night in places infested with mosquitoes and bats in order to see more patients. They provided services to thousands of people who, otherwise could not afford or even have access to. Every Marine wants to be able to say that they spent some time on the pointy end of the spear. In the aviation world, specifically, we train so that we can provide support to the Marine on the ground. While Continuing Promise’s goals were different than those of OIF and OEF, they were important none-the-less, and the Marines of HMH-464 are proud to have been a part of it’s success.

Capt. Hennessy of HMH-464 holds a Nicaraguan child as his mother watches on in her seat. The child is one of the patients that were brought on USS Kearsarge Photo courtesy of HMH-464 Public Affairs Ofﬁce.

Rotor Review # 103 Fall â&#x20AC;&#x2DC;08

Continued on page 39

Naval Helicopter Association Symposium 2009 Schedule of Events

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

Exhibit Hall Hours: Wednesday, 29 April 0700-0830 •1000-1600 Thursday, 30 April 0730-1300 Friday, 1 May 0730-1000 • 1130-1330 • 1500-1700

Tuesday, April 28 0730 0800 1130 1130 1700

NHA Ofﬁce- Boardroom Registration Opens- Grand Exhibit Hall Foyer Exhibit Set-up- Grand Exhibit Hall Director/Trustee Luncheon/Meeting Terrace Salon 2 Members’ Reunion, Admiral Kidd

Wednesday, 29 April 0645 0700 0730 0800 0830 1000 1100 1130 1400 1500 1500 1500 1600

NHA Ofﬁce- Boardroom Registration Open-Grand Exhibit Hall Foyer VIP Hospitality Room- Terrace Salon One General Members Meeting- Grand Exhibit Hall Opening Ceremonies / Keynote Address- same Safety Brief-same BUPERS Brief Awards Luncheon- Grand Exhibit Hall CVN Integration Brief CAG/Commodores- same HSM Leadership Meeting Commodores & CO/XO’s HSC Leadership Meeting Commodores & CO/XO’s JO Seminar Operation Iraqi Freedom Brief Team Seahawk Reception

Thursday, 30 April 0645 0700 0730 0730 0730 0900 0900 1100 1200 1700

NHA Ofﬁce- Boardroom Aircrew Competition, Breaker’s Beach Registration Open- Grand Exhibit Hall Foyer VIP Hospitality Room- Terrace Salon One JO Detailers available for one-on-one’s 5K Run- Coronado Centennial Park ESC Meeting Spouses Luncheon- TBD Golf Tournament, NAS North Island Sea ‘N Air Sports Awards Barbecue- 19th Hole

Friday, 1 May

0645 NHA Ofﬁce- Boardroom 0730 VIP Hospitality Room Terrace Salon One 0730 Registration Opens- Grand Exhibit Hall Foyer 0730 JO Detailers available for one-on-one’s 0730-0900 Enlisted Panel Workshop 1000 Captains of Industry Panel- Grand Hall 1200 VIP Lunch- Sunset Room 1200 Salute to Naval Helicopter Aviation Lunch - Grand Exhibit Hall 1330 Flag Panel- Grand Hall 1500 Closing Remarks- Air Boss 1500 Sikorsky Salute to NHA Reception- Grand Exhibit Hall

Rotor Review # 103 Fall ‘08

UH-3H Sea King from NAS Whidbey Island rappels a crewman. Photo was taken by LTJG Todd Vorenkamp, USCG

PATIENT TRANSFER

SECOND PLACE WINNER

FIRST PLACE WINNER

2008 Photo Contest

RAPPEL

AW3 Joel James and AW2 Eric Veditz of 2515th NAAD help transfer a patient during a MEDEVAC. Photo was taken by LCDR Wilmer Gange, USN

THIRD PLACE WINNER

FULL MOON

Rotor Review # 103 Fall â&#x20AC;&#x2DC;08

Full moon rising over the flight line at Camp Buehring, Kuwait Photo was taken by HM2 Denbleyker, 38 USN

Rotor Review # 103 Fall â&#x20AC;&#x2DC;08

Focus: Diaster Relief in Gulf Coast of Texas

Hurricane Ike Relief Article By LTJG Michael Hood, USN

n September 9th, Hurricane Ike entered the Gulf of Mexico and, after battering Haiti and Cuba, Ike stood poised to threaten the Gulf Coast of Texas. Hurricane Ike was classified a category 2 hurricane, but in terms of size, it was the largest Atlantic hurricane on record. Soon after Ike entered the Gulf of Mexico it was nearly as large as the Gulf itself. Initial predictions forecasted Ike making landfall near Corpus Christi, TX but at the last minute, Ike turned northward and had its sights set on the Houston/ Galveston area. With the aftermath of Hurricane Katrina looming in recent memory, officials were taking no chances. Weather forecasters predicted “certain death” to those who ignored authorities’ call to evacuate; however, thousands of residents remained behind determined to ride out the storm despite the urging of authorities. On September 14th, Ike made landfall on Galveston Island. With 100 mph winds, and 12 foot storm surge, water quickly topped the seawalls and inundated the low lying regions of Galveston. With Ike’s passing the full extent of the damage remained largely unknown, rendering Galveston inaccessible to first responders. Humanitarian aid and emergency workers were denied access to the residents of Galveston until the storm surge receded. To provide much needed humanitarian relief Navy Task Force (NTF) Ike was created under USNORTHCOM. To support NTF Ike, the HM-15 Blackhawks were given tasking to support LHA-4, the USS Nassau, an amphibious assault ship and hub of the relief effort.

Rotor Review # 103 Fall ‘08

Initially HM-15 was tasked to survey possible landing sights in Galveston. The airfield at Scholes International and the football field of Ball High School were chosen for their proximity to the hardest hit areas and subsequent concentration of relief activity. LT Dave Zerda and LCDR Pat Gendron conducted the initial landing to the unprepared football field. To avoid the power lines, stadium lights, and debris obscuring the approach path the pilots received conning calls from LCDR Jason Arganbright of TACRON 21. When asked to comment, LT Zerda offered, “It’s a great feeling to get out there and do what we’ve been training to do; especially when you see that you’re making a difference.” Primary HM-15 support of the USS Nassau consisted of PAX and VOD runs. The 55 passenger capacity and 69,750 lbs gross take-off weight of the MH53E proved useful as survey crews, first responders, and their associated gear from the USS Nassau were delivered ashore Galveston by LCU and were brought back to the USS Galveston Mayor Lyda Ann Thomas Continued on page 41

(center) arrives aboard the USS Nassau for a capabilities and limitation meeting with military and civilian officials. Photo taken by

MC3 David Wyscaver

� Pales tin e Focus: Disaster Relief in Gulf Coast of Texas � Continued from page 40 Luf kin � Tem m ple Transported cargo consisted lll eNassau e n� via MH-53E. � J a s p eofr survey � Hu equipment, parts and supplies to the nts ville e relief teams. � essential B rlogistics y an n runs to the USS Nassau and subsequent The B e aum missions averaged anywhere from ont 5-7 hours. Additionally, �

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the fuel capacity and lengthy on-station time of the MH-53E � out of homefield at NAS enabled the Blackhawks to operate Corpus Christi some 250 miles away. S � G a l v es t on � a n While mission of Airborne Cucreated er o for the primary An � � Freepo Mine Measures (AMCM) the MH-53E t o Counter r t has proved � V to s itselfnwell i cthe t ohumanitarian r ia mission. From Pakistan i o suited to Nicaragua � R . and now Galveston Island, the MH-53E’s unique eeville capabilities have enabled the Blackhawks to fill a valuable niche i cein the Navy’s overall strategic plan. All in all the Blackhawks � able�to move 298 passengers and 21,500 pounds of cargo were 21 sorties, accumulating a total of 55.2 flight e doover�the K icourse n g s vofille hours. Gulf l of lf o Mexico At the same time the Blackhawks were tasked with conducting a bottom survey of the Calcasieu Shipping Channel. whicheallows l e nThe Channel, H arling n access to the nation’s 3rd largest � � oil refinery, was closed in the wake of the hurricane and it was 94° W r own s ville unknown�ifBthe channel remained navigable. The refinery was running critically low on oil reserves and lack of incoming crude threatened to shutdown production. The potential impact on energy prices nationwide added a sense of urgency to the operation. The Army Corps of Engineers was tasked with conducting the bottom survey and debris removal so that the channel could accommodate shipping by Wednesday the 17th. Poor weather complicated the effort and HM-15 was called in to assist. On Monday, September 15th, a flight of two aircraft was launched on a mission to survey the Calcasieu Shipping Channel with one designated as the primary and the other as a backup. The pilots and crew of the primary tow aircraft were Aircraft Commander LCDR James Bahr, copilot LCDR Pat Gendron, crewchief AW1 Tony Lio, and crewmen AW2 Nicholas Reit, AW2 Neil Evans, and AW3 Mark Klimek. The mission was to stream and tow the AN/AQS-24 towed sonar array. Towed behind the aircraft, the AN/AQS-24 feeds sonar return to a console in the 53’s cabin where the device is controlled and the information interpreted by two operators. The length of time to cover the tow-field would require the

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C orpus Christt i

HM-15 Blackhawk’s MH-53 Sea Dragon on Ball High School football field in Galveston, TX. Photo

LCDR Jason Arganbright directs HM-15’s CH-53 Super Stallion down on the football field in Galveston, TX. Photo taken by LTJG Lydia Bock, USN aircraft to refuel at Lake Charles Airfield before returning to complete the mission. The tactical planning of the mission was complicated by the narrow width of the tow tracks, unknown surface traffic in the Channel, and uncertain depth of certain regions of the Channel near the shore. The conditions encountered on the mission itself were less than ideal: the Channel, only 400 ft wide, had numerous surface vessels engaged in various operations, and a sharp elbow in the channel combined to complicate the execution. Another concern for the crew was the significant variance in water depth outside the channel as the device neared the shoreline at the end of a track. The nautical charts indicated a channel depth of 34-43 feet. During the mission, the actual depth encountered was 32-54 ft, showing the inaccuracy of the charts. No HAC wants to be responsible for burying a threemillion dollar piece of equipment in the mud. After completion of the initial tracks the crew recovered the device and departed to refuel. During this time, the Coast Guard cleared the Channel of surface traffic for Navy helo ops; greatly assisting the second towing effort. After refueling the crew re-streamed the AN/AQS-24, finished the second leg of the Channel and initiated recovery. After recovery of the device, the crew returned to NAS Corpus Christi completing the 15 hour mission. The pilots and crewmen were awarded the Navy Achievement Medal for their efforts. The aftermath of Hurricane Ike provided yet another opportunity for HM-15 and the MH-53E to demonstrate their versatility and unique capability to support the humanitarian mission. When asked to comment on the squadron’s performance during the effort, the Skipper, CDR Padula said, “The squadron came together and worked around the clock for many days to pull this off. Throughout it all, morale was high and there was a definite sense that our efforts were directly helping the residents of Galveston. It gives us a great sense of pride to know that we were able to answer our nation’s call during this time of need.”

taken by MCC Chris Hoffpauir, USN

Rotor Review # 103 Fall ‘08

Focus: COMREL Project in South Korea

Our Visit to the “Pottery Forest” Article by LTJG Melanie Duchateau, USN

n July 14, 2008, the Ronald Reagan Strike Group pulled into Busan, South Korea for a well-deserved port call. On July 16, HSL-49’s Detachment Four “A-Team,” embarked USS Chancellorsville, decided to forgo the regular site-seeing and liberty ventures that many sailors enjoy in port to volunteer in the ship’s Community Relations (COMREL) p r o ject. O n th at p ar ticu lar Wednesday morning, volunteers boarded a bus for an hour drive to the city of Cheon-ma Jae-hwal-won. The group spent several hours at the Chun-ma Rehabilitation Center and Pottery Forest, a home for LTJG Melanie Duchateau, A-Team pilot, interacts with residents of the Chun-ma mentally challenged Koreans with Rehabilitation center. ages ranging from 7 years old to profits from the pottery go back to the resident who created the late 30’s. Currently there are about 90 residents and 40 staff piece. They are then able to spend their hard earned money members. in the community, which helps them learn to live and interact Volunteers spent time interacting with the residents with the public in the hopes of one day living on their own. during their art and gardening classes. The residents are skilled Overall, this COMREL was a great experience. “The at making pottery, which is then sold in the gift shop. The experience proved to be an enriching one for all by providing insight to a part of Korean society we would have otherwise never known. I hope the opportunity to share a smile and laugh with the members was as rewarding for them as it was for me,” recounted LT Steve Debich, member of the “ A - Te a m . ” Many of us left the Pottery Forest with a few more pieces for our dinner table, but more LCDR Ryan Dunn and LT Katie Baehr importantly we left with a work with clay during art class. Figure 2 LT Steve Debich, A-Team pilot, creates a “warm fuzzy” mosaic with his partner during art class. and a smile.

Rotor Review # 103 Fall ‘08

Focus: PACIFIC PARTNERSHIP 2008

TWO FATES INTERTWINED: Humanitarian Assistance and the Naval Helicopter Community Article by LT Ryan M. Gero, USN

aving recently returned from a five-month deployment as a Helicopter 2nd Pilot (H2P) aboard the USNS Mercy for PACIFIC PARTNERSHIP 2008 (PP08), I offer my perspective as a junior officer and young naval aviator concerning helicopter involvement in the U.S. Navy’s venture to join hands with partner nations and provide organized civil support to consenting countries abroad. The paragraphs that follow contain my thoughts and experiences collected from the moment I learned of my assignment to the moment, weeks after my return home, that I decided to write about it. I’ve covered all the high and low points on such topics as training and tactics, mutual support, and overall mission effectiveness of a helicopter detachment deployed aboard a lone wolf air capable ship tasked with providing humanitarian assistance in far off places. Let me begin by stating that the first time I ever heard of a helicopter detachment (DET) living and working aboard a hospital ship as a deployed asset was when I found out that I would be doing it myself as a member of the Blackjacks of HSC-21 DET 2. That should give an idea as to how new a humanitarian deployment was to the members of my command. At the squadron rumors abounded, ranging from the feasibility of extended flight operations aboard a vessel that wasn’t rated to support any helicopters at all (according to the latest copy of the ship’s resume), to what sorts of missions we would be tasked with and whether or not we would be sleeping in a hospital ward all summer long. Weeks passed with the speed that only a deployment looming on the horizon can bring, and soon it came to

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Natives stand just outside the rotor arc of an MH-60S from HSC-21 DET 2 during PACIFIC PARTNERSHIP 2008. Photo courtesy of HSC-21 Public Affairs. light that HSC-25 had previously sent a detachment aboard the USNS Mercy for three months as part of a prior PACIFIC PARTNERSHIP operation. Phone calls were made, emails were exchanged, reports and lessons learned were passed along from their squadron to ours, and soon the powers that be at HSC-21 had enough information to decide on a plan of action to get DET 2 ready to go to sea. First let us set foot in the realm of flight crew training for a humanitarian operation. The Seahawk Weapons and Tactics Program (SWTP) Sea Combat syllabus turned out to be very well suited in preparing DET 2’s pilots and aircrew for the range of missions encountered during a PACIFIC PARTNERSHIP cruise. Our Helicopter Aircraft Commanders (HACs) and Crewchiefs were Sea Combat Level III qualified, and our H2Ps and 2nd Crewmen were Sea Combat Level II qualified. While underway with the USNS Mercy we maintained a continuous Search and Rescue (SAR) alert status, performed Vertical Replenishment (VERTREP) a few times every month, executed routine Passenger/Mail/Cargo Transfers (PMC), and launched every now and again on a Medical Evacuation (MEDEVAC) flight. One aspect of our missions that may not be readily apparent is that many PMC runs (and the single time the officer who cried “MEDEVAC” wasn’t kidding) required DET 2’s pilots and aircrew to fly through mountainous terrain and land in unprepared landing zones. This is where the robustness of the Sea Combat syllabus, which concentrates on overwater tactics and procedures but also includes some mountain flying and unprepared landings, was verified (and Continue on page 44

Focus: PACIFIC PARTNERSHIP 2008 out, NOT everybody knew we were there to help, and one of DET 2’s helicopters took a bullet in the tail section while on a solo PMC run over Cotabato, RP. The damage did not affect the airworthiness of Sideflare 64 and ultimately the only consequences faced by USNS Mercy after the ordeal were a helicopter down for maintenance and a lot of explaining to do. In the future I believe tactical flight profiles and traveling by section should be utilized when warranted, even for humanitarian missions. In transitioning to a discussion of teamwork The USNS Mercy anchored off the coast of a mission area during PACIFIC PARTNERSHIP 2008, between a helicopter detachment with an MH-60S from HSC-21 DET 2 and a small boat approaching. Photo courtesy of PACIFIC and its host ship while carrying PARTNERSHIP 2008 Public Affairs. out a humanitarian mission, it Continued from page 44 is noteworthy to mention that very much appreciated). there were no workups in preparation for PP08. While lack of a Now we arrive at the tactical aspect of our flying while cooperative training cycle may be justified by how difficult it is to onboard USNS Mercy. The SWTP Sea Combat syllabus gave DET set one up for an operation like PACIFIC PARTNERSHIP, I have 2’s flight crews the capability to proficiently employ the MH-60S in seen firsthand how not having an opportunity for the many different a tactical environment, both as a section of helicopters and as a single factions involved in humanitarian efforts to work together prior to ship. While flying with guns blazing was obviously out of the question setting sail for far-off countries has a negative impact on the services due to the non-combat nature of PACIFIC PARTNERSHIP, I feel that provided. The most evident example of less than ideal collaboration in failing to employ tactical flight profiles during our missions, we ties in with the shooting incident discussed in the previous paragraph. were subjecting ourselves to unnecessary risk. There were viable The flow of information between the pilots and aircrew of DET 2 and terrorist threats sometimes just a few short miles from the USNS the Intelligence Division (INTEL) on the USNS Mercy was less than Mercy’s anchorages throughout her deployment, and force protection ideal. Prior to the shooting, some no-fly zones had been established was a major topic of concern. However, the general attitude among in order to avoid the areas of known terrorist groups on the island of upper-echelon mission planners (the “bubbas” of PP08) was that the Mindanao, where the city of Cotabato is located. Coordinates for these threats were benign and nothing would happen…everybody knew Moro Islamic Liberation Front (MILF) camps were passed to DET we were there to help. Consequently, our detachment was led to 2 pilots and aircrew via email, and a wide berth was given without believe that tactical considerations had taken a backseat to logistical knowing what exactly was being avoided. We soon found that out concerns and maintaining a non-hostile appearance. A decision was the hard way, though, when a different terrorist group’s camp was made to fly our helicopters with M240s mounted, but stowed inside overflown, completely unbeknownst to the flight crew, during normal the cabin so they wouldn’t be visible to onlookers. Our gunners operations. The INTEL division on the USNS Mercy may or may not wouldn’t be able to respond immediately, but if suppressive fire have been able to provide key information that could have prevented was needed to egress from a hostile area, or defend a ditch site, then the shooting of Sideflare 64; I just want to make the point that DET ammunition could be sent downrange in a matter of minutes. Our 2’s flight crews didn’t start receiving face-to-face INTEL briefs until pilots and aircrew were also equipped with pistols that were kept out after the incident. of sight for personal protection. I agree that these concealment efforts Also at hand aboard the USNS Mercy was a contingent of were necessary compromises to prevent instilling fear in the people Tactical Air Control Squadron (TACRON) personnel. Unfortunately, we were there to assist. I feel strongly, however, that our attention a divide was also present between the USNS Mercy’s TACRON to detail regarding self-defense lapsed by not establishing airspeed division and its helicopter detachment. Traditionally, a TACRON and altitude combinations to fly so as to limit the exposure of our group is described as being intimately involved with the planning, helicopters to small arms fire. Furthermore, the “bubbas” discussed execution, and control of daily flight operations on an aviation ship. but never employed the idea of flying missions as a formation of The USNS Mercy’s TACRON personnel seemed to keep themselves aircraft in order to provide mutual support for one another. As it turned Continue on page 45

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Focus: PACIFIC PARTNERSHIP 2008 Continued from page 44

busy coordinating with other air assets involved in PP08 and had minimal contact with DET 2, which was strange considering we were collocated on the same ship. Beyond a stronger degree of association, for future humanitarian missions, I would like to see the level of support improved to include the creation of an air plan for daily flight operations. Some may argue that an air capable ship operating lone wolf does not warrant an all-encompassing plan for daily air tasking, but during PP08 the Mercy was routinely supported by C-12s and C-130s in addition to its organic helicopter detachment. This fact and the sheer amount of logistics required to execute a humanitarian mission, justify the distribution of an air plan to make operations run smoother and to improve the situational awareness of all elements involved. Expounding on the logistics requirement of a successful humanitarian mission, while taking part in PP08 I noticed the need for a logistics officer billet to assume certain responsibilities that were ultimately absorbed by DET 2 personnel. This resulted in the stretching of inherently scarce helicopter detachment personnel resources. Without an air plan, operations personnel from DET 2 were challenged with the daily requirement of having to extract operational tasking via active participation in PP08 “bubbas” meetings, and then building a flight schedule based on their outcome. Running operations in this fashion left the final plan subject to multiple last-minute changes with no single entity responsible for coordinating them. This left the Helicopter Control Officer (HCO) standing watch in the flight tower with no other option than to pick up the phone and coordinate changes, attempt to track down personnel, patients, and cargo for transport, etc, thus detracting from his focus on the responsibilities of his post. The logistics billet I am imagining could be

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filled by a helicopter pilot on a disassociated sea tour. As part of the USNS Mercy’s staff, the officer holding this billet would bring an increased familiarity with the helicopter detachment’s capabilities to “bubbas” meetings as well as follow the execution of the daily air plan and make sure passengers, mail, and cargo show up at the right place at the right time with the proper levels of preparation. In conclusion, the unique capabilities and highly trained personnel of the Naval Helicopter Community are a perfect fit for the humanitarian assistance mission. If anything, helicopters could stand to be utilized more on these types of operations. DET 2 returned home after expending only one-third the flight hours of a typical HSC-21 deployment. Endeavors like PACIFIC PARTNERSHIP are still considered new to the Navy, which means growing pains like some of the observations mentioned in this article are to be expected. The Naval Helicopter Community inherently possesses the skills required to support the development and improvement of humanitarian efforts, should the Navy elect to continue them. All the individual elements needed to make a mission like PACIFIC PARTNERSHIP possible just need to work on coming together and supporting one another and it will make all the difference in the world (no pun intended). Humanitarian deployments have come a long way since I first heard of them this summer. I used to think of humanitarian assistance and disaster relief as going hand in hand, but now I know you don’t need a cyclone to roll through just to do something humanitarian for a community. The USNS Mercy and the USNS Comfort are now starring on the new Navy TV commercials. People are taking notice. I look forward to the success of future humanitarian actions by the U.S. Navy, and am proud of my contributions to the resounding success of PACIFIC PARTNERSHIP 2008.

Sideflare 64 photographed in the makeshift LZ marked by four small fires that was used to pick up an Australian hiker and MEDEVAC her to the USNS Mercy during PACIFIC PARTNERSHIP 2008. Photo courtesy of AW2 Gabriel Martin.

SAR Stories

The Ferocious Will To Live Article by PA3 Renee Aiello, USCG

n the early morning hours of June 7, 2008, Steven Conway, a retired Coast Guard commander, assessed his situation. Moments before everything was going so very right, and now everything was going so very wrong. Moments ago he was enjoying the company of his fellow crewmembers. Now four of his fellow crewmembers were bobbing alongside Conway in the Gulf of Mexico, and a sixth crewmember was missing. The events that transpired over the following days formed an equation like none other: • Twenty-six hours at sea testing the mind, body and soul of five men • Five men with a ferocious will to live • Four lifejackets providing the buoyancy needed to give these men hope • One man with the ability to confidently lead his fellow sailors through the ensuing peril and fear of the unknown The afternoon prior, Conway, along with fellow sailing safety instructor Roger Stone, and students Joe Savana, Ross Busby, Travis Wright and Steven Guy, set out to participate in the Veracruz Regatta onboard the Texas A&M sailboat Cynthia Woods. The crew was one of several sailing from Galveston, Texas, to Veracruz, Mexico, in what was supposed to be a routine race to promote the sport of sailing. After a full day of sailing, complimented by fair seas, the late night hours of June 5 brought peril which tested the human strength and endurance of these six sailors. Conway, who is currently the director of computing and information services at Texas A&M University at Galveston, said there was nothing out of the ordinary about the first day of the race. “It felt like a regular day to me,” said Conway. Conway’s wife, Mary, had a different feeling about race day. She described a lurking feeling of unease while driving her husband to the start of the race. She recalls kissing him goodbye, and having this overwhelming feeling of needing to wrap her arms around Conway one last time. “That feeling of unease was just so strong,” said Mary Conway. The crew of six set sail on June 6, prepared to enjoy the camaraderie that accompanies these types of sailboat races. As the first day of the race drew to a close, Conway was at the end of an 8 p.m. to 12 a.m. watch. At approximately 11:30 p.m., June 6, Conway said he saw a white interior cabin light come on and he heard Stone yell from below deck, “We are taking on water. Start the engine.” “Then he yelled up, ‘dowse the sails,’” said Conway. The following sequence of events would be lifealtering for the crew of the Cynthia Woods. The keel had apparently separated from the sailboat, said Conway. The sailboat then suddenly rolled 90-degrees onto its side, and finally came to rest flat down on the water, said Conway.

Rotor Review # 103 Fall ‘08

Thirty-seconds later the Cynthia Woods had capsized, said Conway. “There was this really surreal experience of things not being how they were supposed to be,” said Conway, a 1975 Coast Guard Academy graduate. Of the six crewmembers, Savana, Busby and Conway were above deck, and Stone, Wright and Guy were below deck. One by one, Savana, Busby, Conway, Wright and Guy surfaced. The following moments were tense, as these five sailors waited for Stone to surface. “We looked and watched, and Roger never surfaced,” said Conway. Conway would later discover that Stone had physically pushed Wright and Guy, both of whom where below deck with Stone, from the capsizing sailboat. “He was a selfless person. He would never have gone out first,” said Conway. At this instant, Conway knew that in order for the five remaining crewmembers to survive he would have to draw upon his 21-years of service in the Coast Guard to see them all through the following hours. At this point, the sailboat was Continue on page 47

Steve Conway (right) and Chief Petty Officer Al Shannon (left), Coast Guard rescue swimmer, meet at Air Station Houston. Conway holds in his hand the $2 flashlight that attracted the attention of the Air Station Houston HH-65C helicopter rescue crew in the early morning hours of the rescue. Photo taken by PA3 Renee C. Aiello USCG

SAR Stories Continued from page 46

almost completely submerged, said Conway. The only parts slightly visible were the bottom of the hull and rudder. Instinctively, Conway knew he and the crew had two options: either all five crewmembers stay with the sailboat or all five crewmembers stay together. Conway and fellow crewmember Guy attempted to swim back to the sailboat to retrieve the horse collar, which is a life saving float, but the pair were unable to retrieve it, said Conway. Once Conway and Guy swam back to the other three crewmembers, Conway assessed the situation. He decided it would be most beneficial if the five men stayed together, instead of attempting to stay with the submerged sailboat. Between the five men, they had four lifejackets, said Conway. Guy was the only crewmember without a lifejacket. Now was the time for Conway to put his Coast Guard seamanship and survival skills to work. “Those things just come back. All that stuff you did in training, it really works. It helped not just me, but I shared it with the students,” said Conway. It was decided that Guy would be tethered by Conway’s belt between Conway and a third student, who was wearing a lifejacket, said Conway. The remaining two also tethered themselves to one another using a safety harness, said Conway. They did everything they could to prevent separation, he said. The nights proved to be as challenging as the daylight hours, said Conway. “The dark is harder psychologically,” he said. Under the cover of darkness, these five men constantly battled the turbulent surf. Every three to five minutes, said Conway, the men were choking on salt water. As 5-foot waves crashed over their heads, the men struggled to expel the salt water they were slowly ingesting, said Conway. The daylight hours provided a different set of challenges. Not only did the men have to contend with dehydration and sunburned skin, but their presence had attracted the attention of underwater creatures, said Conway. On Saturday, June 7, the men started feeling something bump their legs. Conway described a 4-foot fish circling the group for the better part of four hours. He identified it as a Ling fish, a game fish common to this area. By this time on June 7, Coast Guard rescue crews were out in full-force searching for the Cynthia Woods. Even though Coast Guard crews were diligently searching, Conway knew it would take an expert eye and numerous search and rescue passes to pin-point their exact location. The five men watched with heavy hearts in the late morning hours of June 7, as a Falcon jet crew made three search passes over the area of the capsized sailboat, said Conway. By this point, the five men had settled into various roles within the group. Conway told stories to lighten the mood, Ross was the official time keeper, Guy was the morale booster, Savana was the comedian and Wright was the student skipper. Their fierce will to survive helped these men surge

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forward, said Conway. “These four students did an outstanding job in an extraordinary situation. They didn’t panic, they kept their wits about them and once they got to the surface, they stayed positive,” said Conway. Throughout the day on June 7, Conway noticed the CGC Manowar off in the distance completing a search pattern and a commercial shrimp boat, but both were too far away to see the five men floating in the Gulf of Mexico. The five men mentally prepared themselves for yet another night in the water on June 7. Though mentally and physically drained, these men still exhibited a strong will to survive, and Conway. At approximately 1 a.m. on Sunday, June 8, Conway’s attention was turned toward the sky. He heard the unmistakable hum of an HH-65C Dolphin helicopter. To attract the helicopter’s crew attention, Conway simply beamed light from the $2 flashlight affixed to his lifejacket. The helicopter hovered, for what seemed like an eternity, above the five men, said Conway. The rescue helicopter crew consisting of Lt. Justo Rivera and Lt. Gary Allen, Chief Petty Officer Albert Shannon, a Coast Guard rescue swimmer, and flight mechanic Petty Officer Louis Bishop, completed several search patterns within close proximity of the five men. Bishop was the first to spot the beam from Conway’s flashlight, said Shannon. He reported the unusual light to the pilots and they fixed their position on that beam. The helicopter was now holding steady in a 50-to-100-foot hover above the five men, he said. As the crew painstakingly scanned the water through night vision goggles, Rivera exclaimed, “those are life jackets,” said Shannon. “As soon as we saw the lights, I turned around and changed out of my flight suit. Everybody in the crew transformed from search mode to rescue mode,” said Shannon. After 26 hours at sea, enduring the loss of a fellow crewmember and over-exposure to the harsh elements, one-byone the five men were hoisted to the safety of an Air Station Houston helicopter. “The odds were definitely stacked against them. They did everything right. They did everything by the book. I definitely think the five of those guys are alive because of Steve Conway and his training,” said Shannon. Shannon, who has dedicated 20 years of service to the Coast Guard, said this will be one of his most memorable cases. “When you are searching out there you have to remember that these people have families and loved ones. I’m reminded of that with this case when Mary Conway wrapped her arms around me and cried, thanking me for saving her husband,” said Shannon. Dr. R. Bowen Loftin, vice president and CEO of Texas A&M University at Galveston, was highly involved on the university’s end with this particular case. He is familiar with the skills and abilities of all the men that were onboard Continue on page 48

SAR Stories Continued from page 47

Cdr Steve Conway in his academy days. Photo courtesy of Cdr(Ret) Steve Conway, USCG

the Cynthia Woods at the time it capsized. “Steve is a seasoned Coast Guard officer and from that he knows exactly what the Coast Guard’s rescue operations are like. Steve is also an excellent sailor and an excellent leader for our young people here,” he said. “Texas A&M is known worldwide for its faculty, staff and graduates putting others first. We call that selfless service. Steve, in this event, put himself behind the students. He embodies the spirit of Texas A&M,” said Loftin. Now that Conway has settled back into the routine of life, he has had time to reflect on the events of that catastrophic weekend, said Conway. He’s taken a slightly different approach to dealing with life’s little pleasures. “I’ve decided I’m going to savor life more. Life is wonderful. The only difference now is I’m going to take a little extra minute to enjoy it,” said Conway. As for the loss of his friend and fellow sailing instructor, he will feel that void for a long time to come, said Conway. “Roger Stone was a good sailor, humble, quiet, classic salt-ofthe-earth person. A good solid guy. He has an amazing family and they reflect Roger,” said Conway.

HSC-22’s First Rescue By AW2 Jake Wilamowski, HSC-22

n December 23rd 2007, HSC-22, Detachment Two, was conducting a scheduled Vertical Replenishment (VERTREP) cycle with the USS Harry S. Truman in the Arabian Sea. Three hours into the flight, Tower asked our bird to check out a contact off the bow. Upon arriving on-scene we spotted a merchant vessel and an orange life raft with people waving at us. This was the moment our somewhat benign logistics flight turned into something that none of us will ever forget. Immediately, all of our training kicked in and, as the rescue swimmer, I started dressing out in my wetsuit and harness while the crewchief rigged the cabin for rescue. Meanwhile, the pilots initiated a pattern to arrive on top of the survivors. Center informed us that four survivors were in the raft. With a sea state of greater than three, we prepared to deploy from a 70 ft hover via the rescue hoist. I vividly remember wondering how I would communicate to the survivors if none of them understood English. For the initial assessment, I determined that, in fact, none of the survivors could understand English and I began trying to persuade the first survivor to enter the water. It wasn’t as easy as I thought it was going to The rescue in Arabian Sea. Photo courtesy be. They all just of HSC-22 Public Affairs Ofﬁce

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looked at me as if I were crazy. After a minute of using hand signals trying to coax the first survivor to get out of the raft, his buddy leaned over and nudged him as if he were trying to say, “Hey, you go first and see how it is”. I thought I was in pretty good shape but with the 10 foot swells and a strong current I quickly realized I had a lot of work ahead of me. I hooked the first survivor up to the Rescue Strop, and gave the crewchief a thumbs up. The second survivor was much more willing to get out of the raft. After returning to the raft for the third survivor, thinking there were only two survivors left, I pulled myself up onto the side of the raft for a breather and saw five more. I didn’t count heads during the initial assessment, which was entirely my fault. With two helos in the air, I figured why not send down the swimmer from the other helicopter to help. I signaled, but the other bird did not move in, so I continued. The sixth survivor turned combatant on me, so I decided to ride up with him so there was no way he could fall out of the Rescue Strop. As I entered the cabin I yelled to my crewchief, notifying him of the remaining survivor in the raft. He notified the pilots, and they told the other bird to deploy their swimmer for the last survivor and to pop the raft. We flew them all back to the Truman. Even though we had just conducted a seven man rescue, there was still four hours of VERTREP remaining and in typical HSC fashion, we completed the mission. The survivors’ fishing Dhow sank two days prior, the look on their faces flying back to the carrier is something I will never forget. It was exciting to get to do something that doesn’t happen all too often: a multiple rescue at sea. I was also honored to be part of the crew that was able to conduct HSC-22’s first rescue; it was an experience none of us on that helicopter will forget!

Article by LT Landon McKinley, USN

onsciousness? My eyes slowly open to reveal a thin ray of sunlight penetrating the otherwise sealed window of my borrowed room. My one-time roommate was pulling on a dirty flight suit in the small dark room as quietly and gracefully as possible for a man of his stature. He dressed quickly and slipped out of the room so as not to wake me. I was up moments later wondering why we were both awake at 5 AM. It’s not like we were going anywhere anytime soon. I slipped on my dingy khaki flight suit, splashed water on my unshaven face and walked out of my room. The small ship was empty, not a man in sight. I made my way through a small, well-kept galley to the only hatch that led to the deck of this tiny vessel. My eyes winced as the intensity of that red desert sun engulfed me with its light and heat. A drastic difference from the belly of my host ship. As my eyes adjusted and my awareness rose, the blankness of the tiny island before me set an ironic landscape for my current state of mind. On the northern edge of this little island sat my helicopter. I raised my hands to the sky, stretched my back and uttered a few words of gratitude for another day. Between the tiny boat and the tiny dock it was tied to was a tiny rotting gangplank, which I lightly negotiated along to the desert shore so as not to disturb the termites and rust holding it together. I slowly walked the 200 sandy yards from the boat to my helicopter to find my crew awake and reserved. All three lay sprawled across the cabin floor; all three gave the appearance of deep inward reflection. The fact was we were stranded and presently unable to make any advances or perform any action to facilitate our exodus. Without a word spoken, we greeted each other as I laid claim to a shady piece of the cabin floor. As I settled in, I began to reflect on the events of the previous day. I drew in a long deep breath and delivered silent words of gratitude for the existence of our desert island. The day before I was the copilot for a SAR jump exercise 13 miles north of Bahrain; one tail gearbox chip later and I’m Gilligan. The day before I was assigned as a co-pilot on a twohelicopter, day search and rescue swimmer deployment exercise. I was in my third month of a six-month deployment and in the next few days I was to be transferred from my post in Bahrain to a sister Detachment from my squadron stationed on the USNS Supply. To facilitate the trade and to get the boat detachment some time ashore the USNS Supply Detachment (HSC-26 DET 3) had joined us (HSC26 DET 1, Desert Hawks) ashore in Bahrain for the week. In order to maximize a training opportunity, we scheduled a two aircraft SAR jump. The crews of both aircraft were a compilation of both DET 1 and DET 3 members. The enlisted crewmembers knew each other fairly well; however, neither of the Co-pilots knew the Helicopter Aircraft Commanders (HAC) other than in passing. This flight was doomed from the start. The brief went poorly as the HACs turned the NATOPS brief into a game of “stump the chump”. Because of this game of questions, an adequate discussion of the conduct of flight was not performed. Members of the crew later admitted to having left the brief unsure of the conduct of flight. I walked to the aircraft still stinging from the onslaught of questions

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There I Was

Bad Karma, Good Luck and a Deserted Island

from my HAC. We strapped in, started the aircraft, and flew to the designated area. Once in the working area, which was in the vicinity of our island, we performed a reconnaissance pass of the drop area followed by three rounds of swimmer deployments and recoveries. On the third round of deployments we placed the swimmers in the water and took a hover position 70 feet above and approximately 150-200 feet on the left of the swimmers so that they were clearly visible from the starboard side of the aircraft. On this round, the swimmers were to practice utilizing the rescue litter. We calculated and announced our BINGO fuel and then we waited. As we waited for the rescue litter preparations, the HAC continued to bombard me with questions. As my frustration built, my answers became shorter. After approximately 45 minutes of extended time in a hover, communication between the pilots became strained. Frustration started to build with the crewmen as well. Rescue litter training was becoming cumbersome and more time consuming than planned. As the crewmen focused on deploying the litter, communication between the pilots and the crewmen all but vanished. The situation turned into a CRM nightmare. The breakdown of crew communication led to a loss of situational awareness (SA). This loss of SA resulted in the pilots not realizing where the swimmers were in their evolution and the crew chief and swimmers not realizing the aircraft was approaching BINGO. Needless to say BINGO came while swimmers were still in the water and we were forced to depart for fuel and leave them behind. Fortunately, the second aircraft was acting as our rescue bird and was able to retrieve the stranded swimmers within a few moments of my helicopter’s departure. Unfortunately, almost the exact moment my helicopter was turning towards home the tail rotor chip light caution illuminated, a Land As Soon As Possible emergency. Fortunately, a small rectangular shaped island about ¼ mile wide was visible in the windscreen. The decision to make a Precautionary Emergency Landing (PEL) was quickly made. Within minutes we landed and were shutdown. I have never witnessed the condemning hand of Karma act as swiftly or justly. Because of poor SA and crew coordination we hit BINGO and were forced to leave our swimmers stranded. The tail rotor chip light followed shortly thereafter resulting in a PEL to a virtually desert island. We were most deserving. As the dust cloud settled, we were cautiously greeted by three timid men in civilian clothes. It was immediately clear they bore no ill will towards us or meant us any harm. Their gestures and mannerisms exuded respect. Unfortunately, neither written nor verbal communication was possible between our two groups. Moments later, a warship materialized from the haze of the Arabian Gulf. My reaction to this site was half hope and half fear. So here we are, a day later victims of bad karma and recipients of good luck. The small Bahraini warship, whose name

Continued from page 52

Change of Command

HMLA-169

HMM-161

HMM-265

VIPERS

GreyHawks

Dragons

Lt Col Thomas P. Dolan, USMC relieved Lt Col Stephen A. Wenrich, USMC on May 2008

Lt Col Thomas Euler, USMC relieved Lt Col K. J. Lee, USMC on May 2008

Lt Col Christopher D. Taylor, USMC relieved Lt Col T. M. Salmon, USMC on June 2008

HMH-362

VT-28

HSC-25

8 FTS(USAS)

CDR Roger L Curry, Jr. USN relieved Lt Col. Neil Woods, USAF on June 20, 2008

Ugly Angels

Rangers

Island Knights

HSMWL

Lt Col Jeffrey A. Hagan, USMC relieved Lt Col B.W. Cavanaugh, USMC on July, 2008

CDR Brian A. Hoyt, USN relieved CDR Michael W. Leupold, USN on July 7, 2008

CDR Hugh P. Everly, USN relieved CDR John V. Menoni, USN on September 11, 2008

CDR Charles A. Armin, USN relieved CDR James R. Raimondo, USN on November 7, 2008

HSL-44

Swamp Foxes

CDR Richard W. Davis , USN relieved CDR Michael D. Patterson , USN on November 14, 2008

HSL-51

HSL-45

Warlords

Wolf Pack

CDR Stephen D. McKone, USN relieved CDR David W. Bouvé, USN on December 4, 2008

CDR Michael W. Baze, USN relieved CDR Lawrence R. Vasquez, USN on December 9, 2008

Rotor Review # 103 Fall ‘08

HS-3

Tridents

CDR Scott Starkey, USN relieved CDR Mark A. Truluck, USN on December 18, 2008

HSL-49

Scorpions

CDR Christopher M. Mills, USN relieved CDR Brian W. Frazier, USN on November 20, 2008

VT-6

Shooters

Lt Col. Javier J. Ball, USMC relieved CDR John P. Considine, USN on December 19, 2008

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Rotor Review 103 Fall ‘08 Mem # Pymnt Mem Processed

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There I Was Continued from page 49

Regional Updates

I can neither spell nor pronounce, had seen our emergency landing the day prior and came to investigate. The Captain and his crew were most hospitable. They provided shelter, aided communication with our base and even during the middle of Ramadan, brought us food and drink both day and night. Without them we would have been eating stray cats and attempting to distill seawater. I can’t say they saved our lives, but they made a dire situation tolerable. Our early morning was spent waiting on our rescue. Phone calls were made, plans were presented, rejected, revisited and manipulated until it was decided that maintenance personnel and support equipment would be flown to the island. From morning until the late afternoon our friends flew countless trips between our island and the mainland, transporting personnel, equipment, parts, and fuel. Upon arrival, the maintenance technicians quickly discovered loose parts in our tail rotor gear box. This would not be a quick fix and the repair would be long and involved. So, with sunset approaching and the hope of flying our helicopter home that day fading, we were relieved of our post. Charger 64 would remain on the island for another four days before it was repaired and flown back to Bahrain. I will never forget the moments before my crew and I boarded the last transfer flight of the day. We had left our

NHA Region 4

swimmers stranded in the water. Karma had intervened and forced us to land but how lucky were we that this island was so close. I don’t know if the tail rotor would have held together long enough to get us back to Bahrain but I am eternally thankful that I was not given the opportunity to find out. This event taught me several valuable lessons, which I have been able to put to use. First, always keep communication flowing. Even if you are just talking about sports or vacation plans keep everyone engaged as much as feasible. A lack of communication will eventually lead to a loss of SA, which can lead to poor decision-making. Second, know your crew. There is a point where tough love training becomes ineffective and in this case, detrimental to the mission. If a normally talkative crewmember begins giving you one word answers, he might be telling you something is wrong. Never let training scenario take precedence over the safe and logical operation of your aircraft. Third, litter operations, even in a benign environment, can take longer than expected. Litter deployment is a standard procedure but it is one that we had not practiced that often. Our lack of proficiency and breakdown in communication quickly ate up our planned training time. What we planned to take 15 minutes took 45. Lastly, if you leave your swimmers in the water, you may find yourself stranded on a deserted island. Make every effort not to do so.

Region Four Celebrates Helo Week Article and Photo by, LT Jack Parker, USN 28’s Inﬁdels. The 10K race included a pull up station, cross fit station, an obstacle course, a push up station, SAR curtain uphill carry with hurdles, GRE carry through the sand, and finished with a 250 yard swim in the strangely treacherous Chesapeake Bay. The afternoon golf tournament was started under overcast skies that soon gave way to a steady rain, providing ceilings too low for the traditional flyby of those whose golf scores exceed their bowling scores. While the less ambitious golfers found the 19th hole and its bounty sooner than those with a drive to win it all, the awards ceremony yielded generous loot to nearly all who lingered. Sikorsky Continue on page 53

First Place Winners: The Infidels of HSC-28 (LCDR Stephen Johnson, AWS2 James Simpson, AWS3 Erick Sotelo, AWS3 Justin Stonebraker)

ctober brought Norfolk’s Helo Squadrons relief from summer’s high DAs and afforded the warriors a chance to show their mettle on SEAL Beach and Eagle Haven’s links. Following the competition, the pilots took their gloves off and enjoyed a round of cheer at Norfolk’s Waterside Marriott. The aircrew challenge saw seventeen teams compete for bragging rights with the nod going to HSC-

Rotor Review # 103 Fall ‘08

Finishing Strong...AWC Matt Wilhelm of HM-14 52

REGIONAL UPDATES: Region Four Heloweek the rotary wing’s camaraderie. The Commander gave an entertaining speech on how to stay off the couch while climbing the Naval Leadership ladder and fired a volley of Naval History questions. Amazingly, only a few of the youngest Naval Aviators knew the correct answers while seasoned Lieutenants waffled, sounding like they had just spent a year in the desert with the US Army and lost all sense of their nautical tradition.

After a furious first 40 yards...the “old guy team” (l-r, AWC Charles Carlson, AWC Matthew Flowers, AMC(Ret) Byron Remey and AWCS Daniel Gray) from HSC-2 catch their beath and rethink their strategy. Continued from page 52

Aircraft and the Eagle Haven Golf Course Club House, along with many others, provided a generous harvest of door and skill prizes. The tournament raised over $900 for the NHA scholarship fund, thanks to the tenacious efforts of HSC-26’s LT Jarrett Heller. The CHSCWL Ball gave aviators a chance to shake hands with RADM Goodwin and show the fixed wing aviator

CHSCWL Ball

Fall 2008 NHA Golf Outing Article by, LT Jarrett Heller, USN

n an overcast Friday afternoon, and despite recent economic concerns, recession worries, and apprehension about individual 401(k)s on their way down the tubes, the Naval Helicopter Association Region 4 was still able to successfully conduct their annual Fall Golf Outing. On October 17th, at the Eagle Haven Golf Course, located at Little Creek Naval Amphibious Base, ninety-five members of the local NHA chapter came together for a day of camaraderie, fellowship, fun, and a little bit of golf, too. While the skies overhead glowered with the possibility of inclement weather, the golfers on the ground were determined not to let a little rain ruin the festivities. And, in all honesty, a bad day of golfing is always better than a good day at work. Everyone arrived around lunch time anxious to get the golfing underway. They were all greeted in the main hallway outside of the pro shop where they were registered and given a number of goodies to prepare for a full 18 holes of competition. Everyone was presented with the gift of a sleeve of new golf balls as well as a free bucket of range balls to warm up with. Golfers were also given the opportunity to purchase a few “mulligans” or a length of “forgiveness string” to assist them with their handicaps, with all proceeds benefitting the NHA Scholarship Fund. With a few last-minute roster additions, the “best ball scramble” began at 1315.

CDR Howell, CWO2 Thrasher, CWO4 Ambrosio, and CDR Sipes. Photo taken by LT Jack Parker, USN The shotgun start went off without a hitch. Although the overcast cloud layer blocked the sun from initially warming up the participants, the challenge of navigating the course at a high rate of speed in golf carts (which was heartily embraced by the members of each foursome) provided a welcome diversion. About halfway into the tournament, however, Mother Nature decided that the group had been having too much fun and decided to add a little precipitation to the mix. The rain, combined with a steady wind off of the bay, did not bode well for the already high golf handicaps of the participants. While alibis were being discussed, and people kept insisting that their multiple bogeys were simply the result of an “off day,” soon thereafter, the range master at Eagle Haven decided to close Continue on page 54

Rotor Review # 103 Fall ‘08

REGIONAL UPDATES: Region Four Heloweek 1.

1) AWC Jeff Gareis of HSC-28 is the Men’s Longest Drive winner. 2) LT Chandra Newman of HSC-2 is the Women’s Longest Drive winner. 3)First Place Winning Team goes to HSC-2 Aircrewmen, (l-r) AW1 Lee Lyons, AW2 John Ashley, AW2 Rabea Shaiboon, and AW2 Justin Wall. 4) The “best dressed” for a game of golf: (l-r) LTJG Tom McCurdy, LTJG Mike Eckert, LTJG Josh Miller, and LTJG Derek Escalante. 5) Closest-to-the-Pin winner: LCDR Tony Pate. Photos taken by LT Jack Parker, USN 1

Continued from page 53

the course due to inclement weather. With this news, everyone responded in true “helo” fashion, with a number of voices calling out, “we can keep going, this isn’t that bad.” Unfortunately, the weather was to blame and the day on the course wrapped up early. Golf clubs were then (mercifully) sheathed and golf cleats were summarily cleaned. In the interim, everyone rallied back at the clubhouse for a barbeque feast followed by an awards ceremony. While everyone who played couldn’t find solace in bringing home a first place trophy, the smorgasbord of hamburgers, hotdogs, roast beef, potato salad, baked beans, and most importantly, a cold keg of beer certainly provided the necessary recompense. Following the barbeque, the award ceremony began. The XO of HSC-26, CDR Heath Howell, filled in as Master

of Ceremonies. Awards were presented this year to the Best Dressed Team, the Best Golf Hat, the Longest Drive, Closest to the Pin, as well as the 2nd and 1st place teams. This year’s sponsors of the annual NHA Golf Tournament included the Eagle Haven Golf Course, the Sewells Point Golf Course, Stumpy Lakes Country Club, the Chesapeake Golf Course, the Ocean View Golf Course, USAA, and last but definitely not least, Sikorsky Aircraft. All in all, and despite the weather, it was an excellent day for NHA Region 4. Despite turnout being only 75% of last year’s attendance, we were still able to raise nearly $1000 for the annual NHA Scholarship Fund. To all who participated, thank you for your attendance, best of luck with your short game, and we hope to see you all out on the course (hopefully in sunnier conditions) this Spring.

NHA Region 5

Special Thanks The Naval Helicopter Association, Inc. and NHA Region Five would like to extend a special “thank you” to all the men and women that made the 19th Annual Gulf Coast Fleet Fly-In a great success:

LT Jon Charlton, HT-18 Capt Scott Kazik, HT-18 LT Dan Oakey, HT-8 Capt Kimi Narvid, HT-18 LT Jessica Rivera, HT-8 LT Art Chavez, HT-28 ENS Emily Barton, SNA Pool HT-8/HT-18/HT-28 Aircrew Rotor Review # 103 Fall ‘08

Fleet Fly-In Coordinator Industry Rep/USMC Rep/FFI Programs Coordinator Golf Tournament Coordinator 5K Coordinator Flight Suit Formal Coordinator Rental Car Coordinator Audio/Visual Coordinator Breakfast / General FFI Support 54

Article and Photo By LTJG Mike Allert, USN

he sight of a military helicopter is by no means an unusual occurrence in the San Diego area. With three military airfields and a Coast Guard station, all home to numerous rotary wing squadrons, most local residents wouldn’t take a second look at anything with rotors whirling overhead. One sunny afternoon in early October, however, many of those locals stared in awe as the World Famous Golden Falcons of HS-2 returned home in style with a seven aircraft formation. The flight took the scenic route home, crossing the beach and flying up the San Diego Bay, passing low over the Coronado Bridge and the San Diego skyline before landing safely at North Island in front of elated family and friends. It was a fitting end to a long and successful sevenmonth deployment. The Golden Falcons were deployed aboard the USS Abraham Lincoln (CVN-72) and attached to Carrier Air Wing TWO (CVW-2), supporting operations in Iraq and Afghanistan. At cruise’s end the Golden Falcons completed over 700 sorties and carried a 98.2% mission completion rate; the highest in CVW-2. This success did not go unnoticed within the wing. The squadron’s maintainers were honored with the coveted “Golden Wrench” award for maintenance excellence during the last line period of the cruise, receiving a perfect score of twenty points, something no other squadron has achieved to date. The Chief Petty Officers of HS-2 were no strangers to acclaim either, receiving the “Goat Locker” award from their counterparts throughout Carrier Air Wing TWO as the most effective Chiefs’ Mess on the boat. The dedication and commitment of the enlisted members of HS-2 was the cornerstone of the squadron’s success. Their devotion and expertise truly make them the finest maintainers in the fleet. Operationally, Golden Falcon pilots and aircrew were very busy as well, compiling over 2,000 hours of mishap-free flight time on cruise. Arriving in the Gulf in late April and

Golden Eagles flying over San Diego Bay

Squadron Updates

Golden Falcons Return to San Diego

transitioning to operations off the coast of Pakistan in early July, HS-2 was called upon to support Coalition efforts in multiple capacities, sending aircraft overland to ferry diplomats for high-level negotiations, providing armed reconnaissance support for Combined Task Force 158 (CTF-158) and working with British and Australian units in defense of key elements of Iraq’s offshore oil infrastructure in the Northern Arabian Gulf. While operating in Afghanistan, the aviators of CVW-2 rested easy knowing that HS-2 pilots were on call with their HH-60Hs for Combat Search and Rescue (CSAR) any time a fixed-wing aircraft went in country. Even with their busy schedule, the Golden Falcons of HS-2 found time to do some overland training in allied Gulf nations, conducting low-level TERF flights to keep their skills sharp in the desert environment. This deployment is the last in HS-2’s 56-year history. In April of 2009, the squadron will say goodbye to its SH-60F and HH-60H helicopters and transition to the new MH-60S airframe, becoming HSC-12 in the process. The change will bring about challenges in employing this new platform, but with the same hard working and dedicated individuals, the World Famous Golden Falcons should have no problem meeting the task.

Shootin’ Booners Return Home

Article and Photos Submitted by HSL 42 PAO

he Shootin’ Booners of HSL 42 Detachment FOUR have returned after a successful sixmonth Counter Narco-Terrorism Deployment. Embarked in USS Boone (FFG 28), the detachment flew over 400 hours supporting Joint Interagency Task Force-South operations, flawlessly executed three aircraft phase inspections on Proud Warrior 423, qualified nine Sailors as Enlisted Aviation Warfare Specialists and two Sailors as Enlisted Surface Warfare Specialists. Mission oriented highlights of the cruise included the seizure of 1.3 metric tons of cocaine from a fishing vessel and humanitarian efforts involving the interruption of a human trafficking operation of 50 Ecuadorian alien migrants. Additionally, the Shootin’ Booners flew four MEDEVAC missions. Two of these involved life threatening

Rotor Review # 103 Fall ‘08

circumstances including one that required a challenging flight into Cali, Colombia. During routine patrols, Proud Warrior 423 was instrumental in identifying contacts of interest through radar and forward looking infrared to assist in right of approach questioning which led to countless boardings and the collection of valuable intelligence from vessels involved in illegal activity. Ship and air department personnel, as well as embarked U.S. Coast Guard Law Enforcement Detachment Teams worked together seamlessly throughout the deployment. The detachment began integrating with Boone in October 2007 and completed three workups prior to leaving in April. Continue on page 56

SQUADRON UPDATES: HSL-42 Continued from page 55

Port visits included multiple stops in Panama City, Panama, two to Cartagena, Colombia, one to Puerto Quetzal, Guatemala, one to Cozumel, Mexico, and (by far the most popular) a mid-cruise return to Mayport for a ship maintenance availability period. In port, detachment members engaged the local population through various community relations projects. LT Tobias Walters says of a visit to a Panamanian orphanage, “It was tough seeing those kids in a depressing situation like that, but it was a rewarding experience to bring some joy into their lives, even if it was just for one day.” Other detachment members enjoyed recharging their batteries in port through fishing, golf and sightseeing. One popular destination for several sailors was a Mayan Ruins tour in Tikal, Guatemala. AT2 Harry Potter says of his trip, “It was even better than I anticipated and was truly a once in a lifetime PW 423 utilizes BOONE’s forward VERTREP area experience.” during a training evolution While many relished experiencing South and Central American culture, there is most certainly no place like home. After six months of hard work, the Shootin’ Booners are eager to reconnect with friends and family while continuing to support the squadron’s mission at home and abroad.

2008 Department of the Navy Safety Excellence Award Article and Photo by LTJG Rocco Novellino

Proud Warriors receive the 2007 Safety “S” Award (l-r) The Honorable BJ Penn, LT Andrea Alvord, CDR Dana Gordon, ADM Gary Roughead, and Lt Gen. Richard Kramlich

dding on to an already impressive performance in 2007, the HSL-42 Proud Warriors received the 2008 Department of the Navy Safety Excellence Award for Aviation Safety. This recent award comes on the heels of HSL-42 winning its second consecutive Battle “E” and the 2007 Safety “S” award. For these previous awards, where all members of COMNAVAIRLANT are considered, the DON Safety Excellence Award encompasses every squadron in the Navy and is the highest praise a command can receive for safety. It is the first time HSL-42 has ever won the award. This year, the award ceremony was held at Navy Memorial and Naval Heritage Center Theater in Washington D.C. The award was presented by Lieutenant General Richard S. Kramlich; Director, Marine Corps Staff and Deputy Commandant, Installation & Logistics; Admiral Gary Roughead; Chief of Naval Operations, and the Honorable BJ Penn; Assistant Secretary of the Navy for Installations & Environment. The DON Safety Excellence Award was established by the Honorable Gordon R. England, former Secretary of the Navy, to personally recognize Navy and Marine Corps commands that demonstrate extraordinary excellence by sustained mission success with simultaneous exemplary safety performance. The award program’s objective is to promote excellence in mission readiness by mishap and hazard reduction through the

Rotor Review # 103 Fall ‘08

implementation of effective safety programs, the full integration of Operational Risk Management (ORM) principles and a sound safety culture. In conjunction with their commitment to training, teamwork, and professionalism, HSL-42 continued its astounding reputation for operational excellence by incorporating safety and operational risk management as top priorities in planning and executing its mission. During 2007, the Proud Warriors deployed eight helicopter detachments on 12 ships conducting operations around the globe resulting in a total of 51,650 deployed days for squadron personnel. As a result of its diligent adherence to the principles of ORM, HSL-42 executed its mission safely, under the most demanding operational conditions as evident by the following accomplishments: - Zero class “A” or class “B” aviation or ground mishaps. This included 7,200 flight hours, 2,286 of which were at night. - Spearheaded multiple procedural changes throughout the aviation community through submission of 9 hazard reports and 5 safety articles for Fleet publications. - Implemented a Human Factors Council for maintainers that focused on mishap reduction both at sea and ashore. - Established a Motorcycle Bike Club that focused on mentoring young and new riders, and resulted in zero motorcycle incidents in 2007. “Our men and women continue to amaze me,” said CDR Dana Gordon, HSL-42 Commanding Officer. “This is a testament to them doing their jobs safely and extremely well in a very dynamic environment both at home and at sea. Their unwavering commitment to safety and professionalism, as well as their continued dedication and hard work within our detachments, as Individual Augmentees and through safe practices while here at home are but a small reason why we did so well this year… I am so very proud of them.” In addition to the citation and plaque, HSL-42 also received the Secretary of the Navy’s Safety Flag, which they are entitled to fly for one year.

SQUADRON UPDATES: HSC-26

LCDR Stumpf Receives the 2007 Navy and Marine Association Leadership Award Article By LTJG Lindsay Robertson, USN

he Commander of Naval Air Forces awarded LCDR Stumpf, of HELSEACOMBATRON TWO SIX, the 2007 Navy and Marine Association Leadership Award. This award was instituted to recognize the most outstanding leaders within Commander of Naval Air Forces (CNAFs) operational aviation communities and aboard aircraft carriers. LCDR Stumpf was selected among his peers as an outstanding leader that displays CDR Sipes (l) awards LCDR Stumpf (r) the ability to motivate his subordinates and enforce standards. He the 2007 Navy and Marine Association knows his weapons systems and knows how to use them to their Leadership Award. Photo taken by PS2 maximum advantage. LCDR Stumpf has demonstrated the highest McFadden ideals of honesty, integrity, and inspirational leadership.

HSC-26 Attends Nineteenth Annual NHA Southeast Region Fleet Fly-In Article by, LTJG Bob Fullick, USN

he Nineteenth Annual NHA Southeast Region Fleet Fly-In began on Tuesday, October 24th , at NAS Whiting Field. Although fleet operational tempos are very demanding, each helicopter community put forth their utmost effort to be represented at this important event. By Tuesday evening, the level of participation was already high among student aviators as they eagerly stood on the flight line to see the fleet aircraft. Inside the squadron readyrooms, student aviators filled the sign-up sheets for a chance to have a ride in the helicopters. A special few squadrons, such as Norfolk’s HSC-26 Chargers, were even able to add a little additional flair to the event. HSC-26 sent their specially painted showbird to Milton, FL for the Fleet Fly-In. The Chargers, along with numerous other squadrons, proudly participated in an event that student helicopter pilots and fleet aviators will remember for a long time. The Fleet Fly-In at NAS Whiting Field is an opportunity for helicopter pilots to share their knowledge and experiences with future pilots of the helicopter community. Student aviators of Helicopter Training Squadrons HT-8, HT-18, and HT-28, are given the chance to talk with more experienced pilots and are able to fly in fleet helicopters that they may eventually serve in as the Aircraft Commander. The Fleet Fly-In increases their motivation and desire to succeed. Student aviators are given hands-on experience with an aircraft that, in just a few short months, they may be at the controls. Additionally, it gives the helicopter student aviator a chance to compare the various models of the venerable Sikorsky H-60, or to see the difference in size between the H-60 and the H-53. Coast Guard student aviators are able to put their eager hands on the HH-60 Jayhawk

Rotor Review # 103 Fall ‘08

An MH-60S of the HSC-26 Chargers. Photo courtesy of HSC-26 Public Affairs Ofﬁce

and the European manufactured HH-65 Dolphin. For the experienced Naval Aviator, the Fleet Fly-In provides an opportunity to reconnect with old friends from years past. Upon completion of flight school, aviators are sent to different squadrons all over the world to use their training. They carry out the missions of their own fleet helicopter and proudly serve their country. Though aviators may lose touch with their friends from the beginning phases of flight school, the Fleet Fly-In gives helicopter pilots a chance to renew friendships, strengthen bonds, and share their experiences with old friends. The Fleet Fly-In is a valuable experience for both the student aviators undergoing training and the experienced Helicopter Aircraft Commanders.

SQUADRON UPDATES: HS-3

Back from the High Desert Again

Article By LT Jonathan “BOF” Lance, USN, and LTJG Joel “Sleevesless” Bennett, USN

his past summer, the Tridents of HS-3 returned to the high desert of Fallon, Nevada for the second time in just under a year. The first detachment, in July and August of 2007, provided a unique opportunity for the squadron to participate in small level air wing events and unit level training. That detachment provided a valuable base of training for the challenges of the intermediate and advanced training phase of Carrier Air Wing EIGHT Fallon 2008. Following a superbly executed three-day crosscountry fly-out, the squadron unpacked and set up shop at the dusty outpost beside Hangar 7 on time and with five aircraft ready for tasking. Within a couple of days, Trident aircraft were flying morning and night events, allowing the pilots and aircrew to adjust to the unforgiving high desert environment. Day familiarization flights led to night unit level tactical missions. The first two weeks were marked by several skill building flights and several missile and aerial gunnery exercises. For HS-3, these live missile shoots were highly successful, resulting in three valid shots and valuable combat crew experience. HS-3 was also afforded the opportunity to perform realistic Special Operations Forces and troop convoy escort missions with the U.S. Army. Soldiers from the 191st Air Defense Artillery from Fort Bliss, TX conducted their annual field training exercise in conjunction with Carrier Air Wing EIGHT’s Fallon detachment. The 191st also provided soldiers, Patriot missile batteries, and convoy vehicles to NSAWC for highly realistic convoy escort and joint air defense training scenarios. During both day and night events, Trident aircraft escorted convoy vehicles as they traversed several desert roadways heavily laden with simulated improvised explosive devices (IEDs) and ambush points. The Tridents gained valuable experience escorting Army personnel in scenarios mirroring possible current operations in the 5th Fleet area of responsibility. Likewise, these joint training opportunities also established a wider trust and understanding for HS overland strike capabilities and their potential value to the U.S. Army in the field. In addition to several strike missions, HS-3 played a critical role in the successful completion of the Air Wing’s EIGHT combat search and rescue exercises. Threat levels increased, missions became more complex, and the Tridents stepped up and showed their tactical prowess. Several integrated and platform specific Close Air Support (CAS) scenarios also allowed HS-3 pilots and aircrew to practice precision missile and aerial gunnery with ground based controllers. After returning from Fallon, the Trident’s had a brief, but much needed, two week stay at home in Jacksonville. In mid-July, the Tridents were back to work aboard USS Theodore Roosevelt (CVN 71) for the final hurdle of a challenging work up cycle. The Joint Task Force Exercise (JTFEX) involved forces representing all branches of the military and six different

Rotor Review # 103 Fall ‘08

countries totaling over 15,000 sailors, soldiers, marines, and airman. Operations accelerated to a rigorous pace and the Tridents found themselves providing 24 hour strike group antisubmarine warfare (ASW) coverage. “Eat, sleep, and fly” became the mantra as the familiar voice of the TAO over the 1MC called out, “Now launch the Alert 60 ASW helo!” and roused the Trident aircrews day and night. Maintenance crews worked round the clock to keep the aircraft flying and ASW gear in perfect working order. HS-3 excelled in this final event, and proved that the Tridents were ready for their final deployment flying the H-60 F/H. At the beginning of September, the Tridents began packing up the hangar for their final deployment from Jacksonville, Florida. Shortly thereafter, final goodbyes to friends and family were made as the Tridents departed Norfolk embarked in the USS Theodore Roosevelt. Trekking east across the Atlantic, the Air Wing completed a few days of “Blue Water” operations off the coast of the Azores. The carrier then turned south and crossed the equator, providing the unique opportunity for an east coast squadron to participate in the “Crossing the Line” ceremony, and completed the journey to a unique port of call. HS-3 had the opportunity to play a small role in history as CVN-71 made its first port call in Cape Town, South Africa, marking the first visit of a U.S. Navy aircraft carrier in over 40 years. Due to a high sea-state, the Tridents were called upon to conduct vertical replenishment (VERTREP) to bring the stores the carrier would need in the next few weeks onboard. HS-3 aircraft flew 22 hours, moving over 80,000 pounds of external and internal mail and cargo. It has certainly been a season of change for the Tridents, and just over the horizon looms the homeport change to Norfolk, transition from HS-3 to HSC-9, saying goodbye to the familiar SH-60F and HH-60H, and starting anew with the MH-60S.

Tridents training in the high desert of Fallon Nevada. Photo courtesy of HS-3 Public Affairs Ofﬁce 58

SQUADRON UPDATES: HSL-37

EasyRiders Support RIMPAC 2008

Article by LTJG Ben Weiss, USN The EasyRiders of Helicopter Anti-Submarine Squadron Light 37 (HSL-37) recently participated in RIMPAC 2008 while embarked in USS Pinckney, USS Reuben James and USS Lake Erie. The Rim of the Pacific (RIMPAC) exercise takes place once every two years and involves numerous allied nations working together to perform combined exercises strengthening international ties as well as aiding in the combat readiness of the United States and allied Navies. The three and a half week long exercise begins with combined training and mission development, and culminates in a tactical phase in which two opposing forces consisting of ships and aircraft from all RIMPAC nations participate in a simulated international conflict between ‘Blue’ and ‘Orange’ forces. HSL-37 deployed three single aircraft detachments in support of RIMPAC. The first of these was Detachment ONE embarked in Pinckney. Pinckney is one of the U.S. Navy’s newest destroyers, with state of the art war fighting technology. While attached to Pinckney, Detachment ONE participated in numerous training and tactical exercises that enhanced the performance of Pinckney. Detachment ONE completed three coordinated ASW exercises with Canadian and South Korean Forces, including multiple P-3s and a CH-124 helicopter with dipping sonar. In addition, three successful torpedo attacks were accomplished by Detachment ONE and Pinckney. Detachment ONE assisted Pinckney with her shipboard launched torpedo and dropped two of their own against a simulated subsurface target. Detachment ONE also conducted four hours of diesel and nuclear submarine prosecution during the tactical phase of RIMPAC. Finally, Detachment ONE demonstrated text book versatility flying two medical evacuation missions and 11 sorties of search and rescue support for the USS Bonhomme Richard and her embarked Marine Corps CH-53Ds. The maintainers of Detachment ONE successfully kept the aircraft mission capable, allowing the detachment to execute a 100 percent sortie completion rate throughout the exercise. Detachment TWO, supported Reuben James. Reuben James is one of the U.S. Navy’s oldest and most distinguished warships, capable of operating independently or as a member of a carrier or expeditionary strike group and

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supporting a detachment of up to two aircraft. Together with Reuben James, Detachment TWO successfully conducted numerous operations covering the wide array of the SH60B’s capabilities. Crews from the detachment conducted coordinated anti-submarine operations with Australian and Japanese P-3s, including the prosecution of both nuclear and diesel submarine contacts. Detachment TWO flew a helicopter visit board search and seizure training mission in support of a Republic of Korea boarding team aboard the Singaporean ship Steadfast. Detachment TWO also enhanced international relations during cross deck operations, landing on several of our allied nations’ ships and aiding in logistics missions as well as personnel exchange program (PEP) and VIP transfers. In the final stages of the exercise, the Reuben James/Detachment TWO team provided screen coverage for the USS Kitty Hawk, protecting the vital area from Orange force incursion. The efforts of Detachment TWO could not have been accomplished had it not been for the outstanding efforts of the Detachment TWO maintenance team. With their hard work and dedication, the aircraft maintained a constant state of readiness for the entire exercise and achieved a 100 percent sortie completion rate. Additionally, despite the high operational tempo of the exercise, three of Detachment TWO’s maintainers found the time to qualify as Flight Deck Directors. To round out EasyRider participation in RIMPAC, Detachment THREE embarked in Lake Erie. One of the U.S. Navy’s most well known guided missile cruisers, Lake Erie is

on the front lines of today’s modern Navy, leading the way with cutting edge testing in the areas of missile tracking and ballistic missile defense. Detachment THREE and Lake Erie joined three Japanese ships, the JDS Haruna, JDS Makinami, and JDS Kirishima, to form a dynamic task force designed to maximize flexibility and war fighting capabilities. After completing critical work-up exercises to ensure safe operations with the ship, Detachment THREE got to work during the scheduled events (SOE) phase of RIMPAC. During this phase, Detachment THREE supported task force operations by conducting antisurface and anti-submarine patrols and simulated attacks. Detachment THREE successfully dropped two recoverable exercise torpedoes and conducted a medical evacuation from Lake Erie to Tripler Army Medical Center. Following the conclusion of the SOE phase, Detachment THREE and Lake Erie began the full-scale conflict simulation, where they continued to conduct patrols and simulated attacks on surface vessels and submarines. The efforts of the Detachment THREE maintainers kept the aircraft in the air resulting in a 100 percent sortie completion rate. All three detachments successfully supported their respective ships during the RIMPAC exercise, allowing both their ships and the EasyRiders of HSL-37 to strengthen war fighting capabilities as well as develop relationships with international forces. This will undoubtedly enhance the readiness and cooperation of the U.S. Navy and her allies in order to successfully respond to future real-world conflicts.

HS-4 Black Knights World Tour 2008

Article by LTJG Andrew “Roman” Norris, USN and LT Thanh “Panda” Nguyen, USN

t’s been a long cruise for the Black Knights of HS-4. We pulled out on May 19 for a six month WESTPAC in support of OEF onboard USS Ronald Reagan, CVN-76. The first month was spent getting into the swing of things on the boat and flying a lot of Plane Guard during CQ’s off the coast of Hawaii. Some crews got to fly TERF currency flights on the historic sands of Tinian and Saipan, but for most of us our first glimpse of land was Hong Kong. It was a great time, but would end up being cut short when the boat had to leave early to avoid being caught in port by Typhoon Fengshen, aka “Frank.” As we sailed into the open ocean to avoid the storm, reports started showing up on the news of the devastation caused by Frank in the Philippines. Word slowly started to trickle in that the Strike Group may head south to render assistance. We started to grow excited at the prospect of actual tasking and the possibility of being able to help people in need. Eventually our hopes were confirmed when we were told that we would be flying into the island of Panay to deliver rice and water. We ended up spending eight days providing humanitarian aid and disaster relief to the people of Panay. Over that time, we developed a system that allowed us to work with the CODs of VRC-30 and the Philippine Army to efficiently deliver supplies all over the island. The CODs would

Rotor Review # 103 Fall ‘08

land at Ilo Ilo International Airport filled with rice, water and a small contingent which made up the “Command Tent,” which was spearheaded by Deputy CAG Lalor to keep things organized. From there, the helicopters would distribute the supplies all over the island. Helicopters from various ships in the Strike Group joined the relief efforts, HS-10 EMIO det, HSL-37, HSL-49 and HSL-43 were all present to answer the call. Black Knight helos would fly in from the boat and stop in Ilo Ilo to be loaded with supplies by the Philippine Army and get the coordinates for delivery from the Command Tent. The areas we flew to would vary from open fields, school yards, battered airports, mountain tops and even schoolyard basketball courts! Upon arrival to our LZ’s we would sometimes be greeted with happy school children, Philippine Army regulars or random villagers more then eager to unload the cargo we brought in our steel and polymer composite material chariots. Some of our AW’s brought candy for the children and instantly became celebrities on landing. We spent a total of eight days flying over the Philippines, with our three HH-60Hs flying from sunrise to sunset. This often meant up to seven hours in the cockpit for our pilots. In those eight days we delivered 185,337 lbs of aid Continue on page 61

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material to the people of Panay. It would turn out to be the most gratifying part of cruise for many. It was with relief and sadness that we left the Philippines. The flying was fun and gratifying, but the long days were starting to wear down both crews and aircraft. However it was also a good chance for the squadron to welcome its newest member, LTJG Scott ‘V’ Chirgwin, and watch him build his habit of taking off and flying as fast as he could, no matter where he was going, even if he was going nowhere in particular. Plane guard at 140 knots is still plane guard right? From there we sailed towards Guam for another port visit cut short due to time spent in the Philippines. Guam was the first in a string of port visits which consisted of South Korea, Japan and Malaysia. During this time we welcomed two new Black Knights, LCDR Jaime “Wookie” Vega and LCDR Will Shipp. Wookie came to the Black Knights with the sand from Iraq still trapped in his flight boots. He was ready and eager to pass on the knowledge that he had gained while at “84.” He also has the uncanny ability to eat a package of hot dogs at mid-rats and then wash it down with his homemade recipe of FOUR crushed-cookies-in-a-glass-filled-with-milk dessert. Yummy…..I think. Leaving Malaysia marked the end of our time in Seventh Fleet, as it was time to transition to Fifth fleet and let the fixed wing guys support OEF. We had our time in the spotlight and now it was time for the fixed wing bubbas to get theirs. It would prove to be a long period filled with nothing but Plane Guard and GSAR alerts (Ground SAR, just incase our fixed wing friends ejected into friendly Pakistan), with some ULT sprinkled in there for our beloved AOPS LT Rudy “Omega Red” Hawkins and his precious sorts reporting. There was one moment of note when a movie night in the Ready Room was interrupted by a man-overboard whistle. As the crew was in the aircraft spinning up, suspecting the usual chem light in the water or some other false alarm, they received word that a maintainer had fallen off an F-18 parked on the flight deck. That would make a fall of almost 80 feet on a near zero illumination night. A number of members of ship’s company had seen the fall. When Black Knight 616 took off approximately 15 minutes after the alert was called away, there

were approximately three smokes and three strobes already in the water in addition to the survivor’s own strobe. Luckily, the first light turned out to be the survivor, who was plucked out of the water with no injuries despite his long fall. It was the first rescue for all members of the crew, which consisted of LT Lukin “Golden Boy” Lain, LTJG Andrew “Roman” Norris, AW2 Garrett Keller and AW2 Doug Hagen. The Black Knights also said goodbye to two great pilots. LT Josh “Comrade” Fagan and LT Steve “Quagmire” Yargosz who left to go “Get some” at HSC-84.The remainder of the time in Fifth Fleet proved to be uneventful. There was a short stop in Dubai, where we were joined by LT James “J-Men” Ackerman, more GSAR alerts and then the beginning of the long journey home. After a quick stop in Singapore, LT Brandon “Shizzo” Sheets left us for Whidbey Island Station SAR. Before we could officially start our trip home, we had one more thing to do, “Malabar.” It was an exercise the RRCSG conducted with the Indian Navy. They had some of their pilots and maintainers come onboard the Carrier to experience how the US Navy does business. We gave a few of them rides in our SH-60Fs so they could get a feel how we conduct ASW missions. All in all, a lot was learned by both Navies. The entire exercise concluded with a PASSEX which included over 13 ships from both countries. It was quite a sight to see all the ships moving in unison to get in one formation and then break out into their individual formations. Our maintainers got the unique experience of trying to chock and chain an Indian helicopter, the “Alouette”, which is considerably smaller than our Seahawks. The Indian Navy made numerous deck landings on the carrier and we, in turn did landings on their ships. We learned that we can operate jointly and efficiently together on the high seas. Right now we are in the middle of our transit to Hawaii to pick up our Tigers and finish our journey home. It has been a long grueling deployment with moments of sheer excitement filled with periods of utter boredom. We are tired and ready to see our families again. The streets of San Diego have been quiet for the last six months. It’s time to brighten things up with the return of the Black Knights!!

HSC-2: DET Milton Article By LT Tim Topping, USN

t was early on a brisk Tuesday morning and a flight of two MH-60S were spinning on the seaplane line in Norfolk. Loaded with aircrew, maintainers, bags, tool boxes, and support gear it looked like these aircraft were going somewhere for a while. Maybe these aircraft were headed for a pull on the “USS Ship,” or better yet, they could have been on their way to the “USNS Ship”. But neither was the case for this group. This flight was HSC-2’s contribution to the 19th ANNUAL GULF COAST FLEET FLY-IN, and though it may have looked and felt like a DET fly-on, everyone knew they were just a few short hours

Rotor Review # 103 Fall ‘08

away from sunny Milton, happy reunions, BBQ on the “back porch” and happy hour at Aces. The lead aircrew consisted of HSCWINGLANT Commodore, CAPT Steve Schreiber, LT Jim Conklin, AW2 John Ashley, and AW2 Curtis Clontz. On their wing were CDR Chris Rapp, LT Tim Topping, AW1 Mike Andrews, and AW2 Paul Rankin. Passengers included LT Pete Firenze, LT Chandra Newman, AM1 Jeffery Dube, AD2 Scott Lister, AD2 Christopher Carlson, AM2 Michael Bisher, and AE3 Ryan Cline. With beautiful conditions for flying, notwithstanding Continue on page 62

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a stiff headwind, Redhawk 734 and 735 rolled on final for runway 4 at South Whiting on a hazy Milton afternoon, comfortably before the close of the recovery window. The next morning, LT’s Pete Firenze and Chandra Newman mustered their flight crews to introduce the fledgling American and multinational naval aviators to the true nature of unrestricted flight in the light, powerful, and capable Sierra. With three or more course rules checkpoints to negotiate within as many miles, the crews made it to Santa Rosa NOLF to begin the indoctrination flights. After a few laps in the pattern, some hover work, and LT Firenze’s Fleet Angels arriving at NAS Whiting broken instruction in Italian, it was time for the crews to return for an afternoon Field. Photo courtesy of HSC-2 Public Affairs of golf. Not a bad day at work. Ofﬁce The next day kicked off with a few briefs and a Senior Officer Panel. Students, fleet aviators, and instructors alike all had a chance to learn about the latest goings on in the different rotary wing communities and have their questions answered before another afternoon of flying. After another bag of hot seating, defensive posturing, and reminding students to squeeze collective trim, deteriorating weather brought the fun to an early end. Soon it was time to pack it up and head back to Norfolk, but the Fleet Angels were happy to make the trip. It was nice to catch up with friends, talk shop, and hopefully get the new crop of naval helicopter pilots excited about their future in the fleet.

HSC-22 DET FOUR and HS-15 Support Carrier Quals

Article and Photo by LTJG Matthew Boyce, USN

n Saturday, 16 August 2008, HSC-22 DET FOUR and HS-15 joined forces underway aboard the USS Eisenhower (CVN-69) to provide logistic and search and rescue support for the upcoming week’s carrier qualifications. Led by LCDR Todd Phillips and CDR Chris Misner, respectively, the two detachments learned from each other while ensuring mission success. The traditional role of the HSC (Expeditionary) squadron lays with USNS supply and amphibious assault ships. Naturally, HS-15 played host in their familiar role on board and acted as liaison to the carrier-style of operations. DET FOUR was up to the task and adapted quickly. The Rodney-the-Raccoon Award, given each day to individuals for public missteps, also provided a humorous incentive for both rotary-wing squadrons to stay sharp on board. HSC-22 DET FOUR provided a glimpse into the future for the Anti-

Submarine squadron, which will soon be assimilated into the HSC (Carrier) community. Each detachment rotated duty of flying search and rescue in the ‘Starboard D’. While HS-15 returned to Jacksonville, Florida on the 24th, HSC-22 stayed on until the 28th to conduct VERTREP operations from the USNS Sacagawea. DET FOUR also provided MEDEVAC for a sailor who had fallen on deck and suffered head injuries. The sailor was treated at Naval Medical Center Portsmouth. The USS Eisenhower detachment provided an excellent opportunity for HSC-22 and HS-15 to cooperate and hone their skills. The two squadrons will, in the near future, bring solidarity to Helicopter Sea Combat, expeditionary and carrier-based communities.

HSC-28 Detachment TWO Answers the Call Article by LTJG Dave Athay, USN

t had been about a week since Hurricane Ike blew through Southern Texas. The damage had been done, and most of the area around Galveston, Texas continued life without electricity or running water. To their relief, thousands of hurricane battered citizens and FEMA workers awoke to see the USS Nassau anchored a few miles directly off their downtown seawall. As soon as the sun was up on the second day, SEABEE heavy equipment rolled ashore from landing craft and HSC-28 Detachment TWO MH-

Rotor Review # 103 Fall ‘08

60S helicopters were flying and ferrying personnel to assist with the disaster recovery. The SEABEES worked to clear the port, and HSC28 aircraft shuttled about 150 sailors per day from the ship to Galveston, operating from a makeshift heliport in a high school football field. Hundreds of volunteer sailors from the USS Nassau passed out food and water and helped out with cleaning up the city. Sailors from the Engineering Department also provided critical expertise needed to repair sewer pumps. Continue on page 63

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Dragon Whale aircraft also provided MEDEVAC and VIP transport services. Distinguished passengers included the Mayor of Galveston and the Secretary of Homeland Security. Having the Navy on-scene was a tremendous boost to the morale of those working to restore safety and critical public services to Galveston. Our helicopters were by far the most

visible sign that help had arrived. Everywhere we went; people stopped, smiled, and took pictures of us with their cameras. In Galveston, HSC-28 proved once again that we are always ready to answer our country’s call and get the job done safely, professionally, and on time.

HSC-28 Celebrates The 100th Anniversary Of The Great White Fleet Article and Photo by LTJG Dennielle Matsumoto, USN

onoring the 100th anniversary of President Theodore Roosevelt’s Great White Fleet, HSC-28 supported the USS Nassau as it sailed from Norfolk, VA to New York City, NY. During the underway period, DET 2 provided search and rescue support, and assisted ship operations. Additionally, the Dragon Whales successfully completed a MEDEVAC and several VIP passenger transports. In port, the Dragon Whales represented not only HSCWL, but Naval Aviation, by proudly displaying the MH-60S for several Dragon Whales arrive for the Great White Fleet Celebration. hundred visitors. The humanitarian relief in Galveston, TX and representation in New York City exemplifies HSC-28’s part in continuing to uphold the traditions the Great White Fleet established over a century ago.

HSC-25 Armed Helo Training Begins

Article and Photo By LT Caleb Lindh, USN, LCDR Brent Moore, USN, and LT Sarah Hester, USN

he Island Knights of HSC-25 have become the first Expeditionary HSC squadron to receive the MH-60S Block III Armed Helo and preparations are well underway for taking this new weapons platform into the operational theater. In April 2009, HSC-25 is scheduled to take over Seventh Fleet’s Expanded Maritime Interception Operations (EMIO) Detachment from HS-10’s Expeditionary Sea Combat Unit. The squadron will not, however, arrive at that point without a great deal of effort and planning. Much training and preparation has been completed thus far, with still more to be accomplished. The squadron is confident and optimistic in its ability to bring this new weapons platform to the operational theater. The squadron’s initial preparations began last June, when four pilots and four aircrew were sent to HSC-3 in San Diego, to complete the Armed Helo FRS and SWTP training syllabi. Additionally, HSC-25’s maintenance department selected seven personnel for ordnance training, who joined the aircrew in San Diego. They received instruction on the installation and upkeep of the new armed helo kits from HSC3, HSC Weapons School Pacific, and HSC Wing Pacific Fleet maintenance personnel. The pilots and aircrew conducted all Level I flights with HSC-3 Instructor Pilots while the subsequent SWTP Level II and III armed helo flights were completed with instructors from the Weapons School. Initial flights focused on the basic use of the Multi-Spectral Targeting System (MTS) and the many capabilities it brings to the fight. A significant emphasis was

Rotor Review # 103 Fall ‘08

placed on the improved versatility and new capabilities the MTS has over the legacy FLIR, which has been used on the SH-60B and HH-60H airframes for several years. Crews were trained on the Hellﬁre missile system, the laser targeting and designation system incorporated into the MTS, and the Aircraft Survivability Equipment (ASE). Aircrew were also introduced to the GAU-21, a .50 cal machine gun, which has a significantly increased range and lethality when compared to the M-240D, a 7.62 mm machine gun that has been the only crew served weapon on the MH60S. While the flyers were learning the basic systems in the Block III, the maintainers were also busy. They spent two days in HSC-3’s classrooms learning about the weapons kits. They studied the upgrades and differences in the Block III MH-60S aircraft and increased their systems knowledge on the Counter-Measures Dispensing System, Missile Warning System, Radar Warning Receiver, MTS, Hellﬁre, M-299 missile launchers, ballistic protection system for the cabin decking, and the GAU-21. Following the classroom training, they spent two weeks conducting hands-on training on the aircraft. They installed an entire armed helo weapons kit into an aircraft and conducted operational checks, as well as, release and control checks on all systems. The maintainers completed laser boresighting, and received training on installation and maintenance of the ballistic plating system Continue on page 64

SQUADRON UPDATES: HSC-25

LT Sarah Hester and LT Caleb Lindh standing next to the MH-60S Block III Armed Helo. Continued from page 63

USCG Updates

and the GAU-21. They configured and deconfigured the aircraft with the weapons kits several times for proficiency. With the completion of the Level I syllabus, pilots and aircrew began training with the Weapons School, learning to integrate the various weapons systems to provide an effective Maritime Air Support or Sea Surface Control package in various scenarios. The overarching theme of the armed helo is maritime defense of our large surface combatants against small, fast moving, coastal craft. Hence, most of the training focused on tracking and eliminating small surface contacts on the San Clemente Naval Weapons Range, about 70 miles off the Coast of San Diego. With the use of Captive Air Training Missiles (CATMs) installed on each aircraft, the crews were able to simulate engaging and firing on enemy targets without expending costly Hellﬁre missiles. During these flights the lethality of the aircraft’s weapons system was demonstrated in its ability to acquire and engage targets from significantly long ranges, in many instances outside the weapons engagement zone of the enemy threat systems. This capability greatly enhances the survivability of the aircraft and crew, and ultimately leads to completing Sea Combat missions safely and effectively. The maintainers also spent one week training with the Weapons School staff. They received more in-depth instruction and practice for uploading and downloading weapons and

countermeasures. They became more proficient during additional missile release and control checks, and operational checks of various weapons systems. Confident in their training, HSC-25’s armed helo maintenance cadre passed their Conventional Weapons Technical Proficiency Inspection with flying colors. Following successful completion of all training requirements, all personnel returned to Guam in August to begin preparing the squadron for the arrival and ultimate integration of the new Block III MH-60S aircraft. While the cadre was training in San Diego, three new Block III airframes arrived on island in July. Additionally, three long awaited armed helo kits were delivered to the squadron in October. The Island Knights of HSC-25 now had all the assets necessary to begin armed helo training. Ground school lectures and weapons system maintenance training began in August, and training flights commenced in November. The following three months were very busy as the training department prepared the EMIO detachment for its HARP, currently scheduled for February. The HARP will provide an opportunity for all EMIO DET personnel to demonstrate the skills and abilities attained during this lengthy process. The goal of the HARP is to validate the detachment’s ability to deploy with the new weapons systems in an operational theater. When the HSC-25 assumes the EMIO detachment mission, it will be led by an OIC and two senior HACs, all of whom received their initial training in San Diego. Additionally, two H2Ps, two crew chiefs, four utility crewmen, and 18 maintenance personnel will deploy on the detachment. HSC-25 is proud to lead the Expeditionary HSC community in this new mission area. It is clear to see that much has changed since the days of the H-46D Sea Knight on the island of Guam. The squadron’s success in Kuwait and Iraq with the 2515th Naval Air Ambulance Detachment has been just the beginning of a new era. The HSC-25 Island Knights look forward to demonstrating the capabilities of this new and exciting weapons platform.

USCGAS Sitka, Alaska Partners With Canadians For Training Exercise

Press Released by USCGAS Sitka Public Affairs Office

nited States Coast Guard, Canadian Forces and Canadian Coast Guard complete local training exercise in Comox, B.C. The event was planned to build local knowledge and share operational procedures used by the different agencies. USCG obtained knowledge of inland SAR to include terrain searching and high mountain rescue techniques. The visit lasted 5 days and included 6 aviation aircrew members from Air Station Sitka. During the visit the US Coast Guard Helicopter assisted in building low visibility routes that are commonly used for inland navigation when altitude is restricted due to icing or visibility. Along with professional pilot proficiency, the local Search and Rescue Technicians and rescue swimmers gained invaluable techniques that may be used in the future to help save lives. Additionally the flight mechanics from the Canadian forces demonstrated high hoist techniques used for mountainous tree covered terrain.

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LT Rick Hipes stated “It’s not very often that we operate in the southern area around Prince Rupert and Comox, but when we have been called upon to execute a mission it is usually in the middle of the night in poor weather. The experience from USCGAS Sitka training with the our training mission has given our six member crew the Canadian forces. knowledge to operate in our Canadian neighbor’s northern area with greater proficiency. We have captured these techniques and local area knowledge and plan to share it with other members from Air Station Sitka. I hope that we are given the opportunity to build on our outstanding Canadian relations by planning future missions to Canada.”

USCG UPDATES: USCGAS Cape Cod

Multiple CG Units Respond to Sinking Boat Press Released by USCGAS Cape Cod Public Affairs Office

oast Guard rescue crews from six different units, including three Cutters and three Air Stations, responded to a sinking sailboat with three people onboard approximately 102 miles southeast of Atlantic City N.J. Rescued were Kevin Hogan, a 52-year-old and Teresa Gravie, age unknown. Phil Rubright, a 65-year-old Detroit resident was recovered but pronounced deceased by the Atlantic County Medical Examiner Office in Atlantic City. The Coast Guard began its search after watch standers at the Rescue Coordination Center in Portsmouth received an Emergency Position Indicating Radio Beacon (EPIRB) alert and determined it was aboard the 44-foot sailing vessel Freefall. After obtaining this information Coast Guard rescue crews, aboard a C-130J and MH-60 Jayhawk helicopter were launched from Coast Guard Air Station Elizabeth City, N.C. The Elizabeth City rescue crews arrived on scene but were unable to hoist the three passengers from the Freefall due to the extreme weather conditions consisting of rainand 40-50 knot winds and 40-50 foot seas. The rescue crew determined that in order to conduct a safe hoist the passengers and the rescue swimmer had to enter the water. The rescue swimmer and Mr. Rubright entered the water to attempt the hoist but the rescue basket and hoist cable were damaged by a large wave. The helicopter crew deployed a life raft and Mr. Rubright was placed in it. Reportedly another large wave hit and injured the rescue swimmer and tossed Mr. Rubright

from the life raft. The injured rescue swimmer was unable to recover Mr. Rubright. The helicopter crew employed the Emergency Recovery Device (ERD) to recover the rescue swimmer. This manual recovery device is only used during the most extreme circumstances and the person being hoisted must be trained and wear a rescue strop. Without the means to recover Mr. Rubright the helicopter crew called for assistance and departed for Atlantic City to seek treatment for the injured rescue swimmer. The Coast Guard then launched two MH-65 Dolphin rescue helicopter crews from Air Station Atlantic City along with a HU-25 Falcon jet and a MH-60 Jayhawk helicopter crews from Air Station Cape Cod, Mass. The 270-foot Coast Guard Cutters Northland and Seneca, along with the 87-foot Coast Guard Cutter Mako were also dispatched to the scene. The Atlantic City helicopter crews were able to relocate the stricken vessels crew and relay the position to the incoming Cape Cod rescue crews. Upon arriving on scene the Cape Cod helicopter crew recovered Mr. Rubright from the water and flew him to Atlantic City where he was pronounced deceased by the Atlantic County Medical Examiner. A second MH-60 Jayhawk rescue helicopter crew from Elizabeth City was dispatched to the scene and hoisted Hogan and Gravie from the sailboat and flew them to Air Station Atlantic City where they were turned over to local EMS crews and taken to a AtlatiCare Regional Medical Center in Atlantic City for treatment. Both Hogan and Gravie suffered from mild hypothermia and are in good condition.

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 # 103 Fall â&#x20AC;&#x2DC;08

CDR Thomas Nelson PO1 David Skimin

LCDR Andrew Wischmeier PO2 Joshua Nichols

he Rotor Review on behalf of the Naval Helicopter Association, Inc. would pay homage to four of the US Coast Guard’s finest, CG-6505. These brave men, who helped guard our Hawaiian coast, left us on September 4, 2008. On September 12, 2008, USCGAS Barber Point, Hawaii held a memorial service for the aircrew of CG-6505, which USCG Commandant, ADM Thad Allen delivered the following eulogy:

ADM Thad Allen speaks at the memorial service. Ofﬁcial USCG Photo was taken by PA3 Luke Clayton, USCG

It is the custom of our Service and of all of the Armed Forces to mark significant events with military ceremony and honors. It affords us the opportunity to provide dignity to the event and allows us to exercise what one of my mentors called “the manners of our profession.” We are here to do that today. To exercise the manners of our profession with dignity and honor. But this is not a change of command, it is not a retirement, it is not an awards ceremony. No ceremony is as difficult as the one in this place at this time. We face many challenges in our lives … we pursue our professions to demonstrate our talent and skill, we become part of a larger purpose. We grow and mature, find friends, learn to appreciate our families, fall in love, create new families. But of all the things we face in life, the loss of a husband, father, brother, son, friend, and shipmate exact the greatest toll. This is not how it is supposed to be. We take vows to grow old together. We sacrifice for our children. We are there for our friends. We watch out for our shipmates and wingmen. And we are there for our parents as they were there for us. Our deepest condolscences goes out to each of their families and friends.

Rotor Review # 103 Fall ‘08

Ofﬁcial USCG Photo was taken by LTJG Todd Vorenkamp, USCG

The Crew of Coast Guard Helo 6505

Review by LT BJ Armstrong, USN

ruce A. Elleman, Waves of Hope: The U.S. Navy’s Response to the Tsunami in Northern Indonesia (Newport Paper #28), Naval War College Press, Newport RI, 2007. 134 pp. appendix, notes, glossary, bibliography, index, available for free download at http://www.nwc.navy.mil/press/ newportpapers/newportpapers.aspx The early twenty first century has been a period of mixed missions for the United States Armed Forces. As combat operations have dominated in Iraq and Afghanistan the U.S. maritime services have repeatedly been called upon to act as prime facilitators of humanitarian relief around the globe. Coast Guard and Navy rescue operations following Hurricane Katrina in 2005, non-combatant evacuation from Lebanon in 2006, and humanitarian relief operations following 2007’s Tropical Cyclone Sidr in Bangladesh are just a few examples of the operations conducted. America’s maritime leaders have recognized the important role that naval forces play in modern humanitarian efforts and have included these missions as one of the sea services’ six core capabilities in the new “Cooperative Strategy for 21st Century Seapower.” Dr. Bruce Elleman’s Waves of Hope: The U.S. Navy’s Response to the Tsunami in Northern Indonesia provides the first historically minded account of Operation Unified Assistance, the U.S Navy’s role in saving thousands of lives following the Tsunami that struck Sumatra in December of 2004. Dr. Elleman, a research professor at the U.S. Naval War College, has produced a well researched and engaging study of the relief effort. If journalism is the first draft of history then Waves of Hope can be seen as the second draft as the author moved beyond the accounts of newspapers and press releases and included internal naval reports, interviews, and oral histories from the U.S. Naval Historical Center. In the process he tells the reader the story of how American naval forces delivered 9.5 million pounds of relief supplies to an Islamic nation, suspicious of American intentions, in a region with an active insurgency. The study begins with an explanation of the science behind the earthquake and Tsunami that wracked the Indian and Pacific Oceans on the 26th of December, 2004 and a brief history of other Tsunamis that have impacted the world’s littorals. Through eight more chapters the author illuminates the strengths and the weaknesses of the mission. Chapters are broken up by subject and include the intelligence limitations that resulted from a non-existent warning system and faulty reporting in the press, the importance of developing logistics and supply systems, the post Tsunami mission of the USNS Mercy, and the positive post-mission political results of the operation. Dr. Elleman spends a chapter discussing the vital importance of sea-basing during the mission. Sea-basing, the capability to mount the operation completely from the sea with sailors and assets returning to the ships of Combined Support Force 536 each night for hot chow and a navy rack, proved an important strategic capability for the United States Navy. The concept had been talked about by navalists

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Book Review

Waves of Hope: The U.S. Navy’s Response to the Tsunami in Northern Indonesia (Newport Paper #28)

for decades but Operation Unified Assistance validated the idea beyond combat operations. It significantly reduced the possibility of an incident between U.S. personnel and the local authorities, which was vital in a suspicious Islamic land. Sea-basing also limited the force protection issues that arose from operating in a region with an active anti-government insurgency. The coordination required to bring hundreds of military relief personnel ashore every day and return them to the ships every night, all the while moving people and supplies around the region, was nothing short of awe inspiring. It also demonstrated that sea-basing is nearly impossible without rotary-wing aviation. The author dedicates a chapter to the centrality of helicopter-assisted air access in the success of the operation. He uses the reports and oral history reports of several aviators, giving him a baseline knowledge regarding the helicopter’s importance. The region, which already had a limited infrastructure, was decimated. Roads and bridges were washed out or destroyed and for a vast geography the helicopter was the only way in or out. While logistics missions are not overtly dangerous the author recognized that as the number of hours flown each day rapidly accumulated it placed a great deal of stress on both the aircrews and the airframes. Like the Berlin Airlift six decades before Operation Unified Assistance demonstrated that airpower comes in many forms beyond the flight of the strategic bomber. Much of the focus of Waves of Hope is on the operational level of the mission: organization, command and control, and how the Combined Support Force operated. There are limited personal accounts from those in the lower half of the chain-of-command or those who worked on the ground among the Indonesians. From an “in the cockpit” aviator’s perspective there is little tactical or procedural value to his chapter on helicopter utility. This shouldn’t be much of surprise however, since the work is a product of the U.S. Naval War College, a pre-eminent institution in the study and teaching of the strategic and operational levels of naval conflict. Rotor Review offers the opportunity for our fellow rotorheads to pass lessons learned and suggested improvements from our community’s experience in Indonesia, helping to fill the gap in the early history of the events there. Overall Waves of Hope achieves its goals, making a compelling case for the inclusion of humanitarian missions in naval strategy and the study of naval warfare. The intersections of military power and successful diplomacy have been highlighted in recent years through operations in Iraq and Afghanistan. Operation Unified Assistance offers an example with positive results that commends itself to serious study. Bruce A. Elleman’s Waves of Hope: The U.S. Navy’s Response to the Tsunami in Northern Indonesia is an important read for students of modern naval power and an commendable illustration of the soft power of the U.S. military for scholars of international relations as well. It also provides rotary wing aviators with a valuable view Continue on page 68

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of the strategic and operational picture surrounding recent and future humanitarian assistance and disaster relief missions. The book is highly recommended for Commanding Officers, Detachment O-I-C’s, or any rotary-wing aviator who may find themselves helping to plan and execute similar missions in the future. A version of this review first appeared in the journal “American Diplomacy” in August, 2008 (www. americandiplomacy.org).

Lone Survivor: The Eyewitness Account of Operation Redwing and the Lost Heroes of SEAL Team 10

By Marcus Luttrell and Patrick Robinson

Review by CAPT Vincent C. Secades, USN (Ret)

n the evening of Monday, 27 June 2005, a team of four Navy SEALs, LT Michael Patrick Murphy, SGT2 Matthew Gene Axelson, Petty Officer Danny Dietz, and Petty Officer Marcus Luttrell took off from the Asadabad American base in Northeast Afghanistan aboard a MH-47. In the dark of the night they repelled to the ground, high in the Hindu Kush Mountains. Their mission was to capture or kill a Taliban military leader whose guerrilla forces were causing serious casualties to American forces in the region. After traveling through the night, at dawn they settled on a spot where they could remain concealed while observing the small village, down in a valley, where the Taliban leader was suspected to be located. Early in the afternoon of that day, a herd of goats wandered into their concealed position. With the goats came the goatherds, two men and a boy about fourteen years old. When confronted, these mountain farmers, by their attitude and the hatred in their eyes, made it clear where their loyalties lay. The rules of engagement (ROE) under which American forces operated in Afghanistan and Iraq prohibited killing or injuring unarmed civilians. Never mind the fact that, in this kind of terrorist/ insurgent warfare, behind enemy lines in the Hindu Kush, the most dangerous and lethal enemies were seemingly unarmed civilians. The four frogmen had to confront an LT Michael Patrick impossible conundrum. If they killed the Murphy. Photo courtesy of three Afghans, Daniel J. Murphy the only sound military decision, they could be charged with murder. If they let the Afghans go, they would surely run to the nearest Taliban unit and disclose the SEALs presence. They knew what the sound military decision was. But they were more afraid of what a Navy Judge Advocate could do to them than of the Taliban. When they tried to contact their

Rotor Review # 103 Fall ‘08

HQ for directions, they discovered that their tactical radio was inoperative. They took a vote. By two to one, with one abstention, they decided to let the Afghans go. That decision, prompted by their concern with the ROE, sealed their fate. Soon, a force of over 200 Taliban fighters converged on the SEALs position. A fierce firefight ensued. Outnumbered by 50 to 1, the SEALs fought with indomitable courage. With only the option to fall back down the steep mountain escarp, they slid, rolled, tumbled, and crashed downhill through the scabrous terrain in a bone racking, harrowing fall under a hail of AK-47 and RPG fire. Miraculously, although wounded, they survived the fall. Mike had taken a shot in the stomach. Danny’s right hand thumb had been blown off. Marcus felt like his back was broken (he actually cracked three vertebrae). They were all badly battered. Yet, they continued fighting valiantly, mowing down the advancing hordes of turbaned warriors. But the number of relentless Taliban fighters was simply too overwhelming. The four SEALs had to fall back again, jumping off a cliff to the brush thicket below. Danny was hit again, in his lower back and through the stomach. He lifted himself up and continued firing at the enemy. No four men ever fought with higher courage. Danny was shot again, this time through the neck. He propped himself up against a rock and opened fire at the Taliban as his lifeblood poured out of him. Again, they had no choice but to jump down the mountain to a new position. The Taliban forces massed above them and advanced firing wildly. Danny was hit again through the neck. And again he kept firing back. Matthew Axelson (Axe) was shot in the chest and knocked down. He got up and rejoined the battle, blood pumping out of his chest. Again, they retreated down the mountain, Marcus dragging Danny with him. A bullet caught Danny in the face. He died right there, in Marcus arms. Mike was hit in the chest. Then Axe was hit in the head. Continue on page 69

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Then, an act of utter heroism took place. Mike pulled his mobile phone out of his pocket and walked out in the open ground, where the communications could be established. He sat in a small rock, gunfire all around him, and began punching in the numbers to HQ. Marcus heard him talking, “My men are taking heavy fire…we are getting picked apart. My guys are dying out here…we need help.” Right then Mike took a bullet straight in the back. He fell, dropping his phone and his rifle. He propped himself back up, collected the phone and rifle, and completed the call, giving his position and enemy strength. Mike, Marcus, and Axe continued the desperate fight. Four Taliban fighters advanced on Mike’s position and riddled his now inert body with bullets. Axe’s horrible head wound was taking its toll. He was dying. An RPG explosion blasted Marcus down the mountain. Both of his legs were paralyzed. His left leg, particularly, was full of shrapnel and bleeding profusely. He managed to crawl into a crevasse in the rocky mountain and hide from the Taliban fighters, who continued to search the area and fire wildly, trying to flush him out. The battle had lasted nearly an hour. The number of Taliban casualties was hard to estimate, but was close to 80. Three SEALs were dead, and one was badly wounded and in hiding. LT Murphy’s call for help triggered an immediate reaction at the American base. Members of SDV Team 1 and SEAL Team 10, together with eight members of the Army’s 160th SOAR piled in the same MH-47 that had taken the four SEAL members to the Hindu Kush the night before. They all knew the dangers posed by attempting an insertion in enemy territory during daylight hours. But, four members of their brotherhood needed help, and they were not about to delay their response. The MH-47 flew to the same spot where it had inserted the SEAL team the night before. The back ramp opened and the ropes fell away. Right then, a Taliban-fired RPG went straight through the open ramp and exploded near the fuel tanks. Sixteen more American fighting men died high in the Hindu Kush that tragic day, including eight more SEALs, the worst disaster ever to befall the SEALs in their legendary history. Marcus evaded the enemy throughout the night and into the next morning. He was spotted and shot high in the left thigh. The impact knocked him down the mountain. Again, he slid and tumbled down, three Taliban fighters in close pursue. In a rocky piece of flat terrain he engaged them in a firefight. He killed all three. His left leg finally gave up, and he collapsed and tumbled down the mountain one last time. After two days without drinking PO Danny Dietz water, he found a stream where he could in combat gear drink and wash his wounds. It was there squatting. Photo that a group of Pashtuns stumbled into courtesy of Maria him. The Pashtuns are the world’s Dietz

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oldest living tribal group, numbering 12.5 million in Afghanistan and 28 million in Pakistan. The majority of Taliban and al Qaeda fighters are Pashtuns. The two communities, the guerrilla fighters and the general mountain population, are closely bound together. However, the majority of Pashtuns are not Taliban members, and the Taliban can only survive in the region with the tacit PO Matthew approval of the Pashtun tribes. Axelson in combat The Pashtuns embrace a gear read to face deep concept of tribal heritage and are the ememy. Photo governed by a very rigid tribal code, courtesy of Cindy Pashtunwalai. An unbending part of Axelson Pashtunwalai is the concept of lokhay warkawal, “giving of a pot.” It means that, when a tribe makes a commitment to provide care for a wounded person, it also commits to protect that person from an enemy at all costs. After a group conference, the Pashtun leader communicated to Marcus that they would take care of him. Although Marcus could not know this at the time, they had made a commitment, in the name of the whole village, to grant him lokhay, that is, to defend him against the Taliban to the death. The group of Pashtuns took Marcus to their village, sheltered and fed him, and gave him the rudimentary first aid they could. That night, Taliban fighters entered the village, found Marcus, and beat him mercilessly for six hours, breaking bones in his right wrist. The village elder intervened, stopping the beating and forcing the guerrillas to leave. Later in the night, afraid of further Taliban incursions, his protectors took Marcus to a cave in the mountain. Next day they brought him back into the village. Taliban forces surrounded the village and continued to harass and threaten Marcus protectors. For three more days the villagers moved Marcus around and defended him. Finally, on Sunday, 3 July, Marcus, helped by the son of the village’s elder and two others, moved back into the mountain. There, he stumbled into a team of twenty Army Rangers that had been searching for him since the previous Wednesday. That night he was airlifted in an Army CH-60 back to Asadabad. His ordeal was over, and his road to recovery from his multiple injuries began. Marcus lost thirty-seven pounds in six days. He suffered three broken vertebrae in his lower back, a torn rotator cuff in his right shoulder, a broken nose, multiple lacerations on his face and body, a deep gash on his forehead, broken bones in his right wrist, multiple shrapnel wounds in his left leg, and a bullet wound through his left thigh. He also caught a nasty stomach viral infection from the water he ingested. It took more than a year before he recovered from his infirmities. Using the language of a warrior, clear, straight, explicit, pulling no punches, and yet at times intensively moving, in his book Marcus Luttrell opens for the reader a

Book Review

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window to a world totally unknown to many Americans. He writes a vivid and powerful description of the seven months of grueling physical and mental training that servicemen must endure and conquer before they can become Navy SEALs. He makes the reader understand why SEALs have acquired their reputation as the ultimate warriors, a fighting force where uncommon valor is a common virtue, a brotherhood forged in blood. He gives us a glimpse at the dangerous missions that SEALs routinely carry out in Iraq and Afghanistan. His narration of what he calls the battle at Murphy’s Ridge is as grippingly dramatic as anything ever written about armed combat. This is a story of incredible courage under fire, of an indomitable will to fight. It is also a story of the paradoxical contrast between the evil inhumanity of the Taliban guerrillas and the nobility of the villagers that saved and defended Marcus at the risk of their own lives. This is the story of good old American patriotism and sense of community solidarity in the face of terrible tragedies. Perhaps above all, this book presents a compelling argument against the overly restrictive rules of engagement that endanger the lives of soldiers in The President presented Petty Officer the field, a point that Marcus emphatically and repeatedly makes. He First Class Marcus Luttrell with the Navy also strongly indicts the liberal media and pusillanimous politicians that, without any understanding of the realities in the terrorist/insurgent Cross. Photo taken by Eric Draper. battlefield, are eager to pick on every claim of American use of force to gleefully accuse American soldiers of being murderers. On 13 September 2005, Danny Dietz and Matthew Axelson were awarded the second highest honor in the naval service, the Navy Cross. Marcus Luttrell received his Navy Cross in a ceremony at the White House on 18 July 2006. LT Michael Murphy was awarded the highest honor in the naval service, the highest honor in all military services, the Medal of Honor. He was the first Navy officer to receive the Medal of Honor in thirty-five years. President George W. Bush presented the medal to Mike’s parents, Dan and Maureen Murphy, in a ceremony at the White House on 22 October 2007. This country is blessed indeed to produce men like Michael Murphy, Danny Dietz, Matthew Axelson, and Marcus Luttrell.

In Memory McAFEE, JOHN DAVID, (Jack), - of Egg Harbor Township, passed away November 7, after a nine year battle with Multiple Myeloma, a cancer of the bone marrow. He was a fighter to the end and amazed his doctors with his strength and strong will to live. Jack spent 27 years in the US Navy as a helicopter pilot and retired with the rank of Captain. He served 3 tours in Vietnam, one in country and two on ships off the coast. Jack loved the water, spending many years at sea in the Navy and living aboard his own sailboat for 6 years in the Mediterranean, fishing and golf were his passions. He has donated his body to the Robert Woods Johnson Medical School so that future doctors are able to get the experience they need to save other lives. A Memorial service was held Saturday, November 15, 2008 at St. Joseph’s Church. JIM LOVEJOY, 70, passed unexpectedly on July 3, 2008 in Evergreen, Colorado. Jim achieved much in his life. He joined the U.S. Navy as a seaman musician recruit. Discovering that his true talents lay elsewhere, Jim switched to the aviation branch of the Navy and became an Avionics Technician. He was selected for the Naval

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Aviation Cadet program and in 1961 received his gold Naval Aviator wings and was commissioned a Navy ensign. In his more than 11 years on active duty, Jim served in HS-4 and HS-10 as a helicopter anti-submarine pilot. After leaving active duty, he transferred to the U.S. Naval Reserves, where he rose to the rank of Captain. He served as Commanding Officer of HC-9, a combat search and rescue squadron. Jim loved to fly. His career in the U.S. Navy paralleled his long and successful career as a pilot with United Airlines. He retired as a United Airlines Captain in 1998. After retirement, Jim and his wife, Carole, enjoyed traveling in their motor home with friends and family and traveled all over the country. Jim is survived by his wife, Carole Wilhelm Lovejoy; son Jeff Lovejoy and wife Sharon, and their sons, Christopher and Michael, of Kailua, Hawaii; son Steve Lovejoy and his son Austin of Bailey, Colorado; and daughter Shannon Hitchcock and husband Michael, and their children, Ashley and Cody, of Evergreen, Colorado. Jim is also survived by his sister-in-law, Nelva Consla of Arlington, Virginia.

Excerpt from CDR Lawrence Vincent’s Change of Command Speech

am in danger of violating my “keep it short” pledge, so will quickly wrap this up. As I was debriefing one of my JO’s the other day, she remarked that she “felt the pressure” to raise the bar, both for her own performance, and for those around her. Good. That’s exactly what we in the military should feel right now. A short seven years ago we all witnessed the shocking end-around that resulted in the death of 3000 American civilians. That threat is still out there. We are at war. This is not a low intensity conflict to those on point in the Anbar province, or patrolling the high country between Pakistan and Afghanistan. Walk down to Danny’s for a Slam Burger, and take a look at the wall behind the bar. It’s covered with pictures of SEALs stationed right here in Coronado who are never coming home. This is a combat squadron. This aircraft behind me carries four heavy machine guns, eight Hellﬁre missiles and a multi-spectral targeting system. Most components are ballistically tolerant. The engines, cabin and seats are armored. It possesses an Aircraft Survivability package on par with or better than any other combat helicopter, regardless of service. This aircraft was designed to excel in the overland, medium threat environment in support of Special Forces, non-traditional ISR and combat search and rescue. The Navy paid good money to procure this aircraft, and is paying good money to train our pilots and aircrew to fight this aircraft. I know I’ve annoyed, frustrated, and maybe even angered leadership at different levels in my insistence that this community, HSC (CVW), expand its roles beyond those traditionally expected of helo squadrons. Believe it or not, I don’t enjoy butting heads … at least not for the sake of butting heads. I fight this fight because there is a vital need in the joint arena for helicopter support, and it is a need that we are uniquely suited to fill. We send somewhere between 12-15 thousand sailors every year to support our Army and Marine Corps brothers in arms as Individual Augmentees. How about launching a few helicopters from the carrier while we’re at it. Look at the great work the HCS squadrons, and now HSC-84, is doing in downtown Baghdad. Over 7000 hours, flying tough, combat missions, directly supporting our special forces in the war on terror. Not a single aircraft successfully engaged. We are trained, manned and equipped to operate overland. This is by no means an abdication of our maritime role, any more than F/A-18’s flying almost a thousand miles inland to drop bombs over Afghanistan is an abdication of theirs. The Air Wing is about Power Projection … forward from the Sea, shaping the battle space with the flexibility and persistence unique to Naval Aviation. In April 2008, the Secretary of Defense, in speeches at the Air War College and West Point stated that our military leaders were “stuck in old ways of doing business.” With the arrival of the Armed Helicopter, and helicopter CONOPS, the CVW has the opportunity to significantly expand the capability of the Carrier Strike Group. Simply put: If there was no need, I would not push. If we weren’t equipped, I would not push. If we were not trained, I would not push. But there is a need. We are equipped. And we are trained. CAG. You know that the Eightballers will be ready for any mission, any time. I’m sure you will find good work for them.

The Next Issue of the

focuses on Joint Missions All photo and article submissions need to be no later than February 27, 2009 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 # 103 Fall ‘08

Perspective for the Future

Thinking of The Future Here

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Rotor Review # 103 Fall ‘08

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