Rotor Review Spring 2010 #109 by Naval Helicopter Association, Inc

MH-60R

Here and Now

A new bird is prowling the skies. Protecting the battlegroup. Operating with conﬁdence in the complex environments our nation’s sailors face daily. The MH-60R is here. An all-new aircraft. Armed with sophisticated equipment. Including integrated systems able to detect undersea objects at three to seven times the range of current helicopters, and track 10 times as many surface targets. And that’s just for starters. Future technology upgrades will make the MH-60R even more net-centric, more lethal, and more capable. MH-60R. The right helicopter, right now.

Cover art by George Hopson, NHA Art Editor. Naval Helicopter Association

Number 109 / Spring ‘10

Features Helo Revolution Andrew Tilghman, Navy Times Staff

The Name Tag & the Bottle CDR Joe Skrzypek, USN (Ret)

LCDR Kristin Ohleger, USN

Carrying the Load Capt Doug Lee, USMC and Maj Ian Stevens, USMC

Design Editor

Assisting Others Rotor Review Editors

Bulding a Team in Humanitarian Relief HSL-51 Det FIVE Participates in Sumtran Relief Operations LTJG Johnny Macus, USN

Having A Supporting Role Within the Response Operation Unified Response and HA/DR LT Cris De Vera, USN

Carrying Out the Mission Operation Unified Response LTJG Michael McDonald, USN

Saving Lives Summary of Infant MEDEVAC 25JAN2010 LTJG Wes Johnson, USN

Reflections from a Helo Pilot Breath of Life LT Derek Escalante, USN

LT Todd Vorenkamp, USCG

Free Falling with the Desert Hawks LTJG Joshua Miller, USN

Book Review Editor

Myers Takes Helm as Commander, Naval Air Forces Commander, Naval Air Public Affairs

Editor

George Hopson

Aircrewman / Special Missions Editor

Page 17

AWCM Carl T. Bailey II, USN

HSC / HS / HM Editor LT Julie Dunnigan, USN

HSL/HSM Editor

LT Anthony Amodeo, USN

USMC Editor

Page 23

TBA

USCG Editor

LCDR BJ Armstrong, USN

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

Page 42

NHA Photographer

Focus

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

SYCUT: The Symposium Review

Historical Editor

CAPT Vincent Secades, USN (Ret) Page 46

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 # 109 Spring ‘10

SYCUT: The Introduction

Turning the Outrage into Action LCDR Benjamin “BJ” Armstrong

2010 NHA Awards Photos by YN2 Tabitha Simonton, USCG

So Others May Live Rescue of the Alaska Ranger LCDR Benjamin “BJ” Armstrong

The Navy’s Office of Women’s Policy Meets NHA LT Sarah Dixon, USN

Captains of Industry Panel LT Sarah Dixon, USN

Looking Forward Flag Panel Answers Some of Helo’s Community Toughest Questions LT Julie Dunnigan, USN

NHA 5K LT Steve Reis, USN

Adventure Race Naval Station Mayport AWRC Gerald Day, USN

NHA Symposium Golf Tournament LT Foster Edwards, USN

Naval Helicopter Association, Inc.

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 / Land & Armaments Bell Helicopter Textron, Inc Binghamton Simulator Company Boeing Aircraft & Missile Booz | Allen | Hamilton Breeze-Eastern CAE Inc. Delex Systems, Inc EADS North America FLIR Systems, Inc. G.E. Aircraft Engines GEICO Goodrich Corporation Harris Corporation Lockheed Martin Mission Systems and Sensors 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 Fuel Systems L.L.C. Rockwell Collins Corporation Rolls-Royce Corporation Sikorsky Aircraft Corporation StandardAero Telephonics Corporation Whitney, Bradley and Brown Inc.

In appreciation of our advertisers

Lockheed Martin Mission Systems and Sensors

University of San Diego Navy Mutual Aid Association Hovergirl Properties Sikorsky Aircraft Corporation

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

National Officers

President................................................... CAPT John Miley, USN V/P Corp Mem......................... CAPT Mike Middleton, USN (Ret) V/P Awards .......................................CDR Matt Niedzwiecki, USN V/P Membership ..........................................CDR John Barry, USN V/P Symposium 2010................................................................TBD Secretary...................................................LT Sutton Feazelle, USN Treasurer ..................................................LT John Petrasanta, USN “Stuff”.................................... ................LT Jen McCollough, USN Executive Director.................Col. Howard Whitfield, USMC (Ret) Admin/Rotor Review Design Editor........................George Hopson Membership/Symposium ............................................. Lucy Haase

Directors at Large

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

Regional Officers

Region 1 - San Diego

Directors.………………..........................CAPT Mike Horan, USN CAPT Buddy Iannone, USNR CAPT Joseph Bauknecht, USN President..…................................. CDR Herschel Weinstock, USN

Region 2 - Washington D.C.

Director ..…………...…………......CAPT Matt McCloskey, USN CAPT Andy Macyko, USN President ....................................................CDR Eric Bower, USN Page

C2 13 39 44 C4

NHA Scholarship Fund President...................................CAPT Paul Stevens, USN(Ret) V/P Operations..........................................CDR John Bushey, USN V/P Fundraising .......................................................................TBD V/P Scholarships ........................CDR Tony Saunders, USN V/P CFC Merit Scholarship.............LT Nate Velcio, USN Treasurer..................................LT Sarah Flaherty, USN Corresponding Secretary..................LT Sharon Stortz, USN Finance Committee.............................CDR Kron Littleton, USN (Ret)

Rotor Review # 109 Spring ‘10

Region 3 - Jacksonville

Director ...................................................... CAPT Carl Bush, USN President..............................................CAPT Clayton Conley, USN

Region 4 - Norfolk

Director ............................................. CAPT Mike Cashman, USN President ...............................................CDR Shelby Mounts, USN

Region 5 - Pensacola

Directors........................................CAPT James Vandiver, USN

CAPT Steve Truhlar, USCG

President .............................................CDR Mike Fisher, USN

Fleet Fly-In.........................................LT Chad Christiansen, USN

Far East Chapter

President ..............................................CDR Sil Perrella, USN

Departments Number 109 / Spring ‘10

Editor’s Log

Chairman’s Brief

President’s Message

LCDR Kristin Ohleger, USN RADM Steve Tomaszeski, USN (Ret)

CAPT John Miley, USN Page 10

Executive Director’s Notes

View from the Labs, Supporting the Fleet

Industry and Technology

Historical

Change of Command

Col Howard Whitfield, USMC (Ret) CAPT George Galdorisi, USN (Ret)

Page 33

Rotocraft Pioneers - Igor Sikorsky CAPT Vincent C. Secades, USN(Ret)

There I Was Page 61

Page 66 Articles and news items are welcomed from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes. Submissions should be made to Rotor Review with documents formatted in Microsoft Word ® and photos formatted as high-resolution JPEG and/or PDF by e-mail to: rotorrev@simplyweb.net 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., 921780578, call (619) 435-7139 or FAX :(619) 435-7354 .

From OEI to FFG LT Austin Long

International MEDEVAC HSL-45 Det FIVE Knukleheads

Regional Updates

Squadron Updates

USMC Updates

USCG Updates

A Salute to Our Fallen Heroes

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 # 109 Spring ‘10

Editor’s Log

elcome to Rotor Review 109! As you may have noticed, this issue follows the tradition of every spring issue and presents a review of the NHA Symposium, so the focus of this issue was a no-brainer for the editors of Rotor Review. However, with the symposium being in Jacksonville, the San Diego-based editors knew this would be a challenge. Thank goodness we had a local volunteer. I would like to take this opportunity to thank LT Sarah Dixon for her amazing assistance in soliciting articles from her fellow JOs, and writing a couple herself, to help capture the highlights of the Symposium. Without her, this issue would not have been possible. Again, thank you Sarah! Like many of you, I was unable to attend this year’s NHA Symposium. In the Chairman’s Brief, RADM Tomaszeski summarized the entire week with such enthusiasm that I was definitely sorry I missed it. Luckily, the articles in this issue unquestionably sum up the events of the Symposium and encapsulate the experience, making me feel as though I were there. I hope that it does the same for all of you who were not able to attend. In addition to the Symposium review, this issue has a large feature section about the ongoing efforts of our Naval Helicopter Community in supporting the Humanitarian Assistance/ Disaster Relief mission. As usual, we also have plenty of squadron updates to inform you what the rest of our Helicopter Community is up to as well. Each and every article tells an amazing story of our fellow helo pilots and aircrewmen, and the incredible missions they are accomplishing. I hope you enjoy this issue as much as I have and I look forward to reading about you and your squadrons in the future. LCDR Kristin Ohleger, USN

Rotor Review Editor-in-Chief

Chairman’s Brief

he theme of our 2010 NHA Symposium in Jacksonville, FL., was “Skills You Can Use Today.” The Symposium committee, led by CDR Andy Danko, assembled an array of both government and industry rotary wing expertise to discuss and critique exactly how we, in the naval vertical lift community, can maintain our operational advantage in the maritime domain. Following the benchmark success of 2009’s Norfolk Symposium, the committee had their work cut out for them. As everyone who had the opportunity to attend NHA 2010 knows, they were more than up to the challenge. Throughout the fleet, we continue to execute the most diverse mission-set we’ve ever known. The Symposium reflected that with well-attended workshops focusing on safety, structures, aerodynamics, community briefs and current operations. Major Jim Pritchard, USMC, a flight dynamics engineer from NAVAIR, gets my vote for the most entertaining and educational workshop.

Anyone who can make aero interesting will certainly be invited back! The 109 th edition of Rotor Review is dedicated to NHA‘s 2010 Jacksonville Symposium. This is my debrief: • Board of Director’s/Trustee meeting: We conducted one of our largest (and longest) meetings; 47 volunteer directors and trustees present. We review what is working for NHA, what could be improved and refine our vision for the future. Our focus remains on listening to our membership, supporting interaction between and recognition of our pilots/ maintainers/aircrew, and promoting an appreciation of naval rotary wing aircraft. Bottom line: voluntary membership, the foundation of NHA, is strong; our finances, even in these difficult times, are secure, thanks to conservative investment; our tactical impact and strategic relevance to our maritime services and nation has never been more appreciated. One of our decisions was to hold the 2011 Members Reunion on board MIDWAY in San Diego to celebrate the Centennial

Rotor Review # 109 Spring ‘10

•

of Naval Aviation. My sincere thanks to our national and regional NHA leadership, our engaged directors and trustees, and all of our participating members. You are all responsible for NHA’s success and influence as an association. Members Reunion: 357 in attendance at the Hyatt Regency Hotel’s Exhibit Hall and Grand Ballroom LTJG. Tim Barnikel, HSL-42, was the Reunion coordinator, no pressure! He and his team pulled off another outstanding event. This was the first time we’ve conducted the Reunion within the Exhibit Hall. Exit polling was overwhelmingly positive, especially from our industry partners who enjoyed the spirited interaction with the fleet. Long distance award goes to John and Chris Winter (HS-9/HS-12) who traveled from Iowa to be with us. Keynote Address: (LT Clemons HSM40): RADM Garry Hall, Commandant, Industrial College of the Armed Forces, and helicopter pilot extraordinaire, had the honors. A former NHA “Helicopter Pilot of the Year”, RADM Hall was honored to be selected as NHA’s 2010 “Lifelong Service Award” recipient. During his characteristically upbeat remarks, the Continue on page 5

Continued from page 4

•

admiral reflected on not only his rotary wing career (which began as a Navy Bluejacket) but also on the progress our vertical lift community has made to the fleet over his career. Awards Luncheon (LT Boger/LT Hall HITRON): Another full house attended this inspirational event. Every year we stand in awe of the accomplishments of our national award winners. Family, friends and squadron mates join NHA’s industry and uniformed leadership to recognize their professional achievement. One industry sponsor, after listening to a remarkable, heroic rescue citation, remarked “When I read the citation, I thought the SAR swimmer had to be Superman. Now that I’ve met him, I realize he’s just a well trained, dedicated, brave American Coast Guardsman.” Sums up the luncheon for me. During the Awards luncheon Captain Paul Stevens, president of the NHA Scholarship Fund, announced our 2010 winners. Please see his Scholarship report inside. The “Service to NHA Award” was most deservedly presented to CAPT George Barton, USN (Ret). “Commodore” George is now with Lockheed Martin Mission Systems and Sensors. Sports Day (AWRC Day/LT Reis/LT Herdt (HSM-40): The Adventure Race, 5K run, golf, and Sports B-B-Q. I was told the Race was at hoot and the 5K “competitive.” Golf at the St. John’s Country Club was spectacular and a real treat. There were prizes for everyone thanks to industry support. Hats off to the team for arranging the delicious Sports BBQ. See more inside on the results of our competitions. Spouses Reception (Mrs. Amiee Herdt (HSM-40): Always an elegant affair. Held this year at the Casa Marina Hotel and well organized and executed by Amiee and her team. By all accounts a grand success! Captains of Industry Panel (LT Clemons HSM-40): Corporate leaders attend NHA to hear what you have to say. Once again they were not disappointed. Executives from Telephonics, CAE, Raytheon, Sikorsky, Lockheed Martin and Northrop Grumman formed our panel moderated by NHA’s Rear Admiral Ron Christenson, USN (Ret). This forum has become an anticipated, candid dialogue with our informed membership. The future for UAVs, ASW, R & D

RADM(Ret) helicopter pilots at the Member’s Reunion with (l-r) Steve Tomaszeski, Chris Cole, Andy Granuzzo, Kevin Delaney, and Roger Rich. investments, acquisition efficiency and airborne networking were some of the topics covered. • Flag Panel (LT Clemons HSM40): SRO. Moderated with aplomb by RADM Tim Alexander, USN, Commander Navy Region Southeast. Senior panelist, RADM “Spanky” O’Hanlon, Commander Naval Air Force Atlantic. 90+ minutes of Q & A with the leadership of Naval Aviation. Professional, candid dialogue across the spectrum of issues important to our community. First question a classic: “A Cessna has it, why don’t we?” Special moment: CNAL asking CNAL’s “2009 Pilot of the Year” LT Chris Laufman (HSL-48), to stand and acknowledge his achievement – a standing ovation from his peers. This forum never lacks for enthusiastic audience participation. Rotor Review: There is no finer association magazine in Naval Aviation today. George Hopson remains responsible for that sustained excellence. Thank you, George! Tip of the Blade to: Commodore Bush, NHA’s host commodore; Captain Neil Karnes, Region 3 (JAX) president; LT Sarah Dixon (HSM-40), the “MVP” on CDR Danko’s team; the entire Symposium staff and workshop committee members; our 31 corporate sponsors without whose year round support this all would not be possible; our NHA HQ staff: Col.

Rotor Review # 109 Spring ‘10

Whitfield, Lucy & George; and YOU, each member of NHA. Your service underwrites our continued success. BZ! Final Thoughts: Congratulations to Commodore Mike Horan who relieved CAPT Frank Harrison as Commander, Helicopter Sea Combat Wing Pacific Fleet on 18 June. Capt Shoshana Chatfield is the new deputy. HSCWP serves as the Immediate Superior in Command for two Fleet Replacement Squadrons, one Weapons School, and ten operational antisubmarine and sea combat squadrons located at NAS North Island, Coronado, CA, Naval Air Facility Atsugi, Japan and Andersen Air Force Base, Guam. The Command manages the administrative, operational and training requirements for 4000 military personnel and maintenance requirements for 128 aircraft including MH60S, SH60F and HH60H helicopters. See you in San Diego in 2011, the Centennial of Naval Aviation. Until our next brief, fly well and…Keep Your Turns Up! RADM Steve Tomaszeski, USN(Ret) NHA Chairman

George Hopson (the NHA staff) for their dedication and tireless efforts. The Symposium got off to a great start with the Keynote Address. RADM Hall did a marvelous job (as usual) of setting the proper tone addressing the expectations and responsibilities of all up and down the Chain of Command in the Helo Community. The Member’s Reunion, Panel Discussions, Exhibits, Awards Luncheon and Sporting Events were all first class events; as we’ve come to expect at a NHA Symposium. Finally, the Captains of Industry Panel and Flag Panel proved to be a perfect bookend for the Symposium. Having seven Flag Officers – including the COMNAVAIRLANT, RADM O’Hanlon - take time out of their busy schedules to share their insights on Naval Aviation and the Helicopter Community is a testament to the strength and importance of Naval Helicopter Aviation. Our future is bright. Navy Helicopter squadrons continue to provide direct support to US and Coalition Forces in Iraq and Afghanistan, the 2515th

President’s Message

ear Members, What a fantastic Symposium! First, I want to thank CDR Andy Danko, Symposium VP, and all of the countless volunteers that had a hand in making this Symposium such a great success. I also want to thank our many industry partners and exhibitors; without their support the Symposium would not have been such a special event. Last, but certainly not least, I want to thank our Executive Director, Col Howie Whitfield; as well as Lucy Haase and

CAPT Miley presented CDR Bradley Garber, CO of HSL-46, the MAX Beep for 100% in the membership drive

Navy Air Ambulance Detachment has expanded to two sites, squadrons continue to transition to the Romeo and Sierra and new squadrons stand-up in accordance with the Helo CONOPS. NHA is stronger today than it has ever been thanks to your involvement and our fantastic NHA staff. It’s a great time to be a Navy Helicopter Pilot and to be involved in NHA.

The next MAX Beep Awards were presented to CDR Murphy, CO of HSC22 (middle) with 100% and CDR Howell of HSC-26 (left) with 96%.

NHA is your organization. Get involved. Contribute. Make a difference. Warm Regards,

CAPT John Miley, USN

NHA President

Executive Director’s Notes

he 2010 Symposium at the Hyatt Regency in Jacksonville was a real success as our Chairman outlined in his column. Financially it ended up exceptionally well in almost all areas except for audio-visual. A major reason for the success from my standpoint is the hotel allowed unlimited numbers of government rate rooms for our active duty attendees. This made a big difference in overall total room nights. NHA Membership has been on a steady increase as shown below, but there is still great room for improvement. Every squadron should participate in the membership drives and shoot for a minimum of 85 percent of their wardrooms. Individual Memberships by regions (No commands, no corporate)

Membership 2001-2010

Jun-10

Jun-09

Region 1 - San Diego

989

1,038

Region 2 Washington D.C.

275

252

Region 3-Jacksonville

454

407

Region 4-Norfolk

505

491

Region 5-Pensacola

360

332

Region 6-At large

214

249

2,214

2,222

455

444

3,130

3,089

Total Active & Reserve

Total Retired

Total NHA Membership Q1

-01

-02

3 1-0

4 1-0

-05

6 1-0

7 1-0

-08

9 1-0

Col. Howard M. Whitfield, USMC (Ret)

0 1-1

NHA Executive Director

Quarters

Rotor Review # 109 Spring ‘10

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

Skills You Can Use Today: O.K. Let’s Get to It

hat a great topic. When Rotor Review’s editors decided on this topic for this issue and made it a continuation of the 2010 NHA Symposium that came as great news, because it opened the door for a topic which, I believe, “scratches a lot of itches.” In other words, it’s one that may trigger a reaction – always a good thing. To begin, suspect regular Rotor Review readers recall the give-and-take that began with the article entitled, “Where’s the Outrage,” regarding the lack of operational helicopter aviators promoted to flag rank on last year’s flag selection board. That triggered a strong counter-argument by Rear Admiral Gary Jones and the controversy is still brewing. Which brings us to this article focused on “skills you can use today.” While there are a great many ways this article can go, the focus this time out will be on skills you can use today and tomorrow and the tomorrow won’t be focused on a second career or anything like that, but on the active duty “tomorrow’s” of today’s rotary wing JOs. To get this started the right way; we need to go back – way back for most of you. Now, this isn’t going to be one of those “Oh you JOs have it so much better today, than we had it ‘back in the day’ in relation to promotion opportunities. On the contrary, it will take just the opposite tack. So look, I broke into the helicopter community in the early 1970s, assigned to a Naval Air Station search and rescue detachment. Back then, I know none of us in our outfit knew any rotary wing flag officers personally, and if I recall (note, it’s been a while) I don’t know that we even knew of any. And while we had strong department heads in our outfit and you could make a case that this or that person was a great leader, super aviator, etc., when you really thought about it, you recognized that because of this SAR “career track” that person may not have been the most talented contributor to doing the things a Navy flag officer needed to be good at.

But throughout the 1970s and 1980s a number of extraordinarilytalented helo aviators did ascend to flag rank. Yes, the numbers were small, and most of us thought we were underrepresented as a community at the flag level, but if you really thought about it deeply and got beyond the “we-they zero sum game” part of it you had to admit that based on the sometimes peripheral missions we did, or if a non-peripheral, warfare-related mission one community (for example, HS) performed, it still wasn’t as “mainstream” as those our surface, submarine, or TACAIR brethren performed. I’m not saying the difference was black and white – for surely it wasn’t, but in an organization where somewhere north of a thousand Navy captains vied for about two dozen flag billets every year, a case could be made that an officer in another community was just a little bit more well-rounded and could, therefore, contribute more to the Navy, the Joint force, and the Nation in the future than someone who was not as well-rounded. That began to change dramatically in the 1990s and even more profoundly over the past decade as substantial numbers of helicopter aviators have commanded aircraft carriers, huge numbers have commanded large-deck amphibs, amphibious squadrons, led expeditionary strike groups and performed other operational assignments that made them vastly more qualified to lead the Navy as a flag officer than the officers who were their skippers when these officers were in their first JO tour. And, just as importantly, helicopter aviators began to excel in assignments in Washington, in Joint Staffs elsewhere, especially on Combatant Commander staffs, and in a wide variety of other assignments that broadened them substantially so that when a flag selection board looked at their records the decision often was, “yes, now there is a person with the

Rotor Review # 109 Spring ‘10

background and motivation to well-represent the Navy as a flag officer.” But still, there were enough helo aviators not in what would generally be described as “mainstream jobs” that the “numbers” were not in our favor – and at the end of the day it did often come down to numbers – for a given community the larger the number of officers “in the mainstream” typically translated to a larger number of flag selects. As just one example of this, look at the Navy Special Warfare community. Just a decade ago, there was, typically, just one Navy SEAL flag officer. Two one or twostars would be a big deal, worthy of special mention. Today, SEALs are not only, “in the mainstream,” they define the mainstream. The results are extraordinary – one four-star (a COCOM commander), several three-stars, and a plethora of younger officers ready to break through. And isn’t that where the Helo CONOPS is taking us today? The overwhelming majority of the Navy rotary wing community will be in HSC or HSM squadrons where they will have the same broadening operational and warfighting exposure as their counterparts in the subsurface, surface and tactical fighter/attack communities. Or will they? No! The truth is, they will have more exposure and more opportunity than any of these other communities. This is not a “wish” or a “hopeful aspiration” but a simple fact of life that today’s HSM and HSC aviators won’t take a back seat to anyone when it comes to understanding how the Navy (and the Joint force…and coalition partners…and NGOs etc.) work. And that is precisely the skill set the Navy, DoD, and the Nation need today above all else. And this will, unquestionably, put today’s HSM and HSC officers on the brink of something very special – and something that has been in the works for decades. The door will be held fully-open – all they need to do is walk through it.

Congratulations

to the following NHA Scholarship Winners

Raytheon Scholarship Recipient

Lockheed Martin Scholarship Recipient

University of Florida • Engineering

Bridgewater College • Biology

Cody Kunka

Alexis Wibe

DPA/L-3 Communications “Turning Points of Lights” Scholarship Recipient

Katherine Thompson University of California - Santa Barbara History

Graduate Scholarship Recipients

Meghan Didier

University of Florida Masters, Forsenic DNA/Serology

Sergei Sikorsky Scholarship Recipient

Rachel Pollard East Carolina University Chemistry & Biology

Colleen Oates-Robersch

Rutgers University Masters, Library and Information Science

NHA Regional Scholarship Recipients

Region One Scholarship Recipient

Chelsea Anderson

University of California - San Diego Bioengineering / Biotechnology

Region Two Scholarship Recipient

Region Three Scholarship Recipient

University of Maryland Chemical Biomolecular Engineering

University of Virginia Accounting

Karl Engel

Kristina Jones

Other NHA Scholarship Recipients Sarah Cole: Ream Memorial Scholarship Recipient

Andrew Johnson : Region 5 Scholarship Recipient • University of Nebraska - Lincoln • Business Administration

Rotor Review # 109 Spring ‘10

Press Released by NAVAIR

he Navy’s only rotary wing unmanned aircraft, MQ-8B Fire Scout, returned from a six-month deployment aboard USS McInerney (FFG-8) to Naval Air Station Mayport, FL. April 15. The Fire Scout has proven its unprecedented situational awareness

and intelligence, surveillance and reconnaissance capability while deployed with 4th Fleet to assist in counter-narcotics operations, according to CAPT Tim Dunigan, Fire Scout Program Manager in Patuxent River. The major objective of this deployment was to demonstrate to the user community the potential for Fire Scout to provide the tactical commander with near time ISR data and to learn lessons for fielding the aircraft, said Dunigan. Based on reports from the deployment, the Fire Scout will be a huge asset for future operational missions. A team from Helicopter AntiSubmarine Light 42 Detachment 7, the Navy Fire Scout Program Office, and Northrop Grumman Corporation

operated and maintained the aircraft. The Fire Scout successfully completed 24 flights, which provided the team an opportunity to assess the design robustness of the system in the highly corrosive at-sea environment. Personnel aboard the McInerney witnessed the Fire Scout’s capabilities first hand when the aircraft assisted in the ship’s first ever drug interdiction. The frigate launched one of its two embarked Fire Scout’s to test different functions and settings when it acquired a suspected narcotics gofast vessel using the aircraftís Forward Looking Infrared Systems BRITE Star II electro-optical/infrared sensor. Over the course of three hours, Fire Scout monitored the gofast with McInerney. With its stateof-the-art optics and extremely small profile, Fire Scout was able to maintain an unprecedented covert posture while feeding real-time video back to McInerney. McInerney and US Coast Guard personnel seized approximately 60 kilos of cocaine and caused the suspected traffickers to jettison another approximately 200 kilos of narcotics. The success of the deployment is greatly attributed to personnel

Industry and Technology

Fire Scout Completes 1st Deployment

aboard the McInerney, some of whom deployed voluntarily, said Dunigan. Their respective commands recognized the importance of their contribution to the development of this system and the immediate impact it would have on the warfighter. The Fire Scout, managed by Multi-Mission Tactical Unmanned Aircraft System program office (PMA266), is in the last stage of System Development and Demonstration, maturing for the final push toward operational testing in early fiscal year 2011.

Fire Scout aboard USS McInerney. Photo courtesy of Northrop Grumman

EasyRiders Open New Simulator Article and Photos by LCDR Greg Zimmerman, USN

ith a snip of gold scissors followed by applause, Col Robert Rice, Commanding Officer, Marine Corps Base Hawaii, CAPT Joe Bauknecht, Commodore, Helicopter Maritime Strike Wing, U.S. Pacific Fleet and CDR Brian Gebo, Commanding Officer, HSL-37, cut the ribbon to dedicate the new John K. Koelsch flight simulator building. After years of work from PMA 205 of NAVAIR, countless contracts and hours of testing, a new SH-60B simulator and its building were unveiled during a ribbon cutting ceremony celebrating and recognizing the namesake of the training (l-r) CDR Gebo, Col Rice, and CAPT facility, Medal of Honor recipient, LTJG John K. Koelsch. Bauknecht

Rotor Review # 109 Spring ‘10

The new flight simulator will greatly increase the training and readiness of the EasyRiders of HSL-37 by providing realistic flight and tactical training, some of which cannot be done in the actual aircraft. Previously, crews had to fly to San Diego to get similar training. The simulator is also fully upgradeable to the new MH-60R when HSL-37 replaces the aging SH-60B aircraft. The simulator is compatible with Night Vision Devices and can also be linked to other simulators for integration into fleet training scenarios. Flying in from Houston, TX, special guests in attendance were LTJG John K. Koelsch’s niece, Franny Koelsch, her son Continue on page 10

Industry and Technology: EasyRiders Open New Simulator Continued from page 9

Rex Bowen and his God-mother Josie Jones. After the ceremony, guests were given tours as well as flight time in the simulator, which has full color graphics capable of replicating any operating environment. LTJG John K. Koelsch, a helicopter pilot during the Korean War, was shot down while hoisting a downed aviator, Marine Capt. James V. Wilkins. While all survived the crash, he later died in captivity as a POW.

“It’s appropriate to recognize the Navy-Marine Corps team with a building housing a Navy helicopter simulator on a Marine Corps base. I can think of no better way to remind future generations of LAMPS crews of our heritage as helicopter aviators than the story of LTJG John K. Koelsch.” CAPT Bauknecht said during his dedication speech. (Photo on the left) HSL-37 Executive Officer, CDR Ronald Dowdell shows Rex Bowen how to fly the simulator.

New AH-1Z Helicopter Cockpit Simulator Ready To Train Marine Corps Cobra Pilots Press Released by NAVAIR

Inside the new AH-1Z full motion cockpit Pendleton, CA. U.S. Navy photo

he first and only AH1Z full-motion cockpit simulator was declared ready for training May 28 at Camp Pendleton, CA. The Naval Aviation Training Systems program office (PMA-205) and the H-1 Upgrades program office (PMA-276) worked closely with prime contractor, Bell Helicopter Textron and their subcontractor, Flight Safety International, to design, build, test and deliver this state-of-the-art full motion cockpit simulator for Marine Corps aviation. “This AH-1Z cockpit simulator brings a lot of training capability to our warfighters,” said Capt. John Feeney, PMA-205 program manager. “The two-person crew has a greater field of view making it as realistic as possible,

it has increased Sidewinder air-to-air missile, the Hellfire reliability and anti-armor missile, the 2.75 inch rocket pods the actuators that and the 20 mm cannon, added Hewson. “Another great feature of the move the cockpit are electrically simulator is that it can be electronically powered versus linked to the UH-1Y simulator and two other the usual non-motion AH-1Z simulators allowing our hydraulic system aircrews to practice multi-ship formations making it more and to train for combat missions,” said environmentally Hewson. “It has databases for many potential worldwide operating areas.” friendly.” One of the major differences The AHbetween the legacy AH-1W Cobra and the 1Z simulator is simulator at Camp located at Camp new AH-1Z is the Zulu’s glass cockpit, Pendleton since it which significantly changes the way the pilot is the initial training site for all Marine interacts with the aircraft. “Through this state-of-theCorps pilots transitioning from the AH1W Super Cobra to the new AH-1Z art simulator, which includes the latest technology in visual scene replication, pilots helicopter. “The Marine Corps uses flight learn how to navigate mission computer page simulators for a lot of training,” said Col. trees in a crawl, walk, run training syllabus, Harry Hewson, H-1 Upgrade program while simultaneously progressing through manager. “More than 46 percent of the Continue on page 11 transition training from the AH-1W to the AHhrough this state-of-the1Z can be done in this art simulator, which includes simulator.” the latest technology in visual The simulator can train aircrews scene replication, pilots learn how to how to use the navigate mission computer page trees mission computers, in a crawl, walk, run training syllabus, communications, navigation and weapons while simultaneously progressing systems on the AH-1Z, through their normal flying syllabus including the AIM-9

Rotor Review # 109 Spring ‘10

Industry and Technology: New AH-1Z Helicopter Simulator Ready to Train... Continued from page 10

their normal flying syllabus,” said Maj. Phillip Tucker, Marine Aviation Training Systems Site officer-in-charge at Camp Pendleton. “At a pennieson-the-dollar cost compared to aircraft flight hours, training in the AH-1Z full motion simulator augments what is conducted in the aircraft and allows pilots to focus on improving their heads down, ‘button pushing’ skills in a simulated environment; so that they can spend more time with their eyes out of the cockpit in the real world.”

Photo on the left: The outside view of the new AH-1Z full motion cockpit simulator at Camp Pendleton, CA. U.S. Navy photo.

T h e 1 0 0 t h A n n i v e r s a r y o f Na v a l A v i at i o n F o u n d at i o n

he proud tradition of Naval Aviation in the United States first took flight on May 8, 1911 when Capt. Washington Irving Chambers prepared contract specifications for the U.S. Navy’s first aircraft. Since that time, tens of thousands of men and women have worn the uniform of their nation while serving as Navy, Marine Corps and Coast Guard aviators and support personnel. Backing the front-line service of Naval Aviation personnel have been the civilian partners who provided material support and service to the Naval Aviation community over the past 100 years. In recognition of the enormous contributions made by all elements of Naval Aviation, the United States will celebrate the Centennial of Naval Aviation with a year-long remembrance, recognition and look forward at the historical legacy and future promise of Naval Aviation. The 100th Anniversary of Naval

Aviation Foundation has been established to raise funding for this historic milestone. The mission of the 100th Anniversary of Naval Aviation Foundation is to raise national Naval Aviation awareness and honor a century of mission-ready men and women throughout 2011. As a result of regionally based events and educational displays, the Foundation will recognize unique Naval Aviation achievements throughout the past 100 years as well as provide resources for national involvement in the Centennial of Naval Aviation. The 100th Anniversary of Naval Aviation Foundation greatly appreciates the support of the Naval Helicopter Association and its Rotor Review readers. To donate to The 100th Anniversary of Naval Aviation Foundation, please visit our website

Rotor Review # 109 Spring ‘10

at www.navalaviation100.org and select the “Donate Today” link or mail a check or money order to “The 100th Anniversary of Naval Aviation Foundation”, address provided below. Please direct all questions to: The 100th Anniversary of Naval Aviation Foundation 2508 Historic Decatur Road, Suite 200 San Diego, CA 92106 T. (619) 814-1352 F. (619) 239-1710 www.navalaviation100.org donation@navalaviation100.org

The 100th Anniversary of Naval Aviation Foundation is exempt from federal income tax under section 501(c)(3) of the Internal Revenue Code. Contributions to the Foundation are deductible under section 170 of the code. The Foundation accepts unrestricted gifts to be used at the discretion of the Foundation. Any gift over $5,000.00 will be recognized on the Foundations Website.

Features

Helo Revolution Article by Andrew Tilghman, atilghman@militarytimes.com Reprint in Navy Times, May, 3, 2010

environment.” A helo bubba commanding an air wing bristling with fighter jets is just the latest sign that times are changing in naval aviation. Years ago, a clear pecking order reigned: On top were the F-14 pilots - the “Tomcat mafia” - followed by those who flew the A-7 Corsair II. Helicopter pilots were low on the totem pole. Often taken from the bottom half of the class in flight school, they handled the mundane missions, like mail delivery. Flag ranks and commands at sea were few. As Tomcats went away, F/A-18 Hornet pilots assumed the mantle. “There was, in years past, a hierarchy based on the platform that you flew. But I think there is a shift going on in naval aviation,” said CAPT(Ret) Don Williamson, the former commodore of Helicopter Maritime Strike Wing Pacific

rom leadership to recruiting tactics, aviation community shifts from fighter focus

When the Navy’s top aviator told a room full of fighter jocks at a conference last fall that a helicopter pilot would soon be commanding a carrier air wing, he knew it wouldn’t go over well. “A helicopter pilot will be a CAG someday and it will be soon,” said VADM Thomas Kilcline, Naval Air Forces commander, at the Tailhook Convention. “I’m not afraid to say that in front of everyone in this room because it’s a little controversial. ... I have full expectation that a carrier air wing commander will understand his helo force as well as he understands his strike fighter force. ... There is no reason a helo pilot could not lead an air wing in that

Rotor Review # 109 Spring ‘10

in San Diego, who retires at the end of April. Besides the CAG assignment, whose timeframe has not been announced, there is other evidence of the shift toward helo dominance: • Helicopters are featured prominently in the Navy’s “Global force for good” recruiting push. • In flight schools, more helo pilots are going through than any other type of flier. • Carrier air wings are deploying with 19 rotary-wing aircraft, up from 12. And two - not one - helicopter squadron commanding officers are going to sea each time. • At the flag level, three helicopter pilots pinned on a star in 2009, a change from years past, when one or two was the norm. • “The only pecking order is the air wing, and now we are a part of that. Being in the air wing is where it’s at,” said CAPT Joseph Bauknecht, Continue to page 14

Rotor Review # 109 Spring â&#x20AC;&#x2DC;10

Features: Helo Revolution

In flight school

In the fleet

Flag rank

Student rotary-wing pilots make up just less than

About a third of today’s fleet is rotary-wing pilots,

half of the

with more than 40 percent in tactical air squadrons.

current training pipeline, while strike

aircraft pilots make up about a quarter.

Rotary

Strike

Tac-air*

Strike

28%

41%

54%

Rotary

43%

Other

29%

30%

Other

29%

Rotary

* Includes electronic attack pilots and naval flight officers.

Other

35%

11%

Continued from page 12

Pacific helo strike wing commander. Making a helicopter pilot a CAG will be a critical milestone, aviators say. Because the CAG writes fitness reports for all squadron commanders, he serves as a gatekeeper to the leadership’s upper tier. “The CAG is really the decider for ... future leaders,” said an E-2 Hawkeye pilot who believes tailhook aviators are more likely to promote their own. He spoke on condition of anonymity to freely discuss the promotion process. “Ducks make ducks. Guys see themselves in others and they promote people similar to themselves.” Fighter Fallback Meanwhile, the strike community is facing several challenges that may reduce its influence. The fighter fleet will likely shrink in the next few years because of the “fighter gap,” the projected jet shortfall the Navy will face as older F/A-18 Hornets wear out faster than F-35C Lightning IIs arrive. Further expanding the role of helicopters may help the Navy justify the size of its carrier fleet. When the F-35s arrive, possibly by 2016, the single-seat jets will need no naval flight officers, shrinking the size of the strike fighter officer corps. And concerns about civilian casualties have made 500- and 1,000-pound bombs - mainstays of the fighter mission - far

less popular today than just a few years ago. The helicopter mission is also front and center as the Navy crafts its public image. The recent recruiting push features a television ad with two images of strike fighters and three of helicopters, including one showing a search-and-rescue team lifting a child into the aircraft. “There has been more emphasis on nonkinetic events, and helos have played an expanded role in that environment,” Williamson said. That appeals to some of today’s youngest officers. Ensign Christopher Jenkins, a 24-year-old flight student at Naval Air Station Whiting Field, FL, picked helicopters as his first choice for advanced flight training. “On the one end of the spectrum you have strike capability, but on the next mission you fly you could be offering humanitarian assistance. You’re able to go through the full spectrum of warfare - soft power to hard power.” Nevertheless, some older strike fighter pilots remain skeptical. Helicopter pilots may serve as the skipper of a carrier, but the CAG is a tactical job that requires special knowledge of the tailhook fleet.

Rotor Review # 109 Spring ‘10

“Unless you’ve been a single-seat strike fighter pilot going over the beach, you don’t really understand,” said a captain and F/A-18 Super Hornet pilot who requested anonymity to talk freely about aviation communities. “You need a CAG who’s been there, who knows what that young nugget is thinking out there on the back end of a ship.” Expanded roles for rotary-wing pilots may simply reflect the advancing technology, weaponry and sensors on today’s helicopters. Today’s newer MH60R Seahawks have sophisticated sensors that help provide the strike group’s primary submarine-hunting capability. And MH60S helicopters - with armored floors, a .50-caliber gun and eight Hellfire missiles can support special operations. “It’s all tied together. If we were not doing all these war-fighting missions, we would not be able to bring these skill sets to the bosses,” said CAPT Steve Schreiber, former commodore of Helicopter Sea Combat Wing Atlantic. “There was a glass ceiling,” Schreiber said, “[but] I think every year it’s gotten a little bit better.”

Features

The Name Tag & The Bottle Article by CDR Joe Skrzypek, USN(Ret)

n 6 June 1967, after LTJG Tom Hall’s F-8 Crusader was shot down over North Viet Nam he parachuted into the water off the coast. A Navy H-2 helicopter from Helicopter Combat Support Squadron ONE (HC1) with Aircrewman Robby Robinson came on scene to rescue the downed Naval aviator. As he pulled Tom Hall into the helo, Robby grabbed his flight suit and inadvertently removed Tom’s leather name tag. He put it in his flight suit pocket, then proceeded to check for injuries. Tom Hall was OK, and safely returned to his squadron, VF-211 onboard the USS Bon Homme Richard. Four days later, on 10 June 1967, LTJG Tom Hall was shot down again, this time captured, spending the next six years in North Viet Nam Prisoner of War camps. He came home on 4 March 1973. HC-1 Aircrewman Robby Robinson and VF-211 pilot LCDR Tom Hall attended the HC-7 CSAR reunion Former pow lcdr Tom Hall , usn (Ret) (right) presented hc-1 aircrewman Robby May 2010 in Charleston, SC. LCDR Robinson with the traditional bottle, gift wrapped. Robby (left) returned Tom’s leather Tom Hall, USN (Ret) presented HC-1 name tag, after 43 years. Photo was taken by CDR Joe Skrzypek, USN(Rwt) Aircrewman Robby Robinson with the traditional bottle of spirits, gift wrapped. n 6 June 1967, after LTJG Tom Hall’s F-8 Robby Robinson returned Tom’s Crusader was shot down over North Viet Nam nametag. Tom’s lovely daughter Ryan he parachuted to the water off the coast. A was in attendance and expressed an emotional, gracious thank you to Robby Navy H-2 helicopter from Helicopter Combat Support and his crew for saving her Father. Squadron ONE (HC-1) with Aircrewman Robby Robinson She saluted all those in service of our came on scene to rescue the downed Naval aviator. country. Aircrewman Robby Robinson, from Helicopter Combat Support Squadron ONE (HC-1) was awarded he deeply appreciated efforts the USMC Combat Aircrew Wings for this mission. of past HC-1 Commanding The deeply appreciated efforts Officer, CAPT Ron Lewis, of past HC-1 Commanding Officer, USN (Ret) have brought Tom CAPT Ron Lewis, USN (Ret) have brought Tom Hall, his daughter Ryan Hall, his daughter Ryan and and Robby Robinson together for this Robby Robinson together for HC-7 Reunion. Ron spends a great this HC-7 Reunion. Ron spends deal of time and energy answering the Missing In Action (MIA) questions for a great deal of time and energy the families left behind without answering the Missing In Action closure. Former HC-7 Commanding (MIA) questions for the families Officer CDR(Ret) Ron Lewis

Photo was taken by CDR Joe Skrzypek, USN(Ret)

Rotor Review # 109 Spring ‘10

left behind without closure.

Features:

Carrying the Load:

The First CH-53E to lift an MH-47 Chinook while in Combat Article and Photos by Capt Doug Lee, USMC and Maj Ian Stevens, USMC

n May 15th 2009, Marine Heavy H e l i c o p t e r Squadron 466 (HMH-466) made Marine Corps assault support history by being the first CH-53 to externally recover an MH-47 Chinook. The Wolfpack got the prospecting call shortly after the Army Special Forces MH-47 executed a hard landing while conducting combat operations near Kandahar. Initial estimates showed that the Chinook was too heavy for a fully configured CH-53E to lift, particularly in the desert heat and altitude in southeastern Afghanistan. The Wolfpack Maintenance Department responded by collectively generating

J HMH-466â&#x20AC;&#x2122;s CH-53E lifts the MH-47 Chinook from the crash site in southeastern Afghanistan desert.

a plan to remove approximately 5,500 lbs from our most powerful aircraft making the mission physically possible. Simultaneously, the Army worked to secure the landing site, and configure the aircraft for external lift. Detailed planning and preparation was immediately underway by our squadron maintainers, pilots and aircrew. Because of the tenuous nature of the crash site, timeliness was critical. Wolfpack maintainers had determined and test flown our strongest aircraft, and stripped them down to bare essentials in order to meet weight requirements. Continue on page 17

ust after midnight, the two Wolfpack aircraft launched to Kandahar to conduct a face to face brief with the Army Special Forces who had been securing the landing zone and preparing the Chinook. It was determined that the Wolfpack aircrews would have two OH-58 helicopter attack escorts, an AC-130 Gunship for route reconnaissance, and two A-10s in the overhead covering the critical moments of the lift.

Rotor Review # 109 Spring â&#x20AC;&#x2DC;10

Features: Carrying the Load

Wolfpack Maintenance Team (l to r) Sgt Bowling, SSGT Baca, GySgt Vicente, LtCol Sheyda, Capt Lee, Cpl Georg, Capt Talley, Capt Berke, Cpl Gonzales.

he Wolfpack got the prospecting call shortly after the Army Special Forces MH47 executed a hard landing while conducting combat operations near Kandahar. Initial estimates showed that the Chinook was too heavy for a fully configured CH-53E to lift, particularly in the desert heat and altitude in southeastern Afghanistan.

Continued from page 16

Detailed meteorological, intelligence and weight and power information was gathered by mission planners who constructed a meticulous plan that would be critical for mission success. Within 12 hours from receipt of the possible mission, the Wing Commander was briefed and the aircraft and crew were ready to launch. Just after midnight, the two Wolfpack aircraft launched to Kandahar to conduct a face to face brief with the Army Special Forces who had been securing the landing zone and preparing the Chinook. It was determined that the Wolfpack aircrews would have two OH-58 helicopter attack escorts, an AC-130 Gunship for route reconnaissance, and two A-10s in the overhead covering the critical moments of the lift. Wolfpack launched and quickly joined with their OH-58 escorts for the flight to the crash site. As planned, the aircrew turned final and de-goggled, targeting the coolest time of the day to make the pick; this time also coincided with the least active time of day for the enemy. Security was tight and well coordinated, and the support team in the zone were ready with the 70ft slings upon arrival. The Chinook was hooked up immediately, and in only three and a half minutes the venerable CH-53E was pulling in power to lift the Chinook from its resting point. At this moment, every pound of weight reduction and every percentage of power recovered from the

Wolfpack maintenance team makes history with this lift. engine washes proved to be critical as it took everything the mighty aircraft 59 had to lift the Chinook off the deck. Fuel quantities were nearly bingo as calculated by the mission planners and weather conditions were as predicted. The efforts of the entire Wolfpack team came together in this great moment as the Chinook began its journey back to Kandahar. The aircraft was placed perfectly on the stack of mattresses provided outside of the Task Force South squadron as their Commanding Officer looked on with arms raised. The precision delivery further saved several expensive pieces of equipment that can continue to be used.

Rotor Review # 109 Spring â&#x20AC;&#x2DC;10

The Special Forces determined that up to 60% of the 65 million dollar helicopter could be salvaged as a result of the Wolfpackâ&#x20AC;&#x2122;s recovery. Post-lift estimates had the weight of the CH-47 in excess of 25,000 LBS. Tactical Recovery of Aircraft and Personnel (TRAP) is a mission that the CH-53 community has trained and prepared for since its existence but only a few have had the opportunity to execute an actual mission. HMH-466 made history on May 15th by being one of the few CH-53 squadrons to flawlessly execute an actual tactical recovery of an aircraft from a combat zone.

Feature

Assisting Others

Four Helicopter Squadrons’ HA/DR Experiences in Indonesia and Haiti

other Nature is unpredictable. In every sparing moment, we find ourselves enjoying the best that she has to offer; but yet, we find ourselves preparing for the worst on the

possibilities that she could bring. Countries such as Indonesia and Haiti lack the resources necessary to respond during natural disasters. Their daily focus is about being able to concentrate on their “every day” survival. On September 30, 2009, the southern coast of Indonesia was hit hard, by a magnitude 7.7 earthquake followed by a 6.6 MW aftershock causing a reported death toll of 1100 people and leaving towns like Padang battling toppled buildings and villages being engulfed by massive mudslides. After recovering from the major floods from Tropical Storm Hanna in the early fall of 2008, the nation of Haiti and her people found Mother Nature testing their fate again with a catastrophic magnitude 7.0 earthquake. Haiti fell to her knees on that Tuesday afternoon of January 12th as the epicenter of the quake hit in a small town called Léogãne, causing devastation throughout the country. Many lives were lost and/or trapped under rubble. Major Haitian landmarks including the Presidential Palace in Port-auPrince were devoured and destroyed. The lives of many Haitians were left with little hope for the future. But time and time again, the world responded. The naval helicopter community responded. As you read further into this 2010 Symposium issue of Rotor Review, pages 19-28 will give you a familiarity of some of the basic HA/DR skills and efforts of four different Navy helicopter squadrons. Along with the assistance and support from the rest of our U.S. Armed Forces, other countries and global organizations, these helo squadrons managed to become one of the major role players in reacting to the response, carrying out the mission, and saving lives and making a difference. Our naval helicopter community continues to train for the basics that make us the best in responding quickly when others are in need.

Rotor Review # 109 Spring ‘10

Features: Assisting Others HSL-51 Det FIVE Participates In Sumtran Relief Operations Photo courtesy of HSL-51 Public Affairs

Warlord 704 spinning on deck in Indonesia.

Article by LTJG Johnny Macus, USN

SL-51, D e t a c h m e n t FIVE, embarked on USS McCampbell (DDG 85), had the opportunity to contribute to relief efforts after a pair of earthquakes struck off the coast of Padang, Indonesia. On September 30th 2009, a 7.7 magnitude earthquake toppled buildings and caused mudslides which demolished homes and engulfed entire villages. Local emergency responders immediately took action, but suffered a serious setback on October 1st as an unrelated 6.6 magnitude earthquake shook the still reeling victims. After multiple 5.0 aftershocks, with over 1,000 people known to have died and over 3,000 more missing, U.S.

military assets led by RADM Landolt, Commander, Amphibious Forces SEVENTH Fleet, were brought to bear as rapidly as possible. USS McCampbell and HSL-51 Detachment FIVE suspended liberty in Hong Kong to start the eight day journey to West Sumatra. Along the way, they met with USS Denver (LPD 9) and their embarked 31st Marine Expeditionary Unit (31st MEU), with its Air Combat Element’s three CH-53E aircraft. En route, the Detachment FIVE technicians, led by AMCS Chatchai Kampitak, configured their two SH-60B aircraft to maximize usefulness for humanitarian assistance and disaster relief. With

alancing aid for those in need with the desire for a minimal foot print, the operation lasted a little more than ten days. All told,U.S. Marine Corps CH53E, and the U.S. Navy SH-60B helicopters flew more than 100 sorties, transferred 850 personnel, and delivered 200,000 lbs of food, water, and supplies. For HSL-51 Detachment FIVE, it was an incredible experience and personally rewarding for everyone.

Rotor Review # 109 Spring ‘10

several pieces of non-essential mission equipment removed from the aircraft, each Seahawk gained 1,000 pounds of internal lifting capacity. The local airfield’s tower sustained serious damage, rendering it unusable by air traffic control personnel. However, after the U.S. Air Force Special Operations Group established short range communication for traffic de-confliction, LT Ben Glaser, LT John Coombs, and AWR2 Thomas Gaeta arrived as the first U.S. helicopter crew to start aid operations. With Warlord 704 and 706 on station, Detachment FIVE immediately began an aerial survey and damage assessment. Embarking aid-workers from the United Nations, Italy, and Czechoslovakia, LT Dan Wiltfang flew one hundred miles north and south of the epicenter to provide data necessary to determine the hardest hit areas, in which landslides, collapsed houses, and severely damaged roads were common. The survey flights identified several landing zones for the HMM-265 aircrews to deliver massive amounts of food, water, temporary shelters, and man power needed to support the distribution of supplies and tend to the injured. After five days of survey missions, the HSL51 SH-60B joined in delivering supplies to isolated regions where landing areas Continue on page 20

Feature: Assisting Others - Building a Team in Humananitarian Relief

here are few certainties when dealing with the forces of nature. Catastrophe strikes without warning leaving wide spread devastation. Helicopters continue to demonstrate their value and vertical versatility in Humanitarian A s s i s t a n c e / Disaster Relief missions around the world.

Continued from page 19

were unsuitable for the CH-53. People in remote villages cut landing zones into the hill side at 1800 feet MSL to accommodate helicopter landings. With the entire village waiting at the landing zone, children used plastic bags and clear plastic bottles as make-shift eye protection to avoid debris from rotor wash during landings and take-offs. Each delivery was a celebration as the children jumped up and down or rode sapling trees in the downwash. Moving 1,100 pounds of supplies at a time, the two detachment aircraft rotated in and out of the area until the piles of rice and supplies at Padang airfield were gone. With the helicopters rushed from all sides by the massive crowds, aircrewmen AWR2

Mike Kreczkowski and AWR3 Bruce BurkeBartholomew distributed more than 11,000 pounds of food and cooking supplies to the villages they visited. Balancing aid for those in need with the desire for a minimal foot print, the operation lasted a little more than ten days. All told, U.S. Marine Corps CH-53E, and U.S. Navy SH-60B helicopters flew more than 100 sorties, transferred 850 personnel, and delivered 200,000 lbs of food, water, and supplies. For HSL-51 Detachment FIVE, it was an incredible experience and personally rewarding for everyone. There are few certainties when dealing with the forces of nature. Catastrophe strikes without warning leaving wide spread devastation. Helicopters continue to demonstrate their value and vertical versatility in Humanitarian A s s i s t a n c e / Disaster Relief missions around the world. From Thailand after the tsunami, to the homeland after Hurricane Katrina, and most recently in Haiti, U.S. Navy Helicopters are recognized for their value in providing the necessary support when called.

Water and food supplies being loaded in HMM-265â&#x20AC;&#x2122;s CH-53 to be delivered to the remote Indonesian villages. Photo courtesy Affairs

Rotor Review # 109 Spring â&#x20AC;&#x2DC;10

HMM-265â&#x20AC;&#x2122;s

Public

Feature: Assisting Others

Operation UNIFIED RESPONSE and HA/DR Article By LT Cris De Vera, USN

umanitarian assistance and disaster relief (HA/ DR) is one of the U.S. Navy’s continuing operations, and to carry out a HA/DR mission is to be a part of naval heritage. It is a chance to play an exclusive and essential role in the world as a willing and cooperative global power. The job of performing this function quickly became an actuality for HELANTISUBRON FIFTEEN (HS-15) as the USS Carl Vinson (CVN-70) was the first major U.S. military asset to arrive on station and provide assistance in Haiti after a 7.0 magnitude earthquake caused catastrophic damage to the country. HS-15, a squadron of Carrier Air Wing (CVW) 17 embarked on Carl Vinson, received orders from U.S. Southern Command to deliver assistance to the Caribbean nation. The role of U.S. military forces during this HA/ DR mission was to rapidly respond with supplies and support to help mitigate human suffering and prevent further loss of life of the roughly nine million Haitians. For Carl Vinson, which at the time was transiting along the eastern coast of the United States for their

“Southern Seas 2010” deployment, this meant increasing speed to arrive as quickly as possible. Carl Vinson proceeded at thirty knots for two full days in order to arrive on station. Carl Vinson played a crucial role during Operation Unified Response: Haiti as a major responder. HS-15 provided a great deal of that support utilizing its five embarked SH60F/HH-60H Seahawk helicopters. The Red Lions crew launched their first crews into Haiti immediately upon arriving within fifty miles of the

island. “Preparation was a critical element in the humanitarian response. In the two days of transit, charts were examined and dissected into grids and zones, communication frequencies and agencies were established, and squadrons were given roles organized with their different capabilities,” said LTJG John Gutierrez. One of the most important aspects of participating in a HA/DR mission is the opportunity to work alongside with other military squadrons, ships, and ground forces. Along with HS-15, VFA-81, and VAW-125, Carl Vinson welcomed HM-14, HM-15, HS-11, HSC-9, and Continue on page 22

An HH-60H assigned to HS-15 delivers water and food supplied to one of the damaged areas near Port-au-Prince. Photo taken by MSgt Jeremy Lock, USAF

Rotor Review # 109 Spring ‘10

Feature: Assisting Others - Having A Supporting Role Within the Response

Continued from page 21

HSC-26 onboard. Organizing the squadrons was essential due to their different capabilities. The MH-53E, capable of transporting fifty-five passengers or 32,000 pounds of cargo, was an essential component of the massive efforts to move both supplies and personnel into the country via Port-au-Prince International Airport. While the smaller SH-60F, HH-60H, and MH-60S helicopters are only capable of moving up to six, nine, and thirteen passengers respectively and 3000 lbs of cargo, they were able to place these loads into remote areas isolated by the destruction. From January 15th to February 1st, HS-15 flew 323.5 HA/DR hours; delivered 47,544 pounds of water, 31,050 pounds of food, and 28,505 pounds of cargo; transported 1,099 military personnel, 170 media passengers; and flew 135 medical evacuations. One of HS-15’s new junior officer pilots flew his first flight in the squadron as a HA/ DR mission off the Carl Vinson. “Flying off the carrier into Haiti and performing humanitarian relief was completely unexpected. We were on the boat for less than a week, and I was co-piloting a HA/DR mission,” said LTJG David Craig. “It was an extremely rewarding

arl Vinson played a crucial role during Operation Unified Response: Haiti as a major responder. HS-15 provided a great deal of that support utilizing its five embarked SH-60F/HH-60H Seahawk helicopters. The Red Lions crew launched their first crews into Haiti immediately upon arriving within fifty miles of the island.

experience that I can look back on as a junior officer in the squadron.” One of the great benefits of participating in a HA/DR mission is the immediate reactions of those receiving aid. Knowing that the squadron did something special to relieve the suffering of others and helped build solid international partnerships with people from other parts of the world is a feeling unique to HA/DR missions. HM3 Jonathan Sowell, HS-15’s SAR corpsman, was an integral asset to the squadron during the humanitarian missions. “I was involved with many medical evacuations and evaluated more than 40 patients affected by the earthquake. Helping others in their time

Rotor Review # 109 Spring ‘10

of need is one of the reasons why I joined the Navy. The hard work provided in Haiti was one of the most rewarding in my career,” said HM3 Sowell. Major war is not the only event that has the capacity to jeopardize prosperity and security; natural disasters also take part. This is why one of the key components of the Navy’s maritime strategy is offering humanitarian aid. It also understands the significance of international partnerships to achieve and preserve global maritime security, as well as the need to incorporate the diplomatic and military elements that make them possible. HS-15’s assistance in Haiti exemplifies this aspect of the integration and partnership.

Feature: Assisting Others

Operation UNIFIED RESPONSE Article by LTJG Michael McDonald, USN

n an instant, the daily routine of everyone working at the homeguard of Helicopter Mine Countermeasures Squadron Fifteen (HM-15) was put on hold and there was only one mission: relief. On January 12, 2010, a 7.0 magnitude earthquake struck Haiti and caused immense devastation to the entire country. Almost instantaneously HM-15 was standing by. Within seven hours of notification, the Blackhawks planned, organized, and mobilized to help those suffering and in need of aid.

The initial push sent two MH53E aircraft, loaded with pilots, aircrew, maintainers, extra tools, parts, and equipment. Joined by their sister squadron of Helicopter Mine Countermeasures Squadron Fourteen (HM-14), the aircraft flew to Jacksonville, FL, before linking up with the USS Carl Vinson (CVN 70). These crews traveled with the ship until they arrived off the coast of Haiti, where they immediately began

Rotor Review # 109 Spring â&#x20AC;&#x2DC;10

Continue on page 24

n an instant, the daily routine of everyone working at the homeguard of Helicopter Mine Countermeasures Squadron Fifteen (HM-15) was put on hold and there was only one mission: relief. On January 12, 2010, a 7.0 magnitude earthquake struck Haiti and caused immense devastation t o t h e e n t i r e c o u n t r y. Almost instantaneously HM-15 was standing by. Within seven hours of notification, the Blackhawks planned, organized, and mobilized to help those suffering and in need of aid.

Canadian soldiers work with U.S. Navy sailors and Haitian citizens to offload food and water from an MH-53E Sea Dragon helicopter assigned to the Blackhawks of Helicopter Mine Countermeasures Squadron (HM) 15 at the airport in Jacmel, Haiti. U.S. Navy photo by MC2 Chelsea Kennedy/

Feature: Assisting Mankind - Carrying out the Mission

The crew of an MH-53E Sea Dragon helicopter, assigned to the Blackhawks of Helicopter Mine Countermeasures Squadron (HM) 15 embarked aboard the aircraft carrier USS Carl Vinson (CVN 70), unload food packages and water in Jacmel, Haiti. Photo by MC2

Daniel Barker, USN

Continued from page 23

to work long days and fly numerous missions in relief support. Surviving off minimal personal and aircraft equipment, the whole detachment onboard rose to the challenge. Back home the squadron continually worked to make another aircraft ready for deployment the next day. Flying beside another MH-53E from HM-14, they departed for Haiti, island hopping for three days until reaching their final destination in

Continue on page 25

U.S. Army soldiers unload food and supplies from a MH53E Sea Dragon USS Carl Vinson (CVN 70) at the airport in Port-au-Prince, Haiti.. Photo by MC2 Candice B. Villarreal, USN

Join Us online

Online membership application • Current Events • Feature Articles online & comments section • much more. Experience It ! Go to www.navalhelicopterassn.org NHA is officially on Facebook , LinkedIn, and Twitter

Rotor Review # 109 Spring ‘10

Feature: Assisting Mankind - Carrying out the Mission Continued from page 24

Guantanamo Bay, Cuba. This third aircraft carried thirty additional maintainers and necessary parts to support operations. In addition, the Blackhawks loaded twelve more people, another shipment of tools, and a packup kit (PUK) onboard the USS Bataan (LHD 5) before she left port. The PUK became invaluable as it allowed the crews in Haiti and Guantanamo Bay to operate independently from any other detachment of aircraft or from homeguard in Norfolk. The PUK contained integral spare components, such as blades, main gear boxes, and other consumable and repairable parts, totaling approximately $26 million dollars. Sailors from USS Carl Vinson (CVN 70) medically evacuate an injured Haitian girl from Gonãves Island, Haiti for medical assistance onboard the ship. Photo courtesy of HM-15 Public Affairs.

Summary of Infant MEDEVAC 25JAN2010 Article by LTJG Wes Johnson, USN

t was day six on station in the coastal waters of Port Au Prince supporting Operation Unified Response: Haiti. As the crew of Bayraider 54, we briefed at 1030 for a 1230 Hot Seat. The brief consisted of a standard NATOPS brief and risk assessment with our ORM guide, and we took off at 1230 as scheduled. The day consisted of multiple passenger transfers, MEDEVACs, and cargo transfers. One of the MEDEVAC tasking led us to Landing Zone 26, Killick, for patient pickup and transport to the USNS Comfort (TAH-20). While we were on deck at LZ 26, the OIC of the zone asked our Crew Chief, AWS2 Vega, if we would help with another transfer. We had other missions to complete and were not authorized to take tasking from individual LZs. The aircraft commander, LCDR Raphael, said we would do our best to return. After several hours and completion of all the missions for other MEDEVACs or PAX

fter touching down in LZ 26, we learned that there were two critical life-or-death MEDEVACs on station who needed to be transported immediately. The LZ OIC informed us that both patients were children and would not make it through the night. The first patient was an infant that was hydrosphalic and fluid was causing his brain to swell. The second was also an infant who had multiple lacerations across his body.

Rotor Review # 109 Spring ‘10

transfers, we returned to the Comfort for anything that had popped up. Once our communications were up with the Comfort’s Tower, we learned that there were three aircraft in the pattern and one on the deck with a Red Deck status. Seeing how crowded the pattern was, we decided to go back to LZ 26 to see if the OIC had found someone else to help. After touching down in LZ 26, we learned that there were two critical life-or-death MEDEVACs on station who needed to be transported immediately. The LZ OIC informed us that both patients were children and would not make it through the night. The first patient was an infant that was hydrosphalic and fluid was causing his brain to swell. The second was also an infant who had multiple lacerations across his body. We assessed the Continue on page 26

Feature: Assisting Mankind - Saving Lives Continued from page 25

situation as a crew and utilized time critical ORM in order to do our best to help. AWS2 Vega consulted with the doctors on the ground and the OIC of the LZ to get the patients prepped for transport. During this time, the Comfort Tower informed us that Comfort and the surrounding support ships were unable to assist in the patients’ survival. As it was the end of the day, the support ships had taken their max capacity. The aircraft commander and crew chief coordinated with the LZ OIC to find out where the patients were to be taken. We were told that due to the Comfort, the USS Carl Vinson (CV 70), and USS Bataan (LHD 5) being unable to accept the patient, that the Israeli Field Hospital was to take the second child. LCDR Raphael and AWS2 Vega told the ground personnel to inform the hospital of the situation and that we would be inbound. As co-pilot, I checked back in with the Comfort Tower to confirm that we were authorized to transport the MEDEVACs. Our second crewman, AWS2 Welsh, prepped the cabin for the patients and their escorts. After the cabin was prepped, Petty Officer Welsh helped the first patient and his escorts into the aircraft while I plotted the coordinates for the Field Hospital. Before the second infant made it to the aircraft, the doctors told the LZ OIC that the second infant would not make it. We were to save the one we could. The crew stood by and watched the second infant get carried away by multiple doctors and nurses. I utilized a tactical takeoff and

bustered to the Field Hospital. Once on top of the coordinates that were given to us, we realized that this LZ had been used as a “tent city” for Haitians. We realized that we had a dying baby on board with his dad and escort and we did not have a place to land. After multiple RECCE passes and site evaluations, Petty OfficerVega spotted a van with a Red Cross on its roof. He also spotted armed guards making a perimeter in a small open area about the size of a car. I made another pass as LCDR Raphael and AWS2 Vega talked me ontop. LCDR Raphael gave the order and authorized POVega to hoist PO Welsh down to deliver the infant to the doctors on the ground. PO2 Vega got PO2 Welsh hooked up immediately as I brought the aircraft to a hover. Petty Officer Vega’s calls got the aircraft exactly where we had to be. The infant was placed in Petty Officer Welsh’s arms and Petty Officer Vega began to lower him down. We couldn’t get lower than 150 ft. due to buildings, power lines, and the tents. LCDR Raphael tried to engage the radar altimeter to hold our altitude and utilize the computer to hold the hover. However, our Automatic Flight Control System was degraded and would not hold 150 ft. due to a failed EGI. Petty Officer Vega lowered Petty Officer Welsh from a 150 ft. manual

Rotor Review # 109 Spring ‘10

hover between power lines and buildings and placed his second crewman on the spot. At this time, we realized that a crowd of Haitians was beginning to form around us. Recent activity had shown that the Haitian people had begun to swarm helos looking for food and water. AWS2 Vega ordered AWS2 Welsh that once he touched the ground Petty Officer Welsh was to deliver the infant and immediately hook back up to get out of there. Petty Officer Welsh held the infant all the way down until placing the baby into the arms of one of the guards. After the hand-off, I pulled power and climbed above the power lines. Once clear of the power lines, LCDR Raphael gave clearance calls around to the right away from a tower and we returned to LZ 26. Once back at the LZ, the father and escort exited the bird. They were going to take a car to the field hospital. When they were clear of the rotor arc, we all took a moment to assess what had happened. If it were not for the crew of Bayraider 54, another life would have been claimed by this horrific disaster. From the aircraft commander with over 2,000 hours to the second crewman with less than 300, the crew performed like veterans. If it were not for the exemplary use of CRM, Time Critical ORM, and procedural knowledge by our crew, this evolution could have not only ended in the death of another Haitian child but the deaths of our entire crew.

Feature: Assisting Mankind - Reflections from a Helo Pilot

Breath of Life Article by LT Derek Escalante, USN

eflecting back on my four years as a Naval Aviator, I can recall only a few flights that are truly memorable, and even fewer that have impacted me on a personal level. Ironically, a natural disaster of catastrophic proportions will likely be the pinnacle of my flying career. Our tireless efforts to do our part in the massive Haiti HADR (Humanitarian Assistance/Disaster Relief) effort is a story of life. Most of the missions are starting to blur together, but among the numerous MEDEVAC and HADR missions I participated in response to the magnitude 7.0 earthquake, the events of January 20th, 2010 will forever be ingrained in my memory. It was a Wednesday morning, and our schedule was a 0530 brief for a 0730 launch, ending with a recovery at sunset. The crew consisted of LT Rawji, AWS1 Cozart, AWS2 Lungu, HMC Bonnett, and myself. We briefed NATOPS as a crew, and thoroughly covered ORM to address the heavy air traffic environment and length of our day. The crew started the day very animated with lively spirits, eager to be a part of helping the people of Haiti. Personally, I was very excited to conduct my first MEDEVAC, but was somewhat disappointed when we were directed to conduct a routine transport

sunset, and our crew was tired, hungry, of two very stable patients from USS and ready to call it a day. As everyone else Carl Vinson (CV70) to USNS Comfort recovered and shut down, the tower called (T-AH-20). Not exactly the exciting over the radios to ask if we could support MEDEVAC we were expecting, but we a return to Port-au-Prince to transport five were still glad to help. people from LZ Killick, the USCG field Most of the day was routine medical facility, back to USS Carl Vinson. for our crew as we air-lifted food and Just as we were about to respond “negative” water to the ravaged country. Our day and head back for recovery, I voiced over the continued with a RECCE mission to ICS that we might as well do this last run identify possible Marine amphibious Continue on page 28 landing points that would be used to establish an additional land base. It was a long transit for a few snapshots, and upon our return we were directed to enter the “D” to assume plane guard duties for the incoming CODs. It was now approaching Haitian infant being resusitated back to life after a MEDEVAC.

Rotor Review # 109 Spring ‘10

Feature: Assisting Mankind - Reflections from a Helo Pilot Continued from page 27

since we had the fuel and the capability. rushed the baby inside the Comfort for zone to initiate a high hover. AWS1 Cozart We departed the “D” for LZ Killick, incubation, and disappeared behind the and AWS2 Lungu simultaneously reported and as we established communications with white flight deck doors and out of ICS a nearly invisible high fence that obstructed the LZ we were informed our passengers were range. our approach path, and continued to call the ready and waiting. Once we were on deck at As we all tried to catch our aircraft safely into landing. Once on deck, Killick, our aircrew jumped out and started breath, Doc’s voice finally came over ICS several Marines and church missionaries took briefing the passengers as they filed into their to say, “She’s alive, and OK” Thanks to Doc and AWS1 Cozart to the injured Haitians. seats. While the passengers buckled in, Doc excellent CRM, an exceptionally trained Both patients were ambulatory, but critical. was pulled aside to assist a patient at the field crew, and the medical personnel onboard One patient was pregnant with possible blunt hospital. Doc jumped out and disappeared USNS Comfort, that baby girl now has a trauma to the unborn child from fallen cinder around the corner of the heavily damaged second chance at life. blocks, and the other had a severe leg infection building to gather more information, while It took a few minutes for the with a high probability of amputation. After both crewmen continued setting up the crew to calm down after the excitement. safely and expeditiously loading the patients cabin. Suddenly, Doc urgently stated over It was now after dark, and we proceeded into the cabin, we departed the CAL for the the AWICS (Aircrew Wireless ICS) that the back to the carrier, which was 25 NM COMFORT one last time. patient was a premature baby that had just west of Port Au Prince, on NVGs. As with so many of our other been delivered in the rubble of the building During our transit we were told to RTB MEDEVACS, we are not sure what the as we touched down. Doc arrived on scene for another MEDEVAC. We returned outcome was for these two patients. We did, as the umbilical cord was being cut, and for fuel, and LT Rawji and AWS2 Lungu however, get word that that the baby girl was told us that the child would die if we didn’t reported to the CVIC for briefing. We reunited with her mother two days later. Even get her to USNS Comfort immediately. were tasked to go to an unknown and though she will likely grow up and never Instantly, LT Rawji directed the crewmen to unconfirmed LZ to pick up two critically know this story, it was moving to know we prep the cabin, while I simultaneously hailed injured Haitians. Fifteen hours after played a major role in her life to come. Comfort’s tower to request emergency flight our initial morning brief, yet still on an This experience illustrated a few quarters and to have pediatrics standing by adrenaline rush, we re-launched and flew of the major reasons I joined the Navy. It is on the flight deck. Working with speed and back into Haiti after reevaluating ORM. something that I can never forget; however, I precision, our aircrewmen disembarked to We located the LZ and took our time realize that it is only one story from one day. remove the original passengers, broke down conducting thorough SWEEP checks. There are countless success stories across the cabin seats, and prepared the onboard O2 CRM was paramount as the crew built the multitude of organizations that provided and infant mask. Doc quickly returned with a picture of the LZ and its obstructions, critical support and aid to the victims of this the on-scene nurses. The baby, still covered despite severe NVG degradation disaster. It was truly a team effort in Haiti, in amniotic fluid, was wrapped in a blanket caused by high intensity white lights and I am very proud and honored to have been to protect it from the rotor wash. A sudden, in close proximity. With exceptional a part of it. uncontrollable wave of emotion hit me the coordination from the whole crew, I instant the child appeared. Doc reemphasized executed an approach into the CAL the urgency of the situation, and as adrenaline kicked in I forced ost of the day was routine for our crew as we air-lifted food myself to regain composure. As and water to the ravaged country. Our day continued with we took off, Doc called out that a RECCE mission to identify possible Marine amphibious the baby was turning blue and had fallen silent. landing points that would be used to establish an additional land Now airborne, we base. It was a long transit for a few snapshots, and upon our return bustered to Comfort, which was we were directed to enter the “D” to assume plane guard duties anchored just two miles away. In an attempt to fight for the child’s for the incoming CODs. It was now approaching sunset, and our life, I heard Doc call for O2 from crew was tired, hungry, and ready to call it a day. As everyone AWS2 Lungu as he began CPR, else recovered and shut down, the tower called over the radios and the subsequent loud rush of air escaping from the purging bottles. to ask if we could support a return to Port-au-Prince to transport With the O2 flowing, Doc expertly five people from LZ Killick, the USCG field medical facility, back performed chest compressions as to USS Carl Vinson. Just as we were about to respond “negative” we raced towards the hospital ship. and head back for recovery, I voiced over the ICS that we might When we landed on deck, chocks were rushed into the arc almost as well do this last run since we had the fuel and the capability. before I called for them. Doc

Rotor Review # 109 Spring ‘10

Feature

“Free

Falling With The Desert Hawks”

Article and Photos by LTJG Joshua “Monkey” Miller, USN

he unusual quickly becomes the usual while flying with the World Famous Desert Hawks out of Bahrain International Airport. While in the Fifth Fleet, I’ve flown mixed formation with MH-53s, combat logistics into Iraq with famous photographers, carried celebrities, been a mailman, moved more U.S. and coalition VIPs than I can count, and operated with just about every country and ship in the Arabian Gulf. The Desert Hawks do whatever is needed on a daily basis and we do it well. As each new Desert Hawk settles in, s/he recognizes that complacency is not an option; we are always ready to fly any mission we are called upon to perform. Approaching my fifth month in Bahrain, my crew was tasked to fly one such mission that we had not performed in quite a while in that AOR. SEALs operating out of Naval Support Activity (NSA) Bahrain were looking to practice freefall parachute operations and needed a lift. After convincing the COC we were qualified for the mission and presenting more ORM slides than anyone cares to remember, we were given the go ahead for the jumps. I was excited to fly this mission and only slightly hesitant after finding out that three of the four people on the crew had never actually jumped anyone. I had fast roped SOF to buildings; how

SEALs free falling

The Desert Hawks International Airport

Bahrain

different could it be? Retightening the straps on the proverbial pack (that was sagging a little too far with six weeks left to go on DET), we hacked into the planning and coordination for the flight. The SEALs provided us with CONOPS the day prior to the jumps which were scheduled to take place just north of Isa Master Jet Base on the south side of the island. We would rendezvous with the jumpers at the DZ at 1245 and provide as many lifts up to 10,000 feet AGL as time would allow before our airspace clearance expired at 1545. After a quick review of the procedures, I felt confident in the upcoming operation. The next day we arrived at the DET spaces a few hours early for preflight planning where we received an email notifying us of an airport closure scheduled at our return time for a Royal movement. The 3.0 hour flight was already stretching the Knighthawk’s stubby legs and we wouldn’t have the fuel to loiter while the King launched and ATC recovered the scores of Gulf Air jets that would inevitably be stacked up in holding. I half expected something like this to happen given my uncanny ability to be assigned to great missions that had been cancelled or reassigned. Evaluating our options, we decided our only chance to pull off this flight was to try and push to the right. As my HAC contacted our NSW POC in charge of the jumps, I embarked on the linguistic adventure of attempting to explain our situation to the Bahraini Defense Force and request

Rotor Review # 109 Spring ‘10

to extend the airspace clearance. Despite a heavily fortified language barrier, we eventually communicated and our clearance was extended…or else they just wanted to get me off the phone. Which ever it was, the mission was on. The crew of Desert Hawk 77 manned up and headed to the bird for start up. Getting ready to pull chocks and taxi out I heard from my crew chief, “Hold up, sir. We have a fuel leak.” Of course we do. The black cloud of flight cancellation was rolling in again, figuratively and literally. Not only had our first bird sprung a leak in the internal auxiliary tank, but in the time it took the switch to the backup bird, 71, the wind had picked up dust and the visibility

e w o u l d rendezvous with the jumpers at the DZ at 1245 and provide as many lifts up to 10,000 feet AGL as time would allow before our airspace clearance expired at 1545. After a quick review of the procedures, I felt confident in the upcoming operation.

was dropping. The frustration of another cancelled mission was palatable. Refusing to give in to the encroaching disappointment, I suggested that we go down south to see if the weather might be better there. With reports of increased visibility around Isa, we departed OBBI special VFR giving this flight one last good ole college try. Something had to go our way and finally something did. As we neared Isa Airfield, two birds and one hour after our scheduled time, the weather increased to “CAVOK” (Bahraini CAVU) and we could tell as we made our approach to the DZ that our luck had changed. The first load of jumpers came to meet us as we put the Sierra down on the pad, excited as we were that Continue on page 30

Feature: “Free Falling with the Desert Hawks” Continued from page 29

everything finally came together. With our cargo loaded and anxious for the one way trip skyward, I pushed it over for a “9 and 90” to clear any brown-out and headed for 10k. Initially getting a steady 2,000 fpm climb out of the bird, the performance dropped off with every angel we tacked on. Approaching our jump altitude, with slushy controls and straining engines due to the thin, hot air, my crew gave the requisite calls. “Three minutes…One minute…30 seconds.” My crew threw open both of the Knighthawk’s doors and all eyes in the back went to the jump master. The jumpers stampeded for the two open doors at his signal and poured out both sides of the aircraft like human streamers behind a kite. Controllability instantly improved as the bird shed 1,600 pounds of troops and gear. “Eight jumpers away,” we reported to DZ Safety as I checked our clearance from the payload, rolled the bird to 45 degrees and nosed over to follow the jumpers to the deck. We watched the jumpers spiral down toward the pad and then watched as the eight specs expertly formed up in a free-fall then separated, eventually

opening their chutes several thousand feet below us. “Eight good chutes,” Safety reported. With their boots on the ground, the jumpers began repacking and getting ready to load for the next lift. Desert Hawk 71 hit the pad a minute later greeted by SEALs ready for another ride and grinning bigger than kids at a Twinkie buffet. In total we made five lifts that

e watched the jumpers spiral down toward the pad and then watched as the eight specs expertly formed up in a freefall then separated, eventually opening their chutes several thousand feet below us. “Eight good chutes,” Safety reported.

SEALs landed safely after free fall day getting 29 jumps for our friends from NSW Group II, building a relationship between our units for further operations. The DET 1 resilience was shown again by our ability to get the job done despite obstacles that might stop others. While PMC might be the standard for us, we don’t shy away from the unusual or back down from the opportunity to utilize our airframe in every mission for which it was intended. No amount of planning can possibly cover every contingency for operations in the type of dynamic environments that naval aviators operate in today. The Desert Hawks have proven themselves to be masters of adaptability and, for as long as I have known them, maintained an outstanding 100 percent mission completion rate. So next time you find yourself wandering the desert, swing by Hawk Air. It only cost a little more to go first class. Read more of the featured articles on page 52

Article by Capt Vincent C. Secades, USN (Ret)

ur concerns sink into insignificance when compared with the eternal value of human personality – a potential child of God, which is destined to triumph over lie, pain, and death. No one can take this sublime meaning of life away from us, and this is the one thing that matters. - Igor Sikorsky

Igor Sikorsky stands by his second helicopter, Kiev, Russia, 1910.

gor Sikorsky was certainly one of the greatest aviation geniuses of the twentieth century. As is often the case with great men, he had to confront many failures and frustrations throughout his life, including losing his country and his fortune to the Bolshevik revolution. But, as the epigraph quoted above indicates, it was his steadfast religious faith and his strong belief in the importance of the individual that helped him overcome the many reverses and

Rotor Review # 109 Spring ‘10

historical

Rotorcraft Pioneers - Igor Sikorsky

misfortunes that plagued him throughout his life and allowed him to reemerge again and again victorious in his endeavors. Igor Ivanovich Sikorsky was born in Kiev, Russian Empire (today, Ukraine) on 25 May 1889. He was the youngest of five children born to Ivan Alexeevich Sikorsky and his wife, Mariya Stefanovna Sikorsaya. Of Polish descent, Ivan Alexeevich was one of Russia’s foremost medical psychologists. Continue on page 31

Continued from page 30

A non-practicing physician, Mariya Stefanovna stayed at home and home-schooled her children. She inculcated in young Igor a great love for reading, especially the works of Leonardo da Vinci and the science-fiction stories of Jules Verne. In 1900, Igor and his father visited Germany. During this trip he became interested in natural sciences. Upon returning home, at age eleven, he began to experiment with flying toys. He became a source of family anxieties with his penchant for scientific experimentation. The maid refused to clean his room for fear of being poisoned by the chemical concoctions he cooked there. He frequently annoyed his teenaged sisters by sneaking into their rooms to snatch the whalebones stays from their corsets. He used the springy stays to make bowspring motors for his model helicopters. In 1903, at age fourteen, he entered the Russian Naval Academy at Saint Petersburg. Three years later he decided that his future was in engineering. Despite his satisfactory standing, he resigned from the Academy and went to study in Paris, France. He returned to Russia in 1907 and enrolled in the Mechanical College of the Kiev Polytechnic Institute. At the end of the academic year, in the summer of 1908 he accompanied his father on another trip to Germany. There he learned about the Wright Brothers’ airplane, and Count Ferdinand von Zeppelin’s dirigible. About this event, he later said, “Within twenty-four hours I decided to change my life’s work. I would study aviation.” Early in 1909, financed by his father and his older sister Olga, Sikorsky returned to Paris, then Europe’s foremost aviation mecca. He studied at the world-renowned Ecole des Techniques Aéronautiques et de Construction

Feature: Rotorcraft Pioneers - Igor Sikorsky Automobile (ETACA). There he met Louis Blériot, the monoplane designer and pilot who would make history by flying across the English Channel in July 1909. Sikorsky befriended Captain Ferber, the dean of French aviators, who soon became Sikorsky’s mentor. Later Sikorsky would recall Ferber’s advise again and again, kindly but firmly “not to waste time on helicopters, but to stick to the fixed-wing aircraft.” Sikorsky’s love, however, was the helicopter. He bought a 25-hp Anzani motorcycle engine and, upon returning to Kiev that summer, he built his first helicopter. Number 1, as he called it, used the 25-hp motorcycle engine mounted on a skeletal wooden frame. Two hollow shafts, one inside the other, geared to turn in opposite directions, drove a pair of two-bladed propellers, one above the other. The shaft supporting bearings were stayed by piano guy wire. The craft lacked any control system. Sikorsky intended to add vane controls later, if the contraption flew at all. In July, he began to test No.1. The machine vibrated so badly that it almost disintegrated. He had to rebalance the rotors and stiffen the inner shaft with a four-foot piece of hardwood. The vibrations diminished and he was able to accelerate the engine to full power. The machine began to tilt over, and he had to reduce power and hold the frame down. After two months of adjusting and testing, he got No.1 to behave obediently, but the machine would not leave the ground. Sikorsky gave up on

No.1 as a flying machine and began to use it as a test stand. He attached it to a weight scale and measured the lift it produced. He found it to be 357 pounds, about 100 pounds less than the empty weight of the machine. He used the Anzani engine to build a wedgeshaped sleigh driven by a propeller mounted at the rear. He ran it through the snowcovered city streets, hoping to gain new insights into the problems of aerodynamics. He began to draw sketches of a new design and constructed small models. In February 1910, he was ready to start building his second helicopter. No.2 was ready in a few weeks. Like No.1, it had two counterrotating rotors. But each rotor consisted of three lightweight strut-and-canvas airfoils instead of the two crude wooden propellers used in No.1. During testing, the 25-hp engine at full throttle provided just enough power for the unmanned machine to achieve a miniscule hop. It skittered about and settled back on the ground. Sikorsky came to the realization that, after spending two years and a considerable amount of his family’s money, he still new too little about helicopters to be able to build and fly one. He had confronted three of the basic obstacles to rotary-winged flight: inadequate power source, destructive vibrations, and the need for lighter and stronger materials. The problems of stability and controllability were still shrouded in complete ignorance. Sikorsky still believed that eventually a practical helicopter could be built. But he accepted the fact that he could not do it in 1910. He began to build an airplane and used the 25-hp engine to power it. Within months he was testing his first design. His first four designs were copies of other European airplanes. His second design, the S-2, flew successfully. His fifth airplane, the two-seat S-5, won him national recognition. He obtained his pilot license, Fédération Aéronautique Internationale license number 64, in 1911. His next design, the S-6 could carry three passengers and was the winner of the Russian Army Moscow Aviation Exhibition in February 1912. Early in 1912, these successes earned him the position of Chief Engineer, Aircraft Division, Russian Baltic Railroad Car Works. The year before, while flying the S-5, Sikorsky had experienced an engine failure, caused Continue on on page page 32 32 Continue

Feature: Rotorcraft Pioneers - Igor Sikorsky Continued from page 31

received help from a few European countries. A fervent anticommunist, Sikorsky briefly worked as an engineer with the French forces in Russia. He soon left the country and, after a brief spell in Paris, emigrated to the United States, arriving in New York on 30 March 1919. He had divorced Olga, who had stayed in Russia with their daughter, Tania.

and reliable transport.

In 1923, Sikorsky’s sisters emigrated by a mosquito-clogged carburetor. A crash to the United States, bringing his daughter, landing ensued. This incident planted a seed Tania, with them. In 1924, Sikorsky married in his mind. An airplane with more than Elisabeth Semion in New York. Igor and one engine would be safer. Now, with the Elisabeth would have four sons: Sergei, resources provided by his new position, he set Nikolai, Igor Jr., and George. to build the world’s first four-engine airplane, Over the next few years, Sikorsky the 9,000-pound S-21 Russky Vityaz, also continued to produce planes of various types called Le Grand. A biplane with a wingspan with little commercial success. In 1928, he of 92 feet, the S-21 was powered by four 100 He first worked for the Army became a naturalized citizen of the United hp Argus water-cooled engines. It featured an enclosed cabin with upholstered chairs and a in a trimotor bomber project. When the States. That same year, he introduced his S-38 lavatory, and an open balcony in front of the project was abandoned, the colonel in amphibian. The plane received wide acclaim fuselage where passengers could take a stroll charge told Sikorsky that aviation was a and the orders began to pour in. Lindbergh had crossed the Atlantic the year before. in the open air. The pilot sat in an Sikorsky’s ambition to build a large enclosed cockpit in front of the passenger-carrying amphibian to connect cabin and behind the open balcony. the two continents now became feasible. This was a radical departure from He sold 144 eight-passenger S-38s. The the open cockpit design of aircraft following year he introduced the bigger of that era. The S-21 first flew on S-40, a 40-passenger flying boat, bought 13 May 1913, with Sikorsky at the by Pan American Airways. That same controls. In addition to the pilot, year, 1929, he renamed his company the it carried two crewmembers, an Sikorsky Aviation Corporation and moved observer in the front balcony in to the plant at Stratford, Connecticut. Soon charge of signaling the ground thereafter, it merged with United Aircraft crew to release the aircraft when and Transport Corporation and became its the pilot was ready to roll, and a third man inside the cabin whose The S-22 Ilya Murometz, the world’s first four-engine bomber. Vought-Sikorsky Division. Sikorsky was now free to again job was to move forward or aft if the Between 1915 and 1918 it performed 400 bombing raids over Germany and pursue his childhood dream of achieving machine proved tail-heavy or nosevertical flight. He turned his attention to heavy. In a later demonstration, Sikorsky flew the Le Grand before the eyes of “dying industry,” the countryside littered the helicopter problem. He studied the work of his amazed and admiring Czar, Nicholas II. He by surplus airplanes and unemployed Juan de la Cierva and every published report of became the first and only four-engine qualified fliers. A jobless Sikorsky lived in New rotary-winged attempts. He began to put his pilot in the world. He would remain so until York for a year, subsisting on a diet of design ideas into detailed sketches. In 1930, he began to train other pilots about a year later. bread, beans, and coffee. He got a job he wrote a memo to the United Aircraft board His success with the S-21 led him to design an teaching mathematics at a night school advocating the development of a helicopter. even bigger four-engine plane, the S-22 Ilya to Russian immigrants, and lecturing on However, by then the financial tide had reversed. The stock market had collapsed in Murometz – named after a legendary Russian aviation developments. In the spring of 1923, with October 1929. The Great Depression made hero. Powered by four 150 hp Sunbeam 8-cylinder in-line engines, the S-22 could the financial help of a small group of financial backing for questionable projects carry a payload of near 1,500 pounds. It could supporters, he established the Sikorsky impossible to secure. The airplane business kept Sikorsky reach 10,000 feet and stay aloft for five hours Aero Engineering Corporation on a at speeds up to 75 mph. More than 70 S-22s Long Island chicken farm owned by busy. In 1931 the S-40, christened the were built and used as bombers during WWI. a fellow Russian émigré. His main American Clipper, made its maiden flight. Operating from bases in Poland, the S-22 financial supporters included composer With Lindbergh at the controls, it flew from squadron conducted more than 400 bombing Sergei Rachmaninoff, who introduced Miami to the Panama Canal, with stops in Cuba raids over targets in Germany and Lithuania. himself by writing a check for $5,000, a and Jamaica. The S-41, with a 1,500-mile During the Great War Igor Sikorsky became large sum in those days. His first design range, and the S-42, with a 3,000-mile range, was the S-29A, an all-metal twin-engine, followed. Sikorsky’s famous flying clippers Russian’s foremost aircraft designer. Igor Sikorsky had married Olga 14-passenger transport. The “A” stood pioneered commercial air transportation across Fyodorovna Simkovitch and they had a for American, Sikorsky’s way to pay both the Atlantic and the Pacific Oceans. The daughter, Tania, in 1918. After the Bolsheviks tribute to his newly adopted country. last of his flying boats, the S-44, held the Blue came to power in the October 1917 revolution, After an uncertain beginning – the Ribbon for the fastest trans-Atlantic passage the country was gripped in a civil war. The aircraft crashed during its first landing – for years. Continue on page 33 White Russians, fighting the Bolsheviks, the S-29A enjoyed a long life as a sturdy

Rotor Review # 109 Spring ‘10

Feature: Rotorcraft Pioneers - Igor Sikorsky Continued from page 32

Sikorsky continued in his own time to work on his helicopter ideas. In mid-1931 he applied for a patent on a helicopter with a single main rotor and a small tail rotor. This design used “ailerons” attached to the main rotor blades to control pitch, a design first used by Corradino D’Ascanio in Italy in 1930. As it was, Sikorsky never implemented that idea, but Charles Kaman would use it later in all his helicopter designs. Sikorsky’s patent was approved in 1935. The Great Depression and competition from other airplane manufactures was making Sikorsky’s flying boat business unprofitable. In 1938, United Aircraft decided to shut it down. However, a vice-chairman offered Sikorsky the opportunity to work on any personal project, as long as it was inexpensive. He had his answer already in his pocket. He wanted to build a research helicopter. And he wanted to retain his crack engineering team to assist him. He received United’s approval and immediately began to work. He had traveled to Germany to study Focke’s Fa-61 two side-by-side main rotors design. In March 1939, he traveled to France to observe a demonstration of Breguet’s Gyroplane No.2, a two counterrotating concentric rotors design. However, his instincts told him that his already patented single main rotor/tail rotor design was the way to go. On 14 September 1939, two weeks after the outbreak of war in Europe, Sikorsky’s first design, the VS-300, was ready to begin testing. It had a tubular fuselage with an open seat for the pilot in front of the 65-hp Lycoming engine. It used pulleys and belts to transmit power to the main gearbox, which used heavyduty truck transmission gears. It sported a threebladed main rotor, 28-foot in diameter, and a single-bladed counterbalanced antitorque rotor three feet long, mounted on a small outrigger at the end of the single thing metal tube tail pylon. The craft weighted 1,092 pounds. The machine was purposely designed to be easily modified, its purpose being a simple concept demonstration test bed and research vehicle. The machine was tethered to heavy weights on the ground. As Sikorsky opened the throttle, the machine began to sway back and forth and vibrate to a blur. This was Igor Sikorsky’s first attempt to pilot a helicopter ever. He insisted on being the test pilot. He argued, “I must take the blame for an occasional flight trouble, if I am to accept any of the credit for the helicopter’s success later.” He pulled up on

the collective pitch control lever and the craft lifted off the ground a few inches. He immediately lowered the collective and settled the VS-300 back down. That same day he rose from the ground several more times, logging about ten seconds of precarious, vibration-racked flight time. During the months that followed, Sikorsky and his team continued to make design changes and adjustments to better balance the dynamic components and reduce the vibrations. It was a trial-and-error process, fraught with numerous very frustrating failures. Many design requirements had to be discovered during this process, the 90 degree gyroscopic precession of the articulated rotor’s response to cyclic pitch changes being one of those. About this time, Sikorsky later would say, “The only thing we knew was that we had very little reliable information about helicopters, and no flight experience whatsoever.” The mechanics that had to implement the myriad of modifications, sometimes working through the night, called the machine “Igor’s nightmare.” By November 1931, Sikorsky was keeping the craft in the air up to two minutes at a time. Controllability as well as his pilot skills were improving steadily. The aircraft was now anchored during these flights with a chain and heavy ball that allowed it to rise several feet. In December, during a test flight, a gust of wind tilted the craft sideways. The rotor blades contacted the ground and were damaged. After this accident, Sikorsky decided that the craft needed extensive modifications. The single box beam tail structure was replaced with a tubular truss tail pylon. To augment the control system he added two horizontal small rotors mounted on outriggers on each side of the tail pylon. The vertical tail rotor would continue to serve its anti-torque function. The two horizontal rotors, working in unison, would control aircraft pitch; working differentially, they would control roll. Thus, the need for cyclic pitch control of the main rotor blades was eliminated. Early the following year, tests of the redesigned VS-300 began. The helicopter was clearly more

Rotor Review # 109 Spring ‘10

stable in its new configuration. On 13 May 1940, Sikorsky lifted the VS-300 without tethering of any kind, its first truly free flight. A week later he flew a demonstration for a selected group of dignitaries. He hovered, rotated over a spot, and flew sideways and backwards. Everybody was impressed and nobody noticed that the craft had not flown forward. While Sikorsky was developing his VS-300 design, W. Laurence LePage and Havilland H. Platt, two rotorcraft developers, teamed up and opened a plant outside Philadelphia. They were impressed by Henrich Focke’s twin-rotored Fa-61 and began to build a similar machine. Stepping back a bit, the seminal event that would eventually foster a successful American helicopter industry had actually occurred in 1938, when the Dorsey bill was passed by the House of Representatives and became Public Law 787. This act authorized the expenditure of two million dollars for research and development of rotary-wing aircraft. In 1939, Public Law 61 appropriated $300,000 for the specific purpose of developing the helicopter. The Army Materiel Division, based at Wright Field, Dayton, Ohio, was designated the procuring agency. Then Army Lieutenant H. Franklin Gregory became the project officer, assisted by Lieutenant Victor R. Haugen, both experienced autogiro pilots. Late in 1939, the Army issued a request for proposals for the design and building of a rotary-wing aircraft prototype to be used to evaluate its military potential. Seven companies submitted responses. Five proposals were improved autogiros. Platt-LePage proposed its two side-by-side rotors helicopter, already under construction using corporate funds. Sikorsky proposed a larger version of the single rotor VS-300. Platt-LePage won the competition and received a $300,000 contract to build the XR-1. Undeterred, Sikorsky continued his work on the VS-300. In July 1940, the original 65-hp engine was replaced with a 90-hp Franklin engine. The craft was making flights of up to 15 minutes. Marketing movies of the machine maneuvering in airtaxing fashion were made. While reviewing these movies, the United Aircraft executive that had negotiated with Sikorsky the demise of his flying boat business noticed that the VS-300 flew in every direction but straight Continue on page 34

Historical: Helicopter Development. The Beginninings Continued from page 33

forward. He questioned Sikorsky about this shortcoming. Sikorsky replied, “That is one of the minor engineering problems that we haven’t yet solved.” In fact, there was nothing minor about the problem. Each time the VS300 reached 20 to 25 mph in forward flight, it vibrated violently, became unstable and nearly uncontrollable. The first assumption was that main rotor downwash flowing through the horizontal tail rotors caused the problem. During the summer of 1940, the lateral outriggers were extended upward to raise the horizontal tail rotors above the main rotor. This improved the forward light characteristics only marginally. Although theArmy Materiel Division had awarded Platt-LePage the contract for the XR-1, it was still interested in Sikorsky’s design. In July 1940, the recently promoted Captain Frank Gregory visited the Sikorsky plant at Stratford to test-fly the VS-300. After listening to Sikorsky’s few instructions, Gregory lifted very slowly. After gaining confidence in a hover, he began to fly forward. The VS-300 began to move erratically and to climb seemingly unstoppably. After some very anxious moments, Gregory managed to settle the machine back on the ground in one piece. About this experience he wrote, “More that anything else, VS-300 reminded me of a bucking bronco. She was ornery. When I wanted her to go down she went up. When I tried to back her up she persisted on going forward. About the only thing she was agreeable to was getting down again, and that probably was because she wanted to get fed and pampered by the mechanics and her maker.” After receiving more pointers from Sikorsky, eventually Gregory became proficient at controlling the VS-300. In his report to the Army, he recommended that Sikorsky’s project be sponsored in parallel to the Platt-LePage machine. In January 1941, the Army agreed to a partial support of $50,000 to help Sikorsky design and build an experimental helicopter for military use. The XR-4, as it was designated (the XR-2 and XR-3 were autogiro designs), would be twice as big and powerful as the VS-300. Sikorsky met with the United Aircraft Board of Directors to try to convince then to accept the Army’s money and finance the remaining project cost, another $150,000, with corporate funds. The board agreed. Later the vicechairman would confess that the board didn’t

believe that the helicopter had a future, but Sikorsky’s enthusiasm and their respect for his judgment moved them to sanction the project. Seeking better marketing publicity for the VS-300, Sikorsky decided that it was ready to establish an American helicopter flight endurance record. On 15 April 1941, Sikorsky maintained a steady hover for one hour, five minutes, and fourteen and a half seconds. The international helicopter endurance record, one hour, twenty minutes, had been held by Focke’s Fa-61 since 1937. After the outbreak of WWII the Germans had kept their helicopter performance information secret. Equipped with a bigger fuel tank, on 6 May 1941 Sikorsky repeated the April feat, this time staying aloft for one hour, thirty-two minutes, and twenty-six seconds. In spite of these successes, Sikorsky new that his design still fell short of a practical machine. The forward flight problem was still unsolved. In August 1941, the VS-300 configuration was changed again. The horizontal tail rotor outriggers were removed and a single horizontal tail rotor was installed on a tall pylon just ahead of the vertical tail rotor. This change increased the stable forward speed to 70 mph. Sikorsky believed that further improvement was possible. In October 1941, the horizontal tail rotor was modified to a three-bladed configuration. “Ground rocking” problems began to crop up. The VS-300 was encountering a new problem, ground resonance. By the end of November the cyclic pitch control of the main rotor blades had been restored. Sikorsky, on his own, had arrived at Anton Flettner’s conclusion in Germany in the mid-1930s; cyclic pitch control was the answer to the roll and pitch helicopter controllability. With this change incorporated, the horizontal tail rotor was removed. On 8 December 1941, the day after the attack to Pearl Harbor, the VS-300 made its first flight in its final configuration. The results were partially satisfactory. The craft still exhibited the tendency to gobble in the air and to enter ground resonance. By the end of the

Rotor Review # 109 Spring ‘10

year Sikorsky achieved another breakthrough in rotor head design. Up to then, hydraulic dampers were mounted vertically to dampen the flapping movement of the blades, while the lead-lag movement was dampened by rubber friction dampers. He repositioned the hydraulic dampers to a horizontal position to dampen the lead-lag movement. The new rotor head design first flew on 31 December 1941. It produced a drastic improvement in flight characteristics. Since receiving the Army contract in January 1941, Sikorsky had been hastily designing his response to the XR-4 proposal. As he made and tested VS-300 modifications, he was incorporating the results into the XR-4 prototype. Finally, as the VS-300 design reached its maturity, Sikorsky was now ready to finalize the XR-4 design. The prototype made its first flight on 14 January 1942. With test pilot Charles Lester Morris at the controls, the craft hovered for three minutes and then landed for some adjustments. By the end of the day, Morris had completed five test hops for a total of 25 minutes of flight time. On 20 April 1942, the XR-4 flew a demonstration for the Army and representatives of the U.S. Navy, Coast Guard, and the Royal Navy. It climbed to 5,000 feet carrying a passenger, and demonstrated its performance attributes, including rappelling. While the helicopter hovered at about 20 feet, a rope ladder attached to the fuselage next to the cabin was deployed. Non other than Sikorsky himself climbed down to the ground. Then Ralph Alex, the project engineer, climbed up to the cabin. By May 1942, the prototype was ready for delivery to the Army for evaluation at Wright Field. On 14 May, with Sikorsky in the passenger seat helping to navigate, Les Morris departed Stratford to ferry the XR-4 the 561 miles across the countryside. During the next three days he made 15 refueling stops before reaching his destination in a little over sixteen flight hours. During one of the refueling stops, Morris overshot the landing spot by about 100 feet. He then slowly backed the helicopter to the spot and set it down. An airport mechanic observing the arrival remarked, “I don’t know whether I’m crazy or drunk.” The XR-4 successfully completed its Army evaluation, logging 100 hours in less than two months. On 21 December Continue on page 35

Historical: Helicopter Development. The Beginninings Continued from page 34

1942, the Army awarded Sikorsky a contract for fifteen YR-4As. That number would be increased to twenty-nine shortly thereafter. That same day the Army signed a contract for the production of five prototypes of a heavier helicopter, designated the XR-5. The XR-5 would be twice the size of the R-4 and could carry twice the payload. It was first tested on 18 August 1943. Sikorsky received contracts for 455 R-5s. The XR-6, the next Sikorsky helicopter to be produced, first flew on 15 October 1943. From the time of delivery of the XR-4 to Wright Field on 17 May 1942, to the last helicopter delivery before Japan signed the surrender documents on 2 September 1945, 128 R-4s, 65 R-5s, and 219 R-6s, a total of 412 helicopters were delivered to the military services. After V-J Day, all wartime production contracts were immediately cancelled. Subsequently, an additional 205 R-6s already completed were accepted and put on storage. Thus, a total of 617 Sikorsky helicopters had been built in three years and four months. Throughout 1942 and most of 1943, Sikorsky had continued to use the VS-300 to introduce and test design refinements before incorporating them into the YR-4 production line. The VS-300 ended its illustrious career on 6 October 1943. The helicopter was donated to the Ford Museum at Dearborn, Michigan. Igor Sikorsky lifted the aircraft into the air in front of the crowd congregated for the occasion, hovered for a few minutes, then gently set her down for the last time and killed the engine. He climbed out and stood silently for a moment. Then, with moisten eyes he patted her affectionally, turned to Henry Ford, standing nearby, and said, “She was a good ship…a sweet little ship.” Throughout its service life the VS300 had gone through eighteen major design changes, several hundred minor changes, and two major post-crash modifications. It logged 102 hours, 35 minutes in the air. As history would tell, this little machine would sire a whole new industry, its zenith still to be achieved. In 1943, the Vought-Sikorsky Division was split into two independent divisions. Vought retained the Stratford plant while Sikorsky moved to nearby Bridgeport. Years later Vought would separate from its parent corporation and move to Texas. In 1954, Sikorsky Aircraft would move back

to a new plant at Stratford, where it has remained ever since. Although the helicopter did not reach enough maturity to take a significant role during WWII, a R-4 made history on 4 April 1944, when Army Lieutenant Carter Harman flew into the steaming jungles of northern Burma and proved that the helicopter had a definite military role to perform. He flew behind Japanese lines and rescued an injured American pilot and three injured British soldiers. Severely power-limited, he had to make four trips at maximum engine power, carrying one rescuee at a time, over a period of two days, including an overnight pause to let the engine cool down. The little helicopter proved itself to be a true angel of mercy. As fate had it, Lieutenant Harman was later killed in a peacetime accident. He was flying a R-5 being towed by a C-47 during an Army experiment. The Army wanted to explore the possibility of extending the operational range of helicopters by towing them with cargo planes, using their autorotation capability to be towed with their engines off. During the last of several test flights, the towline was accidentally released from the C-47. It snapped back into the R-5 main rotor, destroying it and killing Lieutenant Harman. Over the years, Sikorsky continued to design and produce a succession of bigger and better machines. He retired in 1957, at the age of 68. However, he continued to work as an engineering consultant for Sikorsky Aircraft, and was at his desk the day before he died, on 26 October 1972, at age 83. This remarkable man’s dogged determination and faith in his own ability to build what many considered to be an impossible vehicle established the bedrock upon which today’s helicopter industry rests. Of the myriad of difficult missions that his helicopters were able to perform, none made him more proud than their life-saving ability. He always stressed this role and praised the skill and courage of the men that made the rescues possible. He once remarked that the pilots of rescue helicopters have contributed “one of the most glorious

Rotor Review # 109 Spring ‘10

pages in the history of human flight.” Because he was such a prolific and successful creator of machines, it is easy to overlook that he also was a profound philosopher, a deeply religious visionary who searched for a moral and ethical paradigm in the universe, the world, and man. He expressed his philosophical and religious ideas in two books: The Message of the Lord’s Prayer, and The Invisible Encounter. In his first book he wrote about his belief in man’s final destiny to achieve a higher order of existence. In the second he expanded on his conviction that modern civilization is in greater need for spiritual compass than material power. To list all the awards and honors that Igor Sikorsky received throughout his life would fill nine typewritten pages. They include the National Medal of Science, the Wright Brothers Memorial Trophy, and the Royal Aeronautical Society of England’s Silver Medal, just to mention three of them. He is enshrined at both the International Aerospace Hall of Fame and the Aviation Hall of Fame. Igor I. Sikorsky used to say, “the work of the individual still remains the spark which moves mankind ahead.” He was a living proof of the veracity of that assertion.

Sources: The writer extracted the photos and most of the material for this article from the following sources: Vertical Flight, Smithsonian Institution Press, Washington, D.C., 1984. Chapter 1. Solving the Vertical Flight Puzzle: The Early History of the Helicopter, by Steve Wartenberg. Chapter 2. The Saga of the Helicopter, Circa 194060, by Ralph P. Alex. Chapter 3. The Development of the VS-300, by Sergei I. Sikorsky. The Epic of Flight, The Helicopters. By Warren R. Young. Time-Life Books, Alexandria, Virginia, 1982. Chapter 1. Turning Fantasy into Reality. Chapter 3. The Dream Come True.

Focus Rotor Review # 109 Spring â&#x20AC;&#x2DC;10

he 2010 NHA Symposium continued to reach astounding heights at the Hyatt Regency along the riverfront of St. Johns, downtown

Jacksonville, Florida. The success of our yearly event was exceptionally amazing due to the countless hours, and hard work and preparation provided by this year’s Symposium Committee, and NHA Officers and Staff. Last year’s theme Helo CONOPS allowed our naval helicopter community to focus on the future of rotary-wing aviation by introducing the “now” of today’s capabilities of the MH-60 Romeos and Sierras. This year’s Symposium was a year of reflection. The theme Skills You Can Use Today (SYCUT) reminded us not only to take a look back at how far our community has advanced, but to reflect on what we have learned throughout the years from basic operational and technical skills as we approach the centennial of naval aviation. As you read these next few pages (pages 38-49), we hope you can understand the valuable insights that came out of this year’s event. We hope these articles are not only great reflections, but also great inspirations on becoming a better aviator and leader. Enjoy.

Rotor Review # 109 Spring ‘10

Focus: SYCUT - The Symposium Review

OUTRAGE ACTION TURNING

I N T O

Article by LCDR Benjamin “BJ” Armstrong, USN

RADM Hall addressed the audience during the opening ceremonies of the 2010 NHA Symposium in Jacksonville , FL.

ear Admiral Gary E. Hall, World Famous Helicopter Pilot, walked onto the stage at NHA 2010 with a hands free, cordless microphone and a message. After 34 years serving our Navy, he paced the stage to give the keynote address and to provide direction and mentorship for a community that has become the most active and relevant part of naval aviation in the 21st century. Several years ago the NHA journal Rotor Review published an op-ed entitled “Where’s the Outrage,” which addressed the lack of helicopter pilot representation in the Flag ranks. Admiral Hall told the community that it was up to us, that by working together and fighting the good fight we can remove the outrage and turn it into action as naval rotary-wing aviation moves into the new century. “Earlier in my career, it took eight years to produce six flag officers from the helicopter community; we have had six in the last two years. Although this is a significant improvement and shows the value of our contributions to the Navy’s mission, we shouldn’t be satisfied until we have at least two helicopter pilots serving at the three star level. Your extraordinary actions today will serve as the catalyst for this to happen in the very near future.”

Admiral Hall has seen the incredible growth of our community firsthand through his career, starting out as an SH-2F Seasprite H2P with Helicopter Anti-Submarine (Light) Squadron 37 (HSL-37) and continuing through numerous staff tours and command tours with HSL-51, HSL-41, USS Tarawa (LHA-1), and Amphibious Squadron Two. He told the assembled rotorheads that, “back when I started we had to carve our own rotor blades.” He remembered being a helicopter pilot at NAS North Island in the late 1970s and early 1980s, where a “lifetime” membership in the new Naval Helicopter Association cost $1, and a symposium was a bunch of helicopter pilots together at the O-club for camaraderie and adult beverages. At NHA 2010, he found himself on a stage addressing several hundred NHA members (who had all paid more than $1) and noting the youthfulness of today’s leaders. “I remember when all of the Commanding Officers were old men. Today’s leadership is filled will youthful men and women who are aptly serving in demanding command positions.” Admiral Hall reviewed almost four decades of platforms, technological advancement, and naval operations. Helicopters were always there. Today helicopter pilots are everywhere: from combat in our current conflicts, to global HA/DR operations like Haiti, to important decision makers in the Pentagon. As a midshipman every new aviation experience changed his mind about his future. First he wanted to be an A-7 pilot for the speed and the bombs, then a P-3 driver for the hotels and per diem, but he told the audience that from the moment of his very first hover he

Rotor Review # 109 Spring ‘10

knew that helicopters were for him. “I became a helicopter pilot because it was cool and I loved the people that I worked with.” Admiral Hall had a message for each of the groups in the audience. Everyone has a role to play in order to “turn the outrage into action,” and to propel rotary-wing aviation to its rightful place as the key element of 21st century naval airpower. From the newest nugget, to the latest Admiral Select, it is only through teamwork that we as a community will continue to thrive. The Admiral wants the junior officers to become experts at their technical craft. The Lieutenants and below should be working every day to improve their tactics and their knowledge of the aircraft. Every grade should be a 4.0 and they should work to ace every NATOPS check. He told them not to worry about joint strategy, or PME, but become the tactical experts that will fight the fight. He also told them to love their sailors and Marines. Learn who they are, take care of them, and provide the leadership they want and need. The Lieutenant Commanders are the “masters of the universe.” As detachment OICs and Department Heads they should be perfecting their leadership. Think operationally and start to understand the bigger picture. It is the time in your career to think about what you can do for the Navy. Ask what can you offer beyond your tactical proficiency? Be a leader, make decisions, and your people will follow. The Squadron COs and Commanders already know that they are responsible for the warfighting skill of their commands. Admiral Hall reminded them that they are also responsible for the morale of their people. “Have fun!” he demanded. It is only through proper mentorship and leadership at the squadron CO level that the community will be able to retain our best and brightest talent. If the squadron isn’t fun, people will leave the community and we will all suffer for it. If they aren’t in a squadron, Continue on page 40

At home and abroad, insuring military members for 130 years. Life insurance without military service limitations, without aviation clauses, and without decreasing benefits for those who deploy. Standing strong and securing your financial future in all kinds of economic conditions. Providing you competitive prices and rates of return. Get the coverage you deserveâ&#x20AC;&#x201D;Call 800-628-6011 or visit navymutual.org.

Photo Courtesy of Dept. of Defense

Henderson Hall | 29 Carpenter Road Arlington, VA 22212 Rotor Review # 109 Spring â&#x20AC;&#x2DC;10 800-628-6011 | www.navymutual.org

Focus: SYCUT - The Symposium Review

veryone has a role to play in order to “turn the outrage into action,” and to propel rotary-wing aviation to its rightful place as the key element of 21 st century naval airpower. From the newest nugget, to the latest Admiral Select, it is only through teamwork that we as a community will continue to thrive. - Rear Admiral Garry Hall Commandant, Industrial College of the Armed Forces Continued from page 34

the Admiral told the Commanders that they need to go somewhere and make a difference for the community. He suggested DC, overseas duty, or a GSA/IA to help us to prove to the rest of the Navy that helicopter pilots can do it all, and do it better. He told them to “accept the challenge.” The Captains in rotary-wing aviation need to work together. The Admiral reminded the assembled group that we are a helicopter community, not smaller HSC, HS, HSL, HSM, and HM communities. The community as a larger whole needs to stick together and encourage and promote our own members. Mentorship is the key and Captains need to branch out and mentor outside their former squadrons. If you’re a senior HSL pilot you need to be on the lookout

for young HSC officers with talent to mentor just as much as you look back to your former squadrons. “Our goal,” he told the audience, “is to turn the outrage into action.” Admiral Hall told the rotorheads that the senior leadership of the Navy has begun to realize that helicopter pilots bring added value and are a force multiplier because of their diverse experience and operational capability. Some have come to understand that helicopter pilots can do it all, but the community must work together to continue to improve and climb to the highest positions of

responsibility. He told the more senior officers to always remember that it is the junior officers and the enlisted sailors that actually fight and win our nations wars. Taking care of them, and taking care of each other, is the key to the future. “Be brave,” he told the audience, “take a chance, do something different, and lead.”

NHA Awards I 2010

n its fifth year, the NHA Awards Luncheon keeps getting better and bigger as NHA members displayed honor and support for the NHA, Thach, Isbell Trophy, and Mark Starr awardees in the Terrace Pavilion at the Hyatt Regency Jacksonville Riverfront hotel. The event highlighted the achievements of those individuals who utilized the skills of yesterday and made a difference within the naval helicopter communities from operational readiness, search and rescue, and training to humanitarian and global war efforts in CY 2009 For the third year, NHA Chairman RADM (Ret) Steve Tomaszeski was host of the event.

Lifelong Service Award

Service to NHA Award

RADM Garry Hall (r) was presented the NHA CAPT(Ret) George Barton (r) from Lockheed Lifelong Service by L3-Comms/ Ocean Systems Martin Mission Systems and Sensors was presented the Service to NHA Award by NHA representative Mr. John Calhoun Chairman RADM (Ret) Steve Tomaszeski Rotor Review # 109 Spring ‘10 40

Thach Award

CAPT(Ret) Barton (r) from Lockheed Martin Mission Systems and Sensors honored CDR William Cox, skipper of HSC-9 (l) the ADM Jimmy S. Thach Award

Focus: SYCUT - The Symposium Review Rescue Swimmer of the Year Aircrew of the Year (Non-deployed]

Isbell Trophy

RADM(Ret) Tomaszeski (far left) and CAPT(Ret) Barton (r) honored the skippers and representatives of squadrons that receiveed the CAPT Arnold Jay Isbell Trophy: (l-r) CDR Stephen Banta, CO of HSL-48, LT John Dorsey of HS-7, CDR Greg Roberts of HS-14, and CDR Jeffrey Vorce, CO of HSM-71

RADM(Ret) Tomaszeski and CAPT (Ret) Barton honored CG Rescue 6034 of CGAS Elizabeth City (l-r, AST1 Edwin Hannah, AET2 Brandon Critchfield, LT Thomas Huntley, LT Anthony DeWinter.) for the award.

US Diver presented the award.

Aircrew of the Year (Deployed]

Pilot of the Year

LCDR Steve Yargosz (l) received the award from Sikorsky presenter. Mr. Joe Haddock (r) on the behalf of his crew Redwolf 11’s support with Special Forces Operational Det Alpha, Balad, Iraq.

Rolls Royce presenter Mr. Fred Dickens (l) honored HSC-23 Pilot LT Sean Dougherty (r) with the award.

Shipboard

Instructor

Raytheon presenter Mr. Matt Ritchey (r) honored LCDR Nicholas DeLeo (l) with the award.

CAE presenter Mr. Chris Stellwag (l) honored AWS1 Matthew Wittman (r) with the award.

Pilot of the Year

Maintenance

Breeze-Eastern presenter M r. M i k e H a r l e n ( l ) honored AD2 Kendra Larson (r) of HSC-23 with the award.

Fleet Instructor

Training Command Instructor

L-3 Comms / DPA presenter Mr. Dennis Corrigan (r) honored HSM-41 Pilot LT John Pontrello (l) with the award.

L-3 Comms/Vertex Aerospace presenter Mr. Ron Hudson (r) honored HT-28 Pilot LT Damon Comp (l) with the award.

Pilot of the Year

Maintenance

Aircrewman of the Year

Enlisted Person of the Year

AST1 Brian Laubenstein (r) was honored for his courageous efforts in the rescue of a severly hypothermic father and two sons from the chilly waters of Lake Pontchartrain, LA, October 17, 2009. Mr Dave Stancil,

Officer of the Year

Maintenance

CPO of the Year

BAE Systems presenter Mr. Mark Drake honored CWO5 Daniel Kissler (l) and ATCS Kevin Kern (r) with the maintenance awards

Mark Starr Award

Rotor Review # 109 Spring ‘10

Pilot of the Year

Naval Helicopter Historical Society (NHHS) President CDR(Ret) Lloyd Parthemer (r) presented the 2010 Mark Starr Pioneer Award to HC-1Det FIVE (1965-1966) for their Combat Search and Rescue Efforts during the Vietnam War. CDR(Ret) David McCracken (l), the OIC at the time, received the award on behalf of the crew. All Awards Luncheon photos were taken by YN2 Tabitha Simonton, USCG

Focus: SYCUT - The Symposium Review “This is the Alaska Ranger. 5, 3, 5, 3 North, 1, 6, 9, 5, 8 West... We are flooding, taking on water in our rudder room.” “Roger. Good copy on position... Request to know number onboard, over.” “Number of persons: 47.”

Article by LCDR Benjamin “BJ” Armstrong

Armed with maps, photos, and even copies of the mayday radio n the early morning hours of rd calls from the sinking fishing trawler/ March 23 , 2008 the fishing factory ship, McLaughlin told the story vessel Alaska Ranger sank of the rescue. It’s a story that has been in the Bering Sea with forty seven souls told well in articles in Navy Times and onboard. A USCG MH-60J, forward Popular Mechanics. The internet links stationed on an Alaskan island not much to those pages are at the bottom of this larger than a boulder, and the Coast article and they contain photos, video of Guard Cutter Munro responded. They the rescue, and audio of the mayday call. bustered toward the ship that was 120 Every helicopter pilot who considers miles offshore from Dutch Harbor, Alaska, sinking in thirty four degree himself a search and rescue professional water. Over an awe inspiring and should read these articles. (The Rotor hours-long operation, forty two of the Review staff is working to get permission forty seven men were rescued from the to reprint one in our next issue). During his presentation LCDR water. McLaughlin focused on three elements At NHA 2010 LCDR Brian for the pilots in his audience: Assault, McLaughlin, the aircraft commander Abandonment, and Accountability. of Rescue 6007, made a dramatic Assault reminds us that the environment presentation to a room crowded with in which we operate is rarely forgiving. fellow aviators who sat on the edge of Sometimes we need to embody that, their seats. The Alaska Ranger operation even if it means considering using a revolved around all of the key elements heavy Mag-lite to encourage a survivor of rotary-wing aviation including vital crew resource management, operational to get out of the rescue basket once it necessity, and the responsibility of is in the cabin. Abandonment, because Rotor Review Spring 42 to make command when #an109 aviator signs‘10 for an sometimes Naval Aviators have hard decisions. When is it time to aircraft.

leave the scene for fuel and to offload survivors? When do you consider leaving your rescue swimmer behind to take another survivor who is going to die? Do you throw a body back to make room for a live survivor? Finally, accountability because you need to both maintain an account of what is going on around you, keeping up situational awareness, and you will be held accountable for decisions you make. When you are counting survivors you have to get it right. If you ignore the orders of an Admiral, you better be able to explain it. LCDR McLaughlin’s presentation was riveting and thought provoking. Pilots and Aircrew in the audience were left asking themselves about how they would have handled the situation, most coming to the conclusion that it probably would have been worse than the crew of Rescue 6007. Following the operation McLaughlin sent an e-mail to the Operations Officer aboard the Cutter Munro, which played a vital role in the rescues including the HIFR that kept the Continue on page 43

Focus: SYCUT - The Symposium Review Continued from page 42

Jayhawk in the air and launching their HH-65 (Rescue 6566) to assist. The e-mail is below, courtesy of the Coast Guard’s website, and gives the reader an inside the cockpit view of one of the Coast Guard’s most dramatic rescue operations. J i m m y , I wanted to drop you a line to try to express our sincere appreciation for your crew’s efforts yesterday during the main portion of the Alaskan Ranger case. As we left, we asked your Control watch stander to relay that to your CO, but it’s kind of hard to get the point across on a working freq. I wanted to give you a little of our perspective of what happened, so your crew can truly appreciate what it was they were doing yesterday, in case there was anyone who was still unsure (though highly unlikely). As you may or may not have been able to hear, as we approached the Ranger before it had sunk, we were able to reach them on the radio about 30NM north of their position. They stated that the ship was at a 45 degree list, some people had gotten into rafts, others were in the water, and they had no idea how many had ended up in either situation. The concern on the voice on the other end of the radio was palpable, and filled our aircraft with the looming dread that what we were heading for was very real. The “good” news was that everyone had been able to don their survival suits before abandoning ship. They stated there were the final 7 people on board getting ready to get in the rafts, and that was the last communication we heard from them until we got on scene. As we approached the scene we saw 3 strobe lights and figured those were the rafts. A little closer and there was a fourth light, fifth, sixth, and the numbers just kept growing. The first strobe we flew over was a pair of survivors in gumby suits waving at us. We did a quick “big picture” scan and saw the ocean flashing at us over about a mile-long stretch, yet no Alaskan Ranger that we could see. The scene was very grim. Deciding that we had to get the people that were not in rafts first, we picked a spot and began hoisting. I called the

one raft that had a handheld radio and explained to them what we were doing while the rest of my crew was busy getting the rescue swimmer out the door. On scene we worked on staying above the 20-foot seas yet low enough to see the water through the snow squalls (as you were all very aware of). In the next 50 minutes or so, we would pick 13 people out of the water and stack them in the cabin, while trying to coordinate an offload with the Alaskan Warrior, as it was only 5 nm away. Unfortunately, due to the weather and the rigging on the Warrior, we were unable to get the crewmembers off loaded. The benefits to using the Warrior should be obvious due to its close proximity, as should the ultimate difficulty of the decision to finally call off attempts to hoist to it – a decision I will personally live with for a long time. So we headed north to your position. Already, you had launched the 6566, and had made preparations to receive our survivors. The speed and safety with which your crew transferred the survivors out of the basket and got ready for the next one was phenomenal. During the hoisting, I (as the non-flying pilot) ran through some fuel calculations and realized if we didn’t fuel at that time, our on-scene time would have been about 10 minutes at best. Given that word, your crew once again rolled into Flight Con IV, and we were quickly taking on fuel. As if that weren’t enough to keep you busy, the fuel critical 6566 called in with 36 minutes until they went swimming, and you switched again from HIFR ops for us to recovering them and their survivors. Returning back on scene, we went back to it. We were relieved at this point to hear that the Warrior had picked up another 22 people in addition to the 5 the 6566 had recovered. Meanwhile, your crew had nearly 20 crewmembers to care for, in addition to relaunching the 6566 and getting ready for us to return again. After recovering 4 more crewmembers, LCDR McLaughlin giving a brief on the rescue at Petty Officer Heller and43searching Rotor Review # 109 Spring ‘10 the 2010 NHA Symposium. Photo taken by LT Justin for the remainder, we returned to Cooper

CG 6007 Crew: (l-r) LCDR Brian McLaughlin, LT. Steve Bonn, AST2 O’Brien Starr-Hollow, AST1 Rob DeBolt Photo submitted by LCDR Brian McLaughlin

the Munro once again for offload and fuel. Then began the musical chairs hoisting of survivors and rescue swimmers, HIFR, and more hoisting. All this on top of which you provided my crew with some food and drink, life-saving in and of itself, as it surely gave us the energy to make it back to St Paul without becoming the next statistic. It is vividly apparent to me and my crew that your crew was rolling as continuously as we were from the 3 o’clock hour, and continued to do so even after we left scene. This case covered literally just about every aspect of CG SAR training that they beat into us as pilots: navigating and operating in poor weather, high seas, hoisting survivors in the water and in rafts, hoisting to a pitching fishing vessel, then to a pitching cutter, HIFR ops, search planning, etc. It was by far the most large-scale CG operation that I have ever been involved with, employing 5 aircraft, 7 crews, good sams, etc., all of which centered about the Cutter Munro. If you hadn’t been there, I can’t imagine what the final outcome would have been. As you continue on your patrol and on this case, as I’m sure you are, please know that outside of the obvious numerous survivors that you are bringing back home, your fellow Coasties are well aware of what you put forth to make it happen, and are damn thankful that you were there to do it. Please pass our gratitude and sincere respect to your crew. S e m p e r P a r a t u s , Brian

Focus: SYCUT - The Symposium Review

The Navy’s Office of

Women’s Policy Meets NHA

Article by LT Sarah Dixon, HSM-40

tephanie Miller, the Director of the Navy’s Office of Women’s Policy, made a one day trip from D.C. to Jacksonville to participate in this year’s Symposium. Stephanie is a former Naval Surface Warfare Officer, a current Naval Reservist on top of her full time position as Director, and a wife and mother of twins. This was the office’s first invitation to the Symposium and Stephanie was very excited to come and spread the word about what they are all about. There was only a small audience, but her message made a major impact. Many of the attendees were female junior officers curious about what the office does. There were a handful of higher ranking officers, though, including a few males. One of the major takeaways of the brief was that the office is not just there to deal with females and their problems with the Navy. It’s there to find ways to gain and retain women in the Navy’s workforce, officer and enlisted. The civilian workforce in our country is changing, seeing more and more women with college level education or higher working in jobs that were previously predominantly malefilled. How can the Navy tap the resources of the female workforce in our country? Of particular focus of this discussion was how can jobs in Naval Aviation be made more desirable to girls? Their office has been working tirelessly to find creative ways to make a career in the Navy more compatible with meeting other life goals, such as having a family. Whether it’s operational deferral for dual-military couples with a family, the Career Intermission Pilot Program (CIPP) that is a type of sabbatical program, or the implementation of compressed work schedules or part-time work from home options, they want to find a way to keep their trained and talented women in the Navy. Of note, these programs are not just open to females. The CIPP is in its infantile stage, but the first group of sailors enrolled in the program included a few males. Another focus of the Office is to ensure mentoring is available for female

sailors of all ranks. The Sea Services Leadership Association (SSLA) provides a forum for the professional development and networking of women in the Navy, Marine Corps, and Coast Guard. They also support an on-line mentoring program that works much like a “Match.com” website to match up mentors with those needing mentoring to work on focused mentoring projects or goals. Female naval aviators have also started a Google group, “The Leading Edge,” to allow for open discussions regarding issues affecting them that are specific to their profession. The Office is happy to be acquiring a billet this year for an aviator on staff. Aviation career paths continue to have the lowest percentage of female inception and retention across the board in the Navy. Stephanie believes that having someone from the aviation

community onboard will help highlight issues that are community specific and work to change this trend. She is also hoping to attend other aviation related conferences, such as Tailhook, to spread the word about her Office’s initiatives and get feedback from the fleet. And, of course, she hopes to continue attending the NHA Symposiums for as long as the invitation stands!

Navy Spouse operated FULL service Real Estate Firm Sales, rentals and Property Management

Jacksonville - Pensacola Hampton Roads Joy Doyle Joy@hovergirlproperties.com Lara Yehl lara@hovergirlproperties.com

www.hovergirlproperties.com

Rotor Review # 109 Spring ‘10

HORIZON REALTY OF NORTHEAST FLORIDA, LLC d/b/a Hover Girl Properties

Focus: SYCUT - The Symposium Review

Captains of Industry Panel Article by LT Sarah Dixon, USN Photos taken by LT Justin Cooper, USN

he Naval Helicopter Association’s annual symposium is the perfect venue for industrial leaders to interface with the operators of their systems. Not only is it a chance to talk about the products currently on hand, but it is also a chance to look to the future and see where the technology of today could take us tomorrow. The symposium provides a great opportunity to attempt to bridge the gap between the fleet and industry to help foster understanding of the “big picture” when it comes to the buying of airframes and their associated systems. This year’s Captains of Industry Panel provided a great opportunity for the fleet to catch a glimpse of how industry has been adjusting to the current economic climate while meeting the demanding needs of the rotary wing community. The panel’s moderator was RADM (Ret) Ronald L. Christenson, Vice President of Business Development and Maritime System for Lockheed Martin System Integration, Owego, and the panel comprised of: •

• •

• • •

Mr. Joseph J. Battaglia, President and CEO of Telephonics Corporation Mr. John Lenyo, President of CAE USA, Inc. Mr. Dan Spoor, Vice President and Owego General Manager Ship and Aviation Systems for Lockheed Martin System Integration-Owego Mr. Michael B. Charley, Vice President of Global Business Operation for Raytheon Mr. Len Wengler, Sikorsky Aircraft Corp CAPT (Ret) Michael Fuqua, Director, Fire Scout Business Development Unmanned Systems Development Center, Intergrated System Western Region for Northrop Grumman

The panel welcomed questions from the audience on a variety of issues. One common

theme throughout the discussion was that industry continues to focus on providing the force with top quality products on-time and at the right price. It is no surprise that the current economic times are making this task more difficult to accomplish, but these companies are getting the job done and getting it done right. The panel was asked how they felt about the pool of talent they are able to draw from for employees. There has been a trend of students in this country moving towards studying information based technologies vice engineering. Although the security clearance process has become more streamlined, the requirement for most of these companies’ employees to be United

States citizens limits their options when it comes to hiring. The employment of co-op programs and supporting math and science education promotion in the United States are just a couple of examples of how industry is attempting to reboost interest in COI Panel Moderator: RADM(Ret) Ron young Americans to Christenson become engineers. It was noted that one of the major keys to attracting talent to the field of engineering is to Continue on page 46

he panel was asked how they felt about the pool of talent they are able to draw from for employees. There has been a trend of students in this country moving towards studying information based technologies vice engineering. Although the security clearance process has become more streamlined, the requirement for most of these companies’ employees to be United States citizens limits their options when it comes to hiring. The employment of co-op programs and supporting math and science education promotion in the United States are just a couple of examples of how industry is attempting to reboost interest in young Americans to become engineers.

Rotor Review # 109 Spring ‘10

Focus: SYCUT - The Symposium Review

his year’s Captains of Industry Panel provided a great opportunity for the fleet to catch a glimpse of how industry has been adjusting to the current economic climate while meeting the demanding needs of the rotary wing community. Continued from page 45

Mr. Len Wengler

Mr. Dan Spoor

Mr John Lenyo

keep the work challenging and interesting. Another question followed regarding the companies’ concerns with respect to reverse-engineering and possible technological espionage. Foreign sales generate much revenue for research and development and other programs that benefit the United States. Reverse engineering is key to our national security. Export processes are in place to ensure we are protecting our technology, and although the processes can be tedious and cumbersome they are crucial. When asked about new and exciting technology coming up, the most interesting response was from Mr. Michael Charley of Raytheon. He described how it has been discovered that bees can detect chemicals very reliably, especially when multiple bees are used at one time for the detection of a specific chemical. Although a little confusing of a topic when discussing airframe and weapons systems technology, it illustrated the point he was trying to make very clearly. Without direction and a need for a product that requires the development of technology using this known fact, it does not really matter to us that bees can detect chemicals. His point: industry needs to know what we want. There is amazing technology out there waiting for application. If we want a product, we have to ask for it. We make a request with certain criteria for application, performance, cost, size, etc. Asking for something that has not been made before creates new challenges for the engineers. Giving engineers new challenges keeps the work exciting. Exciting work attracts capable minds to the engineering field. Having the best people in place for the tasks at hand ensures the fleet continues to receive the best products possible. Working together down the path to product development is extremely important to the success of both industry and operator.

Mr. Joe Battaglia

Mr. Mike Charley

Mr. Mike Fuqua

Flag Panel Answers Some of the Helo Community’s Toughest Questions. Article by LT Julie Dunnigan, USN Photos taken by LT Justin Cooper, USN

lways an anticipated event, the NHA 2010 Flag Panel concluded the Symposium with some hard questions and some equally hard answers. The HSM leadership kicked off the panel addressing the IA footprint that every squadron across the Navy has been feeling, specifically relating it to the additional 1500 personnel that the Helo CONOPS calls for in the Romeo community for FY12, and asking how a squadron is supposed to manage both. The first answer was don’t expect the IA demand to change too much in the near term. However, steps are being taken to validate IAs and essentially challenge and get rid of jobs that are not deemed necessary.

The panel acknowledged that often a pilot trains for one job and then gets tasked by the Army to do something different, and they are working to stop this from happening. A follow-on question to the new CONOPS asked how would this new Fleet-manning affect the FRSs. For this question we got no concrete answer, other than this is a brand new issue, and right now a process is being initiated for a “billet-search” and a comprehensive analysis of the readiness impact that any new billets/ moved billets from sea to shore will have. The next questions revolved around RDML Alexander was the moderator new equipment for our helicopters, ranging for the NHA 2010 Flag Panel Continue on page 47

Rotor Review # 109 Spring ‘10

Focus: SYCUT - The Symposium Review

he HSM leadership kicked off the panel addressing the IA footprint that every squadron across the Navy has been feeling...relating it to the additional 1500 personnel that the Helo CONOPS calls for in the Romeo community for FY12, and [...] don’t expect the IA demand to change too much in the near term... The panel acknowledged that often a pilot trains for one job and then gets tasked by the Army to do something RADM Richard different, and they are working to stop this from happening. O’Hanlon

RADM Richard RADM Bill Shannon Continued from page 46 O’Hanlon from a VOR capability in the H-60R to ADSB in military aircraft. The cold, hard truth from the panel was that the helicopter community does not enjoy the robust budget that our fixed-wing brethren do, however the Admirals are open to discussion from us on what our priorities are for our helicopters. In FY09 it was the Garmin GPSs that have been distributed to a number of squadrons. Right now funding is going towards making more Sierras and Romeos, as well as looking towards fitting moving maps and digital recorders into the cockpit. Naturally the HM community wanted to know where the panel saw the future of the H-53E/D. Because the USMC has already made the decision to work on the new H-53K model, the Navy will most likely watch how this development progresses before making a decision. Additionally, the progress of OAMCM on the H-60S over the next ten years will likely impact the future of the H-53. Likewise, the panel acknowledged that they are looking heavily at the current training plan for the HSC community to take over OAMCM, and that progression will help determine an answer. When asked whether the 2515th DET in the NAAD had a future in Afghanistan, the answer was, quite frankly, that there are no current plans for the Navy air-ambulance RDML William mission to continue once the DET shuts down in Kuwait. Likewise, although the MQ-8B RDML Steven Lescher Eastburg Fire Scout has sustained successful testing, there is no current directive to start taking pilots out of flight school and training them for this mission as the Air Force has started doing, unless the Navy CONOPS of FireScout changes. The final discussion revolved around the emerging mission of Humanitarian Assistance/Disaster Relief (HA/DR), and the large positive impact that the Naval Helicopter Community has had on the world, while at the same time the enormous impact it has every time a squadron is called to man-up an unplanned detachment. The panel acknowledged that this mission affects readiness, and currently the helo community is overstretched, although not undervalued or appreciated. The audience was left with a sense that although funding will continue to be an issue, we should expect a demand for our ever-growing mission set to keep expanding. The capabilities of the H-60R and S will be called upon for HA/DR, counter-piracy, AntiSubmarine Warfare, SSC, among many others, and we must be a master of all missions as the demand for Battle Group Support from the helicopter community is at a historical high-point. And people are starting to realize it. The concluding message of the panel, to RDML Kevin Scott quote RADM O’Hannlon is that we as rotary-winged aviators should “never lose sight of RDML John Roberti Rotor Review # 109 47 whySpring we man ‘10 the finest aircraft in the world.”

Focus: SYCUT - The Symposium Review

NHA 5K

Article by LT Steve Reis, USN

he sun was out, the temperature was a muggy 80 degrees, and the runners were ready to go for the NHA Symposium’s 5K challenge. Thirty people arrived to conquer the course around Naval Station Mayport. Start time came and it was ready, set, go! Busting out of the gates fast and finishing in a blistering time of 17:18 was LTJG Kevin Ringelstein of HSC-9. In second place, CDR Steffan of HSL-60 showed all the young participants that they still have a long way to go. At the age of 39, he finished at 19:34; second overall, but first in his age group. Rounding out the top three was LT Bill Mainte from HSL-37 with a time of 20:18. The only thing better than the intense competition of the race were the 200 cookies awaiting the runners at the finish line. Thanks to all the participants of this year’s run; job well done! First place winner: LTJG Kevin Ringelstein coming at a time 00: 17:18:00.

CDR Steffan (1eft photo) coming in second with a time of 00:19:34:00 ; and Third place winner was LT Bill Miante at a time of 00:20:18:00.

AdventureRaceChallenge Naval Station Mayport

Article by AWRC Gerald Day, USN. Photos taken by AWR2 Larry Jenkins, USN

The teams gathered around to listen to instructions before the race began.

he NHA 2010 Adventure Race was a huge success. Twenty-two (22) teams from across the United States and from as far away as Guam competed in this year’s event held onboard Naval Station Mayport. Most of the competitors comprised of Navy sailors but we did have one Coast Guard team make the trip down from Savannah, GA for the challenge. These teams were pushed both mentally and physically by the arduous course. The event included swimming, canoeing, tire flipping, land navigation, puzzles, and a whole lot more. The participants were pushed to their limits from all aspects. The fastest course completion time winning the overall event was 3 hours by HSC26. The results of the competition were as follows: • • •

Rotor Review # 109 Spring ‘10

First Place: HSC-26 - AWSC Crowe, AWS2 KippingRuane, AWS2 Stein, and AWS2 Mellies Second Place: SAR School Pensacola - AWS2 Veditz, AWS2 Frawley, AWR2 Pentony, and AWR2 Rogers Third Place: HSM-40 - AWR2 Martin, AWR2 Villar, AWR2, Dillon, and AWR2 Rowley

Focus: SYCUT - The Symposium Review

Article by LT Foster Edwards, HSM-40

he 2010 NHA Symposium Golf Tournament was held at the scenic St. John’s Golf and Country Club south of Jacksonville on May 26th. 144 NHA members filled the course at 1300 for a shotgun start in a best-ball foursome contest. The field consisted of pilots, engineers, air crewmen and corporate representative from some of the largest military contractors in the nation. Players were able to buy “Mulligans”, golf speak for a do-over, before the round started in order to support both the NHA scholarship program and any shortfall in playing ability. The beautiful 18-hole course was in pristine condition for the event and was only slightly bespeckled by divots after the massive field of members of various skill levels moved through. The sun was out and the wind was strong through the first nine holes leading to fast, unforgiving greens and challenging tee shots. Half way through the round rain dampened both the course and players but subsided after only a few minutes bringing much needed relief from the heat and the challenging course conditions. The tournament coordinator, LT Stiles Herdt, had golf pro Frank Lickliter II on hand and Jim Launden of Lauden

Golf at the 8th hole for the “Longest Drive” competition. Players had the opportunity to have tour pro Craig Jones hit their tee shot on the hole while they tested out demo drivers and had their clubs re-gripped. The winner of the long drive contest on hole number 8 was LT Brandon Jenkins of HSM-40 with a drive of 278 yards. “Closest to the pin” competitions were held on holes 3, 5, 13 and 17 and the winners won $40 and a polo shirt. A $5000 hole-in-one prize was offered by L3 Communications but, unfortunately, no one was able to claim the prize. After the great round of competitive play the members continued to enjoy the hospitality of the Country Club with a fantastic dinner buffet and cash bar. When the results of the tournament were tabulated, four groups tied for first with a low score of 57. Officials from the country club used a complicated scorecard tie breaker system to determine the winner and found that the group led by CDR Christopher Faila came out on top. The top prize was polo shirts and the $100. The always popular

Rotor Review # 109 Spring ‘10

prize for worst overall score was won by the team led by LCDR Charlie Allison from HSM-40 with a score of 79. The low score prize was several sleeves of pink golf balls in recognition of the teams honest score keeping. The NHA members participating in the golf tournament thoroughly enjoyed the event both for the quality of play and the opportunity to reconnect with friends and shipmates with the beautiful scenery of the St. John’s Golf and Country Club as a backdrop.

Change of Command And Establishment

CHSCWL

CAPT Thomas M. Cashman, USN relieved CAPT Steven R. Schreiber USN on May 20, 2010

HMM-268

USS Denver (LHD 9)

CHSCWP

Red Dragons

CAPT Mario Misfud, USN relieved CAPT Gregory J. Fenton USN on June 17, 2010

CAPT Michael D. Horan, USN relieved CAPT Frank L. Harrison, USN, June 18, 2010

Lt Col Chad A. Blair, USMC relieved Lt Col B.E. Bufton, USMC on April 29, 2010

HSL-51

HM-14

HSM-70

Warlords

VanGuard

Spartans

CDR Sil Perrella, USN relieved CDR Stephen McKone, USN on May 3, 2010

CDR Todd M. Evans, USN relieved CDR Malcolm H. Potts, USN on May 7, 2010

CDR Kenneth G. Kopp, USN relieved CDR William S. Walsh, USN on May 14, 2010

HSC-21

Blackjacks

CDR Terri A. Yackle, USN relieved CDR Eric N. Pfister, USN on June 3, 2010

HSC-3

USCGAS

Wildcards

Savannah

CDR Timothy Tobiasz, USCG relieved CAPT Donna Contrell, USCG on July 14, 2010

Rotor Review # 109 Spring ‘10

CDR Alan M. Worthy, USN relieved CDR Michael G. Dowling, USN on July 15, 2010

HMM(T) - 164

Knightriders

LtCol Todd W. Ferry USN relieved CDR Brett T. Sherman USN on June 4, 2010

USCGAS

Atlantic City

CAPT Nicholas A. Bartolotta, USCG relieved CAPT Paul S. Ratté, USCG on July 16, 2010

Naval Helicopter Association, Inc Membership Application

Member Information:

Date: _____________________

Name: ____________________________________________________________________ Rank/Rate: ________________________________

Service: _______________________________

Company Name (civilian): ____________________________________________________________________ Ship/Station: ___________________________ Work Specialty: Pilot:

Military Unit/Squadron: ________________________

Aircrew:

Non-Pilot:

Warfare Specialty: (HSC, HSM, HS, HSL, etc.): _________ Aircraft Flown:___________________________ Do you wish to be listed in the On-Line Directory? Yes

Duty Status: Active:

Retired:

If Yes, only name, aircraft & exp. date are listed (All information posted there is considered public domain.)

Reserve:

Civilian:

Mailing Address: ____________________________________________________________________________ Street

Apt

____________________________________________________________________________________________________ City

Cell Phone No. : ________________________

State

Zip

Home Phone No. : __________________________________

Email Address: _____________________________________________________________________________

Levels of Membership: NHA Membership (Annual Dues)

1 Year: $35.00

3 Years: $95.00

Nugget Membership – 2 Years: $35.00

(Open to O-1, O2 on first tour)

Associate Membership – 1 Year: $15.00

(Open to E-9 & below)

Canadian Addresses – 1 Year: $40.00

5 Years: $160.00

International Addresses – 1 Year: $50.00

Payment Options: Payment Due: $____________________

Cash:

Check:

(payable to NHA)

MC/VISA:

MC/Visa #: ________-________-________-________ CCV_________ Expiration Date: _____________ Send your completed application to: NHA, P.O. Box 180578, Coronado, CA 92178-0578 (619) 435-7139 FAX#: (619) 435-7354 e-mail: rotorrev@simplyweb.net Web site: http//www.navalhelicopterassn.org Annual dues (contribution) for membership in the Naval Helicopter Association for the year 2010 are as shown above. $30.00 of this amount is for a one-year subscription to Rotor Review magazine. Return this portion with your remittance. Rotor Review is mailed periodical rate. Change of addresses, inquiries for membership, subscriptions, back issues, sale items, etc, should be directed to the NHA. NHA OFFICE USE ONLY

MEMBERSHIP EXPIRES: ________________________________________________ Mem Pymnt

Mem Processed

Conf Email

Rotor Review # 109 Spring ‘10

Online Copy Version 2010

Features

Myers Takes Helm as Commander, Naval Air Forces Commander, Naval Air Forces Public Affairs

(l-r) VADM Kilcline relieved by VADM Myers as CNAF

ADM Allen G. Myers relieved VADM Thomas J. Kilcline as Commander, Naval Air Forces (CNAF) during a change of command ceremony, July 1, aboard the Nimitz-class aircraft carrier USS Carl Vinson (CVN 70). Kilcline assumed command of CNAF in June 2007. As the Navy’s “Air Boss,” he ensured that the Naval Air Force provided ready assets that were immediately employable and continuously forward deployed, and led the Naval Aviation Enterprise, a a partnership among all the Navy and Marine Corps organizations involved in providing aviation assets in the defense of America. Guest speaker, ADM John C. Harvey, Jr., Commander, U.S. Fleet Forces Command, credited Kilcline with the success of the Naval Aviation. “Whatever the mission, wherever the need, VADM Tom Kilcline has led Naval Aviation to great success in combat operations,” said Harvey. Kilcline, who retires after a 37-year Naval Aviation career, thanked the Sailors and Marines he’d served with in his farewell message to the force. “I am proud to have been a part of this

great team of battle-hardened warriors. I can only ask that you continue to strive to be a competent, professional force which has no equal; that you lead Sailors with compassion, that you excel in the air, and that most of all, you make a difference,” Kilcline said. “It has been my distinct honor and great privilege to have served with you.” During the ceremony, Kilcline was awarded the Distinguished Service Medal for his “extraordinary strategic vision, analytical insight and inspirational leadership,” which led Naval Air Forces to new levels of operational availability, aviation safety and esprit de corps. Upon assuming command, Myers spoke of the proud legacy of Naval Aviation and his focus on four fundamentals. “We are in the business of delivering credible combat power anywhere in the world when our nation demands it, and that is what we will continue to do through a dedicated focus on four fundamentals: alignment, respect, readiness, and our warfighting ethos,” said Myers. “We will continue

Rotor Review # 109 Spring ‘10

to build on our rich history, honored legacy and dauntless spirit; to create an even stronger, more cohesive fighting force.” Myers is a 1978 graduate of the U.S. Air Force Academy and a northern Virginia native. He recently completed a Pentagon tour as the Director of Warfare Integration (OPNAV N8F) and the Director of the Air Warfare Division (OPNAV N88). His command tours include Strike Fighter Squadron (VF) 32, USS Sacramento (AOE 1), USS Kitty Hawk (CV 63), and Carrier Strike Group 8, where he led Expeditionary Strike Force 5th Fleet, Combined Task Force 50, Combined Task Force 152 and the Eisenhower Carrier Strike Group. As a Naval Aviator, Myers has accumulated more than 3,600 flight hours and completed more than 900 successful arrested landings. CNAF heads a force that includes 11 aircraft carriers, 10 carrier air wings and 7 type wing commands, more than 3,600 aircraft, 168 active and reserve squadrons, and more than 100,000 personnel.

Article by LT Austin Long

ishaps usually have multiple causes such as pilot error, disorientation or material failure. But the opposite is equally true. Successfully navigating an emergency also demands multiple contributing factors, many of which are summarized in the seven skills of CRM. On one day during our frigate’s independentsteaming cruise, everyone – from the aircrew to the bridge watchstanders to the pilots on the ship – did exactly what was needed to bring a harrowing flight to a good conclusion. Late in our counter-narcoterrorism (CNT) deployment, we launched our SH-60B Seahawk from our frigate to complete a live-fire gunnery exercise. We rolled into our gunnery pattern, training with our M-240 door gun using a smoke float as our target. Our first two passes were good and my senior aircrewman was shooting well. Everyone was making good voice calls and using good CRM. So as we came around on downwind to set up for another pass on the target, I was surprised to hear what I thought was the M-240 firing continuously without my command to open fire. My first thought was, “Why is my aircrewman shooting the gun?” A moment later, my engine indications caught my attention: My turbine gas temperature (TGT) on the #2 engine was shooting through the roof. Another moment passed before I realized that what had sounded almost exactly like an M-240 was actually a compressor stall. I called out for my helicopter second pilot (H2P) to go through the engine malfunction in flight EP, and as soon as he gave us a stable platform, I finished the compressor stall EP by bringing the #2 power control lever (PCL) back to idle. The stall cleared and we climbed up and away from the water. My aircrewman cleared and safed his weapon. Now that we had a moment to breathe, we called back to the ship that we were having engine problems and were on the way back for a precautionary landing. I finished the compressor

stall procedure by bringing the #2 engine back up to full power, since I wanted to have two engines up and running for the recovery. With the PCL in fly, the engine appeared to be operating normally. Not two minutes passed before we had our second compressor stall. Another attempt to bring the engine back up ended with the same result. As I brought the PCL back to idle for good, I became more concerned. What had started as an isolated hiccup was now a seriously degraded engine. I declared an emergency. With a continued malfunction, the compressor stall EP calls for the engine to be shut down. Since we were heading toward a single-spot ship, I decided against this. Instead, I briefed the ship and my crew on my plan to leave it running in idle. Since the engine operated normally for a few minutes on the first attempt to bring it up, I wanted the option of bringing #2 up to full power if we needed it on short final to our frigate. Single-engine approaches to an air-capable ship are tricky things. I didn’t know if my helicopter’s remaining engine would generate enough power to let me hover over the deck or if we would be able to wave off a bad approach. Our power-limited Seahawk would give us a very narrow margin of error. We did as much as we could to lower our power requirements: We ran maximum power checks, dumped fuel and asked the ship for maximum winds over the deck. We also armed ourselves with checklist knowledge by reviewing the single-engine landing, uncommanded fuel dump, immediate landing/ditching and underwater egress EPs. In the back, my

Rotor Review # 109 Spring ‘10

There I Was

From OEI to FFG

aircrewman laid out three life rafts for us at the cabin door. The watchstanders on the frigate had done excellent work so far in preparing our deck, but geometry was not on our side. After we had declared our emergency, the ship had built a full head of steam and made best winds over the deck. As we reviewed checklists, though, the ship had been steaming toward a group of Colombian islands, and they could only maneuver so far around them and still make the winds we needed. We were now very much on the clock. I set my helo up on a long final, and I tried not to think about what was going against us: That we were attempting a single-engine approach I had only flown in training, that the ship was charging toward a cliff, and that I didn’t know if I had the time or the power to wave off and try again. Instead I thought about what we had on our side: Daylight, excellent CRM, checklist discipline, and support from both ship’s company and the pilots on deck. Our landing was easier than I had hoped. With approximately 40 knots of wind over the deck our power requirements were lowered significantly, and we touched down on centerline and with the mainmounts in the circle. We were thankful that our training, and that of the ship’s watchstanders, were exactly what we needed to see the emergency through.

There I Was

International MEDEVAC Article by the HSL-45 Det 1 Knuckleheads

he USS Rentz (FFG-46) was underway in the Gulf of Aden in early January performing routine maritime security operations, and the aircrews of HSL-45 Det 1 Knuckleheads were busy with the standard LAMPS dawn and dusk SSC patrols. Since you are reading this article, you can guess that what started as routine didn’t end that way: by day’s end the detachment performed a complex hoist transfer and international MEDEVAC. At the end of the morning flight, the crewmembers onboard Lonewolf 43 – LT Steve Steinmetz, LT Vic Carrasco, and AWR2 Amilale Tagoai – were performing a VID on the M/V HESAM about 20NM from the Rentz when the dhow started broadcasting a distress call in broken English, “My brother, my brother! Emergency!” The aircrew immediately checked their fuel and decided to orbit on station to gather more information. In spite of a language barrier, they were able to determine that a crewmember onboard the dhow was in severe pain, and they relayed that to CIC as the Rentz proceeded immediately to the scene. The Detachment OIC, LCDR Jeremy Niles, was informed of the situation and told the dusk patrol aircrew to prepare for a possible MEDEVAC while he monitored the situation. The next hour was a frenzy of activity: LW 43 communicated with the dhow, the ship raced to the vicinity, the VBSS team prepared to board, the ship’s corpsman gathered supplies, and the evening shift aircrew started to brief and do preflight planning. Based on the ship’s location – 120NM south of the border between Yemen and Oman – the only available airfields would be in southern Oman. The crew broke out the Foreign Clearance Guide, PFPS, and the Middle East IFR Supplement to find a suitable airfield in a city large enough to have a hospital. The only one within SOP range was the international airport in Salalah. As the crew was prepping the details of the flight plan, informing Airboss, and recovering LW 43, the Rentz positioned itself a mile away from the M/V HESAM and sent the VBSS team went onboard with the independent duty corpsman. The IDC diagnosed appendicitis and recommended an immediate MEDEVAC. At the same time the VBSS officer discovered a complication: everyone on the dhow was Iranian. This information was immediately

hat should have been a routine stop – five minutes to drop off the patient and leave – turned into a 50 minute travesty. The crew had numerous issues to work through: no ambulance or medical personnel standing by; police questioning the patient’s lack of passport or paperwork; and a language barrier between the patient (who only spoke Farsi) and the Omani officials (who only spoke Arabic and broken English).

pushed up the chain of command, and eventually COMFIFTHFLT directed the Rentz to MEDEVAC the patient to Salalah. In the mean time the corpsman discovered another complication: due to the patient’s ailment and extreme pain, he couldn’t be transferred to the RHIB with the 6 foot seas. The crew would have to do a live hoist transfer. Just prior to launching Airboss called the flight crew – LT Tim Scheidler, LT Bob Belflower, AWR1 Josh Nash, and AWR2 Amilale Tagoai – up to the bridgewing to review the details of the transfer: the pilots would shoot a manual approach to the stern of the dhow, and the crew chief, AWR2 Tagoai, would lower AWR1 Nash on to the raised bridge superstructure. Next, the crew chief would lower the litter and a raft bag containing the litter slings, a float coat, a cranial, and the trail line. At 2 o’clock in the afternoon, LW 43 launched to recover the patient. The aircrew established communications on bridge-to-bridge between the Rentz, the aircraft, and the boarding team handheld radio. The boarding team conducted a FOD walkdown while the aircraft conducted multiple passes to visually assess the hoisting environment. Though small in surface area, the aircrew visually confirmed that the top of the pilothouse was the safest area to lower the rescue swimmer to due to its elevated height and lack of obstructions. The crew then commenced an approach to 60 feet, held a manual hover (with much assistance from AWR2 Tagoai), and

Rotor Review # 109 Spring ‘10

lowered AWR1 Nash to the pilot house followed by his equipment. After the aircraft departed the hover, AWR1 spent the next fifteen minutes assembling the litter on deck and securing the patient to it with corpsman assistance. The aircraft came in to a hover in the same position and lowered the hoist; the AW attached the litter. The crew chief slowly directed the aircraft hover to the left, ensuring the trail line properly stabilized the litter during its ascent. After placing the patient inside the aircraft and rigging for forward flight, the aircraft departed and returned to the Rentz to refuel. The total time spent in a hover was approximately thirty minutes. While on deck, the crew picked up AWR1 Nash (who small boat transferred back to the boat), grabbed the ship’s satellite phone, the number to the USDAO duty officer, and the diplomatic clearance number. An hour and a half after launching to recover the patient, LW 43 departed for Salalah, Oman. The ATO immediately set up the MPD and put in fly-to-points, but the SACs would not support radar despite multiple attempts. The crew had to navigate solely from GPS and PFPS printouts. After getting proper navigation under control, the crew began to prepare for the patient exchange, asking CIC to confirm that the USDAO had arranged for medical personnel to be waiting at the civilian terminal of the airport. The TAO said that it was being arranged, and when the aircraft approached territorial waters, they established comms with Omani ATC, checked out with the Rentz, picked radar vectors to final, and proceeded to land at Salalah. What should have been a routine stop – five minutes to drop off the patient Continue on page 55

There I Was

t 2 o’clock in the afternoon, LW 43 launched to recover the patient. The aircrew established communications on bridge-to-bridge between the Rentz, the aircraft, and the boarding team handheld radio. The boarding team conducted a FOD walkdown while the aircraft conducted multiple passes to visually assess the hoisting environment.

Continued from page 56

Regional Updates

and leave – turned into a 50 minute travesty. The crew had numerous issues to work through: no ambulance or medical personnel standing by; police questioning the patient’s lack of passport or paperwork; and a language barrier between the patient (who only spoke Farsi) and the Omani officials (who only spoke Arabic and broken English). The aircrewmen moved the patient to a grass strip off of the transient civilian line and began to discuss the medical needs of the patient. After being continually

questioned on who the patient was, they returned to aircraft for assistance. The pilots created a new bingo based on enough fuel to fly 30 minutes looking for the ship and return to the aircraft and then divided up the workload: the HAC went to discuss the situation with the police; the H2P would monitor fuel and send one AW to retrieve the crew if fuel approached bingo; the other AW would monitor the patient. Eventually the HAC used a local airport cellphone to call the USDAO duty officer to explain the

situation – the aircraft was running out of fuel and had to leave because the fuel truck could not hot pump – and the embassy said they would take all further actions needed for the situation. The crew retrieved the gear and strapped in as the patient was loaded into an ambulance – there was a 200 pound buffer above the bingo. One final thing: the airfield manager told the crew they had to sign the paperwork for landing fees or tower wouldn’t give a departure clearance. It cost the U.S. Government $168 to MEDEVAC an Iranian citizen into Oman. By the time the aircraft departed Salalah, the crew had been out of touch for over an hour. LCDR Niles was waiting in CIC, growing concerned about fuel, hoping that the aircraft didn’t shutdown, but the crew was able to reestablish Hawklink and pick up TACAN once feet wet. It was an uneventful recovery, and the crew landed just after sunset with 900 pounds of fuel. Thankfully, Airboss canceled the dusk patrol...

NHA Region 1

NHA Regional One Golf Tournament at

Salt Creek Golf Club C H U L A V I S TA , C A AUGUST 20, 2010 • TEE TIME: 0800 • FOUR MEN SCRAMBLE • FEE: $60 per person (Cost includes golf and cart fees, lunch, and prizes) F o r m o r e i n f o r m a t i o n , c o n t a c t LT J a r e d O t t @ 6 1 9 - 9 9 7 - 7 1 9 4

Rotor Review # 109 Spring ‘10

Squadron Updates

Helantisubron Tenâ&#x20AC;&#x2122;s Desert Detachment Article By LT William Guheen

n May of 2010, HS-10 sent a detachment to NAF El Centro to conduct flight training in the areas of CSAR, Strike and NSW. Three aircraft were detached with 18 maintenance personnel and 38 pilots and aircrew. The focus of the detachment was twofold: to teach pilots and aircrew the skills to navigate and safely land in unprepared areas and for maintenance personnel to work away from home guard and gain valuable experience by working as a small cohesive unit.

The detachment flew 55.5 hours and completed 22 sorties. The events included day terrain following flights for new Fleet Replacement Pilots, night CSAR flights for returning Department Heads and area familiarization flights for Instructors Under Training. The training that goes into preparing for these missions is invaluable to a helicopter pilot. During their preparation students cover route planning, navigation and the basics of terrain following flight. In the air students learn the capabilities of the aircraft in a variety of different environmental

Rotor Review # 109 Spring â&#x20AC;&#x2DC;10

conditions ranging from cold windy mountain flights to 100+ degree temperatures in the desert. Pre-surveyed landing zones provide an excellent area for students to practice techniques for landing in unprepared LZs and how to deal with a degraded visual environment. So whether you are landing in dusty soccer fields delivering supplies to support relief efforts or inserting forces into a hostile area on a dark night these are skills you can use not only today but far into the future.

SQUADRON UPDATES: HS-10

HS-10 Golden Anniversary

Article by HS-10 Public Affairs Office. Photos by CDR(Ret)

Lloyd Parthmer

une 30th, 2010 marked the completion of HS-10’s 50th year of service as the HS community’s Fleet Replacement Squadron. To commemorate their 50th anniversary, current squadron members and their families joined with numerous former Taskmasters and Warhawks for a ceremony on June 25th at NAS North Island. Throughout the morning, attendees and their families tried their hands at flying H-60 simulators, explored the terrain table and visual aids

Commodore Michael Horan and Deputy Commandore Shoshana Chatfield of HSC Wing Pacific, and numerous former HS-10 Commanding Officers and command members. Following the ceremony, command members and their families gathered for a picnic at Breakers Beach on North Island. The Warhawks would like to express special appreciation to Ms. Shayne Meder and Past and present HS-10 Commanding Officers: (l-r, front to back) CAPT M.D. Horan, RADM W.E. Terry (Ret.) , Mr. Scott Donnell CAPT L.J. Cortellini (Ret.) , CAPT J.R. Nettleton, CAPT for preparing and R.B Ormsbee (Ret.) , CAPT M.T. Fuqua (Ret.) , CAPT painting Calumet A.E. Monahan (Ret.) , CDR P.V. Foege, CAPT C.B. Smiley 610, and the (Ret.), RADM G.M. Mauer Jr. (Ret.), CAPT D.G. Steuer Sikorsky Aircraft (Ret.), CDR D.J. Hayes (Ret.) . Corporation for their generous donation of the 50 aircraft. HS-10 moved to NAS North Island year anniversary plaque that in 1976, and in 1989, transitioned from the was presented to MMCPO venerable SH-3H Sea King to the SH-60F James Thompson by CAPT Seahawk. In 1990, to reflect their use of the Lou J. Cortellini (USN Ret.) new aircraft, the squadron changed its name The HS- from Taskmasters to Warhawks, the name it 10 Taskmasters were bears today. HS-10 Commanding Officer CDR P.V. Foege (left) and established in 1960 at Commodore of HSC Wing Pacific CAPT M.D. Horan Naval Auxiliary Air Station (right) with Ms. Shayne Meder, the artist who prepared Imperial Beach with the and painted the squadron show bird, Calumet 610. mission of indoctrinating and training pilots, aircrew, and using night vision goggles at the Night maintenance personnel in carrier based Imaging and Threat Evaluation Lab, rotary-wing anti-submarine warfare and took pictures of SH-60F and HH60H static displays that were set up in the hangar. The oldest former command member present, 91 year old CDR Donald Hayes (USN Ret.), who served as Commanding Officer from June 1966 to August 1967, joined with the youngest Warhawk, 19 year old PRAA Jason Henry, to cut the ceremonial cake with a sword. This took place beneath the shining red tail of the squadron show bird, Calumet 610, which had been freshly painted to commemorate PRAA Jason Henry (l) joins CDR(Ret) the anniversary. Attendees included the Don Haynes to cut the ceremonial leadership of many of HS-10’s sister cake. squadrons and the HSC Weapons School,

Rotor Review # 109 Spring ‘10

SQUADRON UPDATES: HSL- 51

Last Flight for HSL-51 Skipper and Warlord 700 Article by LTJGJAndrew Lathrop

more fitting. I felt amount of water humbled to be a part thrown from paper of its last flight”. cups, CDR McKone LCDR Vaughan lined up with everyone for a group photo. described flying with Just prior to the flash of the camera however, the Skipper on his last members stationed above on the mezzanine let and 700’s last flight loose a half dozen buckets of water onto the was a great honor unsuspecting CO. “Couldn’t be more proud saying, “I was so glad to have been associated with such a fine bunch of people. They impress me daily,” said CDR to be a part of it.” C D R McKone in regard to the Warlord Sailors. Warlord 700’s final journey also McKone, a 1991 graduate of the marks the end of an illustrious career. It was United States Naval originally accepted into the Navy following its Academy, completed Continue on page 59 Naval Flight Training in 1994. Following numerous sea and shore assignments, including FRS Instructor Pilot, Flag Aide to Commander, Carrier Group THREE, and a joint tour at the Pentagon, CDR McKone took command CDR McKone getting a good dousing from his fellow Warlords as the fourteenth after the last HSL-51 flight. Photo courtesy of HSL Public Affairs Commanding Officer of HSL-51. ednesday, March 17, After the flight, CDR McKone 2010 marked both the returned to home field and completed the last flight at HSL-51 for CDR Steven D. aircraft shutdown checklist for the final McKone, the Commanding Officer, and for HSL-51’s “Tail Bird” Warlord 700. time. He then returned to the squadron CDR McKone climbed into Warlord via the hangar bay to a surprise ceremony CDR McKone (r) walking out with LCDR 700 along with LCDR Jeremy Vaughan, from the entire command. As he walked Vaugh(l) to take that flight Photo courtesy of HSL Public Affairs the HSL-51 Maintenance Officer, and through the hangar bay doors, a group aircrewmen AWR1 Hughes and AWR3 of technicians, Ramirez for a two-hour formation flight p i l o t s , around the NAF Atsugi local flying aircrewmen, and Sailors greeted area. Along with dash-two, piloted him with the by LCDR Mike Ruth and myself, LTJG c e r e m o n i a l Andy Lathrop, the formation flew dousing of water along the coast of Japan and out into that follows an the Tokyo Wan. Being a participant in aviator’s final this significant event, I thought seeing flight. Thinking Warlord 700 flying around with the that he had the Samurai paint-scheme on its tail was escaped traditional bath quite a sight to behold and with Tokyo The Last Flight as a Warload. Photo courtesy of HSL Public Affairs as its backdrop it, nothing could be with just a minor

Rotor Review # 109 Spring ‘10

SQUADRON UPDATES: HSl- 51

Continued from page 58

acceptance flight on January 31st, 1984. It was flown at HSL-41 and HSL-43 in San Diego and HSL-37 in Hawaii prior to being moved to HSL-51 in September of 2000. While at NAF Atsugi, Warlord 700 flew for over 3,200 hours and hit its peak number of flight hours in a single month in June of 2002 with 112 hours flown. The airframe will soon become the custody of The U.S. Naval Aviation Museum in Pensacola, FL, but will remain on display at NAF Atsugi at a site still to be determined. It will be replaced by a newer Block I aircraft with upgraded mission capabilities being delivered from the West Coast, as LAMPS MKIII squadrons in San Diego continue their transition to the new MH-60R Seahawk Helicopter. But the retirement of this current Warlord 700 does not signify the end of the Warlord’s show bird. Upon its return from an intensive maintenance rework period, Warlord 712 will receive a new paint scheme and change its side number to 700, making it the Warlord’s new show aircraft.

WARLORDS WIN THE BATTLE “E” Article by LTJG Rob Jamplis, USN

detachment while they were out at sea. He was amazed at how each detachment was able to operate as a minisquadron, completing many of the same requirements Former skipper McKone shows off the Battle “E” presented by as a normal VADM Kilcline (l) to his squadron. Photo courtesy of HSL Public Affairs . squadron but with fewer people. “It is a testament to all of your ear 2009 was a era of hard work,” he said, “and this year, you challenges for HSL-51. are the most efficient HSL squadron in But it was these challenges that gave the the Pacific.” Warlords opportunities to excel—and The Warlords won the Battle that’s just what they did. In recognition “E” by focusing not on winning of their achievements, they were awards, but on prioritizing mission awarded the 2009 Battle Efficiency accomplishment, safety, personnel Award, recognizing them as the most development, and community relations. battle-ready HSL squadron in the As part of the Forward Deployed Pacific. On Mar 19, 2010, Vice Admiral Thomas Kilcline, Commander Naval Naval Forces in Atsugi, Japan, their Air Forces, traveled to NAF Atsugi to deployment schedule is unique within the HSL community. The Warlords’ honor the Warlords with the award. VADM Kilcline said how seven detachments participated in impressed he was with every facet eleven multinational exercises and four of the squadron, from their greatest emergent, Nationally-tasked missions achievements to the day-to-day in 2009. Specifically, the Warlords operations. He described how when he supported exercises FOAL EAGLE, and TALISMAN was the Commanding Officer of VF-154 ANNUALEX, SABER, as well as eight other Pacific in Atsugi, he had visited with a HSL-51

Rotor Review # 109 Spring ‘10

Partnership Exercises and routine FDNF Exercises. Warlord detachments surged three times with less than 48-hour notice to support Theatre Ballistic Missile Defense Missions, ASW contingency, and Maritime Counter Proliferation Intercept (MCPI) operations. During these 38 deployments, the Warlords flew 5,382 mishap free flight hours, and surpassed an incredible safety milestone: 110,000 Class A mishap-free flight hours. With the development of their personnel as a priority, HSL-51 created the in-house Warlord University Program, administered by its First Class Petty Officers. This program directly contributed to 40% advancement rate, with an E-4 advancement of 76%. All of the programs HSL-51 implemented for its Sailors focus on personal and professional development as well as being a good representative for the U.S. Navy while stationed abroad. Every Sailor is considered an ‘ambassador’ for the United States, and his held to the highest standards of the FDNF liberty policy. Warlords take this code of conduct personally, as evidenced by 2009 being the squadron’s third consecutive DUI-free year. Living abroad also offers incredible opportunities to interact with a different culture. Taking advantage of this fact, the Warlords enhanced the U.S. Navy’s standing in the Japanese community through different cultural and volunteer projects with Japanese locals. Two “Friendship Days” were held with the Japanese Maritime Self Defense Force helicopter squadron VX-51. During Continue on page 60

SQUADRON UPDATES: HSL-51 Continued from page 59

the first event, pilots and aircrew from HSL-51 traveled to the Japanese training base at Tateyama airfield and toured the Japanese squadron, including a chance to fly in VX-51’s simulator for their SH-60K helicopter. During the second event, VX-51’s CO exchanged kadamatsu, which are celebratory wreaths for the Japanese New Year, with the CO of HSL-51. Following the wreath exchange, VX-51 took HSM Wing Pacific Commodore Don Williamson for a tour of their new helicopter the SH-60K. Moreover, the Warlords also participated in many events meant to improve the local communities and created the Drug Education for Youth (DEFY) Program on NAF Atsugi. HSL-51’s efforts were not just limited to the local area, the squadron’s seven full time detachments participated in over 40 community relations project throughout the SEVENTHFLEET Area of Responsibility. All of these projects are what led HSL-51 to become the most battle effective HSL squadron in the pacific.

CNAF HSC Site Visit

Article and Photos by LT David Yoon, USN

n February 25, 2010, VADM Thomas “Killer” Kilcline, Commander, Naval Air Forces (CNAF), conducted an HSC site visit at NAS North Island hosted by CDR Weinstock and the Merlins of HSC-3. As a part of his regular duties, VADM Kilcline (also known as the Airboss) enjoys an occasional visit with subordinate commands to stay in tune with the sailors and units ultimately in his charge. Also in attendance from CNAF were LT Danielle Leiby, Flag Aide, and Force Master Chief (FORCM) Delozier. This particular site visit allowed VADM Kilcline the opportunity to fly an MH-60S with HSC-3, and to meet personally with Wing and squadron leadership. One of the highlights of VADM Kilcline’s visit was a familiarization flight with LT Joel Voss, an FRS instructor assigned to HSC-3. VADM Kilcline’s past flight experience has primarily been in fixed-wing fighters, so the opportunity to be a helo bubba

for a few hours was a change of pace for the Airboss. According to LT Voss, “VADM Kilcline is a pretty good stick . . . at least on par with a new Fleet Replacement Pilot.” While the admiral enjoyed auto-rotations and aerodynamic braking in the MH-60S, LT Voss said that the majority of their flight time was spent simply hovering over the pad or runway at NOLF Imperial Beach. In this case it seems that Maverick can hover! The rest of the day consisted of a luncheon with HSC squadron commanding officers, a meeting with HSC Master Chief Petty Officers, and a meeting with HSC department heads. The site visit was wrapped up with an HSC community social at North Island’s Sea ‘n Air golf course 19th Hole. There was a strong showing at the 19th Hole, as all were eager to show the Airboss that his helicopter brethren are definitely not all work and no play. Everyone in attendance seemed to enjoy the camaraderie, food, and drink; the social was a relaxing finish to an otherwise busy day for the admiral. The

VADM Kilcline in flight suit ready to fly. site visit was a successful event that allowed VADM Kilcline the opportunity to interact firsthand with HSC-3 and the other squadrons and leadership within the HSCWP.

The Airboss listens intently as LT Joel Voss briefs their familiarization flight. VADM “Killer” Kilcline tells a story as LT Voss listens on during their brief.

Rotor Review # 109 Spring ‘10

SQUADRON UPDATES: HSL-37

HSL-37 DET ONE DEPLOYS Aboard USS CHAFEE (DDG 90) Article and Photo by LTJG Brian Guest, USN

elicopter Anti-Submarine Squadron Light 37 (HSL-37) Detachment ONE deployed with the USS Chafee (DDG 90) on March 29th from Naval Station Pearl Harbor. The detachment sailed for the Western Pacific to participate in Cooperation Afloat Readiness and Training (CARAT) 2010 and other regional exercises. Operating with a Multi-National Navy fleet as part of a combined exercise, their primary focus will be conducting Anti-Submarine Warfare and Surface Warfare Operations. Additionally, they will be conducting professional and community relations events with foreign countries and keeping the high seas safe. Detachment ONE’s preparation for deployment spans back to October of 2009, when the transition from previous detachment leadership began. Since then, the aircrew attended tactical Locked and Loaded for HARP training at the Helicopter Advanced Readiness Program (HARP) in San Diego, California while the maintenance personnel have expertly prepared the detachment’s aircraft and programs for deployment. Additionally, the entire detachment spent a week in February underway with the Chafee conducting basic integration exercises. Detachment ONE deployed under the leadership of LCDR Mike Norton. The detachment consists of 4 pilots, 2 naval aircrewmen, 13 maintenance personnel and one combat-ready Armed Maritime Surveillance SH-60B Seahawk helicopter.

HSL-37 DET TWO Vagabonds Find a Home

Story and Photos by Lance Cpl. Reece E. Lodder, USMC

s he excitedly embraced his wife at Marine Corps Air Station Kaneohe Bay’s Hangar 103, LTJG Matt Miller, a pilot with Helicopter Anti-Submarine Squadron Light 37, Detachment Two, told her, “We’re lucky we even landed. It was so windy — I was really worried.” This week’s strong gusts didn’t stop this reunion. After 15 port visits, 700 flight hours and 60,000 gallons of fuel, Miller and 22 sailors with the Vagabonds returned to MCAS from a 7-month independent frigate deployment. The sailors deployed to the Navy’s Pacific Fleet (5th and 7th Fleets) with the Everett, Wash., based frigate USS Ingraham, said LT Sam Peterson, maintenance officer, HSL-37, Det. 2. Canvassing the globe on the frigate, the Vagabonds supported

missions with a large range of difficulty — from standard training flights to providing humanitarian aid, power projection, anti-smuggling operations and full blown medical evacuations, said LCDR David F. LaSpisa, officer in charge, HSL-37, Det. 2. According to a March 24 deployment article written by LaSpisa, the Vagabonds’ first operation was interoperability training exercises with the French Armed Forces in French Polynesia, Tahiti. “The opportunity to broaden our, and hopefully their, perspectives about how other nations operate was invaluable, in this case specifically to see the differences in our operating procedures compared to theirs,” LaSpisa said. “While not extremely different, they validated many of the things we do

Rotor Review # 109 Spring ‘10

and, at the same time, opened our minds to the many different ways of getting the job done.” Shortly after leaving Tahiti, the frigate was called into action and responded to a tsunami that struck Tonga, Western Samoa and American Samoa. Providing the first post-tsunami video/ photographic coverage and damage reports on America Samoa, the Vagabonds aided in debris removal, searched for survivors or hazards to navigation from the air, conducted aerial surveillance, and carried various disaster relief, photographers and local and federal government officials to survey the damage, LaSpisa said. Over the next two months, Peterson said the Vagabonds supported the frigate with more than 270 hours of Armed Surveillance and Reconnaissance, supporting STRUGGLE AGAINST VIOLENT EXTREMISTS and Continue on page 62

SQUADRON UPDATES: HSC-3 / HSM-70 Continued from page 61

PATTERN OF LIFE operations in the Red Sea. “We’re not involved in independent operations all that often,” said LTJG Forrest French, assistant operations officer, Det. 2, HSL-37. But he said one of the most rewarding parts was the liberty calls at numerous ports. “Hitting all the ports was great.” They participated in the escort of a fast attack submarine, a U.S. Air Force general’s transfer and a transit of the Suez Canal. While aiding in the escort of newly purchased Iraqi Navy patrol boats, they had the opportunity to port in Djibouti and assist in two medical evacuations, LaSpisa said.

On their way out of the Persian Gulf, the frigate stopped on a planned port visit to execute a diplomatic engagement mission with the Bangladesh Navy in Chittagong, Bangladesh. “The visit to Bangladesh was an absolute success due to the training conducted and the great relations established,” LaSpisa said. “Once again, experiencing a new culture and people was the highlight of our engagement mission.” After inventorying and turning over their gear, the sailors will have the chance for some well-deserved liberty.

French was greeted by his wife and two young daughters and said he was looking forward to spending time with his family and the change of pace associated with island life. “I’ll probably head down to the beach,” French said. “I’m going to take some time down there to get reacquainted with my family.”

Earlybirdz Return To Nest Story by Cpl. Danny H. Woodall

he EasyRiders of Helicopter AntiSubmarine Squadron Light 37 recently welcomed home the Detachment Five EarlyBirdZ who returned from an eight-month deployment in support of both OPERATION ENDURING FREEDOM and OPERATION IRAQI FREEDOM. “It’s like a wave of euphoria,” said Petty Officer 2nd Class Adam Cook while describing the feeling of returning to Hawaii and seeing his wife March 18. “It feels great. It’s a huge relief to be back.” The joyful sentiment within those words mirrored the often-silent, yet emotional expressions of nearly everyone present inside of HSL-37’s Hangar 103 as friends and families embraced the sailors who had been deployed since the summer of 2009. Cook, a Woodlands, Texas native and aviation electrician’s mate with HSL-37, is one of approximately 25 sailors who returned to Marine Corps Base Hawaii after completing an extended eight-month deployment aboard the guided missile cruiser USS Chosin. The USS Chosin operates out of Joint Base Pearl Harbor-Hickam. In training and deployed environments, the approximately 250 members of HSL-37 specialize in undersea warfare, medical evacuation, antisurface warfare, communications relay, personnel transfers and surface fire support. The EarlyBirdZ are the

fifth of five detachments that make up HSL-37. Led by LCDR Lloyd Smith, Detachment Five officer-in-charge, the EarlyBirdZ utilized their SH-60B “Seahawk” helicopters to accumulate more than 1,000 flight hours in the North Arabian Sea and Horn of Africa conducting surveillance missions and assisting in the observation and location of potential threats. While aboard the USS Chosin in the Gulf of Aden, they also hosted and aided Combined Task Force 151, a multi-national naval unit, with counterpiracy operations near Somalia. The majority of Detachment Five’s deployment was spent at sea, to include a 73-day period without a port call that encompassed several national holidays. Despite this, the EarlyBirdZ did take advantage of opportunities to make port at several foreign locations during the course of their deployment, including Japan, Singapore, the United Arab Emirates, Djibouti, Bahrain, Malaysia, Thailand, Hong Kong and Guam. Originally scheduled to return two months earlier, the deployment extended two additional months in

Rotor Review # 109 Spring ‘10

order to ensure mission success and completion, said CDR Ronald Dowdell, executive officer, HSL-37. Prior to their deployment, the sailors also had to complete a series of training “work-ups” in preparation for the time at sea. “[The EarlyBirdZ] performed extremely well in this extended deployment,” Dowdell said. “One of the challenges [in a deployment] is the time spent away. From Africa to Malaysia, [the sailors] helped support OEF and OIF with the help from their families back here [at MCB Hawaii]. The encouragement the sailors received is a testament to our strong family support system as well as the HSL-37 ombudsman [Ginny Wescott].”

SQUADRON UPDATES:HSM-70/HSC-23

HSM 70 Squadron Update Article by LTJG Duane Lawson, USN

ith late spring and summer comes an increase of OPTEMPO in the land of Sparta! In May, Detachment 1 (USS Gettysburg) and 2 (USS Bradley) led by LCDR Michael “JAG” Oneill and LCDR Pat “Critical” Burrus respectively completing week one work-ups (WOWU) while the rest of the squadron embarked the USS George H.W. Bush (CVN 77) for the first underway with all squadrons of CVW-8 represented. The detachments’ WOWU represented the first two Spartan Detachments to operate onboard smallboys, an environment already familiar to most squadron personnel. The carrier detachment however, marked the first time for several pilots and maintainers to operate off the flattop. The crews became proficient with carrier operations to include Spot 7 and integration with F/A-18G’s, E-2C’s

and HSC-9. The integration continued with VAW-124 during an exercise off the Jacksonville coast in early June, and planning is in work for coordinated operations at SFARP. Two other historic events occurred in Sparta during the month of May. First, we qualified our first helicopter aircraft CDR, LT Pete “Dieter” Mitalas. LT Mitalas from Jacksonville, FL, was formerly an NFO in the S-3 community and now holds the distinction of being the first newly trained aircraft CDR of an east coast HSM squadron. The Spartans also held their inaugural change of command ceremony on May 14, 2010. CDR William S. Walsh relieved by CDR Kenneth G. Kopp. CDR Walsh held the unique position of the Navy’s first east coast MH-60R squadron Commanding Officer since November 2008. Under his command, HSM-70 amassed over

4300 mishap-free flight hours, executed over 1500 shipboard landings, and conducted in excess of 42,000 manhours of maintenance. Taking CDR Kopp’s place as executive officer is CDR Amy Bauernschmidt. During the ceremony, CDR Kopp enthusiastically spoke to the crowd about the future of HSM-70. “The next couple of years will be fast moving and challenging. We will meet those challenges head-on and learn to operate at the edge of the envelope. We will challenge old ways of thinking, and when found lacking, we will be innovative and adaptive in developing creative new ways of employing our capabilities.”

HSC-23 Brings Armed Helo to the ARG

Article and Photo by LT Diego Lucero, USN and LT Stephen Whiteway, USN

nternational piracy and terrorism on the high seas has become an increasingly pressing issue over the past decade. This rise has brought back to the forefront some of the US Navy’s very first mission areas: Anti-Piracy and Maritime Interdiction Operations. The issue is not as simple as it was 200 years ago though; modern politics require us to take a more subtle, practiced approach. Enter: the Multi-Mission Helicopter Program. Composed of the MH-60R and MH60S, this program is aimed at creating a strong maritime helicopter strike and surveillance capability. Key elements include the ability to insert Special Forces personnel aboard ship, protect those personnel during their mission, and disable those ships which prove to be too hostile for a successful insertion. The Wildcards of HELSEACOMBATRON TWO THREE recently took one more step down the

HSC-23’s skipper, CDR Michael Dowling (far left), and CDR Al Worthy, the XO (far right) with cheerleaders from the nonprofit organization Sweethearts for Soldiers.

road towards making the MH-60S a true force to be reckoned with. The mission: integrate an Armed Helo-capable detachment with a Marine Corps Air Combat Element (ACE). The Armed

Rotor Review # 109 Spring ‘10

Helo mission kit is compatible with the Block 3 MH-60S airframes and includes the following capabilities: MultiSpectral Targeting System (FLIR), Continue on page 64

SQUADRON UPDATES: HSC-23 / HSL-49 Continued from page 63

Hellfire missiles, LINK 16 connectivity, GAU-21 .50 cal machine guns, and Integrated Self Defense equipment (ISD). HSC-23 received their first two Block 3 airframes in December of 2009 and was given a lofty goal to meet: a fully-trained Armed Helo detachment to cruise aboard the USS Peleliu (LHA 5), departing in May 2010. The squadron kicked into high gear, assigning aircrew and maintainers to the new Detachment Five and getting our training started immediately The squadron SWTI, LT Loren Jacobi, proved an invaluable resource during the training process. Many of our pilots had never seen the Armed Helo equipment firsthand, and those that had retained only limited knowledge from their few flights in the FRS. A required reading list was quickly disseminated and both pilots and aircrew eagerly buried their heads in the books. Many hours were spent in the simulator learning new switchology, practicing with the MTS, Hellfire, and ISD gear. The rate at which the aircrew soaked up this new knowledge was astounding—in six short months they went from knowing next to nothing to being experts in the field. Detachment maintainers went through a similarly rigorous process, scrambling to learn all they could about the new systems they were required to maintain. DET FIVE’s first major test came several months before their

scheduled deployment date. Two Det aircraft were sent to Los Alamitos Army Airfield in Long Beach, CA, where we were joined by 10 other aircraft from HMM-165 (REIN). The objective was to practice a fully-integrated HVBSS mission against a docked ship “crewed” by simulated hostile personnel. DET FIVE’s aircraft provided ISR support for the mission, utilizing our MTS to conduct surveillance on the target and guide the insertion teams through hostile defenses. The mission worked beautifully, providing strong evidence of the power provided to the ACE by an integrated Armed Helicopter detachment. The next test came a month later as Det Five embarked on the USS Peleliu for the first time. During a simulated straits-transit, the aircraft were able to identify stationary fastattack boats more than four nautical miles away from the ship, well before the ship’s radar was able to pick them up and before the boats themselves knew they were being observed. Had the helicopter been armed with Hellfires, the targets could have been engaged before they even knew they were in danger. Even the simulated armament of two GAU21 machine guns would have served as a potent deterrent to a hostile attack. The success of the mission further proved the ability of an Armed Helo detachment to protect an Amphibious Ready Group from one of the most prevalent threats

the US Navy faces today. The final test of the Armed Helo concept came with HSC-23’s first live Hellfire shoot. The two missions, both conducted in support of the Squadron Tactics Evaluation, were huge successes. We had not only proven our ability to learn several complicated new systems in a matter of months, but also the capability of the Armed Helo to defend and support the missions of the ARG. Many lessons have been learned from this new integration with the ARG and our detachment continues to grow into their expanding role. Indeed, we have proven that the MH60S is no longer just a utility SAR aircraft. It can now provide valuable technology and tactics that are vital for ATFP, straits transit, and MIO/HVBSS. We have moved forward with LINK-16 and J-Voice and plan to further integrate this with communication on the ship. DET FIVE is looking forward to more opportunities to prove ourselves and the Sierra as an important player in the ARG as we continue our deployment onboard the Peleiui. The Wildcards have become the West Coast expeditionary pioneers of the Armed Helo. Our continued training, further integration with the ARG, and overall professionalism are paving the way for future detachments. The Armed Helo is no longer just a proof-of-concept: it is now a reality and is quickly becoming a standard of the Navy/Marine Corps team.

The Tenacious Det,” HSL-49 Detachment TWO Returns with Pride Article by LT Melanie Duchateau, USN

n March 26, 2010 HSL49 Detachment TWO, “The Tenacious Det,” returned from an eight month deployment onboard USS Pinckney (DDG 91) with the USS Nimitz Strike Group. Det TWO deployed to the Western Pacific, Gulf of Oman, Horn of Africa, and the Gulf of Aden with two SH-60B helicopters, Red Stinger 104 and 110. The majority of their time was

spent flying in support of OPERATION ENDURING FREEDOM (OEF) as a surface surveillance asset for the strike group, as well as supporting counter piracy efforts in the Horn of Africa. Det TWO began its deployment by participating in USW-EX off the coast of Hawaii, setting a tone of professional excellence for the remaining eight months. Over the course of the three

Rotor Review # 109 Spring ‘10

day exercise, Red Stinger 104 and 110, combined with USS Pinckney, achieved over half of the simulated submarine attacks attributed to the strike group. Making this impressive feat possible was the hard work of the detachment’s maintenance team, which managed all necessary maintenance to allow Det TWO to execute all of its 18 Continue on page 65

SQUADRON UPDATES: HSL- 49 / HSM-41 Continued from page 64

events in three days. After a brief stint in the Gulf of Oman, USS Pinkcney was detached from the strike group to conduct independent Counter Piracy operations in the Somali Basin. Patrolling known pirate camps and pirated vessels anchored off the coast, Det TWO flew over 64 events in close proximity to pirated vessels and the shore line, providing over 1,000 high resolution photographs to national intelligence agencies and greatly enhancing the understanding of Somali piracy and the pirates’ day to day actions. During USS Pinckney’s time in the Somali basin, the Ukrainian merchant vessel ARIANA was freed after eight months of captivity. The Ariana and her crew of 24 were stranded off of the Somali coast without food, water or fuel necessary to get underway or run generators. Flying in close proximity to armed pirates on nearby ships, the Tenacious Det conducted extensive armed vertical replenishment operations to the Ariana, delivering over 3,000 gallons of fuel and two pallets of food. These complex flights not only provided vital humanitarian aid to the Ukrainian crew held captive for eight months, but also had a strategic impact by making a very favorable impression of the United States on senior Ukrainian officials, thus helping advance the United States’s diplomatic efforts with this strategic partner. Following missions in the Somali Basin, the USS Pinckney and Det TWO were reassigned to

conduct Counter Piracy operations in the Gulf of Aden. While in the Gulf of Aden, Det TWO conducted daily patrols of the shipping lanes in search of pirates. Along with their patrols, Det TWO enhanced the readiness of other air capable ships by operating

with multiple US and coalition ships not normally accustomed to working with a helicopter detachment. The Tenacious Det held to their reputation and conducted operations with these ships with the utmost professionalism. During this time, on a routine patrol, Red Stinger 104 came across a merchant vessel that had recently fought off a small skiff of pirates who had attempted to pirate the vessel. Red Stinger searched the area and eventually found the pirates fleeing toward Somalia. With help from a nearby coalition ship, the pirates were stopped, allowing the

visit, board, search, and seizure (VBSS) team to conduct a boarding and forced the pirates to dispose of their weapons. This was yet another instance where Det TWO made a tangible impact on the ongoing fight against piracy. During the transit home, the detachment supported the US Coast Guard by conducting eight days of aerial patrols of the various Economic Exclusion Zones within the US Coast Guard District 14 Area of Responsibility (AOR). Patrolling for illegal, unreported, and unregulated fishing in this region, Det TWO helped conserve a vital natural resource and promote regional stability of Micronesian island nations. The Tenacious Det made several memorable port visits in Singapore, Dubai, Bahrain, Thailand, Malaysia, Japan, Hong Kong, and Pearl Harbor. They attained many qualifications while flying over 850 mishap-free hours underway. The Tenacious Det completed 97% of all missions assigned, with an overall mission-capable rate of 99%, a testament to their hard work, attention to detail, and safe maintenance and operational practices. The Tenacious Det maintenance team lived up to the reputation they established for themselves from day one of deployment. HSL-49 Detachment TWO “The Tenacious Det” is glad to be home, but will never forget the excitement and challenges of USS Nimitz WESTPAC 2009-10!

HSM-41 Meets With The University Of New Mexico’s Midshipmen Article and Photos by LTJG Jeremy Hall and LT Price Balderson

n January 29th a flight of two MH-60Rs from Helicopter Maritime Strike Squadron FOUR ONE (HSM-41) landed in Albuquerque and were greeted by a dozen University of New Mexico

Midshipman and their advisor, LT Christopher Torres. HSM-41’s aircrew represented the U.S. Naval Academy and three different NROTC units from across the country. The majority of the Midshipmen present were

Rotor Review # 109 Spring ‘10

underclassmen, who were undecided regarding their career paths, but also included two Midshipmen with aviation contracts, one of whom was a STA-21 officer candidate. Continue on page 66

SQUADRON UPDATES: HSC-23 / HSL-49 LTJG Jeremy Hall a FRS student discusses the capabilities of the MH-60R and its role in the fleet with two upperclassmen from UNM NROTC with aviation contracts

to better myself and help me reach my goals”, noted LTJG Eric Kohut, a native of San Diego, CA and University of Colorado NROTC alumni. These events allow squadrons to provide NROTC units and recruiting Commands close contact with the fleet, while at the same time accomplishing invaluable training for the young pilots and aircrewmen. These opportunities ensure that the Navy continues to recruit the finest young men and women from all areas of the country and HSM41 will continue to “Serve with Pride” in support of such missions. Continued from page 65

The crews of the Navy’s newest helicopters were eager to speak with the Midshipmen about the HSM community, MH-60R, and experiences as a Naval Aviator. The next hour was spent giving tours of the helicopter and providing a question and answer panel for the eager students. Once all the questions were answered in detail, the Midshipmen began asking questions about Navy life, Naval Aviation, and flight school. The excitement on the faces of the Midshipmen was noticeable after being able to talk to young officers who had been in their shoes just a few years ago. “I remember when I was in school and sometimes a fresh face was just what was needed to provide reassurance and motivation for me to strive LT Chris Lemon a FRS instructor answers questions from a group of underclassmen at UNM NROTC.

150,000 Mishap-Free Flight Hour Milestone

Article by LCDR Christopher Cooper

n March 26, 2010, the Seahawks of Helicopter Maritime Strike Squadron FOUR ONE surpassed 150,000 mishap-free flight hours, a significant milestone in Naval Aviation. HSM-41 celebrates this achievement due in no small part to the 20 Commanding Officers and thousands of Sailors who made this possible over the last 27 years. An accomplishment of this magnitude requires constant vigilance, dedication, and attention to detail by every member of the Seahawk team. One moment of complacency by a maintainer or member of the aircrew during a maintenance or flight evolution could prove disastrous. HSM-41’s

impeccable safety record started 27 years ago with the Sailors who commissioned the squadron in 1983, and has continued to improve ever since. Their efforts set a standard for excellence that has been passed down and carried forward by the men and women serving in HSM-41 today. HSM-41’s Commanding Officer, CDR Thomas C. Baldwin, flew the ceremonial flight to mark passage of the 150,000 mishap-free flight hour milestone. After his flight, the squadron briefly paused to recognize the achievement, but the Seahawks were shortly back to work. HSM-41 will continue

Rotor Review # 109 Spring ‘10

operating by the standards that have made the Command such a huge success. The Seahawks look forward to continual process improvement, implementing safe work practices, and fostering a strong safety culture in hopes of celebrating many more mishap-free flight hour milestones.

SQUADRON UPDATE: HSL-46

Leading From the Front Article by LTJG Jim Miller

he sign on the hangar door reads, “In matters of principle, stand like a rock”. This, in itself, inspires leadership and desire to perform. In 2009, that is exactly what the Grandmasters of HSL-46 did. The Grandmasters outstanding performance resulted in winning several coveted awards including the COMNAVAIRLANT Battle Effectiveness Award, the Sikorsky Golden Wrench Award, the COMHSMWINGLANT Talon Award, CNO Safety Award, and a COMHSMWINGLANT nomination for the Arleigh Burke Fleet Trophy. Additionally, consistent with the dedicated performance at home, Detachments TWO, FOUR, FIVE, and NINE took the fighting spirit of the Grandmasters to sea and continued the dedication to excellence in the HSL mission worldwide. Throughout 2009, the members of HSL-46 demonstrated that they were the finest squadron in Helicopter Maritime Strike Wing, U.S. Atlantic Fleet

Grandmasters receiving the Battle “E” Award

by winning the COMNAVAIRLANT Battle Effectiveness Award. The Battle “E” is awarded to that squadron who shows exceptional combat readiness and tactical employment of its airframe. This honor was due in no small part to the hard work and dedication of the Maintenance Department, Operations Department, and the crews of the detachments themselves. HSL-46 executed missions

Article by Gunnery Sgt. Steven Williams , USMC

USMC Updates

Hueys Take To Skies Supporting ANSF, NATO Troops

in the 2nd, 4th, 5th, and 6th Fleet areas of responsibility flying more than 5,200 mishap free hours, conducting more than 5,600 shipboard landings. The Officers, Chiefs, and crew of HSL-46 continue to “Set the Standard” for the HSL community. Congratulations to all

arine Corps aviation assets in Afghanistan bring a huge advantage for Afghan national security forces and NATO troops who are constantly ambushed by an enemy that rarely sticks around to fight. So, while the insurgents hide behind their surprise tactics, Marines with Marine Light Attack Helicopter Squadron 369 are bringing a little surprise of their own. It’s called the UH-1Y Huey. Bell Helicopter named it the Venom. Marine pilots and crew fondly call it the Yankee. But no matter what you call it, the thought of it alone is striking fear in the enemy. “A lot of times we’ll get a call for troops in contact,” said Staff Sgt. Jonathan Lee, an HMLA-369 crew chief, “and Staff Sgt. Jonathan Lee, a crew chief with HMLA-369 explains what we’ll scramble out of here, get down to the contact point and he’s seeing to the pilots over radio communications during a combat just the sound of us coming into the overhead is the fight assault support mission in southern Afghanistan July 16. 2010. Photo stopper because the Taliban and insurgents realize that they taken by GSgt. Steven Williams, USMC just lost any illusion of fire superiority when we came on station.” Continue on page 68

Rotor Review # 109 Spring ‘10

USMC UPDATES: HMLA-369 Continued from page 67

USCG Updates

Outfitted with an M134 minigun, a GAU-17/A .50-caliber machine gun and 2.75-inch rockets, the Huey is rigged for dominance. Its fourblade rotor provides intense power for getting to the fight in a hurry even with the massive firepower attached to it. And some high-tech tools in the cockpit give the pilots an edge, including the capability to downlink with UAVs in the area to see what they can see. But as with any machinery or weaponry, the Huey is only as strong as the crew using it. Lee and his partner, Sgt. Trevor Cook, another crew chief, work hard to meld as a seamless team. “We have to learn each others’ tendencies,” said Lee. “You also have to learn the pilots’ tendencies and build the crew coordination concept that it’s one team, one fight inside the helicopter. You have to coordinate everyone’s actions

so they come off smoothly without any notice that there are actually four guys flying the helicopter – it seems like one.” As a Huey of one, the team becomes a lethal weapon system. However, HMLA-369 also serves another critical mission for ANSF and NATO forces – many times acting as eyes in the skies. Teamed up with the AH-1W Cobra on some occasions, Huey Marines roll out at the request of ground forces to scan the area for threats. No matter what they’re airborne to do, the Huey Marines stay armed and dangerous and they’re proud of the fact that ANSF and NATO forces below know that the mere sound of helicopter blades pounding in the air above signals a sure victory. “And we just hope we get down there fast enough that we don’t

lose another Marine or any coalition forces,” said Lee. “We’re trying to keep them as safe as possible. And if the time comes, we’ll throw it down and hopefully take the heat off the ground guys and make the bad guys wish they had never messed with us.” “There is no better feeling than protecting your brother,” said Cook. “And that’s exactly what we’re here to do.” It’s a mission all of the Huey crews take pride in as they take the skies, hoping to quell the enemy attacks before another coalition partner or Afghanistan civilian falls victim to the enemy’s savage attacks

Coast Guard Group Humboldt Bay Rescues Kayaker off Trinidad Head

Article by LT Todd Vorenkamp, USCG

Coast Guard helicopter crew rescued a man from the rocks on the north side of Trinidad Head this morning, after his kayak overturned in the surf. The man was kayaking with his wife when his boat overturned, and he could not right himself. He elected to separate from the kayak while submerged and swam towards the cliffs of Trinidad Head. A Good samaritan had just pulled up to the beach parking lot to watch the waves and eat breakfast when he saw the kayak capsize. He immediately called 911 and the California Highway Patrol forwarded the call to the Coast Guard. As the Coast Guard prepared to deploy assets, the communications center at Group Humboldt Bay issued an urgent marine information broadcast on marine VHF radio channels. Soon after the broadcast, the Trinidad Water Taxi launched from the Trinidad boat ramp and proceeded to the

scene.

The Coast Guard dispatched a 47-foot motor lifeboat from Station Humboldt Bay and an MH-65C Dolphin helicopter from Air Station Humboldt Bay. The water taxi motored around the north end of Trinidad Head and spotted the kayaker’s wife and made contact with her. She was able to board the water taxi and then relay the position of her husband and his apparent condition to the Coast Guard. The Good samaritan on the beach and the Trinidad Water Taxi were key to the successful outcome of this case. Without a call from the beach, and without the help of the Trinidad Water Taxi, who kept an eye on the kayaker throughout the entire rescue, this could have ended differently, said Lt. Adam Wolfe, the Dolphin helicopter co-pilot. Once the helicopter arrived one scene, the crew contacted the water taxi on marine radio and was directed into position above the cliff. The helicopter entered a hover above the man and lowered their rescue swimmer down to a

Rotor Review # 109 Spring ‘10

relatively flat area. The rescue swimmer made verbal contact with the gentleman, and the kayaker did not report any injuries. This was definitely not a standard case, said Petty Officer 3rd Class Brendan Dent, the Dolphin helicopter rescue swimmer. It wasn’t really a water rescue, and it wasn’t really a cliff rescue because of his position in the crevasse. Both men were then hoisted safely into the helicopter and transported to Arcata Airport where emergency medical services met the aircraft at the Coast Guard Air Station. The position of this kayaker was such that we had to hover pretty close to the cliff, said Petty Officer 2nd Class Andre Blanchard, the Dolphin helicopter flight mechanic. EMS evaluated the gentleman and released him at the Air Station. It shows you how dynamic and unforgiving the maritime environment can be on the Northern California Continue on page 69

USCG UPDATES: USCGAS Humboldt Bay Continued from page 68

coast. These folks were experienced kayakers that had all of the best safety gear, including life jackets, helmets and waterproof hand-held marine VHF radios,” said Lt. Todd Vorenkamp, a Coast Guard spokesman and pilot stationed at Air Station Humboldt Bay. “They had their names and phone numbers posted on their kayaks as well something critical for not only search and rescue but for having your gear returned to you if you get separated from it. However, despite all of these precautions and experience, they were

overcome by the conditions and ended up in distress. The Coast Guard reminds mariners that the maritime environment is extremely dangerous and mariners should keep an eye on weather and sea conditions at all times, know your personal limits, and ensure that you wear your life jacket and have safety gear in good condition whenever you venture out on the water. It was definitely a good way to start a 4th of July duty day, said Lt. Michael Chocholak, the helicopter pilot.

(Photo on the left) PO3 Brandon Dent, an aviation survival technician lowered from an MH65C Dolphin helicopter to rescue a kayaker stranded on the Trinidad Head rocks, July 4, 2010. The Coast Guard helicopter crew rescued the kayaker after he overturned in the surf and swam to the rocks. U.S. Coast Guard photo by Lt. Todd Vorencamp

Memorial Service for CG 6017

LCDR (select) Sean Krueger, USCG

n July 14, 2010,, the Coast Guard said goodbye to three of its own. In a memorial service held in the hangar at Air Station Sitka, LCDR (select) Sean Krueger, AMT1 Adam Hoke and AMT2 Brett Banks were honored for making the ultimate sacrifice in the service of our nation. “There is no greater compliment than to be known as a great Shipmate and no better goal than to become one,” said Admiral Bob Papp, Commandant of the Coast Guard to those assembled to

AMT1 Adam Hoke, USCG

honor the fallen Coast Guardsmen of CG 6017. “By all definitions, Sean Krueger, Adam Hoke, and Brett Banks were great Shipmates. This is what makes their loss all that much harder to bear.” On July 7, 2010, a Coast Guard helicopter, designation 6017, was lost off the coast of Washington State. Three Coast Guardsmen were pronounced deceased as a result of the crash. LT Lance Leone was the lone survivor of the air crew.

Rotor Review # 109 Spring ‘10

AMT2 Brett Banks, USCG

Over the past week, the outpouring of support for the Coast Guard family and those left behind by our fallen shipmates has been both a testament to the careers of these brave Coast Guardsmen but also an inspiration to those who choose to wear the uniform in service to and defense of the United States. We here at Coast Guard Compass thank you on behalf of the Service for your support and your prayers in this time of mourning.

Perspective of the Magazine

The Growth of Rotor Review Article by George Hopson, NHA Art Editor

n May 27, 2010, the 2010 NHA Symposium came to a close as they were wrapping up the Flag Panel. As we celebrated the end of another successful Symposium in Jacksonville, I could not help but reflect on what Rotor Review has meant to me. Even though I am very grateful and humble to receive the praise for the continuing growth of this magazine; I don’t do this alone. At this Symposium, I had the opportunity to sit down with a few pilots from the Navy and Coast Guard and ask them about their thoughts on Rotor Review. What did they and/or RR100’s cover like dislike about the magazine? After this conversation I decided that I just might need to sit down and write a little about Rotor Review from my perspective. For the most part, they do like how the magazine has grown throughout the years as it focuses on various levels on what the naval helicopter community is facing in the fleet. These topics have ranged from Helo CONOPS to HA/DR

to training to joint operations. No only has this publication’s look and content changed over the past few years, but it has expanded. Many articles can be found on the NHA website (www.navalhelicopterassn. org) where readers can comment on each issue. This form of media lets the editors know your thoughts on the different subjects addressed and how Rotor Review has presented them RR102’s cover to you. In addition, we have added a ‘Letters to the Editor’ section in the magazine as sometimes we feel that the rest of the naval helicopter community would benefit from someone’s comments. I have to admit though, that I don’t put these 72 pages together all by myself. The success of this publication is based on the contributions of the NHA team, which consists of the NHA Staff, the NHA Officers (past and present), and the NHA Board of Directors for providing their contributions and advice to me, RR104’s cover and trusting and

supporting me for these past five years as the NHA Art Editor. The success is also due to Rotor Review’s Editor-inChief LCDR Kristin Ohleger and the wonderful community editors, who make my job a little bit easier by soliciting and sorting out articles, proofreading my layouts, and coming up with new and exciting focuses to be addressed for each issue. In the end it is actually you, the readers and writers of articles, who continue to make Rotor Review a great success. There would be no articles to read and no one to read them if it were not for all of you. There is one person that we must thank in starting Rotor Review over 29 years ago. That person is Ms Betty Stuyvesant, who not only provided the blank canvas and pad for all NHA editors, past and present, but RR106’s cover she provided a voice for the organization, and the naval helicopter community. I hope that Rotor Review continues to display the same pride and passion that you present each and every day as an operator in and out of the cockpit as it continues to inspire me to sit in front of this monitor and challenge me to continue to be a better Art Editor for it.

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. Staight 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. Rotor Review # 109Keep Spring ‘10 70accomplishments in rotary wing aviation. members informed of new developments and

More Photos of the 2010 Symposium

2 1

3 1. LCDR Brian McLaughlin, USCG giving the brief on his air crewâ&#x20AC;&#x2122;s experience with the Alaska Ranger rescue in 2008. 2. NHA Chairman RADM Tomasezeski and NHA President CAPT Miley prepare for the introduction of the opening ceremonies. 3. Lucy Haase, NHA Membership/ Registration (left) got together with LT Jen McCollough and CAPT(Ret) Bill Zidbeck for a photo-op in the Preconvene Area. 4. NHA Member from the audience ask the Flag Panel. 5. Few Helo Bubbas from HSC-22 enjoying drinks and food at the Members Reunion. 6. Members participating the golf tournament at St Johns Golf and Country Club Photos taken by LT Justin

Cooper, USN and CDR (Ret) Lloyd Parthemer, USN

The Next Issue of the

focuses on Safety All photo and article submissions need to be no later than August 16, 2010 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435.7139 or rotorrev@ simplyweb.net.

Rotor Review # 109 Spring â&#x20AC;&#x2DC;10

NHA “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

$50.00

Misc “Stuff” Description Happy Helo Blanket Calculator/Calendar combo NHA License Plate Frame** Chrome

Size

$15.00 $15.00 $15.00 $15.00

Price $15.00 $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:

_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________

EMAIL: rotorrev@simplyweb.net

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

Rotor Review # 109 Spring ‘10

(version 2010)

Polos

& Ballcaps

Use the order form here on page 72

These items and more are display online at www.navalhelicopterassn.org. Shopping online using PayPal is available.

Izod Polo Shirt

NHA Logo with wings

(M, L, XL) Navy Blue w/black stripes

$35.00

Walk-In: NHA is located in Bldg 654 on Rogers Rd., NAS North Island. Mail-In: NHA, P.O. BOX 180578 Coronado, CA 92178-0578 TEL: (619) 435-7139 FAX: (619) 435-7354

Outer Banks

w/ NHA

logo

Creme w/Black stripes or Royal Blue w/ Navy stripes (S, M, L, XL, XXL)

PING w/ NHA logo Navy, Red, Slate Blue (S, M, L, XL, XXL)

Pilot Wings

Navy, Charcoal Gray (S, M, L, XL, XXL)

$40.00

Pilot Wings

U.S. Navy

Khaki, Navy, Red, Black, Sand

Navy/Gold or Black/Sky Blue

One size fits all

$15.00

PING w/ NHA logo &

$15.00

MH-60S / MH-60R Khaki, Navy, Black

One size fits all

$15.00

EMAIL: rotorrev@simplyweb.net **Mail Delivery: 15% is added for shipping and handling**