Rotor Review Winter 2009 #104 by Naval Helicopter Association, Inc

The cover is a look at Southbound Trooper 2009. Read more on the joint exercise on page 35. Photo taken by 55th Signal Company (Combat Camera). Digital Imagery was done by George Hopson, NHA Art Editor.

Naval Helicopter Association

Number 104 / Winter ‘09

Focus

Joint Operations: The Gives and Takes of Our Expanding Roles Southbound Trooper 2009

Editor

LCDR Kristin Ohleger, USN

Design Editor

Playing Well With Others

George Hopson

LCDR Timothy Burke, USN

Aircrewman Editor

Japanese-American Friendship Day

AW2 Kenny Sevenello, USN

HSC / HM Editor

Hurricane Gustav Provides Perfect Practice Red Flag: Not Just For Jets

HSL/HSM Editor

LTJG Mark Locatelli, USN

LT Anthony Amodeo, USN

Features

Page 22

HSC-8 Eightballers Complete Proof of Concept

LCDR Matt “Mayor” Bowen, USN

USCG Editor

LTJG Todd Vorenkamp, USCG

NVD’s

Book Review Editor

LCDR Christopher Brown, USN

LT BJ Armstrong, USN

LCDR Chip Lancaster, USN (Ret)

LT Jared Yannuzzi, USN

LT Robert Hale, USN

Technical Advisor

Page 13

HS / Special Mission Editor

Capt Vanessa Clark, USMC

LTJG Chris Krueger, USN

LT Sandra Kjono, USN

USMC Editor

LTJG Chad Harris, USN and LTJG Steve Miller, USN

VTOL & Rotary Wing Education & Research at USNA Page 36

NHA Photographer

COTS to Combat CFIT

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

CDR Brian H. Randall, USN and Deborah Goode

LCDR Brian Sandberg, USN

Confessions of an HS Spy

Historical Editor

CAPT Vincent Secades, USN (Ret)

LT Chris “Beatrix” Kiesel, USN Page 38

VMGR-252 Practices Refueling Osprey: Exercises Performed To Increase Osprey Pilots’ Experience

Cpl Michael Curvin USMC Printing by Diego & Son Printing, Inc San Diego, California

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 # 104 Winter ‘09

Sea Dragon’ s Fate Still In Doubt: No Exact Replacement 24 For Heavy-Lift Helo Andrew Tilghman, Marine Corps Times Staff Writer

Pedro Goes To Camp: VMR-1 Simulates Rescue Mission At Camp Sea Gull

Article by Lance Cpl Michael Curvin, USMC

Coast Guard MH-65 Helicopter Fielding New 10-Bladed Tail Rotor

LT John Bettancourt, USCG

Perspective on the Basics: Thanksgiving Surprise LT Matthew Capps, 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

AgustaWestland Inc. BAE Systems / Electronics & Integrated Solutions BAE Systems / Mobility and Protection Systems Bell Helicopter Textron, Inc Binghamton Simulator Company Boeing Aircraft & Missile 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 Navy Mutual Aid Association Northrop Grumman Integrated Systems Pen Air Federal Credit Union Raytheon Naval & Maritime Systems Robertson Aviation LLC Rockwell Collins Corporation Rolls-Royce Corporation Sikorsky Aircraft Corporation StandardAero Telephonics Corporation Whitney, Bradley and Brown Inc.

In appreciation of our advertisers Lockheed Martin Systems Integration-Owego University of San Diego Navy Mutual Aid Association Robertson Aviation LLC USAA Sikorsky Aircraft Corporation

Page

C2 18 27 33 43 C4

NHA Scholarship Fund President......................CAPT Paul Stevens, USN(Ret) V/P Operations.........................................................................TBD V/P Fundraising ...............CDR Richard O’Connell, 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 Sharon Stortz, USN Finance Committee.............................CDR Kron Littleton, USN (Ret)

Rotor Review # 104 Winter ‘09

National Ofﬁcers

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 CAPT Andy Macyko, USN President ..................................................CDR Rex Kenyon, USN

Region 3 - Jacksonville Director .................................................. CAPT Glenn Doyle, USN President.....................................................CDR Neil Karnes, USN

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

Region 5 - Pensacola Directors........................................CAPT James Vandiver, USN CAPT Jim Pendley, USN CAPT Steve Truhlar, USCG

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

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

Number 104 / Winter ‘09

Departments 4

Editor’s Log LCDR Kristin Ohleger, USN Page 10

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

President’s Message CAPT Donald Williamson, USN

Executive Director’s Notes Page 47

Col Howard Whitfield, USMC (Ret)

View from the Labs, Supporting the Fleet

CAPT George Galdorisi, USN (Ret)

Page 56

Page 65 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 .

Letters To The Editor

Industry and Technology

Historical

There I Was

Change of Command

Regional Updates

Squadron Updates

USCGAS Updates

Book Review

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

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 # 104 Winter ‘09

Editor’s Log

elcome to Rotor Review 104! When coming up with the focus of this issue the community editors and I sat down and tried to look at what we as Naval Helicopter pilots and aircrewmen are doing in the fleet. We then took a look at our past focuses and realized that joint operations was the perfect spotlight. Usually when we discuss joint missions we use the word purple, meaning that it is associated with all branches of the military. We decided that our focus would definitely cover the purple world, but we also wanted to highlight how we are joining forces with one another across our own helicopter communities. We have HS and HSC squadrons working with Army and Marine units, both in the air and on the ground. We have HM and HSM squadrons working with HSC and HSL squadrons. All of our squadrons, Navy, Marine and Coast

Chairman’s Brief

HA’s 2009 Symposium is upon us. The planning meetings are over, last minute “hair fires” extinguished and at last we are ready to roll into “CONOPS: Here and NOW!” This promises to be one of the most professionally comprehensive Symposiums we have attempted. With CNO presenting our Keynote address, flag and captains of industry panels set, leadership workshops across the rotary wing membership spectrum assembled, detailers preaching their gospel, vendors educating us with their equipment in the exhibition hall and a multitude of sporting events, we are in for a grand time. Having missed my share of Members Reunions while at sea I will try to score some complementary gedunk for our deployers! So welcome to all NHA members: pilots, aircrew, maintainers, corporate members, former rotor-heads and friends. Our membership grows, our association and corporate partnerships are strong and our rotary wing community has never been in better hands. There are two special, nominative awards that are presented at each Symposium. Nominations

Rotor Review # 104 Winter ‘09

Guard, are working with civilians in humanitarian aid. Joint operations are extremely important because they allow each of us to learn from one another and improve our tactics and our abilities as pilots and aircrewmen. Working with joint assets helps us to become more well-rounded. I will be the first to admit that each of us sometimes have a little animosity towards other communities, thinking one is better than another. In recent months a pilot was quoted in a different publication making a comment about a specific community’s missions. This sparked e-mails back and forth throughout the JOPA of all communities arguing who is better. Over the past few years we have all started working a little closer together, integrating with one another and coming together as one Naval Helicopter community. We have learned so many lessons from each of our communities and we would not be as

great of a Naval Helicopter community as we are today if we did not have the ability to work with each other. With the helicopter master plan being executed as we speak, we need to continue to work together, not against each other, in order to continue to improve. Speaking of improving, you may notice that the look of Rotor Review has changed again. Thanks to a few more sponsors and the creativity of our Design Editor George Hopson, we now have more color. Each of our focus articles are now brought to you in full color. Many of you have sent us letters with suggestions to improve the magazine, and mentioned that more color would be great. Thank you all for your inputs and please keep them coming as we are doing our best to continue to improve using your comments and suggestions. I hope you enjoy this magazine as much as I have and I look forward to reading about you and your squadrons in the future. LCDR Kristin Ohleger, USN

are solicited from our ranks and voted on by your directors. The first is NHA’s Lifelong Service Award. This award is presented to an individual who has contributed most significantly to vertical lift aircraft development and/or operations over his or her lifetime. This year’s winner is Mr. Joseph Peluso. Mr. Peluso enlisted in the Navy as a submariner in 1958 which makes his helicopter story even more compelling. Mr. Peluso began to influence rotary wing aviation in 1971 when he “saw the light” and joined Kaman Aerospace. Congratulations, Joe. Nothing like unexpected kudo’s from your colleagues. Well Done! Our second nominative award is to recognize sustained extraordinary Service to NHA. This award is presented to an individual who has voluntarily dedicated significant personal time and effort supporting NHA goals. This year’s winner is Capt. Greg Hoffman, USN (Ret.). Greg has set the standard for enthusiastic NHA support throughout his distinguished Navy career and continues to do so while working for the Sikorsky

Aircraft Corporation. “BZ”, shipmate! While I am recognizing personal achievement, I do wish to pass my sincere, personal appreciation to our national officers, directors at large, and regional officers (see names, page 2). They form the foundation upon which the success of NHA is built. Thank you, one and all. Your service is priceless. On 7 January, 2009, the Office of Naval Research established a new Vertical Takeoff and Landing and Rotary Wing (VTOL/RW) Chair in the Naval Academy’s Aerospace Engineering Department (see page 15). This announcement brings to fruition an effort started in 2005 when Professor John Burks contacted (then) NHA Chairman Randy Bogle about the fact helicopter/VTOL aerodynamics was not being taught at the Naval Academy. John developed an advocacy brief in 2006 and, in June 2008, NHA provided John community pilot numbers in the Navy and Marine Corps to help justify the need for the VTOL/RW Chair. Professor John Burks is a former Navy helo pilot (HS-6, TPS grad in the 1970’s),

Rotor Review Editor-in-Chief

Continued on page 5

Continued from page 4

and went on to work in NASA as an aeronautical engineer and manager of helicopter and VSTOL research. d In the near future, Professor Burks will be looking for some help from the fleet, industry and NAVAIR depots. He’ll be looking for demonstration and training aids, information on specific aircraft, visiting speakers, visiting helicopters, ideas and help for research projects, laboratory equipment and specimens to test in USNA’s wind tunnels and Rotor Test Lab. Many thanks to Prof. Burks, Capt. Bogle and all who had a part in making this academic position a reality. More on this effort in future RR’s. NHA Region Two once again hosted our Wing Commodores, PMA299 and the FIT leadership for the annual “DC Commodores’ Call” on Thursday, February 5th in the Pentagon Conference Center. This has become a most highly anticipated, widely attended annual event within the DC/PAX River area. Hosted by Captain Bill Lescher, the 90 minute briefing kicked off around noon. In attendance were approximately 160 helicopter pilots held in check by RADM

Hall. Our Commodores addressed a variety of topics, but focused on what’s new operationally, how CONOPS is progressing, and what the near future holds for our JO’s in terms of promotion, Department Head screen and Command opportunity. Time went by quickly as the Q & A session was tactical and engaging. Many thanks to our commodores, Captains Peters and Criger, who traveled down from Stratford after conducting the “All Helo” ESG at the Sikorsky plant. I had the privilege of speaking at Region 4’s NHA Awards ceremony in Norfolk on 20 February. A full house of 180 members turned out to honor their shipmates who go on to compete for national NHA recognition. Hosted by deputy commodore Capt. Mike Cashman, and assisted by CDR Chris Rapp, Region 4 president, I had the pleasure of meeting people who have excelled in the performance of their duties. It was a day I will long remember and an honor to be in the company of such accomplished professionals.

One last item to brief. Who reads Rotor Review? More people than you think. I have had more complements on the content from RR #103 than any previous edition. Why? The topic, HADR, was fascinating; the articles were well composed; the information, while dated to all of you in uniform, is news to many ashore. Rotor Review is topical; at times professionally provocative. I know one commodore who literally high-lights statements in each edition, just another way to pulse the sense of our community. Don’t let that scare you! Keep writing, keep us all informed. And fire back if you have an issue. I could fill half the magazine with “Letters To The Editor.” So thanks for writing. That’s all for this briefing. See you in San Diego! Until RR #105, Fly Well and Keep Your Turns Up! RADM Steve Tomaszeski, USN(Ret) NHA Chairman

President’s Message NHA Members, The focus of this issue of Rotor Review is on “Joint Operations.” Once again, you will find well written articles that highlight rotary wing contributions to the “joint fight” around the world. I think you will agree - the editorial staff has once again assembled an outstanding issue of Rotor Review for you – our valued members. I’d like to thank our superb editor, LCDR Kristin Ohleger, for her outstanding work on Rotor Review. Along with Mr. George Hopson, our art editor, Rotor Review has become a world class professional magazine. Bravo Zulu to the entire Rotor Review team! I’d like to spend the remainder of my article discussing the upcoming National Symposium. The NHA staff has worked hard to make this year’s Symposium more relevant than ever before. This year’s theme:

Rotor Review # 104 Winter ‘09

“CONOPS: Here and Now!” is right on the mark. The first Romeo/Sierra helicopter team is currently deployed with Carrier Strike Group THREE. Helo CONOPS truly is here and now! In addition to our keynote speaker, ADM Timothy Keating, we will have an opportunity to hear from numerous other Flag Officers on the current issues of Naval Aviation. We will also have an opportunity to receive a presentation from RDML Terence McKnight, ESG-2/CTF-59 on counterpiracy operations in the FIFTH Fleet AOR. This is certainly an important and relevant topic on current operations. We will also hear from CAPT Alton “Rosco” Ross, CAG-2, and CAPT Kenneth “KJ” Norton, Commanding Officer, USS Ronald Reagan (CVN 76), to discuss the increased contribution and impact of rotary wing aviation in the Carrier Strike Group.

As always, we have a fantastic group of Flag Officers and Corporate leaders assembled to participate in our Flag Officer Panel and Captain’s of Industry Panel. But, most of all, I want to ask each one of you for your support of NHA this year. Our corporate sponsors have answered the call during these challenging economic times to provide their full support and financial backing to make this a fantastic NHA Symposium. We need your support as well! This is our chance to gather professionally for education, mentoring, camaraderie and esprit de corp that continues to define our rotary wing community. Come be a part of NHA! I look forward to seeing you all at the “Member’s Reunion” at the Admiral Kidd Club on Tuesday, 28 April starting at 1700! Until then, keep your turns up!

CAPT Donald E. Williamson, USN

NHA President

NHA Scholarship Fund

am privileged to announce that we have selected this year’s scholarship award winners. I was most impressed with the accomplishments of all the candidates. Superior academic standing was commonplace and all had strong records of community service and civic involvement. It was interesting to note that all of the applicants we reviewed at the national level had close family connections with our military. As we progress into the year, we are looking to break some new ground with regards to how we administer the Fund. It has been proposed that we redefine scholarship eligibility with an emphasis on those with a direct /family connection to our Navy and/ or Naval Aviation. We would also like to recruit a few retired “volunteers” to help us manage the Fund. Both of these initiatives will be discussed at this year’s Symposium. Our efforts for the remainder of the year

Executive Director’s Notes

In the last Rotor Review I discussed NHA’s investments and financial status as the national economy tanked. At the time, NHA’s finances were down overall about 10% due to the stock market decline. Since then the mutual funds we had invested in have not really recovered but we still own them and therefore their current reduced value is really a paper loss. Mutual funds as a percentage of our finances are only 17% today versus 32% a year ago. Overall, as we go to press, NHA’s finances have recovered nicely with

Congratulations to the following scholarship awardees National Scholarships Raytheon ($3,000) DPA Thousand Points of Light ($3,000) Sergei Sikorsky ($3,000) Ream Memorial ($2,500)

Jacquelyn Walker Mark Owens Douglas Chico Hilary Hughes

Enlisted Scholarship ($2,000)

Romyn Sabatchi

Graduate Scholarship ($3,000)

Cathy Taff

Regional Scholarships ($2,000 each) Region #1 Region #2 Region #3 Region #4 Region #5

Kevin Govan Christina Gancayco Donald Dancer Emily Stanchi Samuel Corey

Finally, I want to assure you that the Scholarship Fund is holding its own despite losing some ground with our investments these past six months. Before the market headed south, we were nearly self-sustaining for the scholarships we awarded. Now we have some work to do to get us back on step. Helping us in that effort was your CFC contributions this past cycle. We are already seeing an increase in the funds we receive from the CFC as a result of your targeted giving. BZ goes to those individuals who put the word out. See you at the Symposium… CAPT Paul Stevens, USN (Ret)

will focus on broadening the base of corporate donors and reaching out to our retired community. For those interested in contributing to our Fund, there is a variety of ways to do so. As a 501 (c) 3 organization, contributions can take the form of direct cash donation, an endowment, planned estate giving or making the Scholarship Fund the beneficiary of a portion of your life insurance or retirement program. Please consider these options when you plan your charitable giving this year.

NHA Scholarship Fund Chairman

Symposium income to date better than last year. Also, holding the Symposium in San Diego saves us at least $10,000 in extra expenses, such as an advanced trip and Symposium travel expenses for the headquarters staff, shipping of the magazine and programs, and all of our banners and office equipment. Membership is doing well at this time, as you can see below, following our “Max Beep” membership drive.

Consolidated Membership Report Year Mar 2008 1 year 913 2 year “nugget” 554 3 year 711 5 year 456 Other* 116 Total 2,750

Mar 2009 1038 521 815 519 124 3,017

* Honorary

Military Membership Active Duty & Reserve Retired

Mar 2008 1,912 414

Mar 2009 2,136 451

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

Rotor Review # 104 Winter ‘09

A View From The Labs... Supporting The Fleet “The World According to JOE” By CAPT George Galdorisi, USN (Ret)

o t o r R e v i e w ’s editors have decided that the theme of this month’s Rotor Review is Joint Operations. Given the important decisions being made about the future of the U.S. military, the U.S. Navy, and the rotary wing community in the near term – from the Quadrennial Defense Review, to the new National Military Strategy, to a family of new Joint Operations Concepts, to the Obama Administration’s first National Security Strategy – it is crucial for our community to understand how we will fit into Joint and combined operations in the future. If we don’t contribute to the Joint force, then what we bring to the fight will be under-leveraged and the enormous contributions the Navy, Marine Corps, and Coast Guard rotary wing communities make to our Nation could well be marginalized in the future. So the question becomes – how do we “divine” what the Joint Force will face in the future? Understanding this question will ensure the naval rotary wing community will remains relevant and in-demand across the spectrum of conflict tomorrow.

ABM3 Kevin Bourne signals a AH-1Z Super Cobra for landing onboard USS Harper Perry during Exercise COBRA GOLD. Photo taken by MC2 Matthew R. White, USN

Rotor Review # 104 Winter ‘09

But absent a crystal ball, Tarot cards, or a hotline to Cleo, how do we do that? Fortunately, the Joint Forces Command (JFCOM) has just released a publication, The Joint Operating Environment 2008: Challenges and Implications for the Future Joint Force (“The JOE” for short, accessed at https:// us.jfcom.mil/sites/J5/j59/ Navy Seals fastroping during a JTFEX. Photo default.aspx). taken by PH1 Michael W. Pendergrass, USN

President Obama addresses service members at USMC base Camp Lejeune. Photo taken by LCpl Michael Ayotte, USN Far from “just another publication” The JOE is the U.S. military’s well-nuanced look at the future and represents the culmination of years of work on the part of JFCOM, the Joint Staff and the Combatant Commanders to produce, “A historically informed, forward-looking effort to discern most accurately the challenges we will face at the operational level of war, and to determine their inherent implications.” The JOE under-girds the entire family of publications produced by the Joint Staff, from The Capstone Concept for Joint Operations (CCJO), to the Joint Operating Concepts, to Joint Integrating

Concepts, to Joint Functional Concepts. Perhaps the best way to think about all this is if The JOE serves as the “problem statement” for what future the U.S. military (and our coalition partners) will face in the future, the CCJO serves as the way the Joint Force will operate in the future to “solve” the problem and the remainder of the family of joint publications deal with increasing levels of specificity regarding how we will fight in the future. This pub was written by warfighter, for warfighters, and is the clearest view of our future security environment and how we will fight and fly that any of us will ever get – absent that crystal ball of course. The JOE deserves a place right besides our NATOPS manuals in every ready room.

You can mail or email your letters to: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA., 92178-0578 or

A letter of thanks received from CAPT B.W. Bean, Commanding Officer USCGAS Barber Point, HI. in regards to honoring of CG 6505: Thank you very much for your stunning tribute titled “ A salute to our FALLEN HEROS.” Many times I have read the eulogy, which you touched upon feelings I have had of CG 6505 and I am sure others here at Air Station Barber Point did, as well. Having it published and distributed so a larger audience can appreciate and reflect on the CG 6505 speaks volume for your magazine and its readers... Thank you again for honoring the CG 6505! Mahalo Nui Loa. Sincerely; B.W. Bean Commanding Officer Dear CAPT Bean; It was our pleasure to honor CG 6505. “The Salute to Our Fallen Heroes of Nava Helicopter Community” section is a reﬂection on how our servicemembers risk their lives each and every day in both foreign and domestic so we the people of United States of America may continuing to have the freedoms and liberties within our country and across the globe. Once again, our deepest condolscences to your Air Station and to the families and friends of CG 6505. “Lest not forget them”

And The Best Scribe Award Goes To… Since the 2008 Symposium in Norfolk, the Rotor Review has celebrated its

Rotor Review # 104 Winter ‘09

editors@navalhelicopterassn.org

100th issue and highlighted the important role that the rotary wing community is playing within our country’s maritime forces. It brought us the different training operations and humanitarian aid and disaster relief efforts that our naval helicopter are undergoing and carrying out domestically, as well as internationally. Furthermore, Rotor Review brought forth some great stories reminding us once more how far the naval helicopter community has come and the attention that is needed to make this community even stronger. Here are the four best scribes from last year. In Rotor Review, Issue 100, we have a feature called Sea King Legacy written by LCDR (Ret) Chip Lancaster. This article pays tribute to the development and legacy of the H-3 Sea King. The author takes the reader on a journey of undeterred, tenacious aviation genius by Igor Ivanavich Sikorsky who brought his ideas and dreams over from Imperial Russia to Long Island New York chicken farm to develop one of the greatest rotary aircraft of all time. Our readers were informed of the importance of this aircraft and the reasons it withstood the test of time. The next article resided in Rotor Review, Issue 102 called That Vitriolic Vortex Ring written by LT Adam Merrill, USCG. The author carefully explains why there should be more attention, brought to dangerous flight regimes known as vortex ring state. Despite the different titles that “pilots from different communities are

taught,” Merrill gives the Rotor Review readers a breakdown of scientific observations and possible causes of vortex ring state; and he explains some ideas on the preventions, and/or lesson learns from the dilemma of flight. Furthermore the next two articles could be found in Rotor Review, Issue 103, which was one of the most reprise issues that NHA has published, thus far. First, we have the feature article called Locker Room Leadership written by LT James “Kikko” Frey, USN. The article was very powerful and dramatic from beginning to end. LT Frey’s creative, yet informational piece reminds us the attention that needed on the war that our naval helicopter pilots and aircrewmen, and other U.S. Armed Forces service members are facing at this time and age. That war is suicide, which has been on the rapid rise in 2008 and up to present. Lastly within the same issue, there’s a focus article called Continuing Promise b y M a j . C . F. Megown, USMC. Maj. Megown gives us readers a detail and personal, but yet, affected look into the joint roles that his squadron and other sailors and marines played doing this joint operations in some of the poorest areas of Central and South America. His article shows how these types of operations, whether humanitarian or wartime support is becoming a vital force in our mission of defense and honor amongst our military ranks. It’s an article full of pride and integrity that would make anyone feel like they made a different. Although another Symposium is upon us, only one of these great reads can be consider for the 2009 Rotor Review “Best Scribe Award. So, which article would it be.; otherwise, let’s see what stories this year brings us.

Ready for 21st Century Fleet Support Article By LT Geoff Anderson, USN

or nearly two decades HSC-3 has acted as the Navy’s Model Manager for the Helicopter Control Officer (HCO) course, and currently manages and conducts the sole course of instruction for the Pacific Fleet. As such, the squadron has prepared Supply Officers, Surface Warfare Officers, Civilian Mariners (CIVMARs), and various senior enlisted personnel for the demanding duties of managing Navy flight decks. Thousands of students have passed through the fully functioning helicopter control tower mock-up, greeted by a true-toscale digital display of the mighty H-46 Sea Knight (known affectionately as the Phrog) chained to the deck of the USS Austin (LPD-4). All things must eventually change, however, and HSC-3’s HCO simulator is no exception to the rule. HSC-3, Commander Helicopter Sea Combat Wing, Pacific (CHSCWP), and Lockheed Martin have teamed up in a cooperative venture to transition the technology suite at the HCO facility to reflect 21st Century reality in the Fleet. Calling the new software upgrade a step forward is without a doubt a gross understatement. Historically, HCO instructors have often been plagued by technical glitches and insufficient animations. As a result, more than 30% of valuable simulator time was spent compensating for inaccuracies of the trainer or explaining situations that could not be simulated realistically. A comprehensive

system upgrade was necessary not only because of the long-term cost savings that could be achieved with a high-fidelity, up-to-date digital simulation, but also to provide the best training to the Fleet. The HCO school instructors spearheaded the efforts, coordinating with the Fleet and working with Lockheed’s development team to produce a significantly more advanced and relevant trainer. “Highly flexible” and “state-ofthe-art” are the two best phrases to describe the unprecedented array of digital tools now available to train HCO students. Gone is the “one size fits all” animation of a retired helicopter launching from a decommissioned ship. Recognizing that the vast majority of HCOs man single-spot ships, instructors now have the ability to tailor simulations to each student’s future working environment. Available deck simulations include Ticonderoga class cruisers, Arleigh Burke class destroyers, San Antonio class amphibious transport dock ships, Lewis and Clark class dry cargo ships, and the (soon to be added) Freedom class Littoral Combat ships. Similarly, an MH-60S now occupies the deck space where the Phrog stood for so many years. HCO students don motion-sensitive garments and a virtual reality headset linked to the simulation, placing them within the

virtual training environment in a way never before possible. As important as these modernizations have been towards creating a realistic training scenario, a whole other realm of gains become apparent once the call to “flight quarters” rings out over the 1MC. The software engineers at Lockheed Martin have modeled flight deck personnel to a level of detail far beyond vest color. It is now readily apparent what the proper PPE is supposed to look like, and personnel can even be seen working with the tools of their trade. Character motion is incredibly lifelike; a critical requirement when familiarizing students with the specific hand signals required for the effective and safe management of the incredibly noisy and busy flight deck environment. Helicopter dynamics have expanded to include the animation of realistic landing, hovering and takeoff sequences. Launch and recovery wind envelopes are no longer a side note in the software. If pitch and roll limits are exceeded, the student will witness a static rollover. If the winds are miscalculated or ignored, a crash sequence soon follows. In addition to the fundamentally increased training value of these realistic scenarios, the hope is that these violent visuals will impart to the students the critical nature of their role as HCO, and that they will carry forward a sense of responsibility to a control tower near you. Helicopter Control Officers play an integral role in rotary wing aviation, and better trained HCO students will reduce the on the job training burden placed on afloat commands. The updated HCO tower simulator’s realism, depth, and accuracy will make a noticeable impact on HSC-3’s ability to produce viable Fleet assets well into the 21st Century.

HCO Simulator Image (left) The screen captures the simulation of a MH-60S o the deck of USNS Lewis and Clark. Photo image is courtesy of LT Geoff Anderson

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Industry and Technology

HSC-3’s Newest Helicopter Control Ofﬁcer (HCO) Simulator

Industry and Technology

VH-71 Presidential Helicopter Flight Testing Program Underway Article by Monica Hallman, Lockheed Martin System Integration, Communications, Owego, NY VH-71 helicopter is the presidential communications suite, which allows secure and non-secure communications between the helicopter and personnel at locations such as the White House, the Pentagon and other ground and mobile platforms.

Avionics Testing

n January 2005, the U.S. Navy awarded a contract for a new fleet of presidential helicopters to Lockheed Martin for a variant of the AgustaWestland AW101 helicopter as the replacement to the current fleet of presidential helicopters operated by U.S. Marine Helicopter Squadron One (HMX-1). The current fleet of VH-3 and VH-60 helicopters, each designated “Marine One” when the president is onboard, is expertly maintained by the staff of HMX-1. However, technological advances, a need for more advanced communications and the aging of the helicopters have created a need for a new fleet of aircraft, especially in today’s challenging global security environment. The VH-71 industry team is building a fleet of 28 VH-71 aircraft—an initial fleet of five urgently-needed replacement helicopters (Increment One), followed by an additional 23 helicopters that have the full mission capabilities required by the White House (Increment Two). Flight testing began just six months after the June 2005 contract award. The program team leased an EH-101 aircraft from the Italian Navy to begin flight testing and pilot training in anticipation of the arrival of the first test

vehicle purpose-built for the program, which was delivered as scheduled in the fall of 2007. The leased aircraft, referred to as test vehicle one (TV-1), was used to conduct a variety of risk reduction tests, including antenna and communication systems testing, and rotor downwash testing on the south lawn of the White House. Once the newly manufactured test aircraft were delivered to the program, TV-1 was returned to Europe in June 2008 after accumulating more than 700 flight hours in support of the VH-71 program. “The TV-1 aircraft was a real workhorse for the program,” said Jeff Bantle, Lockheed Martin VH-71 presidential helicopter program vice president and general manager. “We used TV-1 to get an early look at antenna placement, communications system interference and range and baseline aircraft capabilities. It was a great risk reduction effort for us.” While helicopter manufacturer AgustaWestland was building the four new VH-71 test aircraft and five pilot production aircraft that would make up the first phase, Lockheed Martin started work on the systems integration laboratories that would provide the capability to perform developmental testing of the mission systems software. A key capability of the

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Systems integration laboratories that support the VH-71 presidential helicopter program are located at the Navy’s facility at Patuxent River, MD, at Lockheed Martin’s facility in Owego, NY, and at AgustaWestland’s facility in Cascina Costa, Italy. Each lab plays a different role in the program, and supports the development, integration and testing that creates the communications and mission systems software that will enable the VH-71 helicopter to function as an allweather command and control platform, providing the president with seamless communications connectivity. The systems integration laboratories at the Navy facility complement the Lockheed Martin integration facilities. They include Systems Integration Benches (SIB) where avionics engineers test box-level functionality and integration, as well as a full-scale cockpit and cabin mockup, called a Master Systems Bench (MSB), which allows systems engineers and test pilots the ability to test the fully integrated systems before they are installed on the helicopter. An additional benefit of the MSB is that it allows end users and operators the chance to provide feedback on the platform’s operational effectiveness and suitability for the presidential mission which can then be incorporated into the continued development program. “The ability to have a systems integration bench on-site where the aircraft are tested is a significant benefit to development and integration efforts,” said Bantle. “This capability allows troubleshooting of flight anomalies and Continued on page 11

Industry and Technology Continued from page 10

crew training, thus reducing more costly flight hours. With the master systems bench, crews are able to simulate actual mission scenarios and evaluate the helicopter and their operations processes under realistic situations.”

User Evaluation Exercise In March 2008, the VH-71 program conducted the first full-scale test of the avionics systems, using the MSB. Members of the White House staff, U.S. Secret Service, Marine Corps pilots, Naval Air Systems Command (NAVAIR) engineers and industry team experts took part in the usability exercise at the Lockheed Martin site. Pilots from HMX-1 climbed into the simulation cockpit, while staff members from several White House agencies took seats under the metal framework of the “cabin.” Software engineers ran operational test scenarios that called for the Communication Systems Operator (CSO) to relay secure and nonsecure calls, including conference calls, and other communication operations. At the same time, the pilots conducted simulated mission scenario flight operations in the cockpit, while out-thewindow displays depicted their virtual surroundings. System, software and human factors engineers shadowed the participants, taking notes of potential improvements that could be made – for example, rearranging display information according to the mission data needs required by the pilots, or changing how communications equipment is operated to make it more intuitive to passengers. Lessons learned from this exercise were then incorporated into mission systems being installed on test vehicle three (TV-3), which is currently being prepared for its first full-function flight this spring at the Lockheed Martin facility. Conducting these realistic user evaluations of the mission systems in a laboratory environment, early in the program while the software and hardware systems are still in development, reduces the risk of having to make costly changes late in the program.

in the US. Test vehicles three and four (TV-3 / TV-4) will be primarily used as mission systems and communications test platforms. They are currently located at Lockheed Martin’s facility, and are undergoing mission systems installation and integration. As the first vehicle outfitted with mission systems, TV-3 will be able to validate flight test avionics and mission systems performance. Once the mission avionics modifications are complete, TV-3 and TV-4 will join the F l i g h t Te s t i n g w i t h Te s t test vehicles already in the integrated test program in Maryland. They are currently Vehicles Just as creating mission systems on schedule to join the test program in software follows a pattern of develop, mid 2009. integrate, test, and back to develop, so too does flight testing new aircraft follow Flight Testing Pilot Production One (PP-1) a “fly, fix, fly” cycle. The first Pilot Production Excluding the initial, leased aircraft (PP-1) made its initial flight helicopter (TV-1), the VH-71 program’s in September 2008 and arrived in the Increment One phase includes four test U.S. one month later. Both events were aircraft, one of which, TV-4, is contractorsignificant milestones for the program, as owned. The first newly-manufactured this aircraft is the first of five production test vehicle, TV-2, completed its initial helicopters that make up the program’s flight on July 3, 2007. Less than a year first phase, which will be delivered later, in April 2008, all four test vehicles to HMX-1 to support the presidential were built, flown and delivered from the AgustaWestland facility in Yeovil, UK, transportation mission when Increment to Naval Air Station Patuxent River, Md., One reaches initial operating capability, or IOC. via U.S. Air Force C-17 cargo plane. PP-1 also serves as a production Test vehicles two and five (TV-2 representative aircraft and will have the / TV-5) will be primarily used as air vehicle full VIP cabin configuration. It will test platforms. They are currently located participate in the testing required to at the Navy’s Presidential Helicopter certify the VH-71 aircraft to the Naval Support Facility, and are being tested by Air Systems Command’s requirements the program’s integrated test team, made up of personnel from NAVAIR, HMX-1, for the program. Because it has the Lockheed Martin, AgustaWestland and full VIP cabin configuration, it will be primarily used in the test program to Bell Helicopter. Since their arrival, TV-2 and conduct human systems evaluations and TV-5 have been used to conduct a variety human-machine interface evaluations. of testing, including aircraft vibration Additionally, this aircraft will be used characterization, avionics and sensor to fly mission scenarios, which allows evaluations, fuel system performance, HMX-1 pilots and communication load survey tests, and interior noise level system operators the ability to conduct evaluations. Because of the compressed early evaluations of the platform and its nature of the program’s schedule, these systems, before the aircraft is delivered aircraft have also undergone multiple to HMX-1 for the formal Operational upgrades during the past year. Those Test phase of the program. This approach modifications included new pilot flight reduces both risk and time to complete displays, a new tail rotor installation, the test program. Testing on PP-1 thus and a newly configured fuel system. far in the program has been limited to Continued on page 12 The test aircraft have accumulated more than 100 flight hours since their arrival With all three laboratories fully operational, the labs at Lockheed Martin and AgustaWestland are primarily used for software development, while the Navylocated systems integration laboratory is used to evaluate the integration and performance of the individual subsystems currently in flight test, thereby allowing the integrated test team engineers and operators the ability to reduce the number of flight test hours needed on the test vehicles, saving both time and money.

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Industry and Technology

Continued from page 11

a Ground Vibration Test (GVT) period, which assesses the airframe’s vibration characteristics prior to being configured with the VIP cabin. The aircraft is currently at Patuxent River, MD, and is being prepared for delivery to the Lockheed Martin facility for its mission systems installation period, after which the aircraft will undergo another GVT.

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The third production aircraft (PP-3) was delivered to the Lockheed Martin facility January 9, 2009, with the remaining aircraft scheduled to arrive by Spring 2009. All five production assets will be complete with their mission systems installation, and will be delivered to the joint government and industry test team at Patuxent River next year. All of the testing on the presidential platforms will be carried out by the dedicated team of engineers, operators, and maintainers who make up the integrated test team. Four years into the program, with most of the first phase aircraft on site and laboratories fully operational, the VH-71 NAVAIR and industry team looks forward to completing the systems integration, cabin interior outfitting, and flight testing, so that these aircraft can be delivered to HMX-1 for the “Marine One” mission in support of the President of the United States.

Features HSC-8 Eightballers Complete Proof of Concept LCDR Matt “Mayor” Bowen, USN HSC-8 Maintenance Officer

Members of HSC-8 USS Preble Detachment executing the first ever Helicopter manual move on a DDG. Photo courtesy of USS Preble Public Affairs Office.

he Eightballers of HSC-8 continue to prove the flexibility, combat readiness and availability to the Combat Commanders of the MH-60S Knighthawk. HSC-8, currently deployed onboard USS John C. Stennis (CVN-74) as part of Carrier Air Wing NINE, recently completed a two-day detachment onboard USS Preble (DDG-88) to prove that an MH60S could be manually moved into and out of a CRUDES hangar. The detachment also proved the ability of an MH-60S detaching with an MH-60R. The detachment idea came to fruition after the Commander, U.S. Pacific Fleet raised the question, specifically for Humanitarian Assistance/Disaster Relief (HA/DR) on whether an MH-60S could forward deploy to a CRUDES ship. Planning was started by HSC-8 and their CVW-9 sister helicopter squadron, HSM-71. The bulk of HSM-71 is deployed on USS Stennis while their detachments of MH-60Rs are deployed on USS Preble, USS Antietam (CG-54), and USS Kidd (DDG-100). Within a week the plan was developed, ORM’d many times and briefed to the Commanders of the Carrier Air Wing and Carrier Strike Group. On January 26, HSC-8 flew Loosefoot 610 (Block 2A), with five pilots, four AW’s and five maintainers to USS Preble to begin two days of inter-operability with the crew of USS Preble and HSM-71, DET ONE. The biggest goal was to safely complete a manual move of 610 into the hangar. HSC-8 set a pitch and roll limit of 1 and 4 (half of the landing limit) for any movements into

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and out of the hangar. After landing and completing several safety briefs with Detachment and ship personnel, the CO of USS Preble, CDR John Wade gave an “amber deck” for aircraft move. 18 personnel from both squadrons and the ship began the movement using a system of “progressive chaining”. The aircraft was moved several feet, stopped, re-chocked and then the high point chains were advanced forward. This process was repeated throughout the whole move. Thanks to AM1 (AW) Graham Shook of HSM-71, there was an added safety tool. He used ship’s line to attach to D Rings at the tail and around the ship’s capstan to offer a “rope brake” and slow any un-necessary forward taxi speed. The pitch and roll limits set by the squadron were actually encountered throughout the move due to several days of high winds. January 27 saw calmer seas and a full day of two plane operations to include SSC, HIFR, FORM and DLQ’s. The move out of the hangar was completed using 18 personnel and took just 25 minutes, which is approximately the same amount of time that it would take to move the MH-60R out using the Rapid Securing Device (RSD). There were multiple deck hits, several refueling evolutions and multiple crew swaps throughout the day. At day’s end, Loosefoot 610 landed to refuel and top-off so they would have a full bag of gas before Scout 720 landed to be waterwashed and stuffed. The waterwash, folding and Continued on page 14

Features: HSC-8 Eightballers Complete Proof Of Concept

The HSC-8 USS Preble Det Crew standing in front of Loosefoot 610 on the flight deck of the USS Preble. Photo by LCDR Matthew Bowen, USN. Continued from page 13

stuffing of Scout 720 took approximately one hour and during that time, USS Antietam maintained a ready deck in case there were issues arose. The detachment was not only a success from the operational standpoint but also from the maintenance standpoint as well. HSM-71 Commanding Officer, CDR Jeff Dodge and HSC-8 Commanding Officer, CDR Mike Ruth had signed a

Memorandum of Understanding (MOU) for Maintenance. This allowed either HSM-71 or HSC-8 to have the reciprocal squadron’s AM, AD, AO and PR CDIs/CDQARs to sign off maintenance on respective helicopters. The AE and AT rates could perform maintenance but only the CDIs and CDQARs of the parent squadron could sign off the work. This allowed HSC-8 to bring a minimum amount of maintainers (one ATC, one AT1, one AE2, one AE3 and one AZ2) which decreased our footprint. HSM-71’s maintainers were highly capable and the MOU worked flawlessly. Another success story is the commonality of the Pack Up Kit (PUK). There is approximately 85% commonality which minimized the PUK items that HSC-8 had to bring over. The detachment could not have been completed without the assistance of USS Preble and HSM-71 DET ONE. Through lessons learned, the Type Wings have begun discussions with PMA-299 on items that could make CRUDES moves even safer and quicker. But until then, HSC-8 and HSCM-71 have added another lethal option to a Warfare Commander’s arsenal: the ability to detach or deploy an MH-60S Block 1/2/3 to a CRUDES ship.

NVD’s!

Article by LCDR Christopher Brown

look forward to reading each issue of Rotor Review for many reasons. Whether it is catching up on old familiar names and faces, or getting a small glimpse into the missions of the other helicopter communities, this publication is a great way to showcase the amazing efforts of all involved. Additionally, we get a snapshot of technology evolving to improve safety and increase operational efficiencies. For many years, articles have covered the use of NVD’s, FLIR systems, and even the new TH-57D and its high speed cockpit preparing young aviators for the advanced aircraft they will operate in the fleet. Well, do I have a technology leap to report to you from the AMCM community. WE’VE GOT NVD’s!! Although the rest of Naval Rotary Wing Aviation has been effectively using this tool for many years, in January of 2009 (stop laughing), the AMCM community began its introductory NVD training utilizing former HC-4 NVD IP’s from AWSTS (the MH-53E FRS) and a handful of pilots from the mighty Vanguard of HM-14. But you may ask, “I thought you guys were able to Helicopter Aerial Refuel (HAR) at night?” You are correct, we just did it unaided. You may also ask, “How did you do DLQ’s or ship operations at night?” Well, we did those unaided, too. Now you are probably wondering what took so long. I do not have an answer for that and frankly it is OBE. What I do know is our community owes

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a debt of gratitude to Commodore Schreiber and the staff of HSCWINGLANT, Rear Admiral Goodwin and Vice Admiral Kilcline. Without the Commodore making this a top priority, we still would be without a critical safety tool to which some of you owe your lives. With Flag level objective analysis and understanding of what it means to have your only heavy-lift rotary wing platform “blind and in the dark” it became clear that the right thing to do was bring the AMCM community into the NVD fold. So from the men and women of the AMCM community, pilots and aircrew, and their friends and families, we send a Big Iron Thank You to Commodore Schreiber, Rear Admiral Goodwin and Vice Admiral Kilcline, “See you in the dark”.

Feature

VTOL and Rotary Wing Education and Research at USNA Article by CDR(sel) Brian Randall, USN

Ofﬁce Of Naval Research Chair Established In Naval Academy’s Aerospace Engineering Department The United States Naval Academy announces the recent establishment of the new Office of Naval Research (ONR) Vertical Take Off and Landing and Rotary Wing (VTOL/RW) Chair in the Naval Academy’s Aerospace Engineering Department. Through a Memorandum of Understanding (MOU) between ONR and USNA, the Chair has been established to focus on the area of VTOL/RW engineering, technology, education and research at the Naval Academy. The MOU will further the long term objectives of the Navy and Marine Corps and will directly benefit ONR by heightening the awareness of future Navy and Marine Corps Officers in the need for rotorcraft research and technology advancement. Funded directly by the ONR for the next five years beginning with the 2008-2009 academic year, the Naval Academy and ONR will jointly manage this cooperative relationship. Beginning this spring semester, the Academy

he Naval Helicopter community is enjoying a period of growth and increased relevance in military aviation. The number of vertical Take Off and Landing (VTOL) and Rotary Wing (RW) aircraft and squadrons in the Navy & Marine Corps team has increased and will continue to grow at a rate faster than that of fixedwing aircraft and squadrons. In light of this paradigm shift in Naval Aviation, the US Naval Academy (USNA) and the Office of Naval Research (ONR) have established a cooperative agreement in the area of Vertical Take Off and Landing and Rotary Wing (VTOL/RW) engineering, technology, education, and research. The object of this MOU is twofold: to increase the emphasis on Rotary Wing and VTOL education at USNA, and to increase the awareness of future Navy and Marine Corps Officers in the need for relevant rotorcraft research and development. To fill the newly created position of “ONR Chair for Rotary Wing and VTOL Engineering” within the Aerospace Engineering Department, USNA selected Mr. John Burks as a Visiting Research Professor. Mr. Burks is a former Navy helicopter pilot and completed a career as an aeronautical engineer and senior executive with NASA, with a specialty in RW and VTOL aircraft. He developed and taught a course on VTOL/RW aerodynamics at USNA in 1998. Professor Burks has created a new course: “Aerodynamics of V/STOL Aircraft,” offered as part of the

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will appoint a research professor to the Naval Academy faculty to serve as the ONR Chair for VTOL/RW. The Chair will have overall responsibility for planning and executing the objectives of the MOU. The responsibilities include teaching classes to Midshipmen; developing laboratory exercises; conducting or overseeing VTOL/RW research projects; and facilitating seminars, visits and lectures by experts in the field from the Navy and other organizations. According to Aerospace Department Chairman, Professor Gabriel Karpouzian, the new Chair “…will benefit the Midshipmen in preparing them for flying rotorcraft in the Navy and Marine Corps. As many as 45% of Navy pilots and 65% of Marine pilots will be flying rotorcraft in the near future. So this is a timely achievement thanks to the support by ONR.” Aerospace Engineering curriculum, and as an elective to any First Class midshipmen enrolled in an Engineering major. Assisting Professor Burks is CDR(sel) Brian Randall, a former HC/HSC bubba and NHA Membership VP. Together they represent the Rotary Wing community within USNA’s Aerospace Engineering Department. CDR(sel) Randall introduced a Rotary Wing/VTOL emphasis in “Introduction to Aerodynamics,” a senior-level course offered to all midshipmen who service-select Aviation. This course was created to better prepare Aviation selectees for the rigors of flight training. The Aerospace Engineering Department looks forward to working with NHA, members of industry, and the Fleet to provide valuable VTOL/RW teaching opportunities for midshipmen. Field trips, aircraft fly-ins, guest speakers, internships, and midshipmen projects are just a few of the ideas we hope to bring to fruition. With your help the Rotary Wing/VTOL community will make a lasting impression on the Brigade of Midshipmen- and help us recruit the finest and the best. ONR and USNA’s VTOL/RW engineering, technology, education, and research cooperative partnership is reflective of the exciting changes happening today in Naval Aviation. The US Naval Academy’s Aerospace Engineering Department is working hard to better prepare the future leaders of our Navy and Marine Corps team for a bright career in VTOL/ RW aviation.

Feature

COTS to Combat CFIT Article by LCDR Brian Sandberg, USN

here is a tendency among members of any established profession to believe that the system has made them who they are, and that is good enough. However, there comes a point when organizations become mired in old ways of doing business despite readily available alternate approaches. Consider the cockpit technology available to any General Aviation (GA) pilot today. Weapon systems aside, GA aircraft can now have significantly more capability in their avionics than the frontline maritime helicopters flying today. While recent improvements have markedly increased performance as war fighting or Search and Rescue (SAR) assets, our cockpits lack some spectacular safety features readily available Commercial Off The Shelf (COTS). A partial list includes Terrain Awareness and Warning Systems (TAWS) or Ground Proximity Warning Systems (GPWS), Traffic alert and Collision Avoidance Systems (TCAS), satellite datalinked weather, multi-axis flight directors, and will soon include Automatic Dependent Surveillance-Broadcast (ADS-B) that networks aircraft somewhat like Link 16. Most important of this group is TAWS or GPWS use; we owe our crews this powerful tool today.

A Tragic Situation For the past five years, relatively inexpensive installed and handheld GPS-based moving maps have been available with obstacle and Digital Terrain Elevation Databases (DTED), and the vast majority of GA pilots in the United States make a deliberate financial decision to fly with one. Meanwhile, since April 2004, Navy and Marine Corps rotary wing aviators have been involved in ten Controlled Flight Into Terrain (CFIT) mishaps, at least three of which may have been avoided with such equipment sparing ten lives. Two recent examples highlight a crew who contacted a known obstacle, and a crew who impacted unfamiliar terrain. In January 2008, an MH-53E struck the top 50 feet of a 989 foot antenna near Corpus Christi, Texas. The aircraft was destroyed, three crewmembers died and the fourth was seriously injured. The crew had continued flight under Visual Flight Rules into Instrument Metrological Conditions while attempting to get radar services. Tragically, the crew misinterpreted their TACAN and GPS navigation needles by a few miles and chose an altitude they mistakenly believed to be clear of obstacles including the well known tower. Regardless of which holes in the Swiss cheese had lined up that night, beyond a doubt a $1000 handheld GPS would have prevented this mishap. First, a moving map would have displayed the mishap aircraft’s position over the earth preventing the Situational Awareness (SA) breakdown that caused the crew to fly at insufficient altitude near the familiar tower. Then, a prominent obstacle symbol would have marched toward the aircraft indicating a possible collision. Finally, visual Obstacle Warnings would have

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flashed on the screen. Any of these aids would have broken the mishap chain. The accident board found many causal factors and dedicated a significant portion of the report to the Helicopter Aircraft Commander’s personality and Crew Resource Management breakdowns. If the crew had lacked these tragic flaws, would that have made simply getting In April 2004, the Garmin disoriented any more tolerable? GPSMAP 296 became the In March 2008, a T-34C first handheld GPS with with a Marine Instructor Pilot terrain features. Photo and well-regarded Marine student courtesy of Garmin. impacted a mountain in northern Alabama. Both were killed instantly. The crew was attempting to open an Instrument Flight Rules (IFR) flight plan while flying under clouds on course to their intended cross country destination. Neither was familiar with the topography. There was no indication from the wreckage or witness statements that any last-second attempt was made to avoid the terrain. They never knew it existed. For $1000, the crew could have had a moving map displaying terrain features around the aircraft which first would have reminded the pilots that the earth is not flat north of Florida. That digital terrain picture would have turned red for obstacles at or above the GPS altitude of the mishap aircraft indicating the impending impact points. Lastly, a full-screen Terrain Warning at a pre-programmed time or distance would have prompted the mishap crew to turn or climb. The accident report describes a classic CFIT mishap and in part blames a lack of training in out-of-the-local-area operations. If they had received such training, are we content to believe that would have been enough to prevent these deaths?

Some Current COTS Solutions Although the services recognize the technology, attempts to incorporate systems have been slow and often lag behind the state of the art. A Chief of Naval Operations-mandated and Navy-developed (PMA 209 Air Combat Electronics) GPWS is being incorporated in the MH-60R/S, but the system as currently implemented does not contain a terrain or obstacle database and, therefore, does not protect against significantly rising terrain or towers. Likewise, the Rockwell Collins Common Avionics Architecture System (CAAS) developed for Army Special Operations helicopters and used in the Marine Corps’ VH-60N Presidential transport and Coast Guard’s HH-60J to T conversion has a moving map with coloring features based on aircraft height above or below surrounding terrain. Regrettably, it currently lacks an overt visual or aural warning system. Luckily, there is precedence to investing in COTS devices in the name of safety and interoperability. The Army found a deficiency in the AH-64A/D Apache for Continued on page 17

Feature: COTS to Combat CFIT

COTS as a Template Not long ago, the military drove technological advances in aviation. Civil aircraft owners and operators strove to acquire systems that mimicked combat aircraft. With fewer new military systems being designed and recent headlines decrying the cost overruns of rotary wing DoD acquisition projects, perhaps it is time for a role reversal. Except for smaller divisions like Honeywell’s Bendix King and PlaneView lines or L-3’s Smart Deck, defense contractors are not significantly involved in outfitting General Aviation (GA) aircraft. In the world of experimental aviation where technological advances move much more quickly than in DoD acquisitions, nonTSO’d (not FAA approved for certificated aircraft) avionics have inspired some cutting edge systems now gaining FAA approval for certificated aircraft. Simply flip through one of the popular flying magazines or attend an exposition to appreciate that many homebuilders are flying with avionics far more advanced than their military counterparts. Not surprisingly, the majority of these systems and all of the most popular and expensive ones, perform and look remarkably similar. The dollar-vote of airplane owners has, for example, narrowed all possible arrangements of basic instruments to one: full-screen horizon, airspeed tape on the left, altitude tape on the right. Military flight display layouts are essentially designed by committee using slide show presentations. An ever-changing pool of well-meaning pilots and engineers push for arrangements and features they believe are the best, perhaps based on experience in legacy cockpits. The results differ significantly from aircraft to aircraft, even in the same branch of service. Just like US Federal Motor Vehicle Safety Standard 102 mandated in 1968 that P-R-N-D-L be the order of gears on automatic transmissions, FAA guidelines now found in 14 CFR 23.1321(d) define the Basic T or “Six Pack” arrangement of flight instruments. Most drivers today have little trouble shifting in an unfamiliar car, even if they can’t quickly turn on the headlights. Steam-gauged general aviation aircraft panels have had consistent layouts for decades, while the military has historically placed instruments wherever they seemed to fit and varied greatly between platforms. Although FAR 23 applies to electronic displays as well, the services have developed layouts seemingly in a technological vacuum. Attitude and directional depictions are side by side in the UH-1Y and AH-1Z, the MH-60R/S depicts a circular attitude gyro on a black background, and the vertical speed indicator is a small round gauge above the traditional altitude gauge in the VH-60N. Student Naval Aviators completing Initial Flight Screening (IFS) in GA aircraft will become familiar with the civil standard, then they will needlessly adapt to several different arrangements during their careers. Weapons and sensor systems should certainly remain the realm of defense contractors, but perhaps a COTS system should be the building block of our next basic flight display. Military hardening and Inertial Navigation System interfaces are likely a relatively simple engineering problem for an eager company. In fact, it is the database and software in which we should be most interested. The hardware could conceivably depart significantly from the COTS design. Many devices are even compatible with ARINC 429 or MIL-STD 1553 data bus standards already. With all this amazing capability and standardization commercially available, perhaps it is time for a paradigm shift in military acquisitions. Continued from page 16

insufficient IFR navigation capability overseas. In late 2002, the service quickly developed an FAA-approved (TSO’d) COTS solution in the Garmin GNS-430 GPS/NAV/COM that provided the aircraft a certified GPS with moving map, VOR/ ILS and VHF radio. The unit also provides passive awareness and active warnings of terrain and obstacles. The official test report noted enhanced flight safety with a significant increase in SA. The temporary kit is still used today while a more elegant solution is being incorporated in the Apache Block III. Both the T-34C and TH-57C are currently flying with a TSO’d GPS that is based on the commercial Bendix King KLN-90B. Unfortunately, this unit has neither a robust moving map nor DTED features. The TH-57D will soon incorporate the Chelton FlightLogic Electronic Flight Information System (EFIS). [See CDR McCullars’ article in Rotor Review Number 102] The most exciting feature is Helicopter TAWS, optimized for the environments in which we operate. Ensigns

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and Second Lieutenants will soon have more geographic awareness in their car and advanced trainer than in the $30+M fleet aircraft they will take into harm’s way. Recently, the Coast Guard has supplemented the HH-60J Jayhawk navigation system with a strap-down COTS moving map. The AvMap EKP IV Pro is mounted near the copilot’s left knee and provides street-level navigation, maritime charts, SAR pattern overlays and, most importantly, terrain awareness features. This unit does not have a conspicuous terrain or obstacle warning feature, and the installation relies solely on the copilot to monitor and operate. However, this is a noteworthy example because a handheld, non-certified device is permanently installed with an external antenna and 28Volt DC power connection in a frontline maritime aircraft. The most encouraging effort to reduce CFIT accidents using COTS equipment is an Aviation Safety Improvements Task Force developed and Defense Safety Oversight Council Continued on page 19

Rotor Review # 104 Winter â&#x20AC;&#x2DC;09

Feature: COTS to Combat CFIT Continued from page 17

(DSOC) approved initiative to install the Garmin GNS-530AW for demonstration/validation in H-60 series helicopters from all services. This very popular and capable unit has a Class B (no radar altimeter input) TAWS with visual and aural alerts. [Additionally, the installation is to include satellite weather, Stormscope (lightning detection) and TCAS, plus the unit has an internal VHF radio, VOR/ILS receiver and is ARINC 429 bus capable.] Although the memorandum was issued in January 2008, there does not appear to be significant headway toward installation use, nor could this system reach the fleet for several years.

Today’s Stopgap We cannot continue to expect that the hard working acquisitions professionals and defense contractors will come up with a timely solution to prevent the next CFIT mishap. Even the National Transportation Safety Board cannot convince the FAA to act on Safety Recommendation A-06-15 requiring H-TAWS in Emergency Medical Service helicopters that fall victim to CFIT accidents with alarming regularity. Wings and squadrons should be proactive in finding solutions that will work today, vigorously push to obtain appropriate flight clearances, and then fund those solutions locally. In response to the mishap in Texas, NAVAIR released, in February 2009, a limited flight clearance for the Garmin GPSMAP 496 in MH-53Es. (A similar model built for international use will likely be purchased.) Several other devices on the commercial market would serve the purpose equally well, such as the Bendix King AV8OR or larger GPSMAP 696. This is a huge step in the right direction, but the limitations currently placed on use of the device, including mandatory stowage for takeoff and landing, will drastically limit its effectiveness. However, simply switching this GPS on does activate the terrain awareness features. Standard Operating Procedures prohibiting the use of route, Digital Aeronautical Flight Information Files (DAFIF), and flight calculator features would be too much superintendence but may be a necessary first step to quell nervous leadership.

A Paradigm Shift- Now Some will argue because past generations never hadnor needed- moving map or terrain avoidance tools that they are only for weaker pilots who can’t hack the mental gymnastics required to navigate with a compass and a stopwatch. Naysayers decry the passive nature of navigating with a moving map as opposed to by the skills of dead reckoning and pilotage. No doubt these are valuable talents, but no comparison to clearly observing airspace or the name of a landmark accurately pass by on screen. Similar arguments can be heard of digital calculators and basic math skills; mankind went to the moon with slide rules, after all. Does this mean that a modern pilot isn’t as “good” as those of past generations because the tools available are appreciably better? GPS-based moving map and TAWS systems are not perfect, and handheld solutions are certainly not the long-term

Rotor Review # 104 Winter ‘09

The non-FAA certified AvMap EKP IV Pro is permanently installed in some HH-60J cockpits. Photo by LT Rob Potter, USCG.

answer. However, a commercially available, $1000 box that has the capability to significantly increase SA, then to actively warn of impending terrain or obstacle impact is no less detrimental to the fate of the aircraft in the rare case that it might not work. It is past time to break with outdated protocol and quickly embrace life-saving technology that is readily available today. About the Author LCDR Sandberg is a Test Pilot School graduate, now an Operational Training Department Head at TACRON 12. He deeply regrets not publishing these thoughts in 2007.

Feature

Confessions of an HS Spy Article By LT Chris “Beatrix” Kiesel, USN

s a proud former member of the mighty H-60 F/H Community, I approached my transition to the HSC side of the house with a degree of skepticism. It started with the basic questions. ‘How would this new helo fly?’ ‘Should I be worried about the infamous side-flaring ways of the HC community that allegedly caused their tails to crack?’ ‘Were the menus really going to be that complicated and difficult to learn?’ I also wondered whether I would be a bit of an outcast as an HS guy in another rotary community. While I knew things would be different, I tried my best to approach the experience with an open mind and see what I could learn and pass on to the pilots who would one day follow me. After a year I can confidently admit that the experience has been a good one. While I will always be proud of my HS roots, I now consider myself a complete convert into this new merger of the HS and HC worlds. I have kept my eyes and ears open and hope to share some of my experiences in this article, shedding a little light on the HSC way of life for those who are unfamiliar. Here are some of the highlights as seen through the eyes of an ‘HS Spy’. As I began my transition by trudging up a mountain of courseware I noticed very quickly that the perceived complexity of the software and menus was completely overblown. Yes, the options available were more complex and the menus can, at times, be tricky to navigate but it is far from illogical. There is a method to the madness and with a little practice; the software actually becomes quite user-friendly. Without getting too far into the weeds, I believe the greatest challenge for any transition pilot is dealing with the initial sensory overload caused by the large amount of data presented in the Sierra. The bells and whistles can be truly staggering at first. The benefits are worth it in the end, though once your scan adapts to the new displays and you figure out how to set up your instruments to match what you need for the specific mission. The strengths of the new glass cockpit become self-evident in Instrument Flight and Navigation scenarios. There are so many options for setting up the displays in order to take advantage of every conceivable approach that it almost takes the fun out of it. The integration between the PFPS and what we used to call BRICKS has also been greatly improved. In the Sierra it is now possible to sit down on a laptop and load your PCMCIA cards with everything you could possibly need for a mission. In a few quick steps you can load your waypoints, communications card, navigational aids, weapon load-outs, HAVEQUICK data and an immense variety of other information, all easily retrievable as soon as you fire

Rotor Review # 104 Winter ‘09

up your computers on start-up. This makes everything from tactical missions to cross country navigation almost seamless. In the Sierra, crews can walk to the helicopter with more data in the palms of their hand than any ‘navbag’ could ever carry. Even with all these advancements, it is the simplest things that have impressed me the most. I became an immediate fan of the radio thumb switch on the collective that allows me to change between my radios and preset channels without ever taking my hands from the controls. Take my word for it: you will appreciate the genius of this feature at first touch. I have also been extremely impressed with the improvements from my old VSI to the Sierra’s Instantaneous VSI. At first I did not think it was too great an improvement but after a few flights, I became a believer. The IVSI is so accurate that I have adjusted my scan to include it, in order to tweak almost all of my maneuvers. There are other nice additions such as an improved HSI and CAUTION ADVISORY panel, but the radio switch and IVSI are my two reigning favorites. Some other fine hardware improvements came in the form of NVG compatibility and the new FLIR, or MTS. The safety of night flying has been vastly improved with complete night vision goggle (NVG) compatibility throughout the cockpit and cabin. While I always got a kick out of affixing the Velcro for the green plastic covers over my gauges as the sun went down, I would not be eager to return to the old system. With a twist of a knob, the Sierra’s cockpit adjusts perfectly for flying on goggles. I think this will be an easy but appreciated change for any 60 transition pilot. The other hardware update that has impressed me is the capability and effectiveness of the new MTS. While this new targeting system maintains the utility of the FLIR, the added benefit of a Day TV camera and Low Light TV options add a degree of flexibility that FLIR alone cannot hope to match. With the brilliant software ability to fuse the images from two cameras at once, the methods of viewing and capturing the target have been greatly enhanced. The MTS also has an eye-safe laser targeting system which makes for a much more realistic training environment without the hassle of reserving range time or danger of retina damage. The added benefit of a SIM mode also allows for notional weapons to be accessed through the HCU that can be used for training without a CATM. While I became a deadeye at locking up everything from seagulls to jets launching off the carrier in my glory days, the Hotel never allowed for a fully simulated missile launch. This software change greatly increases the amount of realistic training that can be done with the MTS. All in all, the hardware and software advancements in the MH-60S have been a welcome surprise. Continued on page 21

Feature: Confessions of an HS Spy Continued from page 20

Some rumors proved to be false. The most glaring example was that the Sierra has severely different landing characteristics because the tail wheel strut is set farther aft. While I will admit that the first landing may feel a little bit awkward, I would be surprised if anyone even notices it on their third or fourth flight. Whether landing on a spot or in the dirt, I found the differences for 60 transition pilots to be insignificant at best. Some flight regimes are different, for instance those related to Autorotational flight and Tail Rotor Control. Due to the Sierra being so incredibly light compared to a fully loaded Fox or Hotel, it takes more collective control to fly a smooth and effective profile in a Sierra. The IVSI is worth its weight in gold here, and the “finish, rock, pull” takes a different form of finesse than in the F/H side of the house. To go a little further, I have nothing but praise for the performance of the tail rotor and flight systems. This can be a sensitive subject for some reason, and a ton of Ego has been injected into this argument, but from my experience the tail on the Sierra is solid. While I know we are all taught that the communities we serve with are the best, I have learned that they all have their strengths and weaknesses. A true strength of the HSC community is that they can VERTREP the heck out of some loads. While I thought I could sling trash with the best of them, I have learned a thing or two since turning in my HS card. The most glaring example has been in learning the “correct” way of performing a VERTREP. Without too much chest bumping, I will gladly tip my hat to how effectively the legacy HC JO’s fly a VERTREP pattern. Simply put: side-flares flown in balanced flight are the safest and most effective way of performing this mission. If there are any HS studs out there who still believe that flying a straight-in approach is superior, I will be more than happy to go toe to toe with you and see who comes out ahead. Stripping out all of the advantages of speed and safety, the side-flare simply allows you to actually see where you are going more effectively. The tail rotor allows more than sufficient control and maneuverability. And the last time I checked, there was not a single crack in any of the birds on our line. In the interest of full disclosure, I will have to admit the picture is not perfectly rosy. There have been a few disappointments along the way as well. The first that comes to mind is fuel. Heading out with 2400 lbs of gas as opposed to 4500 lbs, is definitely a mind shift. Don’t be lulled into believing that the auxiliary tank will fix this shortcoming, what you gain in any fuel removes all of that additional cabin space and troop seat options. I can only imagine that flying a cross-country without an auxiliary tank would be a hellacious experience. It took me several months before I was able to overcome the pucker factor that was programmed into me as my fuel gauges went below 1000 lbs. Don’t worry, the Sierra flies fine when both tanks turn amber. The second shortfall that comes to mind is with how few options our aircrewmen have for data entry. Gone are the

days when an able crewman could help out an over-tasked copilot by entering waypoints or adjusting radio frequencies. The Sierra lacks a CDU in the back and leaves the crewman at the mercy of the pilot and their gauges. While I don’t fly in the back often, I can imagine how nice it would be to have a display that at least showed altitude. The last major difference that I have noticed is the community differences with respect to use of NVG’s. My belief and experience has always been that goggles were a great thing to have while flying at night. In all honesty, I cannot remember a single night flight I flew without them during my HS sea tour. I have learned though, that this belief of mine in not shared throughout the HSC community. Perhaps this is a holdover from past generations of goggles, but the reluctance to use a fantastic tool has made my brain hurt more times than I care to mention. I will simply warn all the HS bubba’s out there to be prepared to leave those NVG’s in the bag if you are not current – no matter how much you may want to bring them along. Overall, the transition to the HSC world has been a very positive one for me. The helicopter is a blast to fly, the Armed Helo package is a solid step forward and the community is extremely welcoming. While there is an enjoyable amount of trash-talking, I have never felt a rift between the HS transplants and our new HSC community. I would encourage any HS pilot out there who is up for a few new bells and whistles and likes flying helicopters with some zip, to look forward to the transition that is occurring. While I will always be HS at heart, it is becoming harder and harder to discount the “C” that has stuck itself on the end.

HSC-8 (formerly known as HS-8) Eightballers transporting goods. Photo courtesy of NHA Archives

Rotor Review # 104 Winter ‘09

Feature

VMGR-252 Practices Refueling Ospreys: Exercises Performed To Increase Osprey Pilots’ Experience Article and photo by Cpl Michael Curvin, USMC

Rotor Review # 104 Winter ‘09

Feature: VMGR-252 Practices Refueling Ospreys

arines with Marine Aerial Refueler Transport Squadron 252 performed refueling drills with Marine Medium Tiltrotor Squadron 263, July 14. The MV-22 Osprey, Marine Corps’ newest aircraft, executed refueling operations with the aid of VMGR-252’s KC-130J Hercules. The exercises were performed to increase the Osprey pilots’ experience with in-flight refueling. “We’re striving to have 100 percent proficiency,” said Capt. Newel R. Bartlett, the flight line officer in charge with VMM-263. “Every six months we conduct these exercises to stay proficient with the aircraft.” “While in the air, the Osprey pilots are practicing connecting and disconnecting with the fuel lines on the KC-130J,” said Cpl. Anthony K. Abel, a loadmaster with VMGR-252. “My mission during these exercises is to observe the other aircraft while it hooks up to the line.” Every crewmember has a different mission. The crew chief’s job is to regulate the reels and how much fuel goes to the other aircraft. Since these exercises are commonplace, Marines have an opportunity to train others. “From my position, I can control the fuel reels and how much fuel to give,” said Sgt. Les L. Debusk, a crew chief with VMGR-252, while motioning to a panel behind both of the pilots. “Today, my job is to train another Marine though.” Through the use of a fuel tube attached to the nose, the Osprey’s pilots must guide the aircraft carefully so it can connect properly. “The connections on our hose work like a pneumatic wrench,” said Debusk. “Just as a socket snaps into place on the tool, the fuel tube clicks into place when it enters the refueling hose.” The loadmaster and crew chief each maintain certain flight systems to help VMGR-252 achieve mission success. It is the loadmaster’s job to ensure proper center of gravity of the KC-130J, Abel said. “One of my jobs is to make sure the plane’s center of gravity is good,” Abel said. “If it’s not good, it’ll affect the weight of the nose and cause problems on the ground and in the air.” Once connected, the Osprey receives a small amount of fuel and disconnects. The Osprey pilots performed these drills multiple times to gain experience with aerial refueling and the aircraft’s innovative design. Bartlett said even though the Osprey is a new airframe, the basics of aerial refueling have not changed. “Pretty much the basics are the same as with the past aircraft that refuel in flight,” he said. “The aircraft is closer to large planes so they offer a pretty stable platform.” “We’re a lot more uptight when we refuel the Osprey because it’s so new,” Abel said. “Even though it’s such a new aircraft, nothing has changed. We still carry out the same procedures.”

Rotor Review # 104 Winter ‘09

Feature

Sea Dragon’s Fate Still In Doubt No Exact Replacement For Heavy- Lift Helo Article by Andrew Tilghman Marine Corps Times Staff writer

hether to keep or retire the MH-53E Sea Dragons heavy lift helicopter is among the last unresolved questions in the Navy’s vision for its future rotary-wing fleet. The MH-53E — which helps hunt for mines and haul the heaviest sling loads — is the subject of a high-level review that has been underway for nearly two years. The review will be completed later this year, said LCDR Victor Chen, spokesman for Navy research, development and acquisition. The review is occurring as the Navy “necks down” most of its helicopter fleet to two models, the MH-60S and MH-60R Seahawks. But neither of those helicopters is as big and powerful as the MH-53, which can lift up to three times more than Seahawks. “The big question mark is the heavy lift and whether or not the [MH-60] Sierra is going to be able to do what the 53 did,” said Bob Work, a retired Marine colonel and naval expert with the Center for Strategic and Budgetary Assessments in Washington. The Navy has two squadrons totaling 31 Sea Dragons and expects to keep some in service until 2017. On average, they have flown about 5,000 hours with an expected life span of 9,600 hours, said Stephanie Vendrasco, a spokeswoman for helicopter programs at Naval Air Systems Command in Patuxent River, Md. The MH-53 may lose its mine-hunting mission when the Navy transfers that task to the MH-60S by 2011, said CAPT Thomas Criger, a staff officer with Naval Air Forces who has helped oversee the helicopter transition. But those new systems for tracking and destroying mines remain untested, Work said. And even if they are successful, the Navy may want or need to retain heavy lift capability, which is vital for large-scale Rotor Review # 104 Winter ‘09

logistical missions such as humanitarian relief. For example, after Hurricane Katrina on the Gulf Coast in 2005 and the massive tsunami in southeast Asia in 2004, the Sea Dragon played a critical role in delivering supply loads too big for other helicopters to carry to places too remote for fixed-wing aircraft to land. Several officers said privately that options for keeping a heavy lift capability past 2017 include extending the life of the existing CH-53, which would be very costly. They also said the Navy could also purchase a newer version, the MH-53K, which the Marine Corps has agreed to buy and expects to make operational by 2015. The Corps’ move to develop a new aircraft gives the Navy added flexibility. “If they find out they do need a heavy lift capacity, with the 53K in development, [the Navy has] a fallback plan,” Work said. Some aviation officers oppose the idea of retiring the MH-53 without a replacement. Last year, LCDR Scott Samo at the Air Command and Staff College wrote a paper outlining concerns about the move. “There is a very real concern in the Navy test and operational communities that the MH-60S will not provide the necessary capabilities to replace the MH-53E. The elimination of the MH-53E in favor of the MH-60S will result in the loss of specific capabilities,” Samo wrote in April 2008. “At a minimum, the Navy needs to re-evaluate its current [concept of operations] and explore the need for a more capable helicopter force, one that includes a true [anti-mine countermeasure]/heavy lift helicopter.”

Feature

Pedro Goes to Camp: VMR-1 Simulates Rescue Mission at Camp Sea Gull

Article by Cpl Michael Curvin, USMC

n addition to its duties as a transport squadron, Marine Transport Squadron 1 has two unique missions aboard the air station – search and rescue operations and community

relations. VMR-1 flew across the Neuse River to Arapahoe, N.C., and demonstrated its SAR capabilities for the boys and girls at Camp Sea Gull, July 28. Campers flocked to the squadron’s HH-46E, known as Pedro, and were able to board the aircraft and see what components the specialized Sea Knight has. “We support tactical aircraft at Cherry Point, which is basically any ejection seat equipped aircraft with needs such as search and rescue,” said Capt. Brian Santucci, the search and rescue officer in charge with VMR-1. “We’re also able to support the local community.” Santucci stood near Pedro as the campers were coming out and fielded a few questions. “This is a static display and this is a way we can interact with the local community and show them what we do in the Marine Corps,” Santucci said. “We do this a couple of times a month. We have a pretty big presence in the local community and we like doing this to show them we’re out there. “We come out and spend some time answering questions about the helicopter,” Santucci said. Pedro can be seen demonstrating its capabilities for many different agencies including other branches of the military. The squadron does displays for Coast Guard stations, elementary schools, emergency medical service stations and fire stations, said Petty Officer 2nd Class Lawrence G. Courtney, an inflight medic with VMR-1. For Camp Sea Gull, Pedro went far beyond just a static display and performed a simulated rescue mission. “We’re going to do something pretty simple,” Santucci said. “We’re going to leave one of our crewmembers here and we’re going to take off. Then we’re going to come back and get him.” Pedro performed a takeoff for the campers and circled the air. Upon approach, a hook was lowered 75 feet to the waiting Marine to hoist him to the aircraft. “That’s normally how we attempt a rescue,” Santucci said. “It’s an amazing feeling,” said Sgt. Michael L. Falzone, a rescue swimmer with VMR-1 who was rescued during the simulated mission. “It’s not everyday that you get hoisted up 75 feet. I’ve never done a hoisting during a static display, so it was a little bonus.” The crew’s static display showed its onlookers more than the spectacle of seeing a Marine hoisted 75 feet into the air. It also gave the campers a view of the squadron’s primary mission. “Our mission is kind of unique in the Marine Corps,” Santucci said. The Roadrunners provide a means of transportation and

Rotor Review # 104 Winter ‘09

^6. Pedro hoists Sgt. Michael L. Falzone 75 feet during a rescue demonstration at Camp Sea Gull. Falzone is a rescue swimmer with Marine Transport Squadron 1. Photo was by Lance Cpl. Michael Curvin, USMC

support for local emergencies. Without bypassing other government agencies, Pedro is able to perform operations that can be burdensome to smaller units. “Typically what will happen is that the hospitals will try ambulances first and then other civilian medical transportation aircraft,” Santucci said. “If these are unavailable, the weather is really bad, or if the civilian aircraft can’t make it, they’ll call us.” “A lot of the time we take missions civilian units can’t,” Santucci said. “Predominantly because we’re capable of flying at night and during bad weather.” The crew chief’s role during the rescue mission is quite vital and it was demonstrated in a manner that not only entertained the campers but also educated them as well. “Anything that goes on in the back of the aircraft, I take care of that,” said Sgt. Christopher O. Pierce, a crew chief with VMR-1. “Once we get into the actual rescue part of it, I get these guys in the water or on the ground safely. Whatever gear our swimmer is calling for, I get that ready and send it down to him.” The Marines of VMR-1 flew away from Camp Sea Gull as the campers waved. Pedro’s dual mission left an overwhelmingly positive impression. “It’s always fun to go out there and interact with the community,” Pierce said.

Feature

Coast Guard MH-65 Helicopter Fielding New 10-bladed Tail Rotor Article by LT John Bettancourt, USCG USCG Aviation Training Center – H-65 Branch

Ten-Bladed MH-65 Dolphin in flight near USCGAS San Francisco.

Photo taken by LT Matt Udkow, USCG

he MH-65C Dolphin’s 11-bladed fenestron tail rotor and its distinctive sound is becoming a thing of the past, as a new 10-bladed tail rotor system is being implemented across the Coast Guard’s fleet of short-range SAR helicopters. The new system has a reduced noise signature, eliminating the high pitched whine of the 11-bladed system, and although it doesn’t change the aircraft’s operational capabilities, it does have a tremendous effect on its material readiness. The reason behind the change is logistically driven. The current vendor is no longer making the blades used on the 11-bladed system, so the 65 fleet was eating a lot of downtime related to tail rotor blades as the supply system is bled dry. The Coast Guard’s Aviation Repair and Supply Center (ARSC) in Elizabeth City, NC, and Aviation Training Center (ATC) in Mobile, AL worked out a plan to implement the new system to the fleet based primarily on scheduled tail rotor majors, but also considering operational issues like the ongoing MH transitions. The fleet is concurrently transitioning from the HH to the MH, which gives it a vastly increased communications and night capability package, including HF ALE, SATCOM, HUD, and FLIR. The way it will work is when a 10-bladed system replaces an 11-bladed, those blades will go back into the supply system and be ready for issue. This means it will be 2-3 years before they are completely changed over, and many units will have a combination of 10-bladed and 11-bladed aircraft in the same hangar.

Rotor Review # 104 Winter ‘09

The new blades are a lot less maintenance intensive. The maintenance intervals are much longer and the service life is greater. They’re made through a resin transfer molding process that makes them essentially one material, so the delamination the engineers used to see at the blade root of the 11-bladed system is no longer an issue. They’re also easy to install – average time is 2-3 hours since it’s a plug-n-play of one hub for another. Operationally, the new design has little effect. The aircraft’s current flight envelope still exists, and there are no changes to torque limits, uncommanded left yaw characteristics, or performance planning charts. The new blades do have a wider chord and a negative camber on the thrust-producing side, which means they produce more thrust (and draw more torque) at a given blade angle than the old blades. The pitch angle has been mechanically adjusted and limited through the pitch change spider which means it has less pitch, but produces the same thrust and draws the same torque at a given pedal setting. So, no more tail rotor authority and no greater sideward flight envelope than it had before. That being said, there have been some significant differences with regard to vibrations and hydraulic system malfunctions. Coast Guard aviation fans will notice that the mighty Dolphin will no longer announce its presence with a highpitched whine as the 10-bladed system gives the aircraft a much quieter overall sound signature and a sound described by some as that of a lawnmower.

historical

Arctic Mission Spring of 1955 Article by ADR2(Ret) Marino L. DiLeo, USN Edited by LCDR(Ret) Chip Lancaster, USN

n the Spring of 1955, three LSDís left from Norfolk, VA bound for the Arctic Circle. Aboard each LSD was a detachment from HU-2 with a Sikorsky HO4S (later designated as the H-19) and crew. Their mission was to pick up supplies at Argentia, Newfoundland for further transfer to the DEW Line facilities (Cold War era Distant Early Warning radar stations) north of the Arctic Circle. My ship, the USS Lindenwald (LSD-6), was headed for Eskimo Point in Canada’s Northwest Territories and in Arctic “Blue Nose” territory (the Blue Nose Certificate was awarded to sailors crossing the Arctic Circle). The enclosed picture of yours truly was taken on our return fishing trip with the captain of our ship. The two pilots and the captain were in a rubber raft fishing on a lake. They left plane captain ìMarinoî in the cockpit with the engine running. Note the white marking on the starboard landing gear. I had glanced down and noticed that the wheels were sinking into the mud. I increase the engine RPM, got the rotor system up to flight speed, lifted the helo off the ground and moved it over to dry ground. The officers in the raft immediately started rowing to shore to check out the crazy kid who was attempting to fly their helicopter. To make a long story short, when the detachment returned to NAS Lakehurst, I was made a designated copilot. This was due to the Navy’s pilot shortage following the Korean War. I was also given a command recommendation to go to Pensacola for the Warrant Officer pilot training program, an opportunity which I could not take of advantage of at that time.

Bio Info for Mr. DiLeo: Mr. DiLeo works for NES Energy on Long Island specializing in energy efficient lighting and is on the Board of Directors for the USS Intrepid (CV-11) Museum in New York City.

Rotor Review # 104 Winter ‘09

Historical

Cycles of Combat Rescue Article by LCDR(Ret) Tom Phillips, USN

Service – the Seenotdienst – which dedicated combat rescue squadrons of PBMs, had actually been formed before designated VH, while the AAF had established The history of what this article will the war broke out). Despite heavy several ERS (emergency rescue squadrons) call combat rescue, the rescue of losses in Europe and the Southwest flying the Army version of the PBY Catalina. downed aviators under fire, is as old Pacific, the AAF did not organize When the war ended, the VH squadrons were as the history of air combat itself, its first combat rescue squadron disestablished in the rush to demobilize. Through the end of World War II, to and the U.S. Navy has been in the until 1943, two years into the war. In the Pacific, early carrier strikes get feet wet meant a high probability of rescue thick of it since the beginning. It were conducted with no provisions and to go down feet dry meant hardly a prayer is a story of cycles of advances and for the rescue of downed airmen, of rescue. Motivation to rescue fellow downed regressions paralleling a horrifying the downed fliers being left to the airmen was spurred by widely publicized record of abuse, torture and murder ministrations of the enemy or the beheadings of captured allied airmen by the of captured airmen, continuing to perils of the sea; but the Navy soon Japanese. Allied airmen in the Pacific also faced the present day. organized the Lifeguard League, torture, and even cannibalism if captured. Came Korea, and the newfangled submarines stationed off air strike targets where they rescued downed gadget, the helicopter, called the whirlybird, he very first combat Army and Navy airmen, often under pinwheel, eggbeater, and other nicknames, rescue in history was fire, completing some incredibly daring offered the potential for overland rescue, but made by a Royal Naval rescues under fire among 800 and more neither the infant U.S. Air Force Air Rescue Air Service pilot of his downed wingman Service (ARS), heir to the ERS, nor the Navy saves. in 1915, the second year of World War I, Navy PBYs, when not scouting utility helicopter squadrons were trained, in Bulgaria during RNAS air strikes in or being the legendary Black Cat night Continued on page 29 support of the ill-fated Gallipoli landings bombers, were assigned the Dumbo morass. Within a few months of that mission – airrescue, which garnered the Victoria Cross sea rescue, to the rescue pilot, two British airmen, also executing downed in Mesopotamia (modern-day improbable Iraq), were pursued and killed when rescues under fire. overtaken by Bedouins. Catalina pilot As soon as the United States LT J G N a t h a n entered the war, in April 1917, U.S. Gordon, flying Navy airmen were rushed to Europe his “Arkansas and set to work flying allied planes, Traveller,” was some in Britain and France, countering awarded the German submarines, and others in Italy, Medal of Honor flying Italian fighters and bombers for making three against the Austrians based across landing under fire the Adriatic (modern-day Croatia). and rescuing 15 From there, a naval aviator, Landsman downed airmen For Quartermaster Charles Hammann, on a single rescued his downed wingman, saving mission. Little him from threatened execution by the Navy Kingfisher Austrians for dropping propaganda single-engine leaflets. For this rescue under fire, right float-planes also out of Pola Harbor, Hammann became performed daring the first naval aviator to be awarded the and innovative Medal of Honor. rescues to the WW I saw no organized combat end. In the last rescue forces, nor a cry for them, although months of the more than 25,000 airmen of all nations war, the Navy One of the most daring combat rescues of all time is LCDR were lost. established four World War II began with only Tom Tucker being hoisted in broad daylight from the inner one nation fielding combat rescue forces harbor of Haiphong, one of the most heavily defended cities (the Germans operated an Air-Sea Rescue North Vietnam.

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Historical: Cycles of Combat Rescue Continued from page 28

equipped, or prepared for the mission of rescuing downed airemen under fire from behind enemy lines. Post-World War II Air Force doctrine declared that there would be no need for combat rescue in the Atomic Age. The first combat rescue successes and all combat rescue and MEDEVAC “firsts” were credited to the Marines’ VMO-6, a squadron which featured eight HO3S-1 helicopters in Korea before the other services could muster helicopters in strength. The Air Force struggled initially, but was able to come up to speed and the Navy followed, forward deploying HO3S-1s from HU-1 and HU-2 aboard cruisers, battleships, and especially LSTs (which anchored in North Korean harbors to provide a forward base for combat rescue). When the Air Force and Navy finally had sufficient coverage, the Marines gave up the combat rescue mission and concentrated on developing vertical envelopment and other innovations in helicopter warfare. By the end of the war, both the Navy and the Air Force had vigorous combat rescue units which won fame and laurels for their daring exploits. Rescues Behind Enemy Line USMC USN USAF

33 64 106 203

was an aberration and combat rescue would not be required in the global Cold War, and Navy expertise had long since evaporated from neglect. With the escalation of the war into Operation ROLLING THUNDER, the limited bombing of North Vietnam, the Air Force scrambled to establish rescue capability using shortrange, unarmed, unarmored, local base rescue and fire-fighting H-43 Huskies, using the radio callsign Pedro. The Navy followed shortly, employing UH-2A/B Seasprite helicopters from the HC plane guard detachments aboard the carriers on Yankee Station, positioning them aboard destroyers on picket stations at North SAR and South SAR, the helicopters using the radio callsign Clementine when assigned combat rescue duties. Both proved limited in range and unable to cover the distances required. Both the Air Force and the Navy enhanced their rescue coverage by calling on the longer-range H-3, which also had a better carrying capacity. The Air Force H-3s, quickly picked up the callsign Jolly Green Giant, which became a legend still used and honored in Air Force combat rescue today. The Navy tasked deploying HS squadrons to strip out SH-3As which later were upgraded to HH-3As, and they immediately acquired the famous

From Disputed Waters USN USAF

134 148 282

“Benign” Rescues USN 166 USAF 86 252

Total 33 364 340 737

Notwithstanding the famous scene from the movie The callsign Big Mother, which was not perpetuated like the honored Bridges At Toko-Ri, where Mickey Rooney dies with downed callsign Jolly Green. First HS-2, relieved by HS-4, relieved by Panther pilot William Holden, the cost was surprisingly low. HS-6, relieved by HS-8, then HS-2 again, followed by HS-6 again, There were five USAF and One Marine rescueman KIAs, and passed the torch, the callsign Big Mother, the few combat SARno Navy. There were seven Navy and one USAF rescuemen configured SH-3s, and little else. POWs, and no Marine. One Navy rescue helicopter pilot, LTJG Although accomplishing an impressive score of John Koelsch, was awarded the Medal of Honor for his defiance rescues under fire, the learning curve for both the rotating HC-1 and resistance as a POW after being captured following a nine- detachments and the rotating HS squadrons was too flat, and HC-7 day evasion with his crewman and the wounded Marine pilot was established to take on all combat SAR tasking and provide they had tried to rescue. The only other naval aviation Medal stability and a stronger focus. While initially assigned many of Honor also involved an attempted rescue when Navy pilot missions (logistics, VERTREP, mine sweeping, VIP transport, Tom Hudner crash-landed his Corsair alongside his downed and CSAR), after a year of combat, the squadron shed all missions section leader in a futile attempt to free the man trapped in except CSAR, realizing that nothing short of total dedication to the wreckage of his downed plane. The trapped man was Continued on page 30 Ensign Jesse Brown, the first AfricanAmerican naval aviator to see combat. The price of rescue in Vietnam was higher than Korea: Following the armistice, Navy utility squadrons went back to the many Air Force Rescue Support Aircraft Combat Losses 64 missions assigned them by the Navy Air Force Rescue Helicopters Combat Losses 21 plus one HU-16 and the lessons of combat rescue were Air Force Rescue Personnel KIA 61 (34 helo crew) Air Force Rescue Personnel POW 24 (6 helo crew) left to atrophy. The early days of the conflict Navy Rescue Support Aircraft Combat Losses 10 in Southeast Asia again saw crude Navy Rescue Helicopter Combat Losses 5 attempts at combat rescue with forces Navy Rescue Personnel KIA 13 (6 helo crew) at hand, there being no trained combat Navy Rescue Personnel POW 3 (no helo crew) rescue units in existence. Just like after WW II, after Korea, the Air All told 101 rescue aircraft, 101 rescuemen KIA or POW Force returned to the policy that Korea

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Historical: Cycles of Combat Rescue

HS-8 HH-3A “Big Mother” perched snugly on flight deck of Farragut class DLG. Continued from page 29

that mission would suffice. All told, about 253 downed airmen were rescued by Navy helicopters with at least 76 being rescues under fire, while Air Force rescue aircraft brought out about 680 downed airmen with 135 being rescues under fire. Hundreds of captured airmen suffered torture in North Vietnamese prisonsand bamboo cages in South Vietnam, or certain death in Laos: not one captured airman downed in Laos and captured by the Laotians survived the war. For the third time, we ended a war with viable and robust combat rescue forces which had won fame and covered themselves with glory that others may live. Eight officers and enlisted personnel were awarded Navy Crosses, and HC-7 LTJG Clyde Lassen, HAC of a UH-2B rescue DET was awarded the Medal of Honor for a night rescue in 1968. This time, the combat rescue heritage was transferred to the Navy reserves, HC-9, while the Air Force seemed to have learned its lesson as well: the ARRS developing a state of the art might vision rescue capability for their HH-53s, called Pave Low, only to have those unique Pave Low aircraft stripped and given to AF Special Operations Command in the wake of the failed Iran embassy rescue operation.

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Between the end of the war in Southeast Asia in 1973 and DESERT STORM in 1991, no combat rescue organization in the Navy was deployed for any of the brief combat operations expected to require a combat rescue capability, and only once did the Air Force deploy, making no rescue. When DESERT STORM came about, the Air Force combat rescue community, still bereft of modern aircraft, was not combat ready and not deployable, and the Navy reserves were caught recapitalizing but managed to deploy a unit made up of what was available in the two squadrons with the mission, HCS-4 and HCS-5. Eighty-seven men were downed in DESERT STORM with 48 KIA and 30 POWs taken. Only eight were rescued, two at sea by Navy SAR, two by ground troops, two Army helo pilots by a wingman in scene when they went down, and two by AFSOC. At least ten of the 30 POWs were deemed rescuable but not rescued. There is one MIA, LCDR Scott Speicher, whose story is still unknown. Was he captured, then killed? The latest example of the fate awaiting downed aviators? The poor showing in DESERT STORM, disturbing to the morale of combat aviators flying missions at Continued on page 31

Historical: Cycles of Combat Rescue Continued from page 30

the time, was not a public scandal only because the war was short and the losses were slight and did not attract the attention of the press before the cease-fire. Sporadic combat operations since Desert Storm, including OIF and OEF did not see a rescue by a combat rescue unit until 2003, and that rescue was not under fire. Do the low losses since Vietnam, notwithstanding Desert Storm, herald the end of a need for dedicated combat rescue? Have losses virtually vanished because of a final superiority of modern aviation technology over air defenses? No serious student of history and air warfare believes the current dominance will continue, and is it prudent to hope it does? History repeatedly proves that the upper hand cycles back and forth – all one needs to do is wait… Those ten unrealized rescue opportunities in Desert Storm were caused by a variety of reasons, but looming large was the absence of available jets equipped to survive the search part of CSAR in the hostile environment existing at the time, and no helicopter was going to go where jets could not expect to survive and attempt a COMBAT rescue: a rescue under fire. Combat rescue is not underwritten by combat rescue helicopters alone – a robust combat search capability and defense suppression against the threat of individuals is required, in addition to larger systems.

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Top Pentagon Acquisition Chief, John Young has quite recently generated a storm of controversy by suggesting that the Air Force does not need dedicated combat rescue forces, that should a rare rescue be required, anybody can do it and it will be a come-as-you-are situation. So far, he has focused on the Air Force because of the CSAR-X procurement issue. We know that the Navy is more likely to be the 911 aviation force for a sudden crisis, and shipborne forward deployed combat rescue, quickly on scene, married to the Navy strike assets, will be the come-as-you-are response he envisions. Are we best organized, configured, and trained to offer the very BEST chance of success? Have WE learned the lessons on what our own history has revealed? History has shown the fortunes of POWs have not been good. Today, rather than brainwashing, or torture and starvation, a downed airman, if captured, can expect to be beheaded, with the whole thing shown on the internet, a horrifying, uncontrollable, calculated shock of the sort which skews a turbulent public opinion. A viable, robust and dedicated combat rescue capability, ensuring the natural warrior’s instinct to leave no man behind, has never been so important. Can we accept anything less than the very best capability to prevent even one POW?

Focus

First, break down the wall that has more or less come between special operations forces and the other parts of our military, the wall that some people will try to build higher. Second, educate the rest of the military - spread a recognition and understanding of what you do, why you do it, and how important it is that you do it. Last, integrate your efforts into the full spectrum of our military capabilities.â&#x20AC;? Rotor Review # 104 Winter â&#x20AC;&#x2DC;09

ADM William J. Crowe, USN 32

Chairman of the Joint Chiefs of Staff

Continued from page 32

Pages 35-46 will be focusing on some of the Joint operations that the naval helicopter community have been participating in... Rotor Review # 104 Winter â&#x20AC;&#x2DC;09

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Rotor Review # 104 Winter ‘09

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Focus

SOUTHBOUND TROOPER 2009 Article by LTJG Chad Harris, USN

elicopter Mine Countermeasures Squadron FOURTEEN Detachment Two deployed 13 February 2009 to 20 February 2009 in support of the annual SOUTHBOUND TROOPER 2009 (SBT 09) located at Fort Pickett in Blackstone, Virginia. The exercise simulated two warring factions in an area around Kandahar, Afghanistan. U.S., British, and Canadian forces combined to form a light infantry battalion. Participants included the Princess Louise Fusiliers, United Kingdom Special Forces, New Hampshire National Guard, the Virginia Air National Guard, a US Army fuel battalion and over 100 civilian personnel acting as Afghan locals. Squadron tasking included tactical troop insertions, cargo delivery, and the positioning of artillery pieces to provide support to the infantry unit engaged in combat. In eight days, the two MH-53Es were able to fly over 70 flight hours with a 100% mission completion rate. During that time, they transported 622 passengers and lifted 132,000 pounds of cargo both internally and externally. Unit level training was maximized by the squadron via formation flights and the utilization of the newly developed moving target range at Fort Pickett for aerial door gunnery, with aircrews expending 2,000 rounds of .50 caliber machine gun ammunition. Continue on page 36

Just one Vanguard belly full of Passengers. Moving external cargo SOUTHBOUND TROOPER

for 2009.

Photo taken by 55th Signal Company RotorCamera). Review # 104 Winter â&#x20AC;&#x2DC;09 (Combat

Photo taken by 55th Signal Company (Combat Camera).

Focus: Southbound Trooper 2009 Continued from page 35

A Howitzer being lifted by HM-14. Photo taken by 55th Signal Company (Combat Camera).

HM-14 participation was augmented by their Seabee division who provided the logistical answer to transportation of the required aviation maintenance equipment required for the exercise. Once the transportation task was complete, the Seabees were able to further their training by utilizing the land navigation course, conducting M-16 training, improving combat formations, and mastering the art of the foot patrol. On the last day the Seabees showed their true spirit by making numerous requested repairs to the facilities on Fort Pickett, volunteering both their time and expertise to post-beautification projects. SBT 09 proved to be a huge success in displaying the versatility of the MH-53E. It provided detachment personnel with the opportunity to operate in the joint/ multi-national environment, while affording the chance for valuable training to ensure success in future real-world operations. HM-14 is looking forward to this exercise in 2010, where it will again live up to the Vanguard name, and leading from the front.

Bridging The Gaps: SOUTHBOUND TROOPER 2009 Article by LTJG Steve Miller, USN

riday the Thirteenth of February 2009 proved not to be so unlucky. It was on this otherwise uneventful day that Helicopter Sea Combat Squadron TWO SIX Detachment TWO (HSC-26 DET 2) would fly-on to support Exercise SOUTHBOUND TROOPER IX. SOUTHBOUND TROOPER is an annual exercise based around the Canadian 54th Troop Command, and this was HSC26’s third time participating. The exercise is focused on testing the integration of joint US and NATO tactics and procedures, as well as inter-service coordination and capabilities. Although this exercise is primarily focused on the Canadians (they are by far the largest unit involved), it would not be half of the training evolution it has become without contributions from many other units. SOUTHBOUND TROOPER IX involved representatives from all the major US armed services. The world’s finest Navy was represented by the Chargers of HSC-26, the HM-14 Vulcans, and TACRON 22. HM-14 MH-53E off-loading the Army Ranger Unit. Photo The US Army contributed with Alpha Company 3rd Battalion courtesy of the HM-14 Vulcans 3rd Rangers Special Forces Group, the 240th Quartermasters, the Continued on page 38

Rotor Review # 104 Winter ‘09

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Focus: Southbound Trooper 2009 Continued from page 36

530th Combat Support Services Brigade, and air assets from the 2-224th Guardians and 2-104th Witch Doctors MEDEVAC/ Air Ambulance Unit. Even the Air Force came to support the event with Patriot 7 and the 11th Air Wing. Augmenting this impressive group of joint and international players were multiple National Guard and reserve units that are too numerous to name but deserve mention. The overarching goal of SOUTHBOUND TROOPER IX was to represent real world events in Afghanistan and to test and develop joint and international tactics and procedures. This goal was well represented in Fort Pickett, with the exercise being a scenario driven event that responded to the tactical decisions made by commanders on the ground and in the air. Various missions included troop insertion/extraction, close air support, MEDEVAC, and urban assault just to name a few. For many participants it was the first time simulating these missions with live components from other services, vital training considering the continually increased frequency of joint operations. Ask around and you’ll realize how big an impact this

exercise has had on the participants. The practical training conducted during SOUTHBOUND TROOPER IX has bridged gaps between the different services, improving our combat effectiveness and preparing us for in theatre operations. For me it was training unlike any I have previously had, at a level I have not had opportunity to experience. It connected what I have studied and simulated time and again. I had the opportunity to practice brownout landings on night vision goggles in the Assault Strip, coordinate with Army Rangers to fastrope them to the rooftops at the MOUT (Military Operations on Urban Terrain) site, and perform live hoisting with the Army firefighters. The facilities and the players involved made the training more effective and the experience invaluable. For the past nine years, Exercise SOUTHBOUND TROOPER has been dedicated to improving joint and international military capabilities. This year was no exception. It was a vastly successful exercise due to the professionalism and dedication of each American and Canadian service-man and -woman. For an exercise that started on such a notorious date, the outcome was anything but frightful.

Joint Operations:“Long experience shows that operators, regardless of parent agency, collaborate closely when faced with common challenges in the ﬁeld: they often resolve interagency concerns quickly and seamlessly to achieve team objectives.” 2006 Quadrennial Defense Review Report

playing well with others… Article by LCDR Timothy Burke, USN

oint: just one of many buzzwords currently reverberating throughout the Fleet. In my current vocabulary, I have many new synonyms for this word spawned from my recent deployment as the Officer-In-Charge of a MH-60S Knighthawk detachment during OPERATION CONTINUING PROMISE CARIBBEAN 2008 (CP08). CP08 was a four-month joint civil-military operation dedicated to executing the Humanitarian and Civic Assistance (HCA) mission in the Caribbean and Latin American regions, with the Disaster Relief (DR) contingency option also in the playbook. Embarked on the world-renowned USS Kearsarge (LHD-3), the Voodoo Knights of HSC-28 Detachment FIVE were the primary Search and Rescue (SAR) unit assigned for CP08. The adages and experiences I’m about to discuss are neither profound nor new, but rather one Naval Aviator’s candid thoughts from his first “joint” venture in a humanitarian scope of operation, and the challenges faced therein. For reference, my previous background was two AOE cruises, so perhaps some

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Continue on page 39

Focus: Playing Well With Others...

US Army Veterinarians tend to chickens in Columbia, South America. Photo taken by MC1 David Crawford, USN. Continued from page 38

of these revelations are merely a direct product of big deck amphibious exposure. My involvement in CP08 extended from August to December 2008. The USS Kearsarge was the second amphibious ship to support the mission following the lead of the USS Boxer (LHD-4). The countries supported included Nicaragua, Colombia, Haiti, Dominican Republic, Trinidad and Tobago, and Guyana. Panama was originally on the schedule, but later deferred for contingency DR efforts to Haiti following the ravages of Hurricanes Fay, Gustav, Hanna, and Ike. Over the four month deployment, the professional Voodoo Knights flew 521.6 mishap-free hours transporting 1,932 passengers, delivering 933 tons of critical supplies to hardship areas, extracting five American Citizens under duress, conducting five life-saving MEDEVACS, and providing around the clock SAR support. The cruise was very successful by all involved. A gratuitous amount of information is available for perusal on the USSOUTHCOM website. From the moment the Voodoo Knights embarked, I got to meet the myriad of players involved who beforehand had mostly been a voice during a teleconference. My first “joint” experience was with the Surface Warriors (SWOs) of the mighty USS Kearsarge. Any aviator who has deployed on a boat can hopefully relate to me here…they are a distinct breed and dealing with SWO “logic” is just as challenging (if not more so) than dealing with any joint agency, ranging from foreign military to international civic groups. Plus, they outnumbered us brown shoes! A similar joint experience was gained by dealing with the Navy Fleet Surgical Team. Doctor’s hours just really don’t apply to a U.S. warship. The United States Public Health Service augmented the medical resources. They dressed

Rotor Review # 104 Winter ‘09

like they were in the Navy and bore the same ranks, but seemed to know less about the military than the doctors! Rounding up the rest of the league were doctors from our Canadian allies to the North, doctors from Brazil, service members from the Netherlands, French, and Great Britain Navies, Non-Governmental Organizations (NGOs) Project Hope and Operation Smile, United Nations representatives and United Nations World Food Program members, U.S. Navy Sea Bees and their U.S. Air Force equivalents, U.S. Air Force Linguists, and U.S. Army Veterinarians. Finally, we had camaraderie and friendly banter with our USMC Condor brothers from HMH464 with whom we shared the big blue pasture. The capability overlap between our H-60’s and their H-53’s was minimal so the division of duties became quite distinct. As you can see, there were a lot of different uniforms, dialects, and preconceptions all located in a finite playground. Continue on page 40

Two MH-60S Knighthawks from HSC-28 Detachment FIVE disembark host nation distinguished visitors in Guyana during Operation CONTINUING PROMISE CARIBBEAN 2008. Photo by LT Robert Holihan, USN.

Focus: Playing Well With Others... Continued from page 39

Omnipotent to any other mission facet, communication was the saving grace, or more prevalently the cause of chaos. Daily meetings prevailed as the medium to communicate. They grew from two at the start of deployment to six at the end. These meetings were chaired by either a member from the boat or one from the embarked amphibious staff. Each meeting had its own title, yet the information flow overlapped with multiple other meetings, thus creating a redundancy of effort. The detail of planning would vary from the civic agencies who seemed to operate “from the hip” to staffs who crunched forward three days in granularity oblivious to the certainty of change. My detachment typically ran two day crews and one night SAR crew with the night SAR duty Helicopter Aircraft Commander double-dipping as the day’s meeting attendee. Like DET FIVE, all embarked units seemed to be stretched thin on manning during the entire cruise. Meeting duration in turn varied depending on the quality of informed decision makers who chose to attend said meetings. Many of the other embarked units (specifically the NGOs and Canadians) had one, if not more, complete personnel exchanges during this short four-month deployment, thus allowing re-creation of the wheel to occur again and again. When meeting attendance was scarce due to over-commitment, stovepipe decision making occurred with an obvious ripple effect as word finally got out to tasked units who had additional, unbeknownst, critical limiting information. I observed multiple teams postured on the field, all with their own playbook but none willing to share. Duplication of effort was prevalent, and not always were steps taken forward in the mission without back-peddling a little. At one point, my detachment was governed by two separate air plans which would occasionally evolve from one congruent animal at the conclusion of the last daily planning meeting into a litter of some other species at time of publication and usually occurred while obtaining needed crew rest for the 10-hour flight windows. Frustration levels grew exponentially as the length of the whip to which embarked units were tethered continued to grow. When breaking points were reached, sanity would be reinstated as over-commitment ceased and momentary application of “building a realistic plan and sticking to it” prevailed. Unfortunately, this was a cyclic evolution throughout the deployment with each new country visited. My inherent belief is to be a forefront realist and plan “The Plan” accordingly, thus reserving the CRM skill of adaptability/flexibility (A/F) to be utilized for in-flight contingencies. However, by the end of cruise, the Voodoo Knights were well-honed in the art of A/F due to challenges in achieving communication. Contingent on communication, the next greatest challenge was informing the players of the capabilities of the MH-60S. First off, when talking ‘Joint’, discontinue use of any force jargon. For those not in-tune with military aviation, emphasizing the critical that fact the “spinny thing” has a finite endurance, range, and payload was never-ending. One simply cannot pull the helicopter over to the side of the road when the needle drops below empty; there is no apparatus installed in the cabin to make fuel, and I do not provide complimentary peanuts

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Two Voodoo Knights’ MH-60S maneuver for the break overhead USS Kearsarge (LHD-3) following completion of a full day of logistic and SAR support during Disaster Relief efforts in Haiti during Operation CONTINUING PROMISE Photo by LT Robert Holihan, USN. -- simple concepts right? However, substantial effort was spent ensuring timelines and ranges were realistic and followed, the number of passengers did not exceed the number of seats, and cargo did not unexpectedly double. With the number of players involved, most thought their area of concern was paramount to others. Individuals would push beyond agreed timelines to examine/treat just one more person or finish just one more project without recognizing the consequence to others on the Voodoo Knights shuttle. The recovery window typically butted up against sunset so accepting delay was not a viable option for the return overwater transit. Similarly, I slept less easy when the taxpayers paid for the big fan to turn and transport only one or two people. Don’t get me wrong, if but a single flight helped just one person, it had merit. However, with every operation, efficiency should be a goal. Perhaps a standing perception is occurrences like those aforementioned are expected in logistics. To that end I disagree, yet resolved to “downgrade” my published aircraft’s and detachment’s capabilities in order to inject margins for success in the face of repeated planning ignorance. Transitioning now to aviation-specific venues, there were several other lessons learned. With any joint or foreign operation, a unit can never have enough multi-lingual personnel. Embedding a senior Air Controlman fluent in the native language in the governing air traffic control spaces was crucial to expediting clearances and de-conflicting airspace. English has been identified as the language of aviation, but I saw differently. As the teams settled into each country, a separate advance coordination element postured themselves in the follow-on country. This was a superb forward-leaning idea, but unit manning limitations prevented continuously sending knowledgeable members from every discipline forward on the team. Because the mission bore the foreign humanitarian label, a couple of topics seemed to go unanswered until DR in Haiti Continued on page 41

Focus: Playing Well With Others...

AWS2 (AW/NAC) Philip Gonzales escorts host nation force protection personnel to the DET’s MH-60S Photo by LT Robert Holihan, USN. Continued from page 40

became the primary mission area. For instance, guidance on the carrying and use of weapons for self defense, whether on the aircraft or aircrew including pyrotechnics (i.e., chaff and flare), and SAR protocol for foreigners observed exhibiting a request for assistance were largely undefined beforehand. For the MEDEVACS conducted, the detachment would have greatly benefited from having an en route medical attendant who shared the privileges of being aircrew; perhaps a plug for adding a SAR Medical Technician to the standard detachment composition? For all planned HCA operations, host-nation force protection was required to be on the ground first. This was an exceptional idea, but also provided another time-critical constraint linking back to my preaching about sticking to the timelines and remaining predictable. Additionally, with the humanitarian label, the level of force protection used seemed marginal and unvarying for all mediums of transport, i.e. air vs. surface vs. ground. Leadership directed us to include combat cameramen on exceptional flight missions. Although the reason sold was for documentation, I believe more often than not it teetered on the edge of glamorizing efforts for the benefit of a select few, and ate up valuable cabin space. Lastly, settling on and funding the desired communication means was a barrier overcome. Once acquiring the dedicated bandwidth, SATCOM proved invaluable to the mission, as did borrowing the staff’s iridium satellite and local commercial cell phones to facilitate response to those ever changing timelines and priorities. My final point of discussion originates solely from the DR contingency. Since the cadre embarked upon the USS Kearsarge was requested to assist in DR efforts in Haiti, the initial scheme of operations defined the boat’s role as supporting the NGOs and other civic agencies ashore. Similar to the difficulty I had in relaying to the embarked units the capabilities of my aircraft, now the boat bore the same burden. The level of planning capability between those military and those nonmilitary was also vastly different, as well as the resources available. As everyone strived to achieve success during this time of DR, a natural transition occurred as the USS Kearsarge took the lead in the operation. Perhaps, the result would have been attained more quickly had the more capable asset been

Rotor Review # 104 Winter ‘09

assigned as the decider at the forefront, vice tip-toeing on scene under the humanitarian umbrella, hoping to not overstep any preconceived bounds. On the backside, the exit criteria for the DR assistance seemed intentionally vague. This impacted day-to-day planning as heads tried to quantify what the end result should be in order to not have our departure judged negatively. Evidenced in the last issue of Rotor Review, the advantages of employing rotary wing assets in the HCA/DR arena are unlikely to fade. It is a very rewarding mission and one which can be trained for, then executed vice being one of those mission-sets rarely utilized. Given its scope, HCA/ DR will inherently involve multiple players and thus carry a joint connotation. As I previously summarized, a challenge when multiple entities are involved is communication and ensuring the proper participants are involved at the right levels. Additionally, I conjecture the mission of HCA/DR propels people to over-commit because as Patriots we are inclined to help others without wanting to establish bounds for ourselves. There were many lessons learned from the experience, both at the unit and individual level. Understand however, the abovementioned thoughts were based solely on actions and decisions observed at my tactical and operational level. This article is but one additional measure to provide education to my peers on those lessons learned in order to make the machine more efficient.

Focus

Japanese-American Friendship Day Article by LTJG Chris Krueger, USN Photos by AE2 Steven Khor, USN

n January 23, 2009, the Japanese Maritime Self-Defense Force (JMSDF) squadron VX51 and Helicopter Anti-Submarine Squadron Light (HSL) FIVE ONE conducted another HSL-51/VX-51 Japanese-American Friendship Day on board NAF Atsugi. The two squadrons meet two to three times a year to foster ties of friendship between the two countries’ helicopter squadrons. Each squadron alternates hosting the event, and the Warlords of HSL-51 were honored to host the Mighties of VX-51. The festivities began with opening remarks and a welcome by the HSL-51 Commanding Officer, CDR S. D. McKone, and VX-51’s Rotary Division Executive Officer, CDR K. Nishida, in the Warlord ready room. Both wardrooms proceeded into the Warlord hangar and flight line, where the Japanese pilots were given guided tours of HSL-51’s SH-60B

Pilots from both navies learned much about the other’s avionics systems and capabilities, leading to a larger understanding of the role of both squadrons here at NAF Atsugi. Both squadrons’ aircraft have similar missions such as AntiSubmarine Warfare (ASW) and Anti-Surface Warfare (SUW), however, HSL-51 is a deployable fleet squadron, whereas VX51 is the JMSDF’s operational test and evaluation squadron and the maritime patrol and rotary wing test pilot school house. Additionally, VX-51, known as 51 Kokutai of the Chokkatsu Butai air wing, is divided into two divisions; the 511 Hikotai Peacocks, flying the P-3C, and the 513 Hikotai Mighties, flying the SH-60J, SH-60K, and the HSS2B. Following the guided aircraft tours, officers of both squadrons came together to take a joint photograph in front of the Warlord showbird, Warlord 700, and a Japanese SH60K before proceeding to the Warlord ready room for a series of briefs. First up was a brief from VX-51’s CDR Nishida outlining the details of their squadron’s organization, operations and the capabilities of the SH-60K. The second brief, conducted by LT Scott French from HSL-51, familiarized the Japanese Continued on page 44

VX-51 and HSL-51 wardrooms, with SH-60K and SH-60B in background. aircraft, and the American pilots were given tours of the VX51’s SH-60K helicopter. The SH-60K is an upgraded variant of the SH-60J, also flown by VX-51, which is a licensed hybrid of Sikorsky’s SH-60B/F. The SH-60K is a relatively new airframe, first produced and delivered in June 2002, where the SH-60B was first flown in February 1983. While both aircraft essentially look the same, the two aircraft have many differences, such as the SH-60K’s automated ship landing system, dipping SONAR and glass cockpit.

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VX-51 and HSL-51 personnel shake hands after an intense volleyball game. 42

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Focus: Japanese-American Friendship Day

HSL-51 and VX-51 pilots and aircrew with a SH-60B. Continue from page 42

aircrews with flight procedures associated with operations on board USS George Washington (CVN 73) as the Japanese occasionally conduct flight operations to and from the U.S. carrier. The last brief was by LTJG Chris Straub of HSL-51, who explained HSL-51’s local flying areas, out-lying fields,

course rules, and other pertinent details of Warlord flight operations that might affect VX-51, as both squadrons share the same airspace. The afternoon activities were held at Ranger gym and began with an exchange of gifts between the squadrons. Both squadrons immediately broke into teams and kicked off a volleyball game against each other, followed by another game involving mixed teams. After several hours of intense play, VX-51 and HSL-51 met at the NAF Atsugi Officer’s Club for a friendly reception to relax and get to know one another socially. Japanese-American Friendship Day successfully brought two military commands from different countries, but with similar missions, together to learn about and from each other. The briefs, the discussions that they prompted, and the aircraft guided tours were instrumental in building better situational awareness amongst both squadrons in addition to enhancing the operational understanding of one another. The physical and social activities were a huge success in helping to bridge two different cultures and strengthen the bond of individual and organizational friendship between the Japanese and Americans.

Hurricane Gustav Provides Perfect Practice Article by LT Jared Yannuzzi, USN

eteorologists and oceanographers observe tropical waves from the moment they spin off the coast of Africa. On 25 August, 2008, NOAA posted the forecasted track of Tropical Storm Gustav. In disbelief, I sighed, “Oh no, not again; those poor people.” Tropical Storm Gustav was calculated to hit New Orleans, but not before it was estimated to intensify to a Category 4 Hurricane (sustained winds of 114-135 kts). I don’t know if the technology has gotten better, or if the scientists have a lot more practice now, but hurricane projections seem to have become extremely accurate over the last few years. Isabelle, Ivan, Katrina, and Rita all seemed to hit exactly where forecasters expected, but because of Katrina, this time everyone was listening. Hurricane Gustav was predicted to make landfall on Monday, 1 September – Labor Day. It was a long weekend for the squadron due to the holiday, and our command, HSC26, had just celebrated a Change of Command ceremony the Thursday before the weekend. We were rewarded with Friday off, making it a four-day weekend. Most personnel were unaware that hurricane aid plans were being developed because of the chaos the Change of Command was creating throughout the squadron. Unexpectedly, I was told at the end of the Change of Command ceremony to “expect a phone call this weekend.” On Sunday afternoon, I received the following call, “You’re flying out Monday morning. 0330 Brief. 0530 Takeoff.” It was a complete surprise because rumors had

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circulated that we would not proceed South until Tuesday or Wednesday – after the storm had passed. However, those who were not scheduled to go, unbeknownst to those who were, filled the workspaces on Sunday to flight plan and pack up the detachment. I arrived at the squadron Monday morning to learn that Maintenance had been up late getting the aircraft ready, other pilots had spent all weekend flight planning, and aircrewmen had inspected their SAR equipment and gathered to discuss possible rescue scenarios. It was a complete squadron effort. HSC-22, our sister squadron, had done the same and joined us in our wardroom to brief a joint endeavor where we would combine our knowledge and resources to get us safely to our destination. I was one of nine pilots, just as many aircrewmen, and a handful of maintainers who were being tasked to preposition two HSC-26 aircraft in Pensacola in case Louisiana called for Federal Assistance. Including the HSC-22 bird, there were three total aircraft in our formation. We were supposed to join nine SH-60Bs, six H-60F/Hs and other aircraft that had already arrived in Pensacola from other commands to form an entire Wing. The problem was getting there. At some point along the trip, Mother Nature would stand in our way. Even though the storm was not officially considered overland, its rain bands were starting to lash the southeast. Like any other cross-country trip we studied the weather at the end of each leg to determine Continued on page 45

Focus: Hurricane Gustav Provides Perfect Practice Continued from page 44

if it would become a factor. Weather was not a factor until reaching Georgia, but not everyone was convinced. There was debate over making our way through the cells or going around them, but the decision made was to spend the night in Georgia. Later that night, tornadoes were reported in the vicinity of NAS Pensacola. The storm was just making landfall, so there was nothing more that we could do until it passed. The story coming out of New Orleans on Tuesday, 2 September, was not of miraculous rescues being performed by Naval helicopters, but that the levees were still holding halfway through the impact of the storm. Experts predicted that the worst part of the storm surge was still to come, so we continued to Pensacola just in case things turned worse. When we finally arrived at NAS Pensacola, we were greeted by our would-be reinforcements from Homeguard. Fifty maintainers had arrived a day earlier via C-130s to support the mission. The detachment expeditiously set up a base of operations and reported our operational capabilities to the Wing. Behind the scenes, Wing leadership began to consider whether the Navy’s assistance was actually going to be needed. Other considerations were Hanna, Ike, and Josephine – three more hurricanes aiming for the East Coast.

Thankfully, New Orleans would not need our help, which led to the decision to dissolve the Wing and send each squadron back to their home ports. HS-7, based in Jacksonville, remained an extra day to determine if their port would evacuate, thus saving them the trouble of superfluous work. We immediately started our trek back to Norfolk in case Hanna wreaked havoc further North. Hanna split the two cities, coming ashore near MCAS New River, but that did not stop HSC-26 from shortly deploying again the next weekend. Hurricane Ike roamed the Caribbean before it hit Houston as a Category 2. We did not deploy, but were standing by, sharpened in capabilities by recent events. Gustav taught us how to effectively and safely construct relief effort detachments in short periods of time with minimal advance notice. Hurricane Katrina killed 1,464 people in Louisiana and caused $81.2 billion in damage. Hurricane Gustav killed 138 people in the Caribbean and United States and caused $15 billion in damage. The saying is “Practice makes perfect,” but when something is practiced incorrectly, it sometimes reinforces the wrong procedures. Despite the tragic losses caused by Gustav’s impact, I am thankful that this relatively minor disaster afforded us the opportunity for realistic and perfect practice. While I would hope that we never have to actually execute our plans, I am confident in our abilities to do so if the need arises.

RED FLAG NOT JUST FOR JETS Article by LTJG Mark Locatelli, USN

tarted in 1975, RED FLAG is an Air Force exercise with the goal of giving pilots and aircrew realistic training to prepare them for combat. Over time RED FLAG has grown in size, scope and participants; to include more than 20 joint units, including US Bomber, Fighter, Command and Control, ELINT, and UAV assets. Today, RED FLAG is run by the 414th Combat Training Squadron out of Nellis AFB in Nevada and conducts exercises with US Air Force, Navy, Army, and Marine units as well as many allied nations in modern air combat techniques. Between January 26 and February 9, 2009, pilots, aircrew, and maintainers from HSC-23, HSC-85, and HSCWSP had the opportunity to participate in RED FLAG 09-2. In all, the combined squadrons flew more than 275 flight hours in support of Combat Search and Rescue Operations (CSAR) and Special Operations Forces (SOF) over a two week period. Each sortie was a split section of aircraft from HSC-23 and HSC-85, allowing the cross pollination of ideas, techniques and tactics across a wide range of experience levels and backgrounds. Not only did the pilots and aircrew receive valuable experience in working with other services, but they were also able to make significant progress in advancing their qualifications in the Seahawk Weapons and Tactics Program (SWTP). RED FLAG CSAR sorties ranged from basic unitlevel CSAR training with volunteer aircrew survivors to joint

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CSAR events and unannounced reactive CSAR sorties. Aircrew gained valuable experience operating with A-10s, F-15s and F-22s directly supporting the CSAR mission. Furthermore, AWACS and RIVET JOINT support proved invaluable, as RED FLAG aggressors used F-15s, F-16s, and ground missile threats, combined with ground-based GPS and communications jamming to complicate the tactical situation. RED FLAG SOF support sorties involved a series of complex, time-critical planning scenarios with the Air Force’s 21st Special Tactics Squadron. Missions were backed by full intelligence support during mission planning, and AWACS and JSTARs support in real-time. Aircrews participated in insert/extract, FASTROPE, Call for Fire, and overwatch/convoy escort scenarios over the two-week event. One of the most valuable experiences of RED FLAG for our pilots and aircrew was coordinating actions and maneuvers with other units. Often much in the unit level training of CSAR and SOF missions has to be simulated, which makes it difficult to prepare for conditions during an actual mission. LTJG Tieman, one of the H2Ps from the HSC-23 Wildcards recalls, “Calls for fire coming from outside the aircraft, as opposed to the instructor sitting next to you, was an excellent learning experience.” Another valuable training Continued on page 46

Focus: Red Flag: Not Just For Jets

It’s not just a “jet’s world” anymore. Photo courtesy of HSC 23 Public Affairs with design imagery by NHA Art Editor

Continued from page 45

point was the use of live ammunition under JTAC control in close proximity to other air and ground forces. Opportunities for aircrew to use live ammunition in the HSC community are limited, and even more limited is the opportunity to coordinate live fire between ground and air units, so a wealth of knowledge and experience was gained that will better prepare our pilots and aircrew to perform missions in combat. No matter the mission, pre-mission planning is always incredibly important, and RED FLAG gave our pilots and aircrew an opportunity to plan complicated missions using fixed wing and UAV assets in conjunction with helicopters. The amount of coordination required between the different players presented some new and unique challenges for the helicopter aircrews. Many of the challenges included altitude deconfliction, time on target, target identification, communication, and course rules. Our crews were able to work with other units to create an organized and detailed plan

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of exactly how every mission was to be conducted from start to finish with all practical contingencies taken into account. This successful planning directly contributed to the success of the high quality missions conducted by HSC-23, HSC-85 and the HSCWSP. The future of US military aviation is joint warfare, and RED FLAG is one of the best places to gain hands on experience in just that environment. LCDR Mantalvanos, the HSC-23 OIC for RED FLAG, stated that the overall experience was, “…an outstanding training opportunity for the Wildcards. This high tempo joint exercise brought out the best in all units that participated.” Overall, RED FLAG achieved its goal of providing realistic combat training for US pilots and has better prepared all personnel from HSC-23, HSC-85 and HSCWSP to meet all of its operational demands in the near future.

There I Was

Was That Lightning? Article by LTJG Jonathan I. Norris, USN

hat we expected to be a standard mission would end up being the scariest flight I had ever been on. I was a brand new H2P flying the MH-60S with our OIC in early November. Our mission was to fly up to a ship in the North Arabian Gulf (NAG) for a passenger/mail/cargo (PMC) mission from Bahrain (approximately 230 miles). This particular day the weather forecast was fine, but there was a NOTAM concerning an active gun range along the route from the surface up to 5000 feet that we had to climb above. After climbing, we found ourselves between cloud layers. Once we got past the gun range, we found a hole in the clouds and descended. We made it to the boat without any issues and began the return flight back to Bahrain with five passengers. Even though there are rarely any clouds, not to mention rain, along the route, the NAG often has very poor visibility due to the dust and sand stirred up by the wind. It is common to have less than two miles visibility. Because of this, we are accustomed to flying in marginal VMC. Additionally, the weather forecast in the NAG is not always accurate due to the long distances between weather stations and airfields. We

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are often unable to communicate with any controlling agencies or airports for much of the flight due to the remoteness of the route. At times, the only possible radio communications are with other aircraft or ships which may be along the route. This day there were neither, making a flight in marginal VMC much more dangerous than it would have been in the States. The weather seemed to be the same on the way home as it had been on the way to the NAG, so we were not overly concerned. Usually we could go around a gun range instead of climbing above it but this range was very close to Saudi Arabian airspace on the west and Farsi (an Iranian Island with territorial waters) on the east. Once again, we decided to climb and had to find holes in the clouds to get to 5000 feet in order to fly above the range. Upon reaching 5000 feet, we found the air to be dangerously turbulent. The airspeed indicator was fluctuating violently between 40 KTS and 150 KTS and our barometric altitude was changing drastically, without any control inputs. The OIC was on the controls saying that he had â&#x20AC;&#x153;a hand full of Continue on page 48

There I Was: Was That Lightning Continued from page 47

aircraft” (he later said that he had to rely on basic piloting skills, flying attitude and power to keep the aircraft under control). We all agreed that it was safer to take our chances with a possible hot gun range rather than continue to fly through the turbulence. So, we began a descent in search of less turbulent air, and we were in and out of the clouds almost the whole way down. As we descended through 1000 ft, the turbulence subsided. We all thought that we were past the most dangerous portion of the flight, and we continued to descend to about 1000 feet. I then called out over the ICS what I thought was a flash of lightning in the clouds up ahead. Seconds later, we dropped below the cloud layer at 700 feet to find ourselves in the middle of a lightning storm. Even though it was during the day, under those clouds it was as dark as a night lit by a full moon. The next minute or two seemed to last an eternity as we tried to get out of the storm while experiencing lightning strikes all around us. Good CRM kicked in as the crew immediately looked for and discussed the best direction to go and the safest action to take. We turned toward a brighter area in the sky to the east that looked like it promised the quickest escape and flew toward it. The crewman said that at least three lightning strikes were “just outside the rotor arc.” One bolt even momentarily blinded one of the crewman and he stated, “That was the closest I have ever

seen lightning.” Our eyes were as big as our passenger’s as we saw close to 30 strikes while making our way out of the storm as fast as we could. Once clear, we made a turn back toward Bahrain International Airport and had an uneventful return. By using time critical ORM and CRM, the crew calmly and quickly responded to what many pilots would consider an extremely dangerous situation. Our crew completed the mission and also learned some important lessons. I learned to respect the weather and the practicality of using the whole crew to safely complete a mission. As a junior pilot and a new member of a detachment that flies in special VMC on a regular basis, in a region that rarely sees storms, complacency had set in for me concerning flying in bad visibility. After that day, I will have a much more conservative approach toward flying in questionable weather.

Long Day Followed by…Engine Flameout? Article by LT Leah Tunnell, USN

he day was destined to end a little crazy for HSC-26’s Detachment 1, the Desert Hawks. I wasn’t even scheduled for the flight that I ended up flying. I was supposed to fly to the Northern Arabian Gulf (NAG) for a four and a half hour flight and our other aircraft was headed to the NAG for Vertical Replenishment (VERTREP). However, the schedule changed when the Desert Hawks were tasked with three MEDEVACs that morning. I was shifted to the earlier VERTREP flight, to resolve crew rest issues for the other Hawk aircraft that would pick up the MEDEVACs. I launched out of Bahrain two hours earlier than my previously scheduled departure time and headed up to Udairi Army Airfield for an additional mission. After dropping off our passengers, we refueled and headed to the NAG for our next drop and follow-on VERTREP. The ship we were supposed to land on was not at the rendezvous point, their TACAN was down, and we couldn’t reach them on the radios. I finally raised another ship in the area on Fleet Tac and got pigeons to our destination. When we arrived, four ships were driving in circles and arguing about who was supposed to give us a green deck. After about thirty minutes of orbiting the circus, we got a green deck and landed. We refueled and were ready to commence VERTREP.

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Seventy-seven loads later, we finally finished and felt great after VERTREP—a rare opportunity for the Desert Hawks. We headed back to Bahrain just after sunset, having already flown for about seven hours. As I completed the posttakeoff checklist, I attempted a fuel transfer, but both mains were still full so it only transferred about 10 lbs from the auxiliary tank before the transfer stopped. I decided to wait until the mains burned another 20-30 lbs before I tried again. At this point, we were pulling maximum power because we were tired and eager to get home. After five to ten minutes, I attempted to transfer fuel again, but it wouldn’t work. I alerted the crew that the AUX tank wasn’t transferring fuel and asked the crew chief to check the circuit breakers, even though the tank had been transferring fuel perfectly all day. Still nothing. We immediately set our torque for maximum fuel endurance and I put on my NVD’s and took the controls while my Helicopter Aircraft Commander (HAC) and crew goggled up. We broke out the PCL and read the EP. The solution was to “Note condition,” which I’m pretty sure we all had. With our current winds and our AUX tank unusable, we were going to be at or below minimum fuel when we landed. Continue on page 49

There I Was: Long Day Followed By... Engine Flameout

Continued from page 48

Chargers’ MH-60S is in flight during VERTREP. Photo courtesy of HSC-26 Public Affairs.

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We considered our options: we were closer to Camp Arifjan, Kuwait and the ships, but we had a very strong tailwind out of the North. The ships were headed back North, so we would have to turn into a headwind if we went back. We busted out the CR2 Flight Computer or “whiz wheel,” which I had sworn I would never touch again after flight school. After spinning the winds, we determined that it was about 50 minutes back to the ships, 47 minutes to Camp Arifjan, Kuwait and 47 minutes to Bahrain. We discussed it as a crew and agreed that we should push towards home where we would have more resources and landing sites available. I maintained our torque as we continually updated our fuel burn. It was going to be really close. I contacted Red Crown when we were within range to find out if there were any other ships in the area, as there had been earlier in the day, when we departed. No luck. We then contacted Bahrain Approach and declared minimum fuel. The controller was very helpful and cleared us direct. As a crew, we discussed what we would do if the engines flamed out. I passed the controls back to the HAC and began to give updates from GPS on the mission display for possible emergency diverts. We did have the option of landing on islands along the coastline of Saudi Arabia, which we weren’t overly comfortable with as we had never landed there before. However, it was preferable to ditching. Thankfully, the winds were in our favor and we never had to find out what those options would be like, nor did we flameout. We were cleared direct to land on Runway 12L as Approach Control held traffic for the active Runway 30R. We landed and taxied back to our line with a sigh of relief. It had been a long day. When we got on the ground, Maintenance checked out the aircraft and reset the canon plug to the AUX tank and the fuel transfer worked. We had checked the security of the canon plug during our troubleshooting, but had not completely reset it. After debriefing the flight, we all felt that we had made the correct decisions at each point of the flight. The whole crew exercised excellent CRM throughout the flight and tried to cover every contingency. It was a great learning experience for me as a new H2P.

Change of Command And Establishment

USCGAS

Humboldt Bay

CAPT Christopher A. Martino, USCG relieved CAPT Mark E. Butt on June 13, 2008

ATC

Mobile Bay

CAPT Steve W. Truhlar, USCG relieved CAPT D. R. Callahan, USCG on June, 2008

PHIBRON FIVE

CAPT Peter J. Brennan, USN relieved CAPT Peter K. Dallman, USN on March 2, 2009

HSM-70

HSCWSP

HSC-85

High Rollers

CDR Jeffery Hutchison, USN CDR Michael Newman, USN relieved relieved CDR Gregory Romero, USNCDR Paul Mattingly on March 21, 2009 on March 13, 2009

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HS-7

Dusty Dogs

CDR Sean D. Mordhorst, USN relieved CDR Kevin Lenox, USN on December 13, 2008

Spartans

HSCWSP

CDR William S. Walsh, USN became the first commanding officer on February 20, 2009

CDR Alex Wilhelm, USN relieved CDR Matt Most, USN on February 26, 2009

HSMWSP

Black Jacks

CDR Randall Biggs, USN relieved CDR Kieran Twomey, USN on March 13, 2009

CDR Eric Pfister, USN relieved CDR Mario Mifsud, USN on March 19, 2009

HM-14

HSC-21

HSC-22

Vanguard

Sea Knights

CDR Malcolm Potts, USN relieved CDR Andrew Convert on April 2, 2009

CDR Christopher D. Hayes, USN relieved CDR Dan Olson on April 3, 2009

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Regional Updates

NHA Region 5

Naval Training Leaders Says Maritime Aviation Assures ‘Mission Success’ For Sea Service Article and photo by Joy Samsel, NETC Public Affairs

“Make no mistake about it – a major component of the success of our war against radical extremists rests on the shoulders of our shipmates ﬂying helicopters.”

RADM Gary Jones, commander, Naval Education and Training Command (NETC), addresses the audience at the designation ceremony for the newest helicopter pilots of the Navy, Marine Corps and Coast Guard Friday, Jan. 9. The event was held at Naval Air Station (NAS) Whiting Field. The new pilots received their training at Helicopter Training Squadrons 8, 18 and 28.

hat was the message of RADM Gary Jones, commander, Naval Education and Training Command (NETC), as he addressed the newest helicopter pilots of the Navy and Marine Corps at their winging ceremony Friday, Jan. 9. The event was held at Naval Air Station (NAS) Whiting Field, and was attended by more than 150 family members and friends of the new pilots, as well as their instructors and local business leaders. The new pilots received their training at Helicopter Training Squadrons 8, 18 and 28. According to Jones, helicopter pilots in the Navy, Marine Corps and Coast Guard are integral to the success of military operations around the world, as well as securing the shores of the U.S. “Today, aircrews flying rotary wing aircraft are performing search and rescue operations and flying wounded to receive medical treatment,” said Jones. “Sailors and Marines are moving equipment and troops with the heavy lift capability of their aircraft. Aboard cruisers, destroyers, and frigates the helicopter crews deploy sonobuoys and torpedoes in an anti-

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submarine role. Our fellow aviators in Coast Guard helicopters are tracking drug runners, airlifting injured crewmen off ships for emergency medical treatment, and providing essential homeland defense.” Jones also reminded the audience that combat is not the only role for the US military or their aviation forces. “Last year USS Kearsarge (LHD 3) was participating in Operation Continuing Promise delivering disaster relief and humanitarian aid in the Central America, South America and Caribbean region,” explained Jones. USS Kearsarge’s principal mission is the embarkation, deployment, landing and support of a Marine landing force anywhere in the world. The ship’s extensive medical facilities and berthing capabilities enable it to provide effective care to returning troops under battle conditions, or disaster relief in support of humanitarian missions during peacetime. Jones recounted some of the aviation missions Navy and Marine Corps are supporting in Afghanistan and Iraq, giving the pilots a taste of their upcoming roles. According to Jones, Navy and Marine Corps helicopter crews are working with coalition and regional allied forces to provide support to ground forces operating in Afghanistan and Iraq. They protect shipping from pirates, and combat illegal arms and drug running. “Under real-world combat conditions, we are demonstrating the unequivocal flexibility, and ability to take the fight to the enemy,” said Jones. For more information on the Naval Education and Training Command, visit https://www.netc.navy.mil/.

Squadron Updates

HS-15 Trains NSW Support Article by LT Steven A. MacGillis, USN

n October of 2008 the Red Lions traveled north from Jacksonville, Florida, to Norfolk, Virginia in support of SEAL Team TEN. The Red Lions conducted insert and extract operations, as well as HVBSS missions. HS-15 had a quick turnaround at home and then made the journey to Ft. Knox, Kentucky in support of SEAL Team TWO. The Red Lions were essential to the urban insert/ extract operations, as well as direct action, ISR, call for fire, and CASEVAC mission areas. HS-15 crews endured harsh weather conditions including snow, rain, and sleet to complete their mission objectives. In January, after a short holiday break, HS-15 flew 4 aircraft cross-country from Jacksonville to Barstow, California where they flew daily into the National Training Center located in Ft. Irwin, California. From this remote location the Red Lions conducted operations in one of the most realistic training facilities in the United States. The Red Lions used the skills they acquired in the previous months to support SEAL team SEVEN in their Certification Exercise in preparation to deploy to Iraq. From Ft. Irwin, HS-15 flew the detachment to MCAS Yuma, Arizona in continued support of SEAL team ONE where they flew low light missions in Niland, Califonia. Along with the SEAL support missions, HS-15 was able to complete quality unit level training for their junior pilots. The Jacksonville based Red Lions were very pleased and fortunate to have the quality brownout training that only the west coast desert provides. The

The Red Lions trained with one the training facility’s dog, during an excercise with SEAL Team SEVEN. Photo taken by LT Steven A. MacGillis, USN junior pilots and AW(s) were able to experience brownout both during the day and night, further increasing the squadron’s operational readiness.

Self-Help Center and NAVFAC Help HSC-28 Expand Article by LT Ronald Stehlin, USN

arely does a squadron have the opportunity to expand its work space, but Helicopter Sea Combat Squadron TWO EIGHT (HSC28) - the Dragon Whales - had just that opportunity. Over the past eight months, HSC-28, NS Norfolk Self-Help Center and NAVFAC worked together to convert an unused equipment room into a new work center. The future home of the squadron’s Line Division, the new work center will be the center of operations for Plane Captains inspecting, launching and recovering helicopters. The new work center is located outside of the squadron’s hangar and provides a direct view and easy access to the flight line. Not only is it in a more practical location for the Line Division, but it also provides them more space for nearly 30 members of the division. This renovation project, organized and led by AMCS Rhoel Galapon and AO1 Michael Embry, could not have been attempted without the cooperation of the NS Norfolk Self-Help Center and NAVFAC.

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The dilapidated space had not been used for years, and tons of rusted, broken equipment had to be removed. Before demolition could begin, NAVFAC electricians and plumbers ensured all the old equipment was disconnected and safe to remove. Using equipment from the Self-Help Center, HSC-28 Sailors spent hours cutting, jack hammering, and hauling out debris which filled two construction dumpsters provided by the base. After a thorough cleaning, the Dragon Whales were ready to turn the empty shell into a work center. With any major refurbishment project, getting the right tools and supplies is paramount. HSC-28 turned to the NS Norfolk Self-Help Center. With the assistance of BU1 Koatri Young, QM2 Samantha Leacock, and EO2 Jeanya Yates, the Dragon Whales obtained nearly all of the building and painting materials they needed. Self-Help saved the Navy almost one thousand dollars on materials and allowed the Line Division to begin work immediately. Continued on page 54

SQUADRON UPDATES: HSC-28 / HSL-43 Continued from page 53

Members of the Line Division, under the guidance of AEAN Matthew Fleshman, filled wall cracks and painted the space. A false ceiling was installed to help insulate the space and make it more hospitable. At the same time, the NAVFAC team, which was lead by Mr. Rick Hillian, repaired and expanded the electrical system in order to support the computers, lighting, and air conditioning. One major challenge of the project was a large drainage hole located in one corner of the space. Creating a fall hazard, the hole made the entire corner of the room potentially unusable. However, AE2 Shane Reeves devised a plan to cover the hole and turn it into a perfect place for the division’s tool lockers. With this complete, the Line Division painted the concrete floor and began moving its tools, lockers and desks into the space. The final phase of this project is installation of the NMCI and phone connections. The squadron’s Information Technology Division, lead by LTJG Dennielle Matsumoto, LTJG Terry Triplette, IT2 Tina Rivera and IT2 Daniel Hair, worked with NMCI and Mr. Chris Barns from Helicopter Sea Combat Wing Atlantic to install phone lines and computers. Having a connection to the squadron’s computer network is critical so that the Line personnel can log Maintenance Action Forms (MAFs) and digitally sign the Daily and Turnaround Inspection forms. The Line Division’s move was necessitated by the need for a new, larger Aviation Ordinance (AO) shop. As HSC-28 expands its mission capabilities with the armed helo, the AO Division continues to grow in size and equipment. The location of the new work center was envisioned by CDR Peter Mantz, Commanding Officer of HSC-28. Since he took command in

HSC 28 Commanding Officer CDR Peter Mantz presenting the newly renovated line shack in front of HSC 28’s hanger. The photo was taken by Leslie L. Tomaino, MC1(AW/SW),USN May 2008, CDR Mantz has led the squadron to maximize the work space, and this new addition will do just that. “This project is just another example of the hard work and dedication that each and every Dragon Whale brings to work every day,” CDR Mantz said. “I couldn’t be more proud of them.” On January 5, 2009, a ribbon cutting ceremony was held at HSC-28. The ceremony recognized the hard work of everyone involved and officially made the space a part of HSC28. HSC-28 maintains and flies ten MH-60S Knighthawk helicopters at the heliport on Naval Station Norfolk.

The BattleCats Conduct CNT Article by LT Justin Letwinsky, USN

n the wide open ocean, on a dark December night, a U.S. Navy vessel began stalking a contact of interest in the eastern Pacific. The SH-60B helicopter on board had located the position on radar the day before, and the situation began to escalate as the ship steamed closer and closer. Navy frigate USS Rodney M. Davis (FFG-60) deployed last October with Detachment Two of the HSL-43 BattleCats. Under the Joint Interagency Task Force-South (JIATF-S), along with the U.S. Coast Guard, they are currently conducting counter narco-terrorism (CNT) operations designed to reduce the influx of illegal narcotics into the United States. In early December, while onboard USS Rodney M. Davis, the Detachment Two Loungers received the call to relaunch BattleCat 20 in order to verify the contact of interest in the eastern Pacific. The frigate was now only a few hours away, and intelligence pointed to the possibility that this fishing vessel was carrying illicit cargo.

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Launching in the early morning under the cover of darkness, the aircraft proceeded to the suspected position and covertly held the contact on radar until daybreak. At first light, the aircraft was passed over to a second crew. Utilizing the aircraft’s Forward Looking Infrared (FLIR) camera, BattleCat 20 was able to document the event, and confirm the identity of the vessel. Ordered to go overt, BattleCat 20 circled the vessel, while USS Rodney M. Davis hailed them to stop and closed on the contact. U.S. law allows the Coast Guard to board vessels whose cargo is suspected to be inbound to the U.S. With the helicopter on scene that afternoon, the U.S. Coast Guard Law Enforcement Detachment launched the ship’s Rigid Hull Inflatable Boat (RHIB) to commence the boarding. BattleCat 20 served as cover for the RHIB, providing gunner support if needed and an eye in the sky to maintain overall situational awareness. This provided USS Rodney M. Davis and the boarding team with real time updates of the events as they unfolded. By the end of the day, USS Rodney M. Davis Continued on page 55

SQUADRON UPDATES: HSL-43 / HSC-26 Continued from page 54

intercepted a shipment of cocaine and arrested nine suspected drug smugglers. On board the vessel more than 4 metric tons of cocaine was located, valuing at more than $90 million. This was not the first time that the LAMPS Mk III community has participated in counter narcotic operations. Over the past few years, SH-60B helicopters and their integrated sensor suites have been great assets in the detecting, monitoring, and halting of suspected drug smuggling vessels. Additionally,

the aircraft’s FLIR and datalink capabilities have proven a valuable resource in providing detailed video footage of the boardings in real time. This footage is often used during the investigation and prosecution phase as primary evidence. Since deploying, the HSL-43 Detachment Two Loungers have successfully intercepted two additional drug smuggling vessels. They are scheduled to return from their six-month deployment April 2009.

Bulldogs Break 1000 Total Flight Hours Article by LTJG Michael Felber, USN

he Bulldogs of HSC-26 DET FOUR departed Norfolk on August 26th for a seven month deployment on the USS Iwo Jima (LHD-7) heading for the Arabian Gulf. After flying 350 flight hours over 4 workups, the Bulldogs hit the ground running and never looked back. Deploying as a well oiled machine, the close bond that was formed during the work-ups continued to grow as the Bulldogs worked hard when on the ship, and played hard on liberty. After the first month of cruise, the Bulldogs were fortunate enough to pull into Haifa, Israel for five days of liberty. Thanks to the tremendous MWR program onboard the USS Iwo Jima, tours to Nazareth, Jerusalem, the Sea of Galilee, Masada Rock, and the Dead Sea were available for a firsthand look into the most culturally rich area in the world. After leaving Israel, the USS Iwo Jima transited the Suez Canal and was off to the Horn of Africa for two weeks of counter-piracy operations, which were cut short by a middle of the night MEDEVAC into Salalah, Oman. With the MEDEVAC complete, the USS Iwo Jima transited the Straights of Hormuz with great anticipation for their first of four visits to the ever intriguing country of Bahrain. Upon pulling into Bahrain, the Bulldogs were met by fellow HSC-26 Chargers—the World Famous Desert Hawks of HSC-26 DET ONE—with open arms and five cars. After Bahrain, DET FOUR remained in the Gulf for the next four months participating in exercises RED REEF with Saudi Arabia, IRON MAGIC with the United Arab Emirates,

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HSC-26 Bulldogs on the USS IWO JIMA (LHD-7). Photo taken by MC3 (SW) Bryant A. Kurowski and MCSN Christopher L. Clark. EAGER MACE in Kuwait, and SHAMAL, a joint mine exercise with Australian and British mine sweepers. The highlight of being in the Gulf however, was the 6 day port visit to Jebel Ali, UAE where the Bulldogs hit the ski slopes at Ski Dubai and enjoyed “beer on the pier” in the Sandbox. With just under two months of deployment left, the Bulldogs have already flown over 710 mishap free flight hours, internally and externally moved over 390 tons of mail and cargo, executed four MEDEVACs, and transferred over 400 passengers in support of the USS Iwo Jima Expeditionary Strike Group and the Global War on Terror. The safe completion of over 415 mission and training sorties is the direct result of the hard work and dedication of the Bulldog maintenance team. Their attention to detail in the completion of seven aircraft phases and timely troubleshooting of discrepancies, combined with their professionalism and technical skill, has directly resulted in a 100% mission completion rate. The HSC-26 DET FOUR Bulldogs have performed tremendously well and are beginning to see the light at the end of the tunnel—the DET Fly-Off scheduled for March in Norfolk, VA—and are anxiously awaiting being reunited with family and friends at their homecoming.

SQUADRON UPDATES: HSC-2

IX 514 Baylander: Blast From The Past Article by LTJG Wesley Johnson, USN

An MH-60S from HSC-2 VERTREP to the IX-514. Photo taken by LTJG Nate Anderson, USN

he setting was NAS Whiting Field. It was the middle of the summer and 95 degrees with hardly any wind at all. I was wearing the full SV-2 instead of the usual dry vest, and I was flying with one of our hardest IPs. None of that was the reason I was sweating my tail off. I was en route for a 1400 on-top to complete my first boat hop and finally finish Advanced flight training. We were en route to the Navy’s initial Deck Landing Qual (DLQ) trainer, IX 514 Baylander. Little did I know I would be back there with the “Fleet Angels” from HSC-2 in a few short months. HSC-2 is the Fleet Replacement Squadron (FRS) for the MH-60S on the east coast. In order to finish training for five students (STUDS) it was decided to send a small Det to NAS Sherman Field. We were almost done with the FRS Syllabus. Most of us just needed to complete boat qualifications and the rest of us were going to try and finish other events in Pensacola. The goal was to complete Instrument Checks en route and on the way back. The priority was to finish our day and night DLQs and complete our day VERTREP flights on the Baylander. The Baylander! The same deck that seemed barely large enough

to accommodate the TH-57 from Advanced. The last time I was there I had been nervously trying not to fail my last flight before getting winged. It’s amazing what six more months of training and experience will give you. Not to mention I was going to be flying with one of our best IPs! Everything about the Baylander was the same. The lecture when you Hot Seat was the same. The guy giving the lecture was the same. The white footprints we were told not to pass or we would get kicked off the boat were the same. And the deck certainly did not look any bigger this time around. The crew on the boat, however, was awesome. Everyone I talked to was prior active duty and has manned flight quarters thousands of times. They were critiquing the landings, picks, and drops harder than our instructors. The training was great. The boat was available to us all day and night. They were just as excited having us there as we were. We bounced until everyone had finished. It was also convenient being so close to Sherman Field for fuel. It was a short five minute flight to get fuel then back to the boat. As a STUD, I thought the experience was great. Doing the flight planning for the Instrument Checks and adapting on the ground and in the aircraft was as good of a learning experience as the entire RI syllabus in Advanced. Getting the cross country experience with the HACs and Aircrew was beneficial too. Everyone put their heads together to get the job done and everyone had a hand in what was going on, we even helped with the Daily and Turn Around checks to get the birds ready for the next day. It helped having prior Mechs as Aircrew! The entire experience was great. The STUDS had an opportunity to get a glimpse of Det life and learn a lot about what goes on in the Fleet. We learned a lot and the training couldn’t have gone any better. We made a plan, we briefed the plan, and we flew the brief. We couldn’t have asked for a better boat hop and the experience we gained from it. Thanks to HSC-2 and the crew of the Baylander.. LTJG Johnson now ﬂies with HSC-28

Staying Focused Saved the Day

Article by HSL-45 Public Affairs(from CNAF press release)

bout four months into a Western Pacific Tour deployment aboard USS Halsey (DDG 97) we launched in our SH-60B Seahawk Helicopter for a three-hour Search, Surveillance & Control flight. The crew was composed of our OIC, a senior Aircrewman, and me – a Helicopter Second Pilot on my first cruise. The sun was setting as we launched, so we had hoped to get a few unaidednight automatic Doppler approaches to a hover done during “pinky-time” in order to rebase each of the pilot’s currencies.

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However, just after we launched we spotted a possible contact on our RADAR. We decided to hold off on the dopplers in order to investigate. About half an hour later we identified the contact as a coalition warship, so we headed back towards our ship to knock out the Doppler training. Knowing that we would be coming down to just 80 feet over the water, Continued on page 57

SQUADRON UPDATES: HSL-45 / HSM-41 Continued from page 56

we wanted to get close to the ship so we could stay within communication range. By the time we were ready to start our first approach it had become considerably darker, but there was still a faint horizon. We completed the automatic approach checklist, cleared ourselves below, and descended down to 200 feet for the approaches. I was at the controls, with the OIC and Aircrewman backing me up on altitude parameters. With the horizon getting harder to see, I focused my instrument scan on the RADAR Altimeter (RADALT) and the Attitude Indicator with the Hover Bars engaged. The first three approaches went well, and the aircraft settled down nicely into a stable, coupled automatic hover into the wind – with RADALT hold engaged at 80 feet over the water. All instruments and flight controls checked good each time. After my approaches were complete, we swapped controls so the OIC could rebase his currency as well. Once again, the automatic approach down to a hover worked beautifully, and the aircraft settled into a coupled hover with RADALT hold engaged. Shortly afterwards, though, things changed rapidly. Just a few seconds after the coupled hover engaged, it was interrupted by a Flashing Master Caution and a Flashing AFCS DEGRADED caution light. The aircraft immediately entered an uncommanded descent and the RADALT rapidly started clicking down from 80 feet toward the ZERO mark. Highly reduced visual cues for height at night overwater made the rate of descent difficult to judge. I quickly made a call for “Power,” and at the same time the OIC made the correction and exited the hover using Instrument Takeoff Procedures. The aircraft did not actually descend down to zero or I might not be writing this article now, but we did lose about 30 feet before arresting the descent. With the drastic increase in collective, the engines took a couple seconds to spool up to meet the load demanded by the rotor system, as indicated by

Rotor Speed and Power Turbine Speeds both decreasing as low as 90%. As the engines caught up, the aircraft started to climb. As discussed in the NATOPS brief prior to flight, I watched for and verbalized when we had three positive indications of climb, safe-single engine airspeed, and stabilator programming. Only about five seconds had elapsed from the time of the Master Caution to the point where the aircraft was safely climbing from the deck, but every second was critical. Once we were at a safe altitude, we determined that our RADALTs had briefly failed while in the automatic hover and the coupled hover capability was lost (as indicated by the appropriate failure advisory lights.) The descent was caused by RADALT hold cutting off and switching over to BARALT hold. Over-water hovers at night require the utmost vigilance. As the Pilot at the Controls, close monitoring of the aircraft, a solid instrument scan, and an alert posture are all required to ensure that an immediate reaction can be made if necessary. It is easy to become complacent, as we practice dopplers frequently – most of the time with the aircraft flying itself all the way through the approach, the hover, and the departure. However, as aviators we must always keep a healthy respect for the unexpected – especially in flight regimes such as those that leave little room for error. As the Pilot Not at the Controls, verbal inputs to back up the flying pilot can be just as important as the subsequent physical inputs. It is absolutely essential to remain calm and give succinct, timely calls to the crew about what you are seeing and what, if anything, should be done to correct. It may be your hundredth time practicing a certain procedure, but all the dangers inherent to aviation are still there. Give yourself and your squadron-mates the best opportunity to combat these dangers by maintaining a disciplined crew, following proper procedures, and exercising good CRM.

HSM-41 Farewells its Last SH-60B Aircraft Article and photo by LT Sharon Stortz, USN

SM-41 was originally commissioned as Helicopter AntiSubmarine Squadron Light FOUR ONE on January 21, 1983, as the Navy’s first Light Airborne Multipurpose System (LAMPS) squadron. For the last 25 years, HSL-41 provided initial training in the SH-60B and supplied Fleet Replacement Pilots and Aircrewmen for six west coast HSL squadrons and accumulated more than 142,000 mishapfree flight hours. On September 29, 2008, Helicopter Maritime Strike Squadron FOUR ONE began the final step to becoming an all MH-60R squadron. On that day, a flight crew from Helicopter Anti-Submarine Squadron Light THREE SEVEN began a functional check flight for acceptance of HSM-41’s last SH60B aircraft. As part of the Navy’s helicopter master plan, the MH-60R helicopter will replace the SH-60B and the SH-60F

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aircraft. The multimission helicopters feature integrated glass cockpits, dipping sonar, torpedoes, sonobuoys, Hellfire missiles and forward-looking infrared radar. The squadron received its first two MH-60R aircraft in December of 2005 and officially changed its designation from HSL-41 to HSM-41 on December 8, 2005. After its redesignation as HSM-41, the squadron consisted of a mix of SH-60B and MH-60R aircraft and instructors, but slowly phased out the inventory of SH-60B aircraft and accepted several more MH-60R aircraft. Since the last class of fleet replacement pilots for the SH-60B graduated, HSM-41 has exclusively trained pilots and aircrewmen in the MH-60R, in support of fleet squadrons HSM-71 and HSM-70. The Commanding Officer of HSM-41, CDR Tom Braden, described the departure of the squadron’s last SH-60B Continued on page 58

SQUADRON UPDATES: HSM-41 / HSL -47 Continued from page 57

as marking “a turning point for the entire helicopter community. We’re now dedicated to training the future of Naval Aviation, with the advanced weapons and missions systems capabilities that the MH-60R brings to the fight! The Seahawks will continue to ‘Fix. Fly. Train. Lead!’ with the same pride and professionalism as the entire LAMPS MKIII community has done for the past 25 years!” While the departure of HSM-41’s last SH-60B aircraft marks the end of a historical era, the Seahawks look forward to continuing to provide high quality training to the Fleet Replacement Pilots and Aircrewmen of HSM squadrons.

CDR Tom Baldwin hands off the last SH-60B to LCDR Lloyd Smith

47,000 Mishap Free Flight Hours

Article by LT Daniel S. Cabrales, USN

s the years progress, the Saberhawks of HSL47 continue to emphasize safety as we go through many changes. From being the first HSL Squadron to put detachments on aircraft carriers in 2001 and 2003, being the first Squadron to transition into the Bravo to Sea (B2C) concept, to being the first fleet Squadron to transition from the SH-60B into the new and improved MH-60R, HSL-47 is leading the way in the dynamic and fast-changing LAMPS community. Recently, another milestone was reached within the Squadron; on November 19, 2008, CDR Jack P. Olive, HSL-47 Commanding Officer, flew the Squadron across 47,000 Class A mishap-free hours. “This is an important day is Saberhawk history. HSL 47 has been doing things that no other LAMPS squadron has done; the Bravo to Sea deployments, the transition from the SH-60B to the MH-60R, and maintaining aircrew qualifications in two different aircraft to maintain our readiness numbers,” CDR Olive said. “To do this effectively we also have to do it safely, and with hard work and attention to detail, we’ve done that and will continue to do so.” This milestone has been over 10 years in the making. On March 6, 1998, HSL-47 lost five members on a cross country flight aboard Saberhawk 66. The crash occurred in the San Bernardino Mountains after the crew experienced icing conditions and declared an emergency. Each year HSL-47 holds a memorial service to remind the Squadron of this tragedy, to visit the site and clear brush, and take time to reflect and revisit the series of events that led to the crash. Since the Saberhawk 66 mishap, the Squadron had completed many successful detachment deployments before transitioning to the B2C concept. In B2C the entire Squadron is attached to a Carrier Air Wing and deploys together. Although

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attached to the Carrier Air Wing, HSL-47 does not back away from the traditional LAMPS missions and detachment concept. HSL-47 has a carrier element aboard the CVN and places detachments on all the surface combatants in the Strike Group, replacing what used to be different detachments from multiple Squadrons with detachments from one Squadron. Since the transition, HSL-47 has been attached to Carrier Air Wing TWO (CVW-2) aboard the USS ABRAHAM LINCOLN STRIKE GROUP and has completed three successful deployments. The most recent deployment with CVW-2 was completed on October 8, 2008. On this deployment, HSL-47 had eight aircraft spread across four different ships. The carrier element, onboard USS Abraham Lincoln (CVN 72), consisted of three aircraft and the main body of the Squadron. The USS Momsen (DDG 92) deployed with two aircraft, USS Shoup (DDG 86) deployed with one, and the USS Curts (FFG 38) deployed with two. Throughout this deployment the ships were disaggregated; their operations and missions spanning most of the 5th Fleet operating area. Whether one ship was patrolling off the Horn of Africa (HOA) or another performing Oil Platform Defense in the Northern Arabian Gulf (NAG), HSL-47 was integral in the successful completion of each mission. Since returning from the most recent deployment, HSL-47 has switched gears again and is becoming the first fleet Squadron to transition from the SH-60B into the new MH-60R. Currently the Squadron is placing pilots back into HSM-41 to complete the MH-60R training syllabus while maintaining readiness in their legacy aircraft to meet post-deployment requirements. This current period will last until the completion of the transition, which is expected in August 2009.

SQUADRON UPDATES: HS-3

Trident Fever... Catch it! Article and photos by LTJG Joel “Sleeveless” Bennett, USN

or the past five months, the Tridents of HS-3 have provided direct combat support, including plane guard, logistics, and armed reconnaissance sorties in support of Operation ENDURING FREEDOM. The cruise has provided many challenges and opportunities for the Tridents, including medical evacuations (MEDEVAC), logistics, anti-terrorism force protection (ATFP) flights during straight transits, and a three-helicopter detachment in support of counter-piracy operations. It has been busy from the beginning, but the Tridents have stood ready to overcome any obstacle in their path. Following a historic port visit to South Africa, the Mighty TR weighed anchor and turned north. A few days later, HS-3 was called upon to MEDEVAC an injured sailor after he was hurled face first by jet exhaust into a pitot tube on an F-18. The critical injury exceeded the medical capabilities of the ship, and as a result, the Tridents flew the injured sailor into Mombasa, Kenya for further transport to Germany. The MEDEVAC was definitely a first for LT Jonathon “BOF” Lance and LTJG Sean “Pancake” Purdy, but it was old news for seasoned helo bubbas like CDR Scott “Scotty High” Starkey and LCDR Chris “Yak” Brinkac. Thanks in part to the Trident team, the injured sailor is doing fine and has returned for duty aboard the Mighty TR. The Theodore Roosevelt continued north, and upon entering the 5th Fleet AOR the Tridents began mission planning for potential counter-piracy operations, U. S. Army special operations support, and potential SAR operations in the unfortunate event that an aircrew had to eject over Pakistan within range of HS-3’s HH-60H aircraft. In November, Theodore Roosevelt hosted a distinguished visitor. General Petraeus paid a visit and joined the crew for a special Thanksgiving dinner underway. LT Craig “Shortround” Patterson and Commander “Bad Andy” Truluck were provided the opportunity to fly the Commander of U.S. Central Command to USS Monterrey (CG 61) where

Tridents respond to the MEDVAC in transporting an injured sailor to Germany Rotor Review # 104 Winter ‘09

Stopping for a port visit in Dubai, UAE he shared his gratitude to the crew for the valuable support the TRCSG afforded troops on the ground in Afghanistan. November also brought the first of many straight transits, as the Theodore Roosevelt steamed through the Straight of Hormuz towards Dubai for maintenance and some well deserved rest and relaxation. While the rest of Carrier Air Wing EIGHT slept, Trident HH-60Hs, armed with Hellfire missiles and GAU-16 .50 caliber machine guns, flew five and half hour ATFP missions. Using the Forward Looking Infrared (FLIR) and Fast Tactical Imagery (FTI) systems they provided intelligence, surveillance,

Tridents arrive onboard USS Monterrey. reconnaissance, and protection while transiting the straight. It would be the first of four port visits, and eight strait transits, to Dubai. On December 18th, CDR Scott Starkey relieved CDR Andy Truluck as CO of HS-3 in an airborne ceremony. As we said farewell to CDR Truluck, we welcomed aboard our new XO, CDR William “B-I-L” Cox and our new transition officer, LCDR Chuck “Chuckles” Burton. Chuck has been busy working hard on the future HSC-9 patch, an elusive patch that has been months in the making. The Officers of HS-3 would spend Christmas in Dubai this year, celebrating the holiday by making a few runs at Ski Dubai at the Mall of the Emirates. January brought a change of pace as the Tridents were called upon to provide a detachment to the USS San Antonio (LPD-17) to support counter-piracy operations in the Gulf of Continued on page 60

SQUADRON UPDATES: HS-3 /HSC-22 time spent with families and loved ones. Preparations have already begun for the upcoming transition to the MH-60S that also awaits us upon our return. Families ashore prepare for the move from Jacksonville, FL. to Norfolk, VA., as the squadron at sea begins to work on the plan to transition from HS-3 to HSC-9. It has been a long trip, but as cruise begins to wind down, the squadron can look back on their experience and accomplishments with pride.

Tridents participate in a counter-piracy operations in the Gulf of Aden. Continued from page 59

Aden. The detachment joined an international coalition giving Tridents the opportunity to take part in combined operations with Spanish, Saudi Arabian, Greek and German forces, as well as U.S. Marine Corps and U. S. Coast Guard units. To date, the detachment was hugely successful, participating in numerous Visit, Board, Search and Seizure over-watch and suspected pirate transport operations. With the squadron stretched thin across two ships, the Trident team has performed brilliantly. The end is in sight and soon the TRCSG will head home. The cruise has provided many challenges, rewards, and learning experiences so far and will no doubt continue to push the Trident Team to its limits. Home awaits us along with some long-overdue

Tridents’ HH-60H picking up a load.

HSC-22 DET THREE Volunteers at Dubai Autism Center Article by LTJG Jeremy Holcomb, USN

wenty sailors from HSC-22 Detachment THREE, the Sea Knights, took advantage of an extended in-port ship maintenance period while embarked on the USNS Supply to offer their time and talents to benefit the Dubai Autism Center over Thanksgiving. Pilots, crewmen, and maintainers spent the day assisting the center in preparation for their relocation to a new facility. The volunteer work provided the opportunity for the Sea Knights to interact with doctors, staff, and children promoting community relations and the positive image of the United States Navy and HELSEACOMBATRON TWO TWO. Founded in 2001, the Dubai Autism Center, whose motto is “It’s Okay to be Different,” provides specialized intervention and therapies to children from 17 nationalities. It has grown from a staff of 4 people when it opened to over 50 doctors and workers, becoming the largest nonprofit children’s autism organization in the United Arab Emirates. With over 43 kids receiving care, doctors and workers have very little time to prepare for the upcoming move to a new facility. The center relies heavily on volunteers to achieve its goal of integrating children with autism back into the community. Detachment THREE personnel cleared out several storage facilities, organized supplies, and spoke with children affected by autism. While the Sea Knights spent most of the day moving furniture and getting dirty, the experience was

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something that all of the sailors will never forget. “It was great to get our Navy family together while away from home during Thanksgiving to help kids who face tremendous challenges everyday. Volunteering here really helped to put things in perspective and gave us all something to really be thankful for during the holidays,” said LTJG Dan Rosborough. All of the Sea Knights echoed that sentiment and look forward to working with the Dubai Autism Center during their next port visit.

The Sea Knights of HSC-22 DET 3 after a rewarding day of COMREL at Dubai Autism Center. Photo taken by LCDR Alex Anderson. 60

SQUADRON UPDATES: HSM-70

HSM-70 “Spartans” Stand Up At NAS Jacksonville Article and Photos by LTJG Sean Harrington, USN

he Spartans of HSM-70 were established as the first operational MH-60R helicopter squadron in the U.S. Atlantic Fleet during a ceremony at NAS Jacksonville on February 12, 2009. CDR William Walsh assumed command

The Spartans’ new MH-60R arrives with the honor of being the plank owner Commanding Officer. The Spartans will be the first of four carrier air wing (CVW)-based squadrons operating from NAS Jacksonville. Unlike traditional Helicopter Anti-Submarine Squadron Light (HSL) squadrons, CVW-based Helicopter Maritime Strike Squadron squadrons will be attached to the wing and will provide assets not only to the surface combatants of the carrier strike group, but will also deploy on board the carrier. The expanded capabilities of the MH-60R “Romeo” coupled with the new MH-60S “Sierra” of the embarked Helicopter Sea Combat (HSC) squadron will dramatically increase the capabilities of helicopters within the carrier strike group. With its establishment, the Spartans mark the beginning of many firsts. The squadron is currently scheduled to deploy with CVW-8 on board the newly commissioned USS George H.W. Bush (CVN-77). This will be the first deployment for the carrier and mark the first time a CVW will deploy with two helicopter squadrons. HSM-70 will join its sister squadron, NAS Jacksonville-based HS-3 as it transitions to the MH-60S and becomes HSC-9. For much of the squadron, this will be the first opportunity to deploy on board a carrier. This transition will not be without challenges. However, the Spartans are ready for the challenges that lie ahead. This sentiment is echoed by AWR1 Wesley Goodwin,

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“Being a prior HSL crewman, I am looking forward to challenges associated with integrating a new aircraft into a larger ship-air team. The paradigm shift we are now experiencing is paved with hard work and rigorous preparation and I personally, am proud to be a part of history.” “The squadron faces many challenges and exciting times ahead. I know the men and women of this squadron are ready to meet those challenges head on. This is simply the finest group of professionals that I have had the pleasure to serve with,” added Walsh. The MH-60R is the Navy’s newest helicopter and will ultimately replace the SH-60B. The Romeo’s primary missions are anti-submarine warfare, anti-surface warfare and command and control warfare. With upgraded radar, sophisticated electronic support measures, Link 16, and multispectral targeting system — which combines forward looking infrared and day/night television cameras, and the airborne low frequency sonar, — the MH-60R is one of the premier maritime helicopters in the world. CDR Walsh, a native of Fresno, California, graduated from San Diego State University with a bachelor’s degree in finance. He received his commission in 1991. After completing flight training in 1993, he was designated a naval aviator and reported to HSL-41 at NAS North Island for LAMPS MK III flight training in the SH-60B Seahawk. His tours include HSL-51, HSL-41, HSL-47 and HSL49. Walsh earned his master’s degree in national security and strategic studies from the Naval War College, Newport, R.I. His previous tour before arriving at NAS Jacksonville was at the U.S. Strategic Command in Omaha, Nebraska, where he served as chief, Strategic Mobile Communication Center Management Branch. Reporting in from the OPNAV Staff Programming Division as the squadron’s executive officer is CDR Kenneth Kopp.

Spartans heads out for their first operational test. 61

SQUADRON UPDATES: HSL-49

Warriors Return

Article and Photo by LT Jake Schofield, USN

n November 25, 2008, the Warriors of HSL49 Detachment FIVE returned from a six and a half month Western Pacific deployment aboard USS Thach as part of the RONALD REAGAN CARRIER STRIKE GROUP. During the deployment Detachment FIVE executed 245 flights for 715.2 total flight hours in a wide variety of operational environments throughout 5th and 7th Fleets. T h e detachment’s first port visit, Hong Kong, was cut short when the strike group got the call to provide humanitarian relief to the Philippine Islands in the wake of Typhoon Fengshen. The typhoon wreaked havoc on Panay Island, where downed power lines, broken water pipes, shattered bridges, and rivers swollen beyond their banks cut thousands of people off from food and fresh water. From 26 June to 1 July, Detachment Five flew 28.5 hours of Humanitarian Assistance/Disaster Relief missions, delivering 168 cases of bottled water, 10,960 lbs of rice, and 2,250 lbs of USAID relief supplies to the beleaguered citizens of Panay. “The humanitarian relief missions were by far the most rewarding flights of my career,” said AW2 David Crowell, who personally flew 18.2 hours and hand carried 11,560 lbs of relief supplies into and out of the helicopter. “Guiding the helicopter into the small landing zones and schoolyards was challenging, but it felt great to make such an immediate impact by bringing help to people in need.” After three months of operations in 7th Fleet, the USS Thach and the Warriors sailed to 5th Fleet, immediately took station in the Central Arabian Gulf, and flew dusk and dawn patrols searching for smugglers and providing armed surveillance and reconnaissance missions. Detachment FIVE then moved to the Northern Arabian Gulf where the weather tested both the aircrew and the maintenance teams, with temperatures reaching 120 degrees daily. Detachment FIVE performed admirably, completing a D-Phase inspection and flying 110.9 hours of Critical Infrastructure Protection over

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the Iraqi oil terminals. “The security of these oil platforms is vital to the reconstruction effort in Iraq, with over 80% of Iraq’s Gross Domestic Product flowing from the terminals into waiting oil tankers,” said LCDR George Austin, Detachment FIVE’s OIC. The Thach then sailed back to the east, exiting the Strait of Hormuz for the long trip back to San Diego. Along the way, Detachment FIVE participated in two multinational exercises: MALABAR ’08 with the Indian Navy and CASEX ’08 with the Singaporean Navy. “Working with other navies was very challenging, particularly in the area of communications,” said LTJG Blade Schallenberger, one of the d e t a c h m e n t ’s H2Ps. “The l a n g u a g e barrier and the communication structure took some time getting used to. If I get to participate in these exercises on my HAC cruise next year, the experience we all gained will help make communications more efficient.” The driving force behind Detachment FIVE’s success was the Maintenance Department. Their hard work and thorough troubleshooting led to the detachment executing 245 of 252 scheduled flight events, a 97% sortie completion rate. “I could not be more proud of this group of guys. They’ve done everything we’ve asked and more, and they’ve always done it the right way,” said LT Josh Peters, Detachment FIVE’s Maintenance Officer. “In a six and a half month span, we had a 99% mission completion rate.” The H2P’s were not the only group that gained valuable experience on deployment. Fourteen of fifteen detachment maintenance personnel were qualified as plane captains by the end of deployment, including the detachment’s AZ. The detachment’s lead AE, AM, and AZ were all promoted to First Class Petty officer. The standard of excellence that they maintained on Detachment FIVE will carry through as Continued on page 63

SQUADRON UPDATES: HSL-49 Continued from page 62

Warriors in flight over Panay Island, Philippines. Photo courtesy of HSL-49 Public Affairs Office

they assume leadership roles in the HSL-49 Maintenance Department upon their return from deployment. Throughout the entire deployment, the Warriors set the standard for LAMPS detachments within the strike group. Detachment FIVE executed all of their allocated flight hours for deployment, and provided an up aircraft on all but two of 146 days underway, an excellent rate for a SH-60B detachment. Aircraft availability and mission execution were the hallmarks of Detachment FIVE’s deployment. Whenever the strike group needed an unscheduled logistics run for a critical part transfer, the Warriors answered the call. “I have sailed with seven LAMPS detachments, and Detachment FIVE was far and away the best of them,” said CDR David Haas, the CO of USS Thach, “Detachment FIVE set themselves apart by the way they integrated with the Thach in the wardroom, on the mess decks, and most importantly in our day-to-day operations. Their outstanding sortie completion and aircraft availability rate is practically unheard of. Detachment FIVE established their reputation for around the clock operations in 5th Fleet, where night in and night out they executed the mission as assigned.” This tradition of excellence will continue when Detachment FIVE goes to sea again on the USS Thach in 2009 as part of the RONALD REAGAN STRIKE GROUP’s surge deployment.

HSC-84 Red Wolves on Patrol “Over the Wire” Article and Photos by LT Josh Fagan, USN

he Red Wolves of HSC-84 continue to fight the good fight from 2008, into 2009. We maintain a home guard training detachment in Norfolk, VA and three stateside training and support detachments. Our forward deployed detachment completed its sixth year operating in central Iraq, flying over 700 sorties and 1,700 combat hours in 2008. The squadron is rapidly approaching 10,000 combat hours since deployment in 2003 as HCS-5/4 and now HSC84. Tracing our heritage all the way back to the legendary Vietnam-era Sea Wolves of HA(L)-3 , the only helicopter attack squadron in the history of the Navy, a squadron that had the even more unique distinction of being both commissioned and decommissioned in Vietnam, never existing stateside. The

HSC-84 by a palace in the desert in Tikrit, Iraq.

Red Wolves on patrol in central Iraq. Red Wolves of HSC-84 honor this tradition as the only Navy helicopter squadron that is fully dedicated and operationally tasked to provide special operations support to Joint Special Operations Forces embedded in Iraq. HSC-84’s services are routinely requested by all facets of SOCOM, maintaining the truly joint relationships that characterize 84’s operations overseas. The squadron conducted several training detachments throughout CONUS during 2008. Following one such detachment, HSC-84 was fortunate to have the opportunity to attend the annual HA(L)-3 reunion in Nashville, where we got to hang out with some pretty salty Navy Helicopter Gunship drivers. Each and every sailor at the Continued on page 64

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SQUADRON UPDATES: HSC-25 Photo (left) A group photo from the desert.

Continued from page 63

command considers it an honor to be embraced by such a group. In September, HSC-84 underwent a change of command, and the post of “Red Wolf One” is now held by CDR Sean “Butch” Butcher, who relieved CDR Tracy Emerson and helms a uniquely blended squadron of seasoned reservists, Individual Augmentees,

former Marine and Army aviators, and active duty pilots hailing from the HS, HSL, HSC and HM communities. Due to the nature of the missions being executed in Iraq, operational security requirements dictate a lack of publicity. The pilots, aircrew and maintainers work long hours, seven days a week on their deployments. Their living conditions are Spartan; there are no port visits, no fly-offs, no days off, and no “welcome home” ceremonies when they return. What the squadron has done, and will continue to do, is to send the Navy’s most highly trained and combat experienced special operations aviation team into harms way, into the night, bringing the sounds of rotors and growl of the mini-guns to the enemy, providing critically needed air support for our operators, and bringing our customers safely in and out of the target.

LT Esquivel of HSL-48 Awarded The BRONZE STAR Article and Photo courtesy of HSL-48 Public Affairs On the afternoon of 12 January, LT Esquivel of Anti-Submarine Squadron Light 48 was recognized for exceptionally meritorious service while deployed in support of Operation ENDURING FREEDOM at Combined Security Transition Command, Afghanistan. CDR J. J. Sniegowski, Commanding Officer of HSL-48 presented the Bronze Star to LT Esquivel in front of friends and family at squadron quarters. The Bronze Star is the fourth-highest combat award of the U.S. Armed Forces and the 9th highest military award (including both combat and non-combat awards) in order of precedence of U.S. military decorations. LT Carlos Esquivel was recognized for his exceptional leadership, professionalism, courage, and meritorious service while exposed to significant risk of hostile action in southern Afghanistan. During his Individual Augmentee (IA) tour, he served on the Navy Garrison’s Embedded Training Team, Forward Operating Base Lindsey, as the Air Operations and Operations Officer for the Afghanistan National Army (ANA) 205th Corps General Staff and the Hero Garrison. LT Esquivel expertly served with Coalition Forces engaged in armed conflict against a determined, mobile and well armed enemy, mentoring three general officers and their staffs through the establishment of an air mission in southern Afghanistan. The air mission moved over 100,000 kg of supplies, transported over 60 VIPs & 1000 soldiers, and medically evacuated over 350 personnel. These flights saved soldiers’ lives. As Humanitarian Assistance Officer, LT Esquivel delivered over 45 tons of food, clothes, shoes, desks, and school supplies, and

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CDR J.J. Sniegowski, Commanding Officer of HSL48 presents the Bronze Star to LT Carlos Esquivel. secured funding for a local village school, to the benefit of over 300 children. These missions were accomplished while under the constant and immediate threat of armed enemy action, including VBED/IED attacks, direct and indirect fire, to include over thirty rocket attacks experienced during his tour to Afghanistan. Further serving as an outstanding example to sailors and officers alike, during his deployment to Afghanistan, LT Carlos Esquivel was nationally recognized as the U.S. Navy recipient of the National Organization of Mexican American Rights (NOMAR) Meritorious Service Award. The award is for service members who have distinguished themselves in the war on terrorism, and whose activities best support the core values of the Navy as well as contributions to the advancement of diversity and equal opportunity in the workplace and community.

H-65C Dolphin helicopter from Coast Guard Air Station San Francisco conducting practice Cliff Rescue Operations at Mori Point, in Pacifica, CA. Due to the varied weather and topography located within Air Station San Franciscoâ&#x20AC;&#x2122;s Area of Responsibility (AOR), crewmembers must maintain proficiency and conduct training in a variety of challenging and difficult environments. Training environments include off-shore, high seas rescues, swimmer and boat hoisting evolutions, inland mountain operations, instrument training flights in the foggy Bay, and cliff rescue missions along the steep and rugged Northern California coastline. The day after, the aircrew that was involved in the training, conducted an actual cliff rescue of two stranded hikers in the Marin Headlands area, approximately 20 miles north of the Air Station. The stranded hikers had fallen halfway down a steep precipice, and were unable to climb back up or down to the beach. The crew skillfully deployed the rescue swimmer and helped hoist both survivors to medical technicians located on the beach below the cliff face.

USCG Updates

Coast Guard Cliff Operation Training Article and Photo by LT Matt Udkow, USCG

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 # 104 Winter â&#x20AC;&#x2DC;09

USCG UPDATES: Sector San Diego

Coast Guard Conducts Medical Evacuation

Article from the USCG Sector San Diego Public Affairs Officer

An injured merchant Sailor from the Liberian cargo ship “Marie Rickmers” is loaded onto a Coast Guard MH-65 Dolphin helicopter after receiving basic medical attention aboard USS Abraham Lincoln (CVN 72) Photo taken by MC2 James R. Evans, USN.

oast Guard helicopter crews from San Diego and San Francisco worked together in a medical evacuation of a 42-year-old man from the motor vessel Marie Rikmers, 650 miles off the coast of San Diego, Dec. 14, 2008. The Sector San Diego Command Center received notification of a man in need of medical attention, and an MH-60J Jayhawk helicopter from Air Station San Diego was dispatched. Due to the location of the motor vessel, the helicopter had to refuel on the nearby aircraft carrier USS Abraham Lincoln, homeported in Seattle, in order to complete the mission. The helicopter took off from the aircraft carrier after refueling and arrived on scene with the Marie Rikmers. Once in position, the aircrew hoisted the man from the deck of the boat to the helicopter. They then flew him back to the Lincoln and transferred him to the medical personnel on board who determined the patient was in stable condition. While performing the mission, the helicopter crew had flown their maximum allowed hours for flight operations and were grounded until they could completed the required rest. A Coast Guard HH-65C Dolphin helicopter from Air Station San Francisco was dispatched to complete the

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evacuation and transport the patient to Monterey, CA. The patient was then transferred to local Emergency Medical Services at Monterey Airport, and taken to Community Hospital of the Monterey Peninsula. The HH-65C Dolphin crew spent the night in Monterey due to inclement weather and returned to Air Station San Francisco on Monday. The MH-60J Jayhawk crew departed the Lincoln after proper rest, and returned to Air Station San Diego on Monday.

The Sailor was medevaced to Lincoln the previous night by a San Diego Coast Guard helicopter and stabilized before being flown to San Francisco for treatment. Photo taken by MC2 James R. Evans, USN.

The Saga of Combat Search and Rescue

Written by George Galdorisi and Tom Phillips Reviewed by Vincent C. Secades

rom the early development of human societies, the men charged with the defense of their clan, the warriors, formed closely bound groups. The profession of arms has always engendered strong kinship among its practitioners, brotherhoods forged in the crucible of battle. With the advent of the airplane as a military weapon early in the twentieth century, a new brotherhood of warriors emerged, the aviators. It logically segued that when airmen saw one of their brothers fall from the sky and survive, they would try to do anything they could to help and rescue him. This, the ethical commitment to “leave no man behind,” was the genesis of the airborne search and rescue service. Many times airmen fell behind enemy lines or within range of enemy fire. These situations presented unique and daunting challenges to the rescue crew, the challenges of Combat Search and Rescue (CSAR) Basing their narrative on lengthy and intensive research in official and historical records and innumerable interviews, in their book, Leave No Man Behind, George Galdorisi and Tom Phillips trace the development of airborne CSAR capabilities, organization, doctrine, achievements, setbacks, and failures from its infancy during the early days of the Great War to the ongoing Global War on Terrorism. In their encyclopedic study, the authors offer a vivid, often chilling portrait of combat rescue. They begin with the first rescue of a downed flyer behind enemy lines by another airplane during the Gallipoli campaign on November 19, 1915. They relate the stories of similar sporadic rescues on the Middle East desert during the British advance through Palestine, and the rescues under fire on the Western Front. Their study continues with a look at the developments during the period between the two world wars, including the experiences of the U.S. Marines in Nicaragua from 1927 to 1932. Their research and examination of combat search and rescue development, operations, successes and failures during WWII, Korea, and Vietnam is comprehensive and exhaustive, and their analysis of the statistical data insightful and revealing. They follow the ups and downs of CSAR capabilities after the end of hostilities in Southeast Asia. Their scrutiny includes Operation Eagle Claw – the attempt to rescue hostages in Iran -- in 1980; the intervention in Grenada in October 1983; the Lebanon suicide attack on the Marine barracks that same month; the Libyan incident in April 1986; Operations Desert Storm and Desert Saber in January and February 1991; the lessons of the Somalia operation, especially the battle of Mogadishu in October 1993; the Balkan Peninsula campaigns in the mid and late 1990s; and finally, Operation Enduring Freedom in Afghanistan starting in October 2001, and Operation Iraqi

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Freedom starting in March 2003.

Book Review

Leave No Man Behind

Demonstrating their expertise on their subject, the authors do a brilliant job, creating a marvelous account of the origins, development, and achievements of combat rescue forces. They present an analytical study of CSAR structures and their performance and arrive at logical and sound conclusions.

As Galdorisi and Phillips very eloquently elucidate, CSAR not only fulfills an ethical commitment, but also a very real military purpose. As dusk fell, about 19:30, on 19 June 1944, the day of The Marianas Turkey Shoot, scores of Japanese aircrew were still alive in the waters of the Philippine Sea. Most had no rafts; none could expect recovery by a Japanese ship. And they all knew that their Navy would mount no search and rescue effort. They faced certain death, either from the sea, or perhaps by their own hand. Japanese military ethos considered death the only honorable sequel to defeat. This code failed to recognize the tremendous military value of a well-trained and battle-tested naval aviator. The next day about 65 more Japanese planes and their crew were lost. Japan’s painfully accumulated store of well-trained naval aviators had been lost. The Japanese Imperial Navy never recovered from these losses. In contrast, the Allied forces, motivated by a totally opposite concept of the value of human life, developed combat search and rescue capabilities that, although poorly equipped, were able to rescue about 5,700 men through the war in the Pacific; men that, by and large, lived to fight another day. Continued on page 68

Air Force Jolly Green MH-60Gs bearing equipment gradually developed over decades of combat lessons learned dating back to the Vietnam War: in-flight refueling (IFR) probe, terrainfollowing radar, FLIR, wire cutters, armor, defensive sensors and countermeasures, and machine guns.” 67

Book Review: Leave No Man Behind

Navy rescue helicopter working the rough edges off their “ten-and-ten” swimmer deployment. Continued from page 67

Perhaps the most valuable contribution of CSAR to the war effort is the tremendous boost of aircrew morale that it engenders. During WWII, the morale of flyers was greatly boosted by the knowledge that the PBY pilots would land under fire to pick them up. The authors quote the words of a B-25 plane commander to his saviors after he was rescued under enemy fire from Shortland Harbor, Bougainville. “I always thought the PBY was the ugliest airplane I have ever seen, until I saw you coming in to pick us up. Then I decided it was the most beautiful craft in the world.” Talking about the work of the Lifeguard League submarines, General Nathan Twining, Commander, Twentieth Air Force, said, “There is no way to evaluate the boost in morale that came to our aircrew from the knowledge that your submarines guarded the routes to and from their targets.” Near the end of the American involvement in the Vietnam conflict, General John Vogt, Commander, Seventh Air Force, in June 1972, faced with the decision to approve the assignment of 119 aircraft to a rescue mission reasoned: “The one thing that keeps our boys motivated is the certain belief that if they go down, we will do absolutely everything we can to get them out. If that is ever in doubt, morale would tumble.” Perhaps, here lies the answer to a question that always arises when a rescue effort produces multiple casualties. What is one man’s life worth? Is it worth the lives of many to save just one? It wasn’t until the advent of the helicopter that the rescue services had a vehicle that could go behind enemy lines and extract downed flyers without the need of suitable landing terrain. The authors describe the very first helicopter combat rescue. In April 1944 four British soldiers, three of them wounded, were down in the jungle in Burma behind Japanese lines awaiting rescue. The four marooned soldiers heard an unusual noise and saw something none of them had ever seen before. A flying machine approached, lower and slower than a plane can fly and not stall. It was making an unusual noise, like an airplane engine howling at maximum rpm, plus some other clattering, whopping, and thumping. It settled down in the clearing near them. Dust, branches, leaves, and anything

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light that was not rooted blew up into a cloud of debris until the machine settled to the ground and the spinning blades slowed. 2nd LT Carter Harmon, the pilot of the Sikorsky YR-4 Hoverfly, could take only one man at a time with the engine running at redline rpm. After two shuttle runs to a safe area, the YR-4 engine overheated and quit. Harmon had to wait until the following morning, when the engine could be started again, to complete the rescue of the two men left behind the previous day. The first CSAR rescue by a helicopter was history. Combat search and rescue would never be the same again. Galdorisi and Phillips repeatedly and emphatically underscore a problem that has plagued CSAR since its humble beginnings. The combat search and rescue mission looses all its priority when hostilities end. Organizations are scaled down or disestablished. Lessons learned at a high cost in blood and losses are forgotten and have to be relearned in the next conflict, their high cost exacted again and again. The lessons learned in WWII had to be relearned in Korea, and then relearned again in Vietnam. Following the end of that war, CSAR structures entered a long period of restructuring and reorganization. Although equipment improvements have been fielded, undoubtedly degradation of capabilities has ensued. Above all, this book is a story of heroic deeds, success and failure, loyalty, sacrifice, and honor. In their veritable masterpiece of historical narrative, the authors give the reader vivid descriptions of scores of unparalleled feats of courage. These are stories of incredible heroism. Stories of gallant airmen that, in the face of daunting danger and hampered by the limited capabilities of their aircraft and equipment, displayed immense valor, exceptional flying skills, innovating initiative, and grim determination to leave no man behind. This is an important book that packs a historical punch, a must read for history buffs. Galdorisi and Phillips close their dynamic, authoritative and exhaustive study with a number of sagacious questions about the future of CSAR; questions that our military hierarchy should carefully consider. The argument is frequently voiced that the world has changed; that modern societies will no longer Continued on page 69

Book Review: Leave No Man Behind Continued from page 68

tolerate the bloody wars of the past. Predicting the future is always a dicey proposition. However, to assume that future conflicts will continue to be of the limited-objective-lowcasualty variety, where robust, well equipped, fully manned, well trained, forwardly deployed, dedicated CSAR forces may not be essential, is a folly. As Henry Kissinger said, if weapons of mass destruction fall in the hands of fanatical Islamic jihadists, suicidal individuals convinced that killing as many “infidels” as possible assures their ascension to Paradise, mass murder of large chunks of humanity will become a certainty. The U.S. is a prime target for such attacks. When that happens, will we continue to debate if water boarding is unacceptable torture, or if captured terrorists should be entitled to due process; or will we, as a nation, take our gloves off and wage an all out war against our adversaries? A war in which downed airmen will be counted not in single digits, but by the hundreds. A war where the “leave no man behind” credo will demand full-fledged CSAR forces. Prudence dictates that our military should prepare for such undeterrable threat.

Lifeguard League” submarine rescues downed Navy airmen somewhere in the Pacific. Standing by Japanese islands during air attacks, Submarines rescued 520 Army and Navy airmen during the war.

Leave No Man Behind George Galdorisi and Tom Phillips Zenith Press, Minneapolis, MN 612 pages (79 pages of foot notes) illustrated 2008, hardcover. $30.00

Airpower in Small Wars

Article by LT Benjamin “BJ” Armstrong, USN

perations in Iraq and Afghanistan, and the 2007 release and implementation of Field Manual 3-24 Counterinsurgency Operations jointly by the Marine Corps and Army, have instigated a 21st century focus on small wars and counter-insurgency operations. In this discussion a debate is developing over the role of airpower. Small wars, whether called limited wars, border skirmishes, or counter-insurgency, have been around for much longer than powered flight. The first use of aviation in warfare took place in a small war when France deployed aircraft to Morocco in 1913. Rotary Wing aviation has played a role in these operations for nearly as long, the first USMC auto-gyro deployed to Nicaragua in the 1920’s. As professional Sailors and Aviators our knowledge of the role of aviation in these conflicts is central to joining the debate. Airpower in Small Wars, co-written Dr. James Corum and Dr. Wray Johnson, provides a comprehensive account of aviation’s place in the smaller conflicts of the 21st

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century. It is not only important knowledge for professionals, but a great story that is well written. The book was born out of necessity. At the Air University’s School of Advanced Airpower Studies the authors taught a course entitled “Airpower and Small Wars.” When designing the curriculum they discovered that the field lacked good readings for assignment to their students. The solution was a series of essays that they developed into a comprehensive history of airpower’s role in the small wars of the 20th century. Drs. Corum and Johnson have not only the academic bona fides to write the book, as history PhD’s and war college professors, but also practical experience as an Army intelligence officer and an Air Force special operations officer respectively. Airpower in Small Wars includes ten chapters highlighting dozens of conflicts. From the deployment of the First Aero Squadron for the Mexican Punitive Expedition, through the French colonial wars, to the insurgencies and Continued on page 70

Book Review Continued from page 69

counter-insurgencies of Africa, there is a wealth of information with a global scope. Each conflict is defined not simply by tactical aspects but also the operational and political considerations that COIN experts recognize as vital to any discussion. Two highlights of the book include the section on the British development of “air control” or “air policing” in their colonial conflicts between the World Wars and a reassessment of American airpower in South Vietnam from the small wars perspective. Both take on the conventional wisdom with solid, historically based analysis. Throughout the book the history is not only fully annotated, indexed, and sourced but also engagingly related. The authors point out that aircraft that fly lower and slower have a central role in counter-insurgency operations, placing them squarely in the realm of helicopter operations. Their coverage of rotary wing airpower is significant. They detail the French experience in Algeria, “the world’s first largescale helicopter operations,” and the British conflict in Malaya where many of today’s heliborne counter-insurgency tactics were initiated. They also write of the innovative small unit tactics of “fire force” helicopters in the African bush war in Rhodesia and South African Air Force helicopters in Namibia and Angola. The history of Soviet helicopter operations in Afghanistan is particularly timely as U.S. rotary wing forces begin to surge to the same theater. The final chapter of Airpower in Small Wars should be mandatory reading for today’s aviators and practitioners

of COIN. The authors present eleven lessons that define the successful use of airpower in small wars, counter-insurgencies, and anti-terrorist operations. These lessons are founded in the historical principles of counter-insurgency but consider the strengths and weaknesses of modern technology. The list includes the observation that the transport, logistics, and reconnaissance capabilities of aviation are frequently more valuable than strike capability. When compared to TACAIR a helicopter can complete all three of those missions at the same time. The book only considers what today we call kinetic operations, ignoring the value of humanitarian operations and disaster relief in preventing small wars or insurgencies from developing. However, the authors are clear with their intentions, and inclusion of that material would make for an incredibly long book. The helicopter is the foundation of modern airpower in small wars and a reader can chart its rise throughout this book. It is well organized, engagingly written, and full of great aviation history. Airpower in Small Wars provides a solid foundation of the history that should underpin the 21st century discussion of the role of airpower.

Airpower in Small Wars: Fighting Insurgents and Terrorists James S. Corum and Wray Johnson, University Press of Kansas, 2003.

The Next Issue of the

focuses on CONOPS Here and Now: 2009 NHA Symposium All photo and article submissions need to be no later than May 20, 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 # 104 Winter ‘09

Article by LT Matthew Capps, USN

he day began like any other for the Jive Turkeys of HSL-42 Detachment Two. We were embarked in USS Nitze (DDG 94) conducting operations in the Arabian Gulf. Our two-plane detachment of SH-60Bs was two months into deployment and had settled into a routine. This night our flight took off right at the start of Thanksgiving dinner and after we completed checklists our talk naturally turned to a discussion of what our traditional Thanksgiving dinners are like at home. That did not last for too long though, because shortly after takeoff a master caution light drew our attention. The first caution light was for Lower Infrared Counter Measures Inoperative. Our detachment had been troubleshooting that system for a little while so it wasn’t a complete surprise, but any time a caution light comes on it grabs your attention. Shortly after that the master caution light flickered. We both thought that it was for the IFF caution light, but we could not be sure. Soon after we saw another flash. Since it seemed to come from outside the aircraft I thought it was just the reflection of the anti-collision light. Seemingly unrelated, our mission systems computer started to turn off for a few seconds and then come back on. At first, there were several minutes between the computer shutting off but as time went by it was turning off and on faster and faster. As the problems with the computer continued, another flash of light caught our eye. Looking across the cockpit, I still could not tell if the light had been inside or outside of the aircraft, but either way it got my attention. It certainly caught the attention of the aircraft commander, because the source of light was very close to him. Before we could do anything else, a shower of sparks and smoke filled the cockpit and with no hesitation the HAC shouted “Fire, fire, fire” and started executing the emergency procedures. Our Aircrewman quickly grabbed the fire extinguisher and had it ready to go, but as soon as we secured power to the mission systems the sparks stopped. As a precaution, we pulled the circuit breakers to the computer and turned towards the ship to get on deck as quickly as possible. As the ship set flight quarters we closed their position as fast as we could. The flight deck team was quickly manned and ready

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Perspective on the Basics

Thanksgiving Surprise

and the LSO was on the radio asking us if we would be making an aided or unaided approach. We thought that we replied that we were unaided, but our focus was on flying the aircraft and getting back safely. When we lined up on final we realized that the ship was configured for a night vision goggle landing, so we told the LSO that we were unaided and requested that the Stabilized Glideslope Indicator (SGSI) be turned on. Over the radio it can be difficult to distinguish between ‘aided’ and ‘unaided’, so the LSO was confused by our request that the SGSI be turned on because he was under the impression that we were on NVDs. As a crew we decided that the deck was lit well enough for us to safely make the approach and that it would be better to get safely on deck rather than waveoff and get the correct lighting. We had not seen sparks in a little while but we were still not sure what the source of the fire was and whether or not it was out. Once we were on deck we shut down and the maintainers began troubleshooting. It did not take long to take a couple of panels off and discover that a small amount of insulation had worn off of an electrical wire. The vibrations from the helicopter moved the wire enough that it made contact with metal and arced, causing the sparks and smoke. The faulty wire was behind one of the mission racks and not something that would be looked at during the average maintenance inspection. It took only a few minutes to repair the aircraft and get it back on the flight schedule. Aviate, navigate, and communicate. From the beginning of flight school we are taught that if you stick to those basics you’ll likely be ok. On Thanksgiving night we realized how true it was. Despite our poor communications with the ship, focusing on flying the aircraft and executing the emergency procedures as a crew enabled us to get the aircraft safely on deck to fly another night.

“STUFF” ORDER FORM

DATE : ________________________

Please circle items, note the style, desired size, and indicate an alternative if possible. Item Style Ball Caps Pilot/Aircrew Wings NHA Logo MH-60R/S SH-60B/F H-46/H-3

Color Khaki, Navy, Red, Charcoal, Sand, Black, White, Navy, Black, Light Blue, Slate Blue Khaki, Sand, Navy, Orange, Red, Black, Charcoal, White, Woven Khaki, Sand, Navy, Orange, Red Khaki/ Various Colors

Price $15.00

Polo Shirts

NHA Logo / MH-60R/S PING: NHA Logo PING: MH-60R/S NHA Wings, Pilot Wings Outer Banks: NHA Logo

Various Colors Various Colors Various Colors Navy, Ensign Blue, Gray (PING) Blue/Royal Blue striped, Red

$35.00 (Call for Sizes $35.00 on all shirts) $35.00 $40.00 $40.00

Windbreakers

NHA logo

Ensign Blue, Black, Navy

$50.00

Ladies Polos

NHA Gold Helix

White

$10.00

Misc “Stuff” Description Glass tumbler set NHA w/logo etched (2 per set) Calculator/Calendar combo NHA License Plate Frame** Chrome

Size

$15.00 $15.00 $15.00 $15.00

Price $10.00 $10.00 $8.00**(Only this item includes shipping)

***(PLEASE ADD 15% FOR PRIORITY SHIPPING)*** NAME: ______________________________________________________________________ BILLING ADDRESS: __________________________________________________________ CITY, STATE, ZIP: ____________________________________________________________ (MC/VISA) CC # ______________________________________________EXP___________ CCV__________ CASH or CHECK_____________________________

ORDER TOTAL________________________(including shipping and handling) Gift Message / Shipping Address / Same as above: _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ Walk-In: NHA is located in Bldg 654 on Rogers Rd. aboard NAS North Island. Mail-In: NHA, P.O. BOX 180578 Coronado, CA 92178-0578 TEL: (619) 435-7139 FAX: (619) 435-7354 EMAIL: rotorrev@simplyweb.net

Rotor Review # 104 Winter ‘09

(version 04.09)