Rotor Review Fall 2010 #111 by Naval Helicopter Association, Inc

Number 111 Fall 2010

F a l l 2 0 1 0 N u m b e r 111

Flight Suit Culture Tribute to a NHA Founder Naval Aviation Welcomes Singapore

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 111 / Fall ‘10

Features Flight Suit Culture CAPT(Ret) D.A.Yesensky, USN

Navy Relief Efforts in Pakistan LTJG Adam Craig, USN

LCDR Kristin Ohleger, USN

Some Perspective on Helicopter Core Competencies LT Daniel Rogers, USN

Design Editor

Naval Aviation Welcomes Singapore LT Kosta Nakos, USN

NAS Whiting Field’s 2010 Fleet Fly-In HT-8 Public Affairs Office

REDHAWK Represents at the 2010 NHA Fleet Fly-In LT Brandon D. Smith, USN

“Creo Que Voy A Cortar El Cable” (I think I’m going to have to cut him) LT Ian N. Morikawa, USN

A Helo Bubba’s Take On the Hook LCDR Derrick Kingsley, USN

Editor

George Hopson

Aircrewman / Special Missions Editor

Page 15

AWCM Carl T. Bailey II, USN

HSC / HS / HM Editor LT Julie Dunnigan, USN

HSL/HSM Editor

LT Anthony Amodeo, USN

USMC Editor

Page 17

TBA

USCG Editor

LT Todd Vorenkamp, USCG

Book Review Editor

LCDR BJ Armstrong, USN

Page 39

Technical Advisor

Focus

LCDR Chip Lancaster, USN (Ret)

NHA Photographer

Focusing on the Aircrewman Perspective

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

Notes from Your Aircrew Editor AWCM Carl T. Bailey, USN

Historical Editor

Embroidering The Common Thread for the Future: A Perspective from a FRS Instuctor AWS2 Tyler

SAR Medical Technician HMC (NAC/AW/FMF/DV) Jason D. Owen, USN and HMC (NAC/AW/FMF/

Perspective from Aviation Search and Rescue Instructors HSC-3 SAR School Instructors

They Weren’t Kidding When They Said It Would Be Tough! AWR3 Benjamin Hill, USN

An Eye Opener AMT2 Jason Weeks, USCG

Rescue in the Gulf of Aden LT A.J. Edwards, USN and LT Benjamin Farwell, USN

HS+HC=HSC (The Best of Worlds) AWS1 Curtis Clontz, USN

Pickle, Pickle, Pickle AWS2 Shamus McManaman, USN

Perspective from a Retired Naval Aircrewman AWCM (NAC/AW) Frank “Bud” Nelson, USN(Ret)

CAPT Vincent Secades, USN (Ret) Page 41

DV) Mark Kirkland, USN

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 # 111 Fall ‘10

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

Corporate Associates

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

National Ofﬁcers

AgustaWestland Inc. BAE Systems / Electronics & Integrated Solutions Bell Helicopter Textron, Inc Binghamton Simulator Company Boeing Aircraft & Missile Breeze-Eastern CAE Inc. Delex Systems, Inc EADS North America FLIR Systems, Inc. G.E. Aircraft Engines GEICO Goodrich Corporation Harris Corporation LSI, Inc 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 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.

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 2011..................CDR(sel) Derrick Kingsley, USN Secretary.......................................................LT Sutton Bailey, USN Treasurer ........................................................LT Dave Yoon, 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.

In appreciation of our advertisers

Page

Lockheed Martin Mission Systems and Sensors

C2 25 38 40 45 49 57 C4

University of San Diego Navy Mutual Aid Association USAA Hovergirl Properties LSI Rockwell Collins Sikorsky Aircraft Corporation

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

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

NHA Scholarship Fund

Directors........................................CAPT James Vandiver, USN CAPT Steve Truhlar, USCG

President...................................CAPT Paul Stevens, USN(Ret) V/P Operations.........................................CDR Rich Weeden, USN V/P Fundraising .......................................LT Sutton Bailey, USNR V/P Scholarships ........................CDR Tony Saunders, USN V/P CFC Merit Scholarship.............LT James Scharff, USN Treasurer..................................LT Sarah Flaherty, USN Corresponding Secretary..................LT Sam Wheeler, USN Finance Committee.............................CDR Kron Littleton, USN (Ret)

Rotor Review # 111 Fall ‘10

President ............................................CDR Hans Sholley, USN 2010 Fleet Fly-In...................................LT Chad Christensen, USN

Far East Chapter President ..............................................CDR Sil Perrella, USN

Departments Number 110 / Summer ‘10

Editor’s Log

Chairman’s Brief

President’s Message

NHA Scholarship Fund

Executive Director’s Notes

View from the Labs, Supporting the Fleet

Letters to the Editor

Industry and Technology

LCDR Kristin Ohleger, USN RADM Steve Tomaszeski, USN (Ret) CAPT John Miley, USN CAPT Paul Stevens, USN (Ret)

Page 10

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

Page 34

Centennial of Naval Aviation

Page 69

Arthur Young, Philosopher and Rotorcraft Pioneer CAPT Vincent C. Secades, USN(Ret)

Old Meets New -- Landslide 07 Gets an Old Facelift LT David Camp, USN

PAR Dinner CAPT Vincent C. Secades, USN(Ret)

Korea’s ‘Copter Doctor: A Tribute to Harold Nachlin CAPT H.D. Kuokka, USMC, Reprint from Bee-Hive, circa

Change of Command

1955

There I Was Page 70 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 . 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 # 111 Fall ‘10

Out of Power & Clean Shorts LCDR M. Scott Jackson, USCG

Squadron Updates

USMC Updates

USCG Updates

Senior Ofﬁcer Bookshelf

In Memory

Stuff

Editors Emeritus

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

Editor’s Log

elcome to Rotor Review 111! Some of you may remember three years ago when we focused RR99 on the Aircrewman’s Perspective. Unfortunately that issue was not our most successful. While brainstorming (as usual) for the focus of this issue, the editors and I decided that we should try it again; we are so glad we did. I don’t normally quote past editor logs, but decided that with the same focus as RR99, I wanted to reiterate my thoughts on the importance of the aircrewman as part of my flight crew. As an instructor, I have always taught new aviators the importance of aircrewmen in the accomplishment of a mission. They are our eyes and ears at the most important times. They have

Chairman’s Brief

irst, I would like to wish a Happy New Year to every member of our growing NHA/ rotary wing community. Wherever this New Year finds you - ashore, afloat, or incountry - I hope the blessings and promise of 2011 is enjoyed and realized by you and your families This edition’s theme is “The Aircrew Perspective,” a most appropriate topic in our integrated, crew resource intensive and dependent environment. Naval aviation has always been all about teamwork and nowhere is that more apparent than observing the crew operating a helicopter. Back in the day it was understood that you could have a good squadron with well-trained, proficient pilots. But it was the experience and professionalism of the aircrew and maintainers that allowed good squadrons to reach that next level. Efficient crew coordination is essential in every mission we fly and the foundation of that crew effectiveness is trust. Trust in their pilots, and what establishes that trust, is the bedrock for exceptional crew coordination. But that is my perspective. Read about the “Aircrews Perspective” inside.

saved me on more than one occasion whether it is as simple as dropping a torpedo, or as difficult as landing on the back of a DDG at night. They have been my eyes flying in combat when I was engaged in the mission. They have been there to back me up with the NATOPS when we were experiencing difficulties. Most importantly, they were there with me when I rode a failing aircraft into the ground. I sincerely believe that I would not be here today if it were not for the enlisted aircrewmen I have flown with and I wanted to take this opportunity to dedicate an issue to them in thanks. For a second time I want to dedicate this issue to the aircrewman I have flown with.

In this issue you will read of different perspectives of heroic acts as well as the new and ever changing mission requirements of our Naval Aircrewmen. This issue of Rotor Review is our biggest yet with 80 pages and more color than ever and I am excited to finally share it with you. The response to this focus was tremendous and I want to thank all of you for contributing to its success. 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.

BREIFING NOTES: • There are some events that epitomize professionalism. The annual GULF COAST FLEET FLY- IN is one of them. If you have not attended the Fly-In in recent years, all I can tell you is you are missing an event like no other in our Navy. It is professional, social, educational, recreational and fun. This annual interactive presence of fleet aircrews complements the experience and leadership of our talented instructor corps (HT-8, HT-18, HT-28) for our unrestricted student naval aviators (SNAs). The 21st annual Training Wing FIVE - NHA GULF COAST FLEET FLY IN was held 19-22 October at NAS Whiting Field. Commodore Vandiver (TRAWING 5) and his team organized another superb rotary wing Fly-In and symposium for our SNAs and Navy / Marine Corps / Coast Guard Fleet Fly-In aircrews. 26 fleet rotary wing aircraft flew to Milton allowing our SNA’s to ask questions to fleet squadron pilots and aircrew about missions, deployments and homeports and quite literally preflight and conduct indoctrination flights. Skipper Mike Fisher, HT-

8, REGION 5 NHA president, and his Fly-In leads , LT Chad Christensen and LT Paul Henderson , executed what can only be described as a penultimate training experience. Our commodores or their deputies were in attendance, as well as the CO of MAG-39 and the CO of the Coast Guard’s Aviation Training Center. Two (of many) highlights experienced: the “Flight Jacket Formal” celebrating 60 Years of Rotary Wing Training and the Seniors Officer’s Panel. At the panel, in answer to the question “What one piece of advice can you leave with our nugget unrestricted aviators?” Commodore’s Bush and Cashman passed the following advice (my notes and not verbatim):

Rotor Review # 111 Fall ‘10

LCDR Kristin Ohleger, USN

Rotor Review Editor-in-Chief

Commodore Bush: 1) In your logbook write down every ship you ever land on. When you get to be a senior naval aviator you will both appreciate and be amazed at where you have been 2) keep a record of the names of your aircrew that you flew with. You will fly with many over your career and you’ll want to remember them 3) keep the social roster from every squadron you are in. Time passes quickly; it’s nice to remember all the names. Commodore Cashman: Here at Whiting you are all about Naval Aviation and flying. That’s how it should be. But when you hit the Fleet, Continue on page 5

Continued from page 4

MAJOR SEA COMMAND-CVN SEQ

remember, you are a Naval Officer first, Naval

CAPT

NOSENZO THOMAS E

MAJOR SEA COMMAND-SHIP CDR

BRUNETT CHRISTOPHER W

CDR

GORDON DANA R

CDR

PATTERSON MICHAEL

CDR

TEETS BRIAN T

MAJOR SEA COMMAND-MCMRON/PHIBRON CDR

JOYNT MARK A

CDR

POTTS MALCOLM H

MAJOR COMMAND ASHORE-HSC TW CDR

NAS JAX Air Show with aircrews from HSM and HSC communities

SCHULLER FRANK J

MAJOR COMMAND ASHORE-HSM TW CAPT

Aviator second. Remember that always and you will have a successful career. Excellent advice, commodores!

BOUVE DAVID W

MAJOR COMMAND ASHORE-FTS CAPT

COVERT ANDREW P

MAJOR COMMAND ASHORE

•

NHA also conducts a board of directors meeting at the Fly-In. Topics addressed: Membership report; Finances; nominations for a new director- at - large; Symposium dates/locations; an Affinity marketing decision; our CoNA symposium; BoD’s awards; NHA JO leadership award criteria; NHA scholarship fund. To summarize: your NHA is in outstanding shape across the board and your association was able to contribute a significant amount to our Scholarship Fund.

•

I have been to a number of air shows this year and I have had the pleasure of meeting both HSC/HSM squadron members at both the NAS Jacksonville and Oceana shows. Our helicopters always draw a crowd and I enjoy listening to our pilots and aircrews tell the public about how we do business. And kids always do ask the best questions!

•

Some exciting news regarding potential “rotary” entertainment during our 2011 Member’s Reunion. NHA will conduct its Annual Symposium in San Diego, California, May 9-12, 2011. The 2011 annual symposium will also coincide with another major milestone - the “Centennial of Naval Aviation” - as our Navy celebrates the 100th anniversary of Naval Aviation. We will conduct our Member’s Reunion onboard the USS Midway Museum on San Diego Bay the afternoon of Monday, 9 May 2011. As part of the Members Reunion Mr. Chuck Aaron, who is associated

CAPT

COUGHLIN MATTHEW F

CAPT

EDGECOMB DAVID M

CAPT

NETTLETON JOHN R

CAPT

UNDERSANDER ROY C

CAPT

VASQUEZ LAWRENCE R

with the Red Bull North America organization, has offered to perform his helicopter flight demonstration. NHA has requested that the USS Midway Museum authorize Mr. Aaron to begin and end his aerial demonstration from Midway’s flight deck on 9 May. Chuck is the first and only civilian pilot to be licensed by the Federal Aviation Administration to perform aerobatics in a helicopter, which he does 25 times a year across the U.S. in a tricked up BO-105. His participation in the 2011 NHA Annual Symposium would be a grand way to help celebrate our Centennial. At this time this looks like this will happen. I will keep you posted. •

The major aviation command screening board results reported out in early November. Old news to most, welcomed news to many!

Congratulations to all our major command selectees! (See Table 1-1) • Update on the Future of Vertical Lift:

Rotor Review # 111 Fall ‘10

Exactly a year ago I briefed you that on 27 October, 2009, HSC/HS OSD posed a proposition for the U.S. rotorcraft industry. Create a Vertical Lift Consortia, HSC/HS consisting of U.S. aerospace HSM/HSL companies and OSD will begin HSM/HSL working with industry to (a) HSM/HSL draft a technology roadmap; (b) draft a Science &Technology (S&T) plan; and (c) interface HM with the DoD through an HM “Other Transaction Agreement” (OTA) to perform 21st century technology development for HSC/HS rotorcraft. DoD was required to submit a report by 1 July HSM/HSL 2010 to Congress, pursuant to the Sec. 255 NDAA 2009 le g is lat io n , ma n d ati n g a HM (FTS) Capabilities Based Assessment on Vertical Lift Technology (see RR 106). Note that the use of HSM/HSL an OTA obviates the need for HSM/HSL competitive bidding, which HSC/HS will expedite rotorcraft S&T. HSC/HS Members of the Consortia are free to team with whom they HSM/HSL wish and propose multiple Table 1-1 rotorcraft S&T projects; DoD has the sole prerogative to accept or reject them. The consortia will include “traditional” DoD contractors and “non-traditional” contractors (those doing less than $500m / year). While this may seem confusing this is most important for our community as it has a potential impact on the FY 12-17 POM. The Update: On September 10, 2010 AT&L released the OSD Future Vertical Lift Study. The Vertical Lift Study outlined the requirements for a “Joint approach to the future development of vertical lift aircraft for all of the Armed Forces.” This Vertical Lift Study was developed by OSD to try and drive funding to the VLC for RW S&T. At this date, 11/17/10, the study is essentially classified “FOUO” as the VLC reviews the findings of the Vertical Lift Study. I can tell you that the Study hopefully will be recommending more transformational investments and development strategies addressing war fighter requirements across the rotary wing community. More on this potentially pivotal study in future Rotor Reviews. Until our next brief, Fly well…and Keep Your Turns Up! RADM Steve Tomaszeski, USN(Ret) NHA Chairman

President’s Message F ellow N H A support this very worthwhile event. This issue focuses on our Members,

appy New Year! I trust that you and your families and loved ones all had a happy and safe Holiday season. The recent Gulf Coast Fleet Fly-in was a tremendous success. No other community in Naval Aviation has an event such as this where the next generation of pilots and aircrewmen get to meet Fleet pilots and aircrewmen, hear sea stories, tour Fleet aircraft, view the latest technology from Industry and build excitement about the future. COMMODORE Jamie Vandiver and Skipper Mike Fisher hosted a great event. But, we all know that it’s the LT’s that actually do all of the work, so on behalf of NHA, I would like to publicly acknowledge the fantastic job that LT Chad Christensen and his team did. They set a new standard. I’d also like to thank all of the squadrons that sent Fleet aircraft for the SNA’s to fly; as well as our industry sponsors, who

Enlisted Aircrewmen and their many contributions to the successes Naval Helicopter Aviation has enjoyed over the years. Unlike most of the rest of Naval Aviation, we rely on these dedicated professionals daily for mission accomplishment. The 2011 Symposium in San Diego is fast approaching. This year’s Symposium will tie in with the Centennial of Naval Aviation and CDR Derrick Kingsley and his team is busy with the planning and myriad details. Further on page 77, you’ll find a advertisement displaying the events that will be taking place at this year’s Symposium. Mark your calendars (9–12 May) and start making plans to attend. I want to put a plug in for Membership. We all know helicopter pilots and aircrewmen who are still on Active Duty, or that are formerly active/ retired, but are no longer NHA members. When you see these folks at work, or around the neighborhood, take an opportunity to share this Rotor Review with them. Direct them to our website

(www.navalhelicopterassn.org).

Talk to them about the upcoming Symposium and encourage them to rejoin our great organization. As I’ve said before, NHA is your organization and Rotor Review is your magazine. We’d love to hear your suggestions on how to make both better. We’re also interested in ideas for a new NHA logo and a new descriptor for the Max Beep Award. Get involved. Contribute. Make a difference. I expect that 2011 will be a great year for NHA. Warm regards, CAPT John Miley, USN

Online application • Educational Resources • Donate NHA Scholarship Online • Social Café • much more

Apply Now!

Deadline for 2011 Applications is Jan. 31 2011

For more information or to pledge a donation, contact NHA Scholarship Fund at www. nhascholarship.org; byFall mail:‘10 P.O. Box 180578, Coronado, Rotor Review # 111 6 CA 92178-0578; by phone: (619) 435-7139 or FAX: (619) 435-7354

NHA President

NHA Scholarship Fund

s the year

comes to a close I would like to thank all of you who have supported the Scholarship Fund with your service, your donations and your ideas. . I am excited to report that the Naval Helicopter Association has funded our first active duty scholarships, which we will be awarding this application cycle. Four, $1000 scholarships will be made available with two going to our enlisted community for undergraduate work and two to either

the enlisted or officer community for graduate studies. Thank-you NHA! I had previously reported that we have lost our CFC eligibility for this coming cycle mainly because we have not provided service (read awards) in the required number of states. CFC has always been a primary source of income to our Fund. The road back to eligibility is difficult but achievable and we’re exploring a number of ways to get there. One way is to get the word out to eligible applicants, especially those in states that do not have a naval rotary wing presence. A second is to increase the number of scholarships we give out. We could use your help to do both! We still maintain our 501 C (3) non-profit status and your donations are fully

deductible. If you have had the chance to visit us on www.nhascholarshipfund. org, you will see a new and more functional website that better conveys our objectives and better serves our Naval rotary wing community. We have much to be thankful for and much more work to do in helping our families reach the their educational objectives. Hope you all have a safe and happy Christmas and a prosperous new year. CAPT Paul Stevens, USN (Ret)

NHA Scholarship Fund President

Executive Director’s Notes

s most are aware, 2011 is the Centennial of Naval Aviation (CoNA) and events are planned nationwide all year to highlight the anniversary (www.navalaviation100. org). Squadrons should be receiving the, “Centennial of Naval Aviation” newsletters. San Diego is the birthplace of Naval Aviation and many events are being planned through CNAF and the local community. Kicking off the Centennial celebrations there will be events Feb 10-13, including official ceremonies aboard the USS Midway Museum, a fly-by of approximately 150 naval aircraft and a Open House at NAS North Island. NHA has established a CoNA Committee led by CAPT (Ret) Paul Caine to interact with the San Diego

Rotor Review # 111 Fall ‘10

CoNA planning group consisting of civilianand uniformed members. NHA CoNA Committee projects include, inter alia, a pamphlet history of naval rotary wing compiled by CAPT (Ret) Vince Secades. CDR (Ret) Mike Bratton, developed an improved video of Navy helicopter operations for showing in Ready Room Two aboard USS Midway Museum. CDR Mike Bratton has also worked up a naval helicopter historical timeline that will go on the NHA website. In addition, committee members CAPT (Ret) Ted Sholl and CDR (Ret) Lloyd Parthemer are meeting regularly with the San Diego CoNA group and assisting in displays which provide a history of naval aviation. These displays are planned for the Coronado Library, Lindbergh Field terminal and other locations. NHA wants to make sure naval rotary wing is well represented. In addition a proposal has been submitted to CNAF to officially recognize the birth of naval

™ rotary wing aviation as 16 October 1943.It is also envisioned that a onehour class will be held at NAS Whiting Field on naval rotary wing history for the SNAs before they get theirwings and a copy of the history. NHA regions should become aware of CoNA events planned in their area and offer assistance to again make sure rotary wing is well represented.Last but not least, the NHA 2011 Symposium theme is, what else, CoNA. The Members reunion will be held aboard the USS Midway Museum, an event not to be missed. Col. Howard M. Whitﬁeld, USMC (Ret) NHA Executive Director

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

The Naval Aviation Aircrewman:

An “Exquisite Weapons System”

hat a great topic. And what a strange title for this column. We’ll get to that in just a minute. But first, let’s just take a moment and stand up and applaud the Naval Aircrewman. And this is something those of us in the rotary wing community, whether Navy, Marine Corps, or Coast Guard are uniquely qualified to do, as many other aviation communities in our three sea services have only pilots, or pilots and NFOs, but not Naval Aircrewmen. It is something we are uniquely qualified to have an opinion about as well as discuss in depth. I’m virtually certain that every rotary wing aviator reading this column would agree with me that our Naval Aircrewmen are truly the unsung heroes of Naval Aviation. As we come up on the Centennial of Naval Aviation, there is no better time to recognize – and celebrate – this fact. On a personal note, above all the wonderful attributes and skills the Naval Aircrewmen I had the privilege of flying with during my 30 years on active duty, I can vividly remember multiple times when that crewman kept me out of the water. And we all know that’s a good thing. And over the past 40 years that have passed since I first drove through the gates on NAS Pensacola, it is impossible not to notice how dramatically the scope of duties of Naval Aircrewmen has expanded – exploded even – and yet these consummate professionals just keep coming and never cry uncle or “no mas” regarding their increasingly demanding duties. They just continue to serve and serve with distinction. This reading audience doesn’t need any dramatic examples of this, nor does it need me to point out that our Naval Aircrewmen are full-spectrum professionals, from doing the daily

and turnaround on the aircraft when away from home base, to operating an increasingly complex array of weapons systems, to jumping into a hostile sea to rescue an aviator or someone else in life-threatening distress. And let’s follow that theme for just a moment. Most of you have been to NHA Symposia and have attended awards banquets or luncheons and you have heard the stories of heroic aircrews that rescued someone in distress – typically in weather conditions what were so outrageous that I once heard one wag suggest; “I don’t know if they should get an award for making that rescue or get court-martialed for flying in that weather.” I’ll let each of you answer that question for yourself. But in each and every one of those heroic rescue missions, while the entire aircraft crew had the shared danger of flying in those conditions and keeping their aircraft out of the water, it was the Naval Aircrewmen who was placed in the most danger by making that most-heroic action of jumping or being lowered into the hostile sea to rescue the person in distress. It’s the stuff of legends. So what’s the point of the title of this column? It’s just this. In the face of the worst economic straits this nation has been in since the Great Depression, and with two wars underway and a DoD budget in the neighborhood of $700 billion, Secretary of Defense Robert Gates has been quoted on numerous occasions as stating that he does not want “exquisite” weapons systems that take years to produce and are goldplated. He’d rather have the 85%, “good enough” solution. Secretary Gates will likely go down as one of the best – if not the best – Defense Secretaries in U.S. history. And I agree with him regarding “exquisite”

Rotor Review # 111 Fall ‘10

weapons systems, but only to a point. If we invest the time and treasure in only one “exquisite” weapons system, my vote would be to invest in the Naval Aviation Aircrewman. That singular professional is the linchpin of our rotary wing aviation success and we need to ensure that we do all we can to provide the recruitment incentives, training, career management and long-term professional growth that is every bit as robust as that of our pilots and NFOs. We need to do all we can to encourage the best-of-the-best to aspire to be Naval Aircrewmen. Somehow, the SEALS do it and while they have set the bar high, we can set it even higher. While much can – and is – being done at the squadron level by visionary commanding officers and senior aircrewmen in the petty officer ranks, as well as by organizations such as NHA, we can always aspire to do more. And, clearly, some of these changes will have to be “sold” to Navy leadership. The future of the rotary wing community rests on how well we all do this. But aren’t we doing enough right now? I’ll leave that to each of you to answer.

Don’t Bother Superman

restriction to wearing the suit. Some readers will not make a connection and wonder what I am saying. Others will see the connection. Put simply—most of the time we are Clark Kent and then we have to become Superman. Clark’s phone booth is our ready room. Don’t bother Superman.

Doug Yesensky

RR 110

For Naval Safety Center

Dear Editor;

ilot error-related mishaps have been on the rise recently. It is time for our community to address this critical trend. As Rotor Review is an ideal format to discuss community issues and a first-class publication, we should take a lesson from other services’ community publications and discuss mishaps, their causes, and any results/changes that follow. I used to write for Army Aviation Digest when I was flying Huey’s, so I have familiarity with how they do business. I propose to write an article, followingup on some of the discussion generated by the Safety issue. This will not be a safety article, nor will it be investigating or denigrating the way we do business. It will be entitled “Flight Suit Culture.” The “flight suit” part of it is my lure to keep some of your readers interested until the end of the article. When the reader finishes, they will be sweating some

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best efforts to focus the magazine on important and interesting topics to keep our entire community informed on the latest and greatest things being accomplished by our helicopter squadrons. We are always taking suggestions on the magazine and do our best to incorporate mostly everything we receive. I do want to thank Mr Stewart for his contribution to RR 110 and for his mentorship on specific articles published in previous issues. Just ahead on page 13, you will find CAPT Yesensky’s article. I know what most of you will be thinking as you begin to read it and the initial response will be, “YEAH RIGHT!” I felt the same way, but by the end of the article was pretty much convinced that he might be on to something. Please keep the comments rolling, the editors and I will always enjoy hearing what you think.

LCDR Kristin Ohleger Dear Editor;

[W]

e appreciate the Rotor Review article(s) focusing on safety. Nice words by Kristin in her editorial and a good layout by George on our article. Good job promoting safety and our message. Thanks to all.

Jack Stewart

Editor’s response to both letters The community editors and I thank you for your comments and encourage everyone to keep them coming. We continue to put forth our

We Would Like to Hear From You If you would like write a letter to the Editor, please forward any correspondance via email at rotorrev@simplyweb.net or by mail at the following address: NHA c/o “Letter to the Editor” P.O. Box 180578 Coronado, CA 92178-0578

Industry and Technology

Bell Helicopter AH-1Z Earns Navy Recommendation for full Fleet Introduction

Press Released by Bell Helicopter

ell Helicopter, a Textron Inc. (NYSE: TXT) company, announced today that the U.S. Marine Corps’ newest attack helicopter, the AH-1Z Cobra successfully completed Operational Evaluation (OPEVAL). On Sept. 24, the Navy’s Aviation program office (NAVAIR) for H-1 Upgrades received official notification from the Navy’s Commander Operational Test and Evaluation Force that its AH-1Z helicopters were found to be “operationally effective and suitable” and were recommended for fleet introduction. “We are pleased and proud that the AH-1Z has completed its operational evaluation,” said John Garrison, president of Bell Helicopter. “The AH1Z is a remarkable aircraft that is only made stronger by the Marine aviators that fly them. We are excited that our warfighters will receive the full benefit of this awesome machine.” The Marine Corps is replacing the two-bladed AH-1W with the AH1Z, which features a new, four-bladed composite rotor system, performancematched transmission, four-bladed tail rotor, upgraded landing gear and a fully integrated glass cockpit. A total of 189 new and remanufactured AH-1Z helicopters are anticipated, with deliveries expected to be complete by the end of 2019. The AH-1Z Cobra helicopters are part of the U.S. Marine Corps H-1 Upgrade Program. The program’s goal is to replace AH-1W helicopters with new

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An AH-1Z assigned to HMLA 367 Scarface, lands aboard USS Makin Island Oct. 4, which was headed to 2010 Fleet Week in San Francisco, CA. Photo was taken by Cpl. Elyssa Quesada, USMC and remanufactured AH-1Zs which provide significantly greater performance, supportability and growth potential over their predecessors. The H-1 Upgrade Program offers 84 percent commonality of parts between the AH-1Z and UH-1Y utility helicopters. This commonality reduces lifecycle and training costs and decreases the expeditionary logistics footprint for both aircraft.

SECNAV the Honorable Ray Mabus learns the cockpit layout of AH1Z “from Capt. Sam E. Howie, a instructor pilot with HMLA/T 303. Photo taken by Cpl. Christopher O’Quin, USMC

About Bell Helicopter Bell Helicopter, a wholly owned subsidiary of Textron Inc., is an industry-leading producer of commercial and military, manned and unmanned vertical lift aircraft and the pioneer of the revolutionary tilt rotor aircraft. Globally recognized for worldclass customer service, innovation and superior quality, Bell’s global workforce serves customers ﬂying Bell aircraft in more than 120 countries.

Industry and Technology: Lockheed Martin

Lockheed Martin Receives $10 Million to Migrate MH-60 Helicopters to the Joint Mission Planning System Press Released by Lockheed Martin Mission System and Sensors

he U.S. Navy awarded Lockheed Martin [NYSE: LMT] a $10 million contract to develop software that will enable MH-60R and MH-60S multi-mission helicopter aircrews the latest technology to pre-plan their missions for maximum success. The U.S. military’s Joint Mission Planning System (JMPS) was developed by the U.S. Navy and Air Force based on a commercial-off-the-shelf architecture that standardizes how aircrews file their mission flight plans. JMPS will replace other legacy mission planning systems. Lockheed Martin will develop a software module configured to JMPS containing the newest mission characteristics unique to MH-60R and MH60S multi-mission helicopters. Those missions include anti-submarine warfare, anti-surface warfare, airborne mine countermeasures, search and rescue and ship-to-ship cargo resupply. “The MH-60 module will give Navy SEAHAWK® pilots access to the military’s most advanced mission planning tool, allowing pilots to easily capture and load pre-planned data in a format compatible between both helicopter types,” said George Barton, director of Lockheed Martin naval helicopter programs. “Once airborne, the aircraftís avionics will know what mission to prosecute, the intended route and navigation waypoints to use, the communications frequencies, weapons and, sensors it will employ, as well as other critical information.” The software modules will be loaded onto a planning system laptop that allows MH-60 pilots to select preconfigured mission plans, compile weather data, maps, navigational routes, targeting data and the types of weapons and sensors their aircraft will use for a mission. The finished mission profile is transferred to a memory card and uploaded to Lockheed Martin’s Common Cockpit™ avionics suite — the digital cockpit aboard both helicopter models.

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Photo courtesy of Lockheed Martin

During the next 30 months, Lockheed Martin will develop and test software for the MH-60 module, also known as a unique planning component, in Owego, N.Y. Subsequent tests will be conducted at Naval Air Weapons Station, Point Mugu, CA., and the Naval Air Station, Patuxent River, Md. JMPS-based mission planning computers with the MH-60 unique planning component will be available for deployment in 2012. MH-60 SEAHAWK multi-mission helicopters are designed and manufactured by Sikorsky Aircraft Corporation. Lockheed Martin provides the digital cockpit for all MH-60 helicopters, and is the prime systems integrator for the MH-60R. The Navy plans to buy 300 MH60R and 275 MH-60S aircraft.

Headquartered in Bethesda, MD, Lockheed Martin is a global security company that employs about 136,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services. The Corporation reported 2009 sales of $44.5 billion.

Industry and Technology: Sikorsky Aircraft

Sikorsky Aircraft Begins Test Operations at Systems Integration Lab for CH-53K Helicopter Press Released by Sikorsky Aircraft Corporation

ikorsky Aircraft is set to major Sikorsky integrated lab programs. with internal loads is 74,000 pounds begin testing of the key It enables new levels of integration compared to 69,750 pounds for the systems to be installed on the CH-53K testing across multiple aircraft systems CH-53E aircraft. The CH-53K’s MGW helicopter, the new heavy lift aircraft to ensure functionality is proven before with external loads is 88,000 pounds being built for the U.S. Marine Corps, we ever get to the aircraft – and that will as compared to 73,500 for the CH-53E as a new Systems Integration Lab yield a successful flight test program in helicopter. (SIL) was formally turned on recently the future.” Features of the CH-53K to begin operations. Sikorsky Aircraft Sikorsky Aircraft received a helicopter include: a modern glass is a subsidiary of United Technologies Corp. (NYSE: UTX). The SIL is a 10,000-square-foot complex housed within the company’s main manufacturing facility in Stratford, CN. The complex comprises five laboratories for testing avionics, electrical power, electronic flight Image of CH-53K Sea Stallion. Photo courtest of Sikorsky Aircraft Corporation controls, hydraulic flight controls, and engine control subsystems. Each subsystem will $3 billion System Development and cockpit; fly-by-wire flight controls; fourth be evaluated independently before Demonstration (SDD) contract on April generation rotor blades with anhedral progressing to a fully integrated aircraft- 5, 2006 to develop a replacement for the tips; a low-maintenance elastomeric representative test configuration. U.S. Marine Corps CH-53E heavy lift rotor head; upgraded engines; a locking “This is a world-class facility helicopter. The new aircraft program is cargo rail system; external cargo that provides a simulated flight planned to include production of more handling improvements; survivability environment allowing us to test these than 200 aircraft. Currently, the CH- enhancements; and improved reliability, key subsystems individually and then 53K helicopter is in the SDD phase maintainability and supportability. The integrated together to warrant out any with more than 99 percent of the major program is expected to achieve the issues prior to advancing to test flight,” subcontracts awarded and valued at Initial Operational Capability milestone said John Johnson, Program Manager for more than $1.1B. in FY18. the CH-53K helicopter program. “This The CH-53K helicopter will will reduce the number of required flight maintain virtually the same footprint test hours, resulting in significant time as its predecessor, the three-engine and cost savings to the customer.” CH-53E SUPER STALLION™, but The integrated experience will nearly triple the payload to 27,000 Sikorsky Aircraft Corp., based closely resembles the actual aircraft pounds over 110 nautical miles under in Stratford, CN.., is a world leader in and will allow the pilot to fly simulated “hot high” ambient conditions. The CH- helicopter design, manufacture and missions to evaluate qualitative 53E helicopter is currently the largest, service. United Technologies Corp., performance such as pilot workload and most powerful marinized helicopter in based in Hartford, Conn., provides a warning annunciations, and have the the world. It is deployed from Marine broad range of high technology products actual “look and feel” of the aircraft. Corps amphibious assault ships to and support services to the aerospace Mike Torok, Vice President transport personnel and equipment and and building systems industries. and Chief Engineer for Sikorsky Marine to carry external (sling) cargo loads. Corps Systems, said: “This new lab is The CH-53K helicopter’s the product of lessons learned from other maximum gross weight (MGW)

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Features

Flight Suit Culture Article by CAPT Doug Yesensky, USN(Ret)

uring the past few years the HS and HSC communities have suffered seven Class A accidents with 13 fatalities. Five of these accidents were fraught mostly with pilot error, one was of unknown cause and one was due to material failure. This is an unacceptable accident rate in such a short time with pilot error being a significant cause. Ominously, six of these accidents occurred in CONUS training areas and one in Guam. With our forward deployed units in the Iraq and Afghanistan area I would expect our accidents to be centered there. As a simulator and classroom instructor with both of these communities I feel as if I share responsibly with all of us who trained these pilots. Captain Nettleton’s summer of 2010 Rotor Review article was profound and timely. His last section titled “Safety Culture” leaves implementation of actions up to us. The Captain said, “…if we are to develop a culture of aviation professionals who recognize all hazards, whether operational, behavioral, or material: we must provide the best tools available. Leaders must take an active role in directing monitoring and shaping our culture—we need to understand that gaining insight into how our organizations really operate is the only way to identify all the hazards.” The organization is responsible for top down implementation and measurement of the effectiveness of safety programs. Individuals are responsible for bottom up carrying out their duties safely. Most of our aircrews and maintainers will understand Captain Nettleton’s comments, but only our brightest leaders will implement actions necessary to establish a culture that embraces safety excellence. Each of us attended a high school and many of us attended a university. How many of the school’s football, basketball and baseball team players wore their sports uniform to classes, to the student union, to and from work and to the commissary? How strange it would be to see the star quarterback show up each day in class in pads. The bull fighter does not wear his suit of lights each day--it becomes a very special ceremony donning these garments just before

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stepping into the bull ring. Since 2000 I have often wondered why our aircrews wear their flight suits daily and everywhere. Some aviators I asked gave me the 1,000 yard stare and said, “dah.” One particular aviator told me, “We wear the flight suit daily because it portrays the warrior culture.” This war-horse was twelve time zones removed for the nearest forward edge of the battle area. In today’s Navy one could consider donning the NWU to maintain that warrior image. Changing from the uniform of the day to the flight suit just before a flight will mentally shift us from our everyday routine. LCDR Ohleger “Editor Log” in the Rotor Review summer 2010 issued stated, “…it took seven seconds from the moment my tail rotor failed until the aircraft impacted the ground upside down.” She may be telling us that there may not be time to transition from thinking about our ground responsibility duties to flying a crippled helo. Aviation is truly quickly unforgiving. Many of you now reading this are questioning my sanity. Why opt for uniforms which are costly to buy and maintain, when we get a free flight suit that only needs occasional machine washing? Let me explain how I came to understand that switching from ground duties to flight duties required a mental and image change. My second deployment was embarked in USS Midway (CV-41). There was only one wardroom below the hangar bay and the uniform of the day was required for meals. There was one dirty shirt table reserved only for aircrew on the flight schedule during that meal. Chief of Naval Operations, ADM E. Zumwalt attempted to change some of the chicken rules. However, my commanding officers and senior leadership were unbending regarding the flight suit. My first three CO’s Continue to page 14

hanging from the uniform of the day to the flight suit just before a flight will mentally shift us from our everyday routine. LCDR Ohleger “Editor Log” in the Rotor Review summer 2010 issued stated, “…it took seven seconds from the moment my tail rotor failed until the aircraft impacted the ground upside down.” She may be telling us that there may not be time to transition from thinking about our ground responsibility duties to flying a crippled helo. Aviation is truly quickly unforgiving.

Features: Flight Suit Culture Continued from page 13

only allowed flight suits one hour before briefing and back into the uniform of the day quickly after landing. Being a USNR I asked each why! All bluntly said that they do not want aircrews preparing for flight and being disturbed by earth bound personnel—the flight crew’s responsibility was solely concentrating on their flight. In essence a flight suit, image, was a do not disturb sign. After promoting to lieutenant and augmenting I still did not get it. While a LCDR department head I was leading a flight of four from NAS Jax to Andros Island and the AUTEC range for torp drops. While flying down there on an absolutely perfect day my mind was on the change of command ceremony I was responsible for running. Flying along I was thinking about invitations, guest list, in or outdoors, shrimp or gator nuggets and what if it rained. My mind was not in the cockpit. About half way with nothing but ocean around us, both the port and starboard wingman reported that my helo was hemorrhaging oil. Within minutes the flight turned into a can of worms. A high speed shaft failed due to a bearing ceasing, then into the water and when the remaining engine was secured the rotor system locked up while the speed selector was still above idle. Once I saw the nine of us were safely in the water; my first thought while swimming in the Bermuda Triangle was are there any big hungry fish? I then realized that my mind during the flight was anywhere but in the cockpit. I got it. Not on the flight schedule and assigned to my new squadron at sea I was dressed in working khaki. The CO advised me that we wore flight suits even when not on the flight schedule. There was actually a dirty shirt wardroom. The CO told me he wanted all of us in a flight suit in case we had to unexpectedly launch a helo. Imagine 22 pilots racing to the one alert helo and fighting over the two seats and only two of the pilots had briefed as the alert crew. So why the everyday flight suit policy? The CO and a few others were fifteen to twenty pounds overweight and possibly the green zoom bag kept

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their secret. Maybe cleaning and caring for uniforms was time consuming and flight suit wearing met the JO wishes. Or while cruising base shopping venues, perhaps squadron pilots looked cool with their squadron patch displayed for all to see. Did the constant wearing of the flight suits impact the command’s safety record-- absolutely not, we won the CNO safety award. Maybe there is a middle ground. While commanding I mandated flight suits for flights and once the briefing started that no aircrew member would be distracted with a flaming duck of the day, not even the CO. No phone calls, no business conducted outside of flight crew duties, no message board reading and no distractions such as finishing the movie of the day before launch. In today’s world I would have to include electronic “pods.” When King Arthur put on his suit of armor, I doubt some peasant interrupted him complaining of taxes, paucity of bread or why serfs cannot own property. The King’s broadsword, Excalibur, would have sung. Did my policy impact the command’s safety record—I have no statistical evidence. We won the Battle E and Wing weapons award and had zero accidents. Our aircrews were focused on their flight, undisturbed and were not distracted by thinking things working Sailors think about. I do know that a shift from our other interest to flying must be made when we enter the briefing room. Most of my readers will read that I am attacking their daily wearing of flight suits. What I am seeking is a demarcation from every day activities to focusing on flight. Our very best leaders must create a firewall or a significant departure from daily grinding and establish a nondistracting pre-flight environment. The flight schedule is the command’s daily Super Bowl. D. A. Yesensky, CAPT USN (RET). Naval War College faculty and Adjunct. Currently HS-10/HSC-3/ﬂeet squadron simulator, tactics and classroom instructor and former Commanding Ofﬁcer of HS-8.

Features

Navy Relief Efforts in Pakistan Article and Photo by LTJG Adam Craig, USN

HM -15 in Pakistan

n August 6th 2010, the HM-15 DET TWO Blackhawks, forward deployed in Bahrain, were directed to deploy three MH-53E helicopters for humanitarian relief efforts in Pakistan. Two days later, 59 personnel and three aircraft lifted from Bahrain and embarked on USS Peleliu, LHA-5. The Airborne Mine Countermeasures assets were quickly assimilated into the 15th Marine Expeditionary Unit (MEU), and planning to help the flood stricken people of Pakistan began in haste.

Here, under the leadership of Brigadier General Nagata, Office of the Defense Representative Pakistan (ODRP), operations commenced. The first flights in Pakistan were flown with Army H-47 helicopters of Task Force Raptor. These aircraft had been conducting combat operations in Afghanistan and were pulled from the front lines to provide an immediate response. On August 14th, Task Force Raptor was officially relieved and Task Force Ghazi began flying missions. A typical mission in Northern P a k i s t a n consisted of any of the same pilots, aircrew, flying from and maintainers were also Ghazi Airfield to Kohistan and directly involved in Operation the Swat Valley, Unified Response in Haiti, once a former Taliban again proving the versatility of their stronghold. aircraft’s multi-mission capability. Once in these valleys, the HM15 Blackhawks On the 13th of August, Aircraft flew to various cities along the Indus 15 and two CH-53E Marine helicopters and Swat Rivers to provide critical aid to lifted from the Peleliu to Ghazi Airbase stranded people. In addition, Internally located in the Khyber Pakhtunkhwa Displaced Persons (IDPs) were taken Province of Pakistan. On the 14th, the from cities isolated by the raging flood two remaining MH-53s departed the waters and brought to safety. The Marine Corps established Peleliu and joined Aircraft 15 in Ghazi.

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two Forward Arming and Refueling Points (FARP) to maximize time in the Swat Valley. From the forward landing zone, the helicopters and crew were able to talk to Ghazi Base as well as load supplies provided by the Pakistani Army. This critical point permitted the pilots and crew to closely manage their fuel load, allowing for the MH-53E to carry approximately 11,000 pounds of life saving cargo per trip. The Navy and Marine Heavy Lift Team was joined at Ghazi Airfield by eight CH-46 helicopters of HMM165 (REIN), bringing the total number of American aircraft delivering supplies to fifteen. Not to be overlooked was the critical relationship formed with the officers and enlisted of the Pakistani Army. On each section of aircraft launched, a Pakistani pilot was onboard to provide information about the region and to interact with Pakistani military personnel at the landing zones. In addition to the Safety Pilot, Pakistani Special Services Group operators rode in each aircraft. These special forces members were critical in providing security for the Task Force not only while flying, but during their entire stay in Pakistan. After approximately a month of relief efforts, Task Force Ghazi was relieved by Task Force Denali, an Army unit from Alaska. Once this group of H-47 and H-60 helicopters began executing missions, the HM15 Blackhawks returned to their primary mission as the Airborne Mine Countermeasures asset in the Arabian Gulf. At the completion of the mission, the Navy helicopters had flown 241.4 hours, carrying 840,000 pounds of relief supplies and over 3,100 evacuees. Many of the same pilots, aircrew, and maintainers were also directly involved in Operation Unified Response in Haiti, once again proving the versatility of their aircraft’s multi-mission capability.

Features:

“Some Perspective on Helicopter Core Competencies” Article by LT Daniel Rogers, USN

aturally, we assumed that as Naval Aviators, we were going to show them how VERTREP is really done. We launched first and flew circles around the ships for nearly half an hour waiting for them to launch. In our minds, we had already shown them that we could get up and ready for action quickly. They launched, and the VERTREP operation commenced.

he HSC-26 Detachment FOUR Cargo Ninjas embarked with two MH-60S Knighthawk helicopters on January 2nd, 2010 onboard the USNS Supply (T-AOE 6) with the USS Dwight D. Eisenhower (CVN-69) Carrier Strike Group for what was possibly one of the last Vertical Replenishment (VERTREP) detachments for a U.S. Navy helicopter squadron. Throughout the deployment, we assisted the Supply with numerous replenishment-at-sea operations with the carrier and other ships in the strike group, participated in antiterrorism force protection, performed search and rescue, transported passengers, along with all the last minute tasking from CTF-53 and the carrier strike group. Two weeks into our deployment, we were given our first operational tasking. Initially, it looked like it was going to be just like any other day of VERTREP. We were moving ammunition from our ship to the USNS Robert E. Peary (T-AKE 5). Up to this point, we had been training and honing our VERTREP procedures and stick skills day after day with practice loads and approaches. The difference between this flight and other VERTREP missions that we had performed on a previous workup detachment was that we were going to be working with the Peary’s civilian contracted Puma helicopter in place of another H-60 series helicopter. Naturally, we assumed that as Naval Aviators, we were going to show them how VERTREP is really done. We

At the completion of our operations that day, we exchanged some friendly words with the other ship and Puma crew about how much we enjoyed working with them. The response that we received from the Puma crew blew us out of the water. “We really enjoyed working with you fellas today. We just wanted to say that there are nineteen thousand flight hours between us in this cockpit, and you guys were very professional.” Nineteen thousand flight hours between the two of them! Among the four of us, we had less than two thousand. Needless to say, we were very humbled by such a compliment coming from such an experienced crew. From this operation at the beginning of our deployment, we learned a couple of important lessons. Although we take our training seriously and may be good at what we do, we have the assistance of some excellent crewmen in the back who make our job easier by helping us put our aircraft exactly where we want it. These Puma pilots were as good as we were – if not better – but they were doing so without the assistance of directional calls from aircrewmen in the cabin. They had obviously gotten to that point through years of accumulating flight hours with a very apparent emphasis on precision. Our initial opinion of them was that they

launched first and flew circles around the ships for nearly half an hour waiting for them to launch. In our minds, we had already shown them that we could get up and ready for action quickly. They launched, and the VERTREP operation commenced. Right off the bat, we found that we were on their tail, “perching” on them for both picks and drops. Within the cockpit, our crew was exchanging jokes about how they needed to sit this one out and let the “professionals” do the work. After a short period of time, they began to pick up the pace, and we came to the realization that they were doing the same job that we were doing without the assistance of aircrewmen to position them over the deck. With VERTREP, our job as pilots is to get the helicopter in a position as close as possible to pick up or drop the load. Once over the deck, we are given verbal Continue on page 17 cues from the aircrewmen in the cabin, since we cannot see it from the cockpit, to precisely place the cargo on the deck. However, this is not the case with the Puma ight off the bat, we found pilots; they were simply that we were on their tail, using a system of mirrors to place the loads exactly “perching” on them for where they wanted them. both picks and drops. Within the We also noticed that their cockpit, our crew was exchanging flying was extremely precise and methodical. jokes about how they needed Their approaches and to sit this one out and let the departures to and from the “professionals” do the work. flight decks were identical every single time.

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Feature: Some Perspective on Helicopter Core Competencies

rom this operation at the beginning of our deployment, we learned a couple of important lessons. Although we take our training seriously and may be good at what we do, we have the assistance of some excellent crewmen in the back who make our job easier by helping us put our aircraft exactly where we want it.

Continued from page 16

would be slower than us and that we were the on-scene experts. We learned to not judge other pilots’ flying abilities before giving them a chance. Since working with the Puma pilots at the beginning of our deployment, our flights have been primarily only composed of our detachment’s two MH-60S aircraft. However, there have been multiple times since then when we were required to perform VERTREP with HH-60H, SH-60F, and SH-60B model aircraft. We took the lessons we learned from the Puma detachment and applied it to our understanding that although each community can be experts of different missions in the Navy, we have all been trained to be adaptable and flexible and have proven that we can all learn to apply our knowledge and skill seamlessly from one style of flying to the next.

Naval Aviation Welcomes Singapore Article and Photo by LT Kosta Nakos, USN

The Peace Triton Insignia

hen most sailors think of Singapore, images of brightly-colored cocktails, spicy food, palm trees and immaculate public spaces come to mind. For many years, this small Southeast Asian country has been an extremely popular port for passing navies to visit. The exotic foods and culture have lured salty crews into the brightly-lit streets under the watchful gaze of the Merlion, a lion-headed fish that serves as the national symbol of Singapore and is depicted in the form of statues throughout the city. Few countries have enjoyed the fruits of economic globalization to the incredible extent that Singapore has. Ideally situated at the maritime trade intersection of such exporting powerhouses as India, China, and Malaysia, Singapore is now known as one of the Four Asian Tigers, a group that boasts the fastest growing and

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most advanced economies in the region. The port of Singapore is an immense source of pride for the country as it is consistently ranked as the busiest port in the world and provides the largest portion of the country’s GDP. A nation bordered on all sides by water, Singapore’s sea lines of communication are essentially its economic lifelines and its success wholly depends on the freedom of access from the sea. The reliance on maritime commerce implies an inherent responsibility to assure the security and protection of that trade through a capable military. This concept has driven the development of Singapore’s optimum force package, and nowadays, a sight more familiar to USN sailors than the Merlion can be seen in the skies over the Singapore skyline…

The Turnover The British colony of Singapore had once been the headquarters for British Empire forces in East Asia. The military was an integral part of the economy and provided protection for the island nation. In 1968, the British government started withdrawing forces from Singapore and began handing over

security and protection responsibilities to a newly forming Singapore Army. Eventually, plans for Singaporean Navy and Air Force commands also came to fruition. By 1972, Singapore had assumed total responsibility for its own security and was now truly an independent nation. Fast forward to the 5th of May 2007, as the first of six Formidable Class Frigates is commissioned to support the growing maritime security requirements of the flourishing nation and the wider role of the Republic of Singapore Navy. The ship’s design is based off the French Navy’s Lafayette Class frigate and features a stealthy profile, modern sensors and weapons, and most importantly, facilities for organic helicopter operations. However, as of 2004, Singapore had not yet chosen a platform from the numerous possibilities offered by the manufacturers of naval helicopters. They needed an aircraft that could expand on the ship’s ASW and SUW missions as well as provide logistical support. After much evaluation and deliberation, Singapore’s Minister of Defence signed a contract with Continue on page 18

Features: Naval Aviation Welcomes Singpore

Continued from page 17

Sikorsky Aircraft Corporation (SAC) to purchase six S-70B Naval Hawks, a sea-based H-60 variant with custom avionics, communications, sensors, and weapons.

Customer Support At this point, Singapore had almost all the pieces of the sea-based helicopter puzzle in place. They were in possession of six air-capable ships, the helicopters were in production, and they had the manpower to fly and maintain the aircraft. However, they were missing an essential piece: the knowledge and experience to tactically employ and maintain a naval helicopter in a maritime environment. At the request of the Singapore Minister of Defence, the US Navy volunteered to provide training and assistance to Republic of Singapore Air Force (RSAF) and Navy (RSN). Foreign Military Sales (FMS) cases reinforce positive international relationships. The Defense Security Cooperation Agency coordinates these sales and states that FMS cases “strengthen bilateral defense relations, support coalition building, and enhance

interoperability between U.S. forces and militaries of friends and allies.” FMS transactions usually involve the delivery of a piece of military equipment followed by training in the maintenance and proper use of that equipment. Occasionally, training commands are established to provide this oversight and instruction to the FMS customer. The commands are designated with a two-word code, the first word being “Peace” and the second being related to some aspect of the customer. The Singapore S-70B command would be named Peace Triton in reference to the mythological god of the sea and the future operating environment of the aircraft and crew. The HSM Weapons School of North Island, San Diego would host Peace Triton and provide a cadre of fleet experienced pilots, aircrew and maintainers in the form of a Foreign Military Training Department to train the emerging naval helicopter community. The personal relationships spawned from the combined training would provide the ultimate experience in customer support.

The Players and The Product

The Foreign Military Training Department (FMTD) t this point, Singapore had almost of HSM all the pieces of the sea-based We a p o n s helicopter puzzle in place. They S c h o o l Pacific set were in possession of six air-capable up shop in ships, the helicopters were in production, the summer and they had the manpower to fly and of 2008 maintain the aircraft. However, they with former HSL-49 were missing an essential piece: the Scorpion, knowledge and experience to tactically Officeremploy and maintain a naval helicopter in i n - C h a rg e CDR Jon a maritime environment. At the request Anderson of the Singapore Minister of Defence, the at the helm. US Navy volunteered to provide training T h r e e east coast and assistance to Republic of Singapore aviators, Air Force (RSAF) and Navy (RSN). LT VJ Omundson of HSL-48,

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LT Kosta Nakos of HSL-46, and LT Justin Hoblet of HS-11, joined the team to comprise the instructor pilot cadre. AWRC Lindsey of HSL-45 headed up the Sensor Operator instructor team of AWR2 Daniel Guerrero of HSL-43, AWR2 Jake Williamson of HSL-37, and AWR2 Dan Shearer of HSMWSP. Maintenance support was provided by an adept team of eight fleet maintainers supervised by AEC Paul Bright and ADC Sehn Phu. According to CDR Jon Anderson, this cadre of fleet experienced instructors “was the ideal group of guys for a project that really hasn’t been done before in the HSM community.” The FMTD would address the unique challenges of the project and establish diplomatic relations with Singaporean crews to harmonize a baseline of expectations. Training for the Singapore aircrew and maintainers would actually start well before the opening ceremony for Peace Triton. In a crew composition concept that doesn’t exist in the US Navy as well as an interesting CRM case study, two pilots, one tactical officer, and one sensor operator would operate the aircraft. The pilots are members of the Singapore Air Force and had flown various platforms including Super Puma’s and Huey’s in overland missions. The Tactical Officers (TACCO’s) are members of the Singapore Navy, analogous to USN Surface Warfare Officers, and had little or no flight experience. The sensor operators are a mixture of Navy and Air Force enlisted personnel with varying experience in specific mission types. The Singapore maintenance community is a mix of officer and enlisted personnel that report to the Air Force ashore and the Navy at sea. Yet, despite the diverse backgrounds, no personnel had experience with Sikorsky products and very few had any exposure to naval aviation. However, the Warhawks of HS-10 in San Diego, CA would step up to the plate and provide the initial H-60 systems and mission indoctrination in an Aircrew Qualification Course (AQC). Under the expert instruction Continue on page 19

Features: Naval Aviation Welcomes Singpore Continued from page 18

of the Warhawks, the Singapore pilots and TACCO’s were introduced to the basics of H-60 aircraft operations and procedures as well as some fundamental aspects of the ASW mission. Singapore eagerly took delivery of the first S-70B at the end of the production line in West Palm Beach, Fl in October of 2009. The basic aircraft is similar to many of the H-60 variants in the US Navy’s inventory, yet significantly different in respect to mission systems. The avionics package is a “glass cockpit” from Rockwell Collins, not the “common cockpit” that Lockheed Martin provides to US aircraft. The main ASW sensor, a dipping sonar designated as HELRAS (Helicopter Long Range Active Sonar), is a product of L3 Communications and significantly differs in size and operation from the ALFS or AQS-13 systems. The radar, ESM, FLIR, and communications suite were all built and installed by various manufacturers to the Singapore’s specification. Weapons systems were designed for compatibility for the A-244 EuroTorp. Lastly, an extendable probe similar to the design on the MH-60R was incorporated to facilitate landings with the newly designed ASIST system (Aircraft Ship Integrated Secure and Traverse), a laser guided “trap” that automatically maneuvers into position under the helicopter to secure it upon landing to the flight deck of the Formidable Class frigates. “The ASIST system”, states LT VJ Omundson, “works great! The lighting cues tell me exactly where the helicopter is with respect to the ideal landing spot and I know before I even land whether or not the ‘trap’ will be able to secure me to the deck at that spot.”

Training For Everyone All of these unique features of the S-70B required some familiarization for both USN and Singaporean crews from the manufacturer. The Sikorsky instructor team (mostly former HS, HSL, and USCG personnel) provided classroom, aircraft, and flight instruction

for aircrew and maintenance personnel at the SAC facility in West Palm Beach, FL. At the completion of training, three of the six aircraft were ferried to San Diego for the Peace Triton training syllabus. The remaining aircraft would be shipped directly home to Singapore.

s Singapore expands its scope of military operations beyond their own waters, every sailor can expect to work alongside Singapore in a coalition task force, a multi-national exercise, a counter-terrorism operation, or an anti-piracy operation sometime in the near future. As for future port visits, look to the Singaporean skyline for a familiar looking Sikorsky product and take comfort in the fact that when future generations of US Navy sailors have the opportunity to work with Singapore Naval Aviation, they will know that they have been trained by the best.

Meanwhile, the RSN Frigate, RSS Stalwart arrived in San Diego from Singapore. Beyond the scope of Peace Triton, the RSN had requested assistance from the Afloat Training Group Pacific in evaluating the preparedness of the ship for flight operations. Under the invitation and assistance of DESRON 7 and the host ship USS Vandegrift, RRS Stalwart was to conduct its own training and preparation for the introduction to “Week One Work-Ups”, a helicoptership integration training evolution. Ultimately, at the completion of the Week One Work-Ups, all of the tactical training and helicopter operations would culminate as a well-oiled machine in the final integrated exercise, GOLDEN MERLION. The Peace Triton inauguration ceremony was held on the 16th of November 2009 and was attended by Commander Naval Air Forces, VADM Kilkline, Singapore’s Chief of Air Force, Ng Chee Khern, as well as many other dignitaries and VIP’s. CNAF and CAF each spoke to the crowd, reaffirming the strategic partnership and mutual respect that each country had for the other. They emphasized the significance of the upcoming training and wished us all well in our upcoming endeavor.

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The overall objectives of the Peace Triton training syllabus were to integrate the S-70B aircrew, maintenance, and engineering staff and the RSN Frigate to operate as a team, assist Singapore in developing tactics, techniques, and procedures applicable to their operating environment, and to train maintenance personnel in shipboard embarkation and underway maintenance practices. Individually, each of one of these objectives is a considerable undertaking. As a whole, a significant amount of coordination and communication would be needed to safely accomplish the mission.

The Syllabus: Accelerated The flight syllabus started as most do. Using the HSM Weapons School call sign “Switchblade,” day familiarization flights focusing on CRM and unique aircraft system aspects led into night, NVG, and instrument training flights in the southern California area. Considerable time was also devoted to dip-to-dip navigation and procedures involving HELRAS operation. At the intermediate level of training, mission areas such as Confined Area Landings, Continue on page 20

Feature: Naval Aviation Welcomes Singpore Continued from page 19

Low Slow Flyer, Formation, and Surface to Air Counter-Tactics were introduced. Another critical skill set to a naval helicopter crew, air-capable ship Deck Landing Qualification (DLQ), was introduced in the final phase of the intermediate training syllabus. The DLQ phase focused on developing standardized procedures for approaches, landings, and departures that would serve the aircrews well regardless of the nationality of the air-capable ship in operation. Initial day, night and NVG qualifications were achieved on local “small boys” based out of Naval Base San Diego. Ultimately, DLQ’s were completed on RSS Stalwart, familiarizing both USN and Singapore aircrews to the operation of the ships state-of-the–art recovery system. Concurrent to the flight syllabus however, other operations were underway. In the waters west of San Diego, the USN rotary wing test squadron HX-21 conducted S-70B dynamic interface testing (wind, pitch, and roll envelope expansion) with RSS Stalwart. Back in the hangar at North Island, the Peace Triton maintenance teams were tackling their first “phase” maintenance evolutions. Around the same time, Peace Vanguard, a Singapore AH-64 Apache helicopter training command associated with an Air National Guard unit in Marana, AZ, visited North Island and San Clemente Island to conduct training. February of 2010 was dedicated to ship and helicopter integration training in the form of two underway periods analogous to a LAMPS Week-One Work Up period. The evolutions focused on

emergencies, HIFR, torpedo loading, securing and traversing, andASW/ SUW coordination. The following month, Singapore crews expertly demonstrated their new capabilities during a truly integrated exercise A Singaporean pilot in the S-70B G O L D E N MERLION off the coast of Southern California. communication and social faux pas The months following the gave way to humorous yet respectful integrated exercise brought new understanding of each other’s country Singapore crews to San Diego to also and culture. In all our mistakes and complete training. This second group of triumphs, we nurtured the growth of our aircrew and maintainers was presented professional knowledge and developed with the opportunity to expand on a more thorough understanding of naval the concepts and instruction that the aviation. first group had received. Additionally, As Singapore expands its a Helicopter Advanced Readiness scope of military operations beyond Program (HARP) on San Clemente their own waters, every sailor can Island allowed Singapore crews to refine expect to work alongside Singapore in ASW tactics while tracking a training a coalition task force, a multi-national target in an unfamiliar environment. exercise, a counter-terrorism operation, or an anti-piracy operation sometime in the near future. As for future port visits, Cold Deck, Bright Future look to the Singaporean skyline for a The announcement of the familiar looking Sikorsky product and completion of flight operations at take comfort in the fact that when future Peace Triton in September of 2010 was generations of US Navy sailors have bittersweet. The command had flown the opportunity to work with Singapore over 1000 mishap-free flight hours in Naval Aviation, they will know that they support of a dynamic, accelerated and have been trained by the best. challenging syllabus. The personal relationships we established with Singapore had matured beyond professional courtesies and into genuine friendships. The initial clumsy

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Rotor Review # 111 Fall ‘10

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Feature

he annual Fleet Fly-In is something like a family reunion where the established aviators can catch up with old family members and the youngster student naval aviators (SNAs) can learn first-hand about their service communities and future. This year’s Fleet Fly-In, held October 19th22nd, marked 60 Years of Rotary Wing Training and hit all the wickets of a successful reunion with orientation flights, community and detailer briefs, sporting competitions and social events. For the four days of the Fly-In the familiar buzz of the South Whiting’s TH-57 Sea Ranger was replaced by the heavy vibe of 21 fleet aircraft. Four indoctrination flight windows provided SNAs the opportunity to fly the AH-1W, UH-1N, MH-53E, CH-53E, MH-60R, MH-60S, SH-60B, HH-60H, MH-60J and MH-65C. In all 18 fleet squadrons across the Navy, Marine Corps and Coast Guard supported the event culminating in 334 indoctrination flights. Static displays of the fleet aircraft were also made available for SNAs to inspect and to give the opportunity for students to interact with fleet aircrews. The Fly-In was also punctuated with informative industry displays and community and career briefings. Of

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Multiple variations of H-60S Knighthawks in a row. particular note was the Senior Officer addition to fielding questions from those students Panel made up of CAPT. Thomas M. brave enough to ask them. Those looking to get their competitive Cashman (Helicopter Sea Combat Wing Atlantic), CAPT Carl F. Bush (Helicopter fix had the opportunity to participate in the NHA Maritime Strike Wing Atlantic), COL Golf Tournament or a 5K race on South Whiting Thomas D. Weidley (Marine Aircraft Field’s tarmac. For the more social aviators, a Continue on page 22 Group 39) and CAPT Steve C. Truhlar (Coast Guard Air Training his year’s Fleet Fly-In, held October 19th-22nd, Center). The marked 60 Years of Rotary Wing Training panel provided and hit all the wickets of a successful reunion an overview of where their with orientation flights, community and detailer communities briefs, sporting competitions and social events. are going in

Feature: 2010 Fleet Fly-In

CH-53E Assigned to HMH(T)-302

Continued from page 21

Ready Room Crawl offered a chance to catch up with old friends and squadron mates and share a cold beverage. Each of the three HT squadrons hosted the open house which was a great success and attended by over 100 guests. The last full day of the Fleet Fly-In was concluded with a Flight Suit Formal and Cake Cutting observing 60 Years of Rotary Wing training. For those brief four days the fleet was home at Whiting Field where it all began. So next year mark your calendar for October and be part of Rotary Wing history. See you at the Fly-In!

or the four days of the Fly-In the familiar buzz of the South Whiting’s TH-57 Sea Ranger was replaced by the heavy vibe of 21 fleet aircraft. [...] In all 18 fleet squadrons across the Navy, Marine Corps and Coast Guard supported the event culminating in 334 indoctrination flights. Static displays of the fleet aircraft were also made available for SNAs to inspect and to give the opportunity for students to interact with fleet aircrews.

REDHAWK Represents at the 2010 NHA Fleet Fly-In Article by LT Brandon D. Smith, USN

he Fleet Angels of HSC2 were happy and proud to continue their long-standing support for NHA by sending a delegation of 16 pilots, aircrew, and maintainers to represent the HSC community at this year’s Gulf Coast Fly-In at NAS Whiting Field. Occupying a unique

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role as the Atlantic Fleet MH-60S FRS, HSC-2 was given the opportunity to not only fly SNA’s, but also to offer our best recruiting pitch to those about to select their helo career paths. Student flights, as any HAC can attest, are both a lot of fun and significantly challenging. Aside from trying to find Santa Rosa OLF with a

printed course rules power point brief (much to the amusement of a student copilot), these FAM flights are probably our best opportunity to recruit future helicopter aviators through the showcasing of our fleet aircraft capabilities. It’s always great to see how running landings, quickstops, and VERTREP sideflares can induce a seemingly uncontrollable fit of giggles Continue on page 23

Feature: 2010 Fleet Fly-In / REDHAWK Represents Continued from page 22

in even the most stoic of students. The challenge, however, is staying on your toes. One would think that having flown midshipmen all summer during their training periods, flying helo SNA’s would be a piece of cake – but sometimes the opposite is true. “Defensive posturing” and “healthy paranoia” take on a whole new meaning after your first student tries to pull 200% torque during takeoff, then forgets to use the collective trim release trigger. HSC-2 was also proud to develop and present the HSC Expeditionary community brief to this year’s crowd. For those who have seen this process before, some things were different. USMC and USN community briefs were separate, which was a great idea by the HT-8 event planners. Secondly, only four briefs were presented: HM, HSM/L, HSC Carrier, and HSC Expeditionary. Another development for curious HSC aviators out there is that students cannot select between HSC Carrier and HSC

HSC-2’s Tail Bird. Photo by LT Travis Reed, USN Expeditionary. There was some briefing overlap – but between HS-5 and HSC2, a great picture of the HSC future was given to all in attendance. Between the chock-full signup sheets for MH-60S fam flights and

SC-2 was also proud to develop and present the HSC Expeditionary community brief to this year’s crowd. For those who have seen this process before, some things were different. USMC and USN community briefs were separate, which was a great idea by the HT-8 event planners. Secondly, only four briefs were presented: HM, HSM/L, HSC Carrier, and HSC Expeditionary. Another development for curious HSC aviators out there is that students cannot select between HSC Carrier and HSC Expeditionary. There was some briefing overlap – but between HS-5 and HSC-2, a great picture of the HSC future was given to all in attendance.

NAS WHITING FIELD

the many questions fielded by the HSC2 team, it’s both obvious and exciting to see that HSC does not need an intricate recruiting pitch to attract future wingers. HSC is a sought-after community, and it’s therefore our role to give honest answers to students’ questions in order to provide the best possible picture for their immediate and long-term futures. Another especially encouraging development at this year’s event was the number of VT students who braved the trek from North Whiting Field to South Whiting Field in order to get a look at fleet helicopters and briefs. We would be well-served to remember that while it’s fun to talk to and educate advanced helicopter students, real value lies in what we have to say and present to those who haven’t yet track selected and don’t know much about the rotary-wing community. Give us 10 VT students for a helo fam ride, and we can produce nearly 10 rotary-wing believers. It’s an exciting time for not only the HSC community, but rotary-wing aviation as a whole, and that message can and should be carried to those who are about to make the decision between being a fixed wing or a helicopter aviator.

2010 FLEET FLY-IN 60 YEARS OF ROTARY WING TRAINING

Rotor Review # 111 Fall ‘10

Feature

“Creo que voy a cortar el cable”

( translates: “I think I’m going to have to cut him”) Article and Photos by LT Ian N. Morikawa USN

DECIMA ESCUADRILLA DE LA ARMADA ESPAÑOLA (Tenth Squadron of the Spanish Navy)

“I

think I’m going to have to cut him,” is something that you brief as you transition to the SAR scenario of your NATOPS check but you never expect it in Spanish while dangling a warm body over a sinking ship in Somalian waters. More so, what will you do once you cut the hook off the wire and still need to make the rescue? A split second later, after your Yankee brain translates the words from Spanish into English you realize the helicopter is still precariously hanging the ship’s doctor over the rusted deck of a very non-air-capable merchant vessel off the Horn of Africa. Is this some sick and twisted LCDR HAC board scenario that he concocted to impress the CO? Nope, it was just the sixth day underway with the Spanish Armada. Under the Personnel Exchange Program (PEP) one receives the unique privilege of flying in foreign militaries, and in some cases deploying and conducting very real operations around the world. Our mission was to escort vessels of the World Food Program (WFP) and deter or disrupt piracy off the Horn of Africa, under the banner of the first European

Union naval deployment, in support of United Nations (UN) security resolutions. Operation ATALANTA (CTF-465), along with CTF-151 and NATO (CTF-850) saturate the Gulf of Aden and the Somali coast as far south as Mombassa, Kenya and east to the Seychelles islands. Daily missions for our SH-60B helicopter, stripped of its MAD-bird and sonobouy launcher, were to search for pirate skiffs/ dows or conduct photo reconnaissance of camps over the beaches of Somalia. We were voyaging south past the horn, alone and unafraid, on our way to Mogadishu to meet and escort a small convoy of UN support and WFP vessels to Mombassa, Kenya. We were flying daily sorties into Somalia for photos of pirate camps and occasionally we would venture past flotillas of sequestered merchant vessels eerily contrasting the vastness of Somalia awaiting ransom payment. On that humid and monsoonwinded Friday we received a distress call and were quickly alerted to a unique situation. The beaten and tired crew of the Motor Vessel (MV) “RIM,” after being held hostage for more than four months, had violently overtaken their pirate captors and had escaped. The

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trembling voice of the ship’s Captain described that they had not only killed and thrown overboard their keepers, but had one pirate restrained and one crewmember with a gunshot wound. The alerted pirates back on the beach made ready another kidnapped merchant vessel and headed off to recapture the scurrying “RIM.” Our helicopter was quickly launched and headed north one hundred miles in the direction of the distress call. Once on scene, our helicopter protected the “RIM” and queried the second pirated merchant vessel that was trying to reclaim the “RIM.” Fortunately, we were able to deter the pirates without firing a round. By the time our ship was able to get close enough to board the “RIM” to asses the situation and wounded, our helicopter headed back to the ship to gas up and convert the cabin for rescue. Around six in the afternoon the seas were eight feet with monsoon winds of 30 knots. Plan-A was to go in and use the rescue hoist and litter to retrieve the wounded that were on the merchant. Our ship’s Captain however, Continue on page 26

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Feature: Creo Que Voy a Cortar EL Cable Continued from page 24

called an “audible” just before launch and decided to use the RHIB for transfer of the victim. While providing air support and situational awareness to our mother ship, we could tell that the seas were horrendous. We were able to snap pictures of the RHIB eight feet below the rail of the merchant in a wave trough and then just above the same rail moments later during the crest. In the air we relayed that it may be very difficult to put a bleeding, gun-shot wounded person into a RHIB moving 8 feet up and down in open seas. While watching the surreal events unfold below, the radios went deadly silent as we eagerly awaited the “green light” to go in towards the “RIM” and conduct a rescue hoist recovery. Sure enough, that order followed. We told our ship to tell the “RIM” to turn directly into the wind as we had planned. We thought that the best approach to this group-3 with cranes on its deck was to come in from port to starboard over a recently cleared section of the ship while keeping eye on the super structure and bow mast. Once in position we realized that it was difficult to keep

from blowing into the superstructure because of the direct 30 knot side wind. We waved our first approach and decided to place the ship 30 degrees to port of the wind line, allowing us to again come in port to starboard over the deck, not perpendicular, but now offset to the wind. This made it easier to hold our position, but because of the new angle the right seat pilot had zero visual reference and the struggling ship that was anchored off the coast of Somalia for 4 months now rolled severely in the waves. The left seat pilot was at least able to see the bow mast during the right time between the rolls. The controls were then passed with the idea that some visual reference is better than none! We first lowered the rescue hoist to pick up our ship’s doctor when we heard our crewmen say those frightening words, “I think I’m going to have to cut him.” A Marine from the boarding unit that was previously transferred to the merchant ship with the doctor via RHIB, had placed the doctor in the harness improperly, despite the nods during the crash course on this procedure in the hanger just minutes before. While

e were voyaging south past the horn, alone and unafraid, on our way to Mogadishu to meet and escort a small convoy of UN support and WFP vessels to Mombassa, Kenya. [...]On that humid and monsoon-winded Friday we received a distress call and were quickly alerted to a unique situation. The beaten and tired crew of the Motor Vessel (MV) “RIM,” after being held hostage for more than four months, had violently overtaken their pirate captors and had escaped. The trembling voice of the ship’s Captain described that they had not only killed and thrown overboard their keepers, but had one pirate restrained and one crewmember with a gunshot wound.

hanging there fighting to stay in position we waited as our crewmen yelled and screamed to first get the attention of the Marine, and then to coach him with hand signals and shouts on the proper way to use the harness – thankfully, this proved successful. Up came the doctor and down went the litter. We took the bird around for a much needed break and to give the Marines a chance to transport the wounded to the pick area in the litter. Thankfully, our second approach and pick-up for the patient with the litter went well and we were able to stabilize this victim later on our ship. We had to wait another day and still fly a hundred miles before we could get that survivor to another ship with the facilities needed to recover the bullets sustained from the pirates. After the high-fives and a beer in the wardroom, we got the chance to think about what we could have done better. We discussed transferring the other helicopter crewman that was on the detachment via RHIB and having him on the merchant vessel to coordinate the litter and harness, but in the interest of time as the sun was setting, we decided against this. In reality we should have sent him with the boarding team and had the doctor transferred back to our ship via RHIB after his assessment of the wounded, then we could have landed and put the doctor in the cabin to avoid the added adventure of hoisting him up from the ship. We didn’t use the automatic approach and it could have been useful in dialing in a stable platform and then crossing the merchant’s deck. A big issue was the excessive radio traffic and coordination through our mother ship. We should have contacted the merchant directly to coordinate exactly what we wanted him to do. We should have briefed who would monitor what radios and planned with the ship that when we are in the middle of the maneuver it isn’t really a good time for questions, much like on final. Finally PPE was dropped during the action. The doctor, the boarding team on the merchant under the helo and the survivor were all in need of PPE for flight operations. Not to mention that a FOD walk-down would have been welcomed for both the ground personnel and the helicopter on the merchant vessel. Also, once on deck with the survivor, many people tended to ignore hand signals and were more than eager to enter the arc to help carry the survivor to safety. We should have stressed that PPE and standard operating procedures need to Continue on page 27

Rotor Review # 111 Fall ‘10

Feature: Creo Que Voy a Cortar EL Cable Continued from page 26

ALWAYS be followed and are probably even more important during nonstandard operations. The successful rescue of a gunshot victim that evaded pirates in Somalia’s monsoon weather was a testament to the professionalism and courage of the D E C I M A ESCUADRILLA (Tenth Squadron) and ESPS Victoria that afternoon. Thankfully, we got the job done and saved a life hundreds of miles from civilization. Out of all the experience lessons learned that afternoon one was that you need to plan to make changes. In any unorthodox mission the things that you will never think of will change your plan and test your abilities to adapt to the situation. Time is always a factor but a moment to think out past the second and third orders of effect will be well worth the wait.

SH-60B assigned to Spanish Armada’s DECIMA ESCUADRILLA

A Helo Bubba’s Take On The Hook Article by LCDR Derrick W. Kingsley, USN Many of you might be wondering, what was a helo bubba doing at Tailhook?

ell, I was invited to attend September 2010 Tailhook Convention by the CHSCWP Deputy Commodore as an opportunity to see what Tailhook was all about and hopefully generate some fresh ideas for the May 2011 NHA Symposium. I immediately started thinkingTailhook - why would anyone want to go hang out at some pointy-nose party? Even though I’m well accustomed to working and socializing with the fixed-wing types from my HS / CVN days, I had reservations about going. Although helicopter pilots are officially accepted as Tailhook members, I was expecting to hear (and not in a nice way) “why are YOU here?” I can honestly say, while I did get a few of those questions, even more often I received a positive reception. In fact, most seemed genuinely pleased that someone from another community was there and taking interest in how they operated. For the record, I wasn’t the only helo bubba in town, and I had a flat-out outstanding time! For those of you who are unfamiliar with Tailhook, the organization is based in the Scripps Ranch area of San Diego. Their renowned annual convention is normally held over a September weekend in Reno, Nevada at the Nugget Hotel and Casino. A typical turnout is well over a thousand strong. Having attended a convention now, that level of turnout is not surprising, considering the number and diversity of exhibits and

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activities; there were exhibits, briefs, sporting events, tours, socials, awards luncheons. There was free beer, slot machines, blackjack tables, admin rooms, late nights and early mornings – in summary, there was a GENERAL ATMOSPHERE OF FUN! Personally, Tailhook was not only a major blast, but it was also a reunion of folks I served with from the Carrier Airwings, flight school, and even old Naval Academy buddies. I’ve read countless articles in Rotor Review, but never felt the need to share my opinion until now- I HAVE TO share this with everyone. I had an awesome time. So, this great experience got me thinking- why can’t our NHA Symposiums be this much fun and where is OUR COMMUNITY falling short at this kind of event? So, what was so special you ask? Here are my three main points of observation:

1. Tailhook is a destination / vacation event. There are some great points about the location (in addition to the casino floor). For starters, a destination venue allows folks to turn what might have been a “work-related” event into

a short vacation. When these conventions are held in Fleet Concentration centers (i.e. San Diego or Norfolk), half of the attendees are always feeling the pull to get back to work. For the “visiting team” it’s more fun, but if the event were held at a “neutral” destination venue, then everyone there could really focus on the event. This was abundantly clear at Tailhook; there was no work to run back and finish in Reno, and no driving required once there. People go there to get away from their inboxes, leave work behind, socialize and reunite. Families walked the exhibit floor during the day, and hired sitters at night to watch the kids upstairs during the after hours parties. People had the ability to stay inside the hotel all weekend, or go out and tour the area- there was definitely something to do for all ages. Any required transportation was cheap if not free, and there was little concern for someone making the illfated mistake of getting behind the wheel after consuming too much alcohol. While alcohol was never glamorized, it was available and added to the social events. There was cold beer in every corner of the convention, nearly all day. Everyone was responsible, drank mostly in moderation, and used the buddy system to ensure nobody got out of hand.

“A Helo Bubba’s Take On the Hook” continues on page 77 with the 2011 NHA Symposium advertisement to follow.

Centennial of Naval Aviation

rogress in these early years was marked by an endurance record of 6 hours in the air, the first successful catapult launch of an airplane from a ship, exercises with the Fleet during winter maneuvers at Guantanamo, and combat sorties at Veracruz. These were but some of the accomplishments by pioneer pilots. Their activity furthered the importance of aviation in the Navy. In 1914, Secretary of the Navy Josephus Daniels announced that the point had been reached “where aircraft must form a large part of our naval forces for offensive and defensive operations.” And the legacy of Naval Helicopter Aviation begins. --- CAPT Vincent Secades, USN (Ret)

Rotor Review # 111 Fall ‘10

Rotor Review # 111 Fall â&#x20AC;&#x2DC;10

Centennial of Naval Aviation

Arthur Young Philosopher and Rotorcraft Pioneer Article by CAPT Vincent C. Secades, USN (Ret)

rthur Young is, in my opinion, the greatest theoretical genius since Einstein. But while only a handful of physicists could truly understand Einstein, almost any intelligent person can understand, be entertained, stimulated, and astonished by the kaleidoscopic mind of Arthur Young. As he pushes science beyond science, we feel our heavy wheels lift off the ground.

hen we think about pioneers in rotorcraft technological development, the image that comes to mind is that of an Igor Sikorsky, or a Frank Piasecki, or a Charles Kaman, aeronautical engineers working in the aircraft industry, ingenious mechanics searching for solutions to complex aerodynamic problems. Arthur Young was a unique individual who did not fit that stereotype. He came to the world of helicopters from an entirely different direction. Throughout his life he was first and foremost a philosopher in search for the true nature of the universe. To prove himself worthy of making a real contribution to philosophy, he felt that he first had to gain the knowledge and understanding that comes from conquering complex problems in some field of technology. In the first half of the twentieth century no technological quest was more daunting than the pursuit of vertical flight. There, Arthur Young the philosopher met his technological challenge. Arthur Middleton Young was born in Paris, France, on 3 November 1905. His father, Charles Morris Young, a sculptor and painter, met his mother, Eliza Middleton Coxe,

a beautiful woman from a wealthy family, at the Philadelphia Academy of Fine Arts. They married in 1903 and, faced with her family’s disapproval, emigrated to France. When Arthur was a year old the family returned to Jenkintown, Pennsylvania, where he was raised in a farm. After completing his secondary education he entered Princeton University. He first studied astronomy, and then mathematics. By his junior year he had completed all the available math courses at Princeton, including a special course in relativity where he was the only student. In his senior year he decided to devote his energies to philosophy, and to pursue a comprehensive theory of the universe. He graduated from Princeton in 1927, the year Lindberg crossed the Atlantic. First, he endeavored to formulate a theory of the universe as a complex organization, constantly evolving, where process is the governing concept. Feeling that he could not advance in his philosophical studies until he could achieve a better grasp on the way things work, Arthur decided to pursue a more tangible goal. Thus, in 1928 he traveled to Washington, D.C., and went to the Patent Office to

Rotor Review # 111 Fall ‘10

Tom Robbins

evaluate the progress made on various ideas he was considering. However, the idea that caught his imagination came from reading a little book by the German inventor Anton Flettner. Flettner had gained fame by building a ship that had crossed the Atlantic in 1927 propelled by rotating cylinders. Incidentally, Flettner also took on the helicopter challenge in the 1930s, and was very successful with his intermeshed rotors design. Flettner’s book depicted a drawing of a large windmill with small propellers at the tips. The wind turned the big windmill, which in turn made the small propellers rotate at high speed. Later Arthur wrote, “When I went to bed that night I saw Flettner’s idea applied to a helicopter. A large rotor propelled by small propellers at the blade tips would not only not require heavy gearing, it would also solve the torque problem.” Having little knowledge about helicopters, Arthur initially visited public libraries and read everything he could on the subject. He then went back to the farm in Rednor, Pennsylvania, determined to test his idea. In 1928 the helicopter was a very difficult aerodynamic challenge. No practical helicopter had yet taken to the air. Equipped with rubber bands, balsa wood, Japanese silk, and dope lacquer he set up to build and test scaled models. He first built a two-bladed rotor Continue on page 31

Centennial of Naval Aviation: Authur Young Continued from page 30

six feet in diameter driven by two propellers mounted at the tips of a cross arm, powered by rubber bands. During the next nine years he struggled with this design. He used electric motors, a 20 hp outboard motor, stronger wood components, and even magnesium alloy and nickel-vanadium steel components. Still, the system kept on destroying itself as it approached the required rotational speed. Arthur bought an old farm in Paoli, Pennsylvania, and converted the barn into a shop and test area for model flights. In 1938 he attended the first of the Rotating Wing Aircraft meetings organized by Burke Wilford, the gyroplane developer. There he was impressed by Sikorsky’s arguments in favor of the anti-torque tail rotor. He also read a paper by Haviland Platt, the helicopter pioneer, advancing the idea of blades hinged to the mast. He went back to his shop and built a small electric model to test a two-bladed hinged rotor, the teetering rotor. He soon found that the system was definitely unstable, oscillating with ever-increasing amplitude until it tipped over. From this point on, Arthur abandoned his initial idea of a tip-driven rotor and concentrated in solving the stability problems of the teetering rotor. As he later observed, “This meant I had to have flights and have wrecks.” Using small models he began to test different rotor configurations. In his own words, “My major problem was that when the small helicopter model I was working with took off, it would start to tip a little, dash off to one side and then dash back again. After several swings the model tipped over. After a series of unsuccessful flights I decided to try

a stabilizer bar. The bar was linked directly to the rotor so the rotor plane was controlled independently of the mast. With the addition of this device, the model performed remarkably, showing great stability. I could even hover it motionlessly.” He modified the model as necessary to install a Young t esting o remote control system ut Mod el 30, h and was soon flying it inside is ﬁrst h elicopte the old barn and out the open doors and r back. Dr. John Sharp, a friend of Young, in a visit to Bell Aircraft committed to build two prototype helicopters. Company in Buffalo, New York, while As part of the deal, Young requested that his conversing with an engineer mentioned assistant, Bartram Kelley, come with him this character who had a helicopter into the project. Bart Kelley, a boyhood model that could fly in and out of a barn friend, had helped Young build models in under remote control. That prompted 1931, while in a summer break from Harvard Bell to invite Young to visit the plant University. In 1934 he completed a Masters and give a demonstration. In September degree in physics. One summer night in 1941, 1941 Young traveled to Buffalo and flew he showed up at Young’s door, just in time to his model inside a hangar cramped with help him with his flying model. He remained P-39 Aircobra pursuit planes. A group with Young the rest of the summer, assisting of Bell engineers gathered to watch the him and teaching himself how helicopters demonstration. Lawrence D. Bell, the where made. Bell accepted Young’s request, owner and Chief Executive Officer, but assigned Kelley a thirty-six dollars a came to talk to Young, followed by his week salary, a small figure even in those patent attorney. In November of that days. Kelley accepted the meager salary year Young signed a contract by which so he could continue the development work he assigned his patents to Bell, and Bell Continue on page 32

ith a staff of about fifteen men, Arthur Young set up to build his first helicopter, the Model 30. Just six months later the first ship was wheeled out of the plant. Young reflected, “We made the helicopter so quickly because we weren’t too sure how to make it. It took longer when you knew all the things that had to be done right.” Genevieve, as the helicopter was christened, first took to the air on a cold December day in 1942 with Young at the controls.

Preparing “Genevieve” for the ﬁrst ﬂight. Rotor Review # 111 Fall ‘10

Centennial of Naval Aviation: Authur Young Continued from page 31

with Young. As it were, Bart Kelley remained ever produced. the pedal to speed up the rotor. During the with Bell even after Young departed and With a staff of about fifteen next seven months Young’s team began to eventually became the senior vice-president men, Arthur Young set up to build his encounter the problems that crop up only as for engineering of Bell Helicopter Textron. first helicopter, the Model 30. Just six the helicopter flight envelope is expanded. Young assumed that Bell, under months later the first ship was wheeled Several crack-ups, rebuildings, and design his direction, would begin to build the two out of the plant. Young reflected, changes followed. Collective pitch control prototypes immediately, but he was wrong. “We made the helicopter so quickly was added. The left hand controlled the Two months passed and nothing happened. because we weren’t too sure how to collective pitch of both, the main rotor and Bell was working around the clock trying to make it. It took longer when you the tail rotor. The engine throttle was moved meet the demand for pursuit airplanes following knew all the things that had to be done to the cyclic stick. In July 1943 the first the attack on Pearl Harbor. An engineer was right.” Genevieve, as the helicopter was prototype was reaching speeds of over 70 assigned to Young, with a budget of $250,000. christened, first took to the air on a cold mph. To his dismay, Young learned that this money December day in 1942 with Young at Ship No. 2, an improved version was earmarked to finance the drawing of the controls. He had never piloted any of the Model 30 with room for two people, plans for the helicopters. This was the way craft, helicopter or otherwise. Thus, became the test vehicle in late September new airplanes were developed, starting with the helo was tethered to the ground. 1943. While Ship No. 1 was being rebuilt complete drawings before any metal was cut. His first hops were close to the ground, after an autorotation hard landing, Ship No. But this procedure would 2 was making a name for hardly suffice for designing itself with a series of flight hile the three Model 30 helicopters something as complex, new, demonstrations, including and untried as the helicopter. an indoors demonstration at were making headlines, the Model 42 Young went to see the the Buffalo Armory, the first was encountering major difficulties. head of manufacturing and indoors flight of a helicopter Bell engineers were learning that they could not explained his predicament. in the U.S. Confident that Providentially, this man and the problems that plagued develop helicopters using the same methods Young were of one mind in early efforts were ironed out, used for airplanes. As a consequence, military this regard. He agreed to sign Young began to give rides to orders for Model 42 were cancelled. Larry Bell a budget of $250,000 to build visitors. Larry Bell had his made the decision to transfer the responsibility two helicopters with only one ride. Foreseeing the time, proviso, that the engineering once the war had ended, of helicopter development and production back department would have when the demand for pursuit to the Gardenville group [...] The 24th of June nothing to do with it. airplanes would plummet, 1945 Gardenville was vacated, and Young’s team The next obstacle Bell saw in the helicopter Young had to surpass was a solution to the impending moved to the Bell Wheatfield plant in Niagara that of obtaining a plant unemployment problem Falls. There they enjoyed a spacious area where all the elements of the threatening his employees. complete with offices, a hangar, and a variety of project could work together. Based on the success of Young submitted the request Ship No. 2, he decided machine shops. On December 8, 1945 the first but nothing happened. After that the time had arrived Model 47 rolled out of the Wheatfield plant. It a while he learned that Larry for his main engineering was powered by a 178 hp Franklin O-335 engine. Bell himself was holding department to take over the approval because he was from the Gardenville group, concern about the safety of which he considered a the helicopter in the event of engine failure. brief, and erratic, as we can imagine. research unit. A group of Bell engineers Young staged a demonstration using his remote- Soon Bell assigned Floyd Carlson, an arrived at Gardenville to get acquainted with controlled flying model. In the presence of experienced airplane test pilot, to the helicopter building. They soon proposed to Larry Bell he placed a raw egg on the model, project. Model 30 was powered by a build a new helicopter, designated Model flew it to near the ceiling of the shop, and 160 hp Franklin six-cylinder opposed 42, designed for the commercial market. cut the power. The model autorotated to the air-cooled engine mounted vertically. Its design specifications included room ground without breaking the egg. Larry Bell Initially the helicopter did not have main for the pilot and four passengers in plush was delighted. Soon thereafter Bell acquired rotor collective pitch control. A foot accommodations, a high speed of 130 mph, a large garage on the outskirts of Buffalo. throttle controlled engine power. The and a maximum range of 450 miles. Opened in June 1942, Gardenville, as it came right hand controlled the cyclic pitch As the Bell engineers were to be called, would become the birthplace of and the left hand controlled the tail rotor developing the Model 42, early in 1945 Continue on page 33 one of the most successful helicopter designs pitch. To get airborne the pilot pressed

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Centennial of Naval Aviation: Authur Young Continued from page 32

Young and his group began to build a third helicopter. This unit was not authorized by the Young-Bell contract. In fact, management was not aware of it. On this third craft the Gardenville team abandoned the idea of making the craft look like an airplane or an automobile. They simply concentrated on making a craft that would offer the best performance possible as a helicopter. It would incorporate the technological improvements gardened from their experience with the early models. Soon Bell management learned what was going on at Gardenville and tried to squelch the project. Bart Kelley saved the project by assuring Bell management that Gardenville was just making a flying test bed in support of the Model 42 project. The ship, launched on 25 April 1945, was an immediate success. Improvements included a four-wheeled landing gear, a small instrument panel on a column between pilot and passenger, and a tubular tail boom. A rudimentary Plexiglas bubble canopy was added later. While the three Model 30 helicopters were making headlines, the Model 42 was encountering major difficulties. Bell engineers were learning that they could not develop helicopters using the same methods used for airplanes. As a consequence, military orders for Model 42 were cancelled. Larry Bell made the decision to transfer the responsibility of helicopter development and production back to the Gardenville group. The work on Model 47, the production prototype, began immediately. The 24th of June 1945 Gardenville was vacated, and Young’s team moved to the Bell Wheatfield plant in Niagara Falls. There they enjoyed a spacious area complete with offices, a hangar, and a variety of machine shops. On December 8, 1945 the first Model 47 rolled out of the Wheatfield plant. It was powered by a 178 hp Franklin O-335 engine. The Bell Model 47 would become an enormous commercial success. The U.S. Army and U.S. Navy rushed to place orders for these birds. Young’s team built the first ten production helicopters, much like they

Rotor Review # 111 Fall ‘10

had built the prototypes. From then on, the Bell production line took over. When the production of the Model 47 in its numerous variations finally came to an end in late 1973, Bell had built nearly 5,000 units (4,819 by one count). Additionally, in 1952 Agusta of Italy was granted a license to build the Model 47. It produced more than 1,000 units. Kawasaki in Japan received a license a year later. The Japanese and Italian production lines of various models of the Bell 47 stayed open until the late 1970s. Westland in the UK also produced the 47G-2 for the British Army. With more powerful engines, models of the Bell 47 were used for geological survey work, ice patrol, traffic control, Coast Guard search and rescue, crop spraying, executive transport, and a multitude of other uses. Its military versions have been used by the armed forces of over thirty nations. The list of “firsts” for the Bell 47 is truly impressive. It was the first helicopter to receive a commercial certification on 8 March 1946. In its HTL versions it was the first military helicopter trainer. It was the first helicopter to take on the mission of evacuating wounded soldiers from the battlefront to field hospitals. It was the first helicopter to land on the White House lawn, and the first to carry a president. In 1957 the 47J fourseat version, designated H-13J by the Air Force, became the first presidential helicopter and was used by President Dwight D. Eisenhower. To cap it all, the Bell 47 can claim the distinction of being the first helicopter to become a movie and television star. In 1984 the Bell 47, “an object whose delicate beauty is inseparable from its efficiency,” was placed on exhibit as part of the permanent collection of the Museum of Modern Art in New York. Arthur Young’s twinbladed rotor design, embodied in the Bell 47 and its successors, more notably the Bell 204 and 205 (Huey), the Bell 206 (JetRanger), and the Bell 212 (Twin Huey) made Bell one of the most successful helicopter manufacturers in the world. As the Model 47 began production, Arthur Young felt that his work at Bell was complete. Shaken by the explosion of the atom bomb, he felt

that humanity needed a new philosophical paradigm. He decided that it was time to return to his original love, philosophy. He stayed with Bell until October 1947. He had married Priscilla Page in 1933. He divorced her in 1948 and later that year he married artist Ruth Forbes, of the Boston Forbes family. The couple first moved to New York and later to Philadelphia. In 1952 they organized the Foundation for the Study of Consciousness. The purpose of the Foundation was to find out where to put consciousness in the scheme of science. In 1973 Young and his wife moved to Berkeley, California, and set up the Institute for the Study of Consciousness. His philosophical quest was to uncover the deep process underlying all of human experience. He set to elucidate the fundamental links between all of modern science and the esoteric subjects of the human mind. He published the result of his studies in his books: Geometry of Meaning (1976); The Reflexive Universe: Evolution of Consciousness (1976); and The Bell Notes: A Journey from Physics to Metaphysics (1979), as well as in numerous essays and articles. Arthur Young died of cancer at his home in Berkeley, California, the 30th of May 1995. He was 89 years old. A bold, humorous, and original pioneer who never accepted the conventional approach, either in science or engineering, his extraordinary body of work continues to inspire scientists and philosophers alike towards a deeper understanding of the universe around us and the universe inside us. Sources: The Making of a Helicopter, by Arthur M. Young, Edited by Bartram Kelley, Published in the book Vertical Flight, the Smithsonian Institution Press, Washington, D.C., 1984. An Appreciation of Arthur M. Young, Essay by Jeffrey Mishlove. Arthur Young: Maker of the Bell, Essay by Richard S. Tipton. About Arthur M. Young, Essay, Anodos Foundation, 2006.

Centennial of Naval Aviation

OLD MEETS NEW – LANDSLIDE 07 GETS AN “OLD” FACELIFT Article by LT David Camp, USN

he year was 1952. The United States was in a heated conflict with North Korea, committing its forces alongside those of the United Nations to defend South Korea. Helicopter aviation was still in its infancy. The Navy was in desperate need of a platform capable of recovering downed aviators from any location, whether land or sea. The early versions of helicopter in service up until this point had primarily been utility transports, but the Korean Conflict required them to evolve rapidly into full combat workhorses. The Navy turned to Igor Sikorsky and his company, and the Sikorsky HO3S was born. The Sikorsky HO3S proved to be an incredibly versatile aircraft, ably providing light transport, rapid casualty evacuation, overwater Search and Rescue, and personnel recovery (commonly called Combat Search and Rescue, or CSAR). This historic aircraft would eventually rescue scores of downed pilots from behind enemy lines, both U.S. and U.N. It made a crucial difference in the lives of hundreds of Soldiers, Marines, Sailors, and Airmen. The Korean War was a pivotal time for rotary wing aviation, a crucible where the future of helicopters combat utility was forged. Nearly 60 years later, Sikorsky is still producing combat-ready helicopters for the U.S. and its allies around Continue on page 35

(Upper right) The HO3S coming in for a landing. (Below) Landslide 07 gets a new paint job mimicking the HO3Ss of the Korean War era.

Rotor Review # 111 Fall ‘10

andslide 07’s paint scheme would be instantly recognizable to veterans of the Korean War, when helicopters first launched from the decks of naval vessels engaged in combat operations. Similarly, the missions it pioneered would be instantly recognizable to aviators manning squadrons around the Fleet [...] to illustrate the direct linkage between the first Rotary Aviators and the men and women who followed in their footsteps.

Centennial of Naval Aviation: Helicoter Aviation: Old Meets New Continued from page 34

the world. Likewise, modern naval helicopter squadrons are flying those same missions today. In the year 2011, the Navy will hold the Centennial of Naval Aviation, celebrating 100 years of proud service to the Nation, an unmatched heritage to commemorate. To help mark this monumental occasion, Helicopter Sea Combat Squadron THREE volunteered to “update” one of its aircraft, Landslide 07, with a vintage color scheme. The design mirrors that of the Sikorsky HO3S. Painted in striking navy blue with bold white lettering, the MH-60S has never looked better. The yellow on the tail would have denoted an unarmed configuration, and red and white stripes on the tail rotor blades were a safety feature, highlighting the danger of approaching the spinning blades. On the bottom of the aircraft are the words “ABANDON CHUTE” in large white letters, instructing downed pilots of that

A image of a model that was used to paint Landslide 07 era to leave their gear and swim towards a lowered rescue device. Landslide 07’s paint scheme would be instantly recognizable to veterans of the Korean War, when helicopters first launched from the decks of naval vessels engaged in combat operations. Similarly, the missions it pioneered would be instantly recognizable to aviators manning squadrons around the Fleet today. The vintage Korean War paint design was specifically chosen to not only honor that critical time in the history of Naval Aviation, but to illustrate the direct linkage between the first Rotary Aviators and the men and women who followed in their footsteps. We all share a heritage of service. This aircraft is a tribute to those who have served in years gone by, and to those who serve today.

PAR Dinner

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

he Previously Active Duty and Retired (PAR) helicopter personnel group held its fall dinner at the MCAS Miramar Officers Club on 14 October 2010. Arnie Fieser skillfully organized the well-attended event. The Officers Club provided an excellent meal and their usual courteous and efficient service. CAPT John Miley, the President of NHA, opened the evening’s festivities by introducing himself to the gathering with a brief recount of his Naval career. In his remarks, he emphasized the importance of attracting greater participation of the retired community in NHA activities. He also reminded the gathering that next year’s Symposium will culminate with a gala celebration aboard USS Midway the evening of 9 May 2011. After his initial remarks, CAPT Miley introduced Paul Caine, who gave a short presentation on the composition and the current and planned activities of

Rotor Review # 111 Fall ‘10

the NHA Centennial of Naval Aviation (CoNA) committee. Next, CAPT Miley introduced the guest speaker for the evening, retired Navy CAPT Donald F. Steuer, who is now the Chief Financial Officer and Deputy Chief Administrative Officer for the County of San Diego. Before joining the County, CAPT Steuer had a distinguished 27-year Navy career where he commanded two Navy Helicopter squadrons as well as Naval Air Station North Island. He also served as Chief of Staff for NATO Naval Striking and Support Forces in Southern Europe during the Kosovo conflict. CAPT Steuer holds a Bachelor’s degree in Government, and three Master’s degrees in Business Administration, Communications, and National Security and Strategic Studies. As the Chief Financial Officer for the County of San Diego, CAPT Steuer is responsible for managing the County’s finances and credit rating, and preparing the County’s annual

budget, which topped $5 billion in FY 2009-10. CAPT Steuer also serves as the Deputy Chief Administrative Officer for the County’s Finance and General Government Group. He manages a staff of approximately 1,300 people with an annual budget of $320 million. He has been with the County since his retirement from active duty in February of 2000. He first worked for the Land Use and Environment Group where he headed the County’s water quality programs. He also chaired the County’s Strategic Planning Support team that designed and applied the County’s award winning General Management System. During his very informative and revealing lecture, CAPT Steuer gave an overview of the County’s government organization, scope of responsibilities, and Continue on page 56

More Centennial of Naval Aviation articles are on page 58

Focus Rotor Review # 111 Fall â&#x20AC;&#x2DC;10

Notes from Your Aircrew Editor

ello fellow Search and Rescue Professionals and Hello from sunny San Diego California. It does my old heart good to help out with a Rotor Review issue dedicated to the enlisted aircrewman. If you look up the word “crew” in the thesaurus you will find associated words like “team”, “squad” and “group” my personal favorite is “team”. I have always believed that a good efficiently operating helicopter SAR crew is really a team. The pilots, first crewman and rescue swimmer and/or SAR med tech are all integral members of the team, take away any part of the team and you will definitely limit the ability of the SAR Crew as a whole. I believe that the enlisted aircrew/rescue swimmers are a complicated species and that it takes a special breed of person to correctly, professionally and with out hesitation perform the duties of the crewman (whatever they may be) . I believe that the caliber of the modern Naval Aircrewman is as good as it has ever been and that this is an exciting time to be an Aircrewman in the armed services. With the on going global conflict and never ending war on terrorism our country finds itself in, the role of the aircrewman is constantly expanding and always increasing in complexity. US Navy, Marine Corps and Coast Guard Aircrewman are a multidimensional and multi talented, diverse group of highly professional Enlisted aviators. They come from all walks of life, all social and economic demographics, they are a dedicated, educated and hard charging group of young (mostly young) professionals. As this, my 29th year (and counting) Aircrew/SAR career comes to a close I can honestly say that I feel that the business of Search and Rescue is being left in good, capable, and professional hands. As always I am proud to be your Aircrew Editor and hope this issue helps invigorate dialogue and discussion, so please sit back and give this edition of Rotor Review a read and help to celebrate the Navy Enlisted Aircrewman!

Master Chief (AWCM) Carl T Bailey II Rotor Review Aircrew Editor

Rotor Review # 111 Fall ‘10

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4/10/09 12:32:05 PM

Focus

Embroidering The Common Thread for the Future: A Perspective of a Fleet Replacement Squadron (FRS) Instructor Article byAWS2 Tyler Sterkel. Photo couttesy of HSC-3 FRS Instructors students who are in the best shape of their lives. But, I’m ready. I am motivated to test them, both on the grinder and in the pool, as I test myself as well, to see if I still have what it takes to keep up with these young students. After PT, I get ready for another day of flying. The FRS is known to have a nearly neverending flight schedule. It is not uncommon to see 14 or 15 flight events on a schedule, not to mention the several ground events taking up the entire back of the schedule. There is no shortage of duties and in Going through MH-60S preﬂight checks. two years, the words, “I am RS Instructor: These bored,” have never been uttered while at words are embroidered this job. We fly all of eight different on the patches of every instructor’s right shoulder at HSC-3. This patch is missionaries, ranging from night vision worn with pride; for as instructors, we flying to firing the GAU-21, .50 caliber understand our vital role in producing machine gun. While we ensure that each aircrew that will affect the Global War student can perform the mission set, on Terrorism. With our knowledge of the most important aspect we teach is what is happening in theater, we have safety; safety for the individual, safety a relatively short amount of time to for our passengers and above all, safety prepare our students for service in the for the crew. The crew concept is unique fleet. The days are long and the training to the helo community. Our students are is exhaustive, but we are motivated taught from day one that no one in the to produce the absolute best product crew is above anyone else, and that we must work together to accomplish the possible. Being an instructor at the mission. The job of instructing is crucial Fleet Replacement Squadron (FRS) is to the development of the future of naval an unparalleled experience. We have aviation. The ability to shape and teach a saying here, “This is not shore duty, this is instructor duty.” Those words the upcoming naval aviation crews is an ring true as I pull out of my driveway opportunity that we do not take lightly. each morning at 0600 to start the drive We are constantly attempting to better through San Diego traffic to Coronado ourselves and the way we conduct Island. Arriving at work by 0645, I set business. We push each other to be better up my PT stations and prepare myself today than we were yesterday, because for another grueling session with we are teaching more than a faceless

Rotor Review # 111 Fall ‘10

name. Our students are brothers, sisters, fathers, sons and daughters, who in a few short months will be at their first command and deployed to the front lines of an ongoing war. They have to be ready. They have to know what is expected of them. This is more than shore duty, this is instructor duty. We wake up early and stay late. We do this because we care about the future, and we do this because we will have to serve alongside these young men and women in the future. Our curriculum is involved and immense and our PT is strenuous and intense, ensuring that our product is refined and ready. We are the FRS.

Rotor Review # 111 Fall â&#x20AC;&#x2DC;10

Focus

SAR Medical Technician Article by HMC(NAC/AW/FMF/DV) Jason D. Owen, USN and HMC(NAC/AW/FMF/CAC) Mark Kirkland, USN

H An MH-60S from 2515th Navy Air Ambulance Detachment (OIF). Photo

taken by

ired, hungry and thirsty, you are so glad to hear the deafening sound of the angel hovering above you. As the angel eclipses the sun for a moment you notice what appears to be a human being descending to the ledge on which you’ve awakened to find yourself. You’ve fallen twenty-feet while hiking, have broken your leg, have lost a lot of blood, and (though you don’t know why) you are having difficulty breathing. “Sir, I’m HM3… I’m here to help you.” He gently but deliberately assessed you for injuries, fastened you in a litter, shielded your face from debris, and, before you knew it, lifted you into the air…the ledge growing more and more distant. As you are being hoisted up, you see “NAVY,” painted on the tail of your angel and you know, you just know you are going to be alright.

Rotor Review # 111 Fall ‘10

M3—whoever he was—had the duty that day. He was more than happy to get the call! After many rappel flights, hoists, shorthauls, patient assessments and repetitive training evolutions, it came together perfectly. Later that day, this same HM3 may be the one checking you into Aviation Medicine for your annual physical. Most clinic Corpsmen have little to no idea just what HM3 does outside of the clinic. While they once admired HM3’s flight suit and Aircrew wings, coming and going as he pleases, they couldn’t comprehend what it was HM3 did at his squadron.

HM3—whoever he was—had both, the flight suit and wings of gold. the duty that day. He was more than While some are fleet-returnees, many happy to get the call! After many are new accessions (i.e. brand new to rappel flights, hoists, short-hauls, Continue on page 42 p a t i e n t assessments and repetitive training evolutions, it came together perfectly. Later that day, this same HM3 may be the one checking you into Aviation Medicine for your annual physical. Most clinic Corpsmen have little to no idea just what HM3 does outside of the clinic. While they once admired HM3’s flight suit and Aircrew wings, coming and going as he pleases, they couldn’t comprehend what it was HM3 did at his squadron. While the story above does not represent every Hospital Corpsman in the Navy, it represents a snap-shot of the dayin-the-life of Search and Rescue Medical A SAR Medical Technician from VX-31 rappels Technicians (SMTs) who from an HH-IN (Huey) to a simulated survivor during a training exercise in China Lake, CA. have worked hard to earn Photo taken by

Focus: SAR Medical Technician on training and accompanying earch and Rescue Medical Technicians certifications (SMTs) [...] have worked hard to relevant to trauma, cardiac, earn both, the flight suit and wings of and pediatric gold. While some are fleet-returnees, many emergencies. are new accessions (i.e. brand new to the Upon graduation, Navy). After graduating HM ‘A’ school, they most will report to San Diego to report to Aerospace Medical Technician get qualified in (AVT) School in Pensacola, FL, where they a specific type learn the ins-and-outs of aviation medicine. model aircraft (MH-60S or H-60F/H). As if that is not enough, they will attend Continued from page 41 Survival Evasion Resistance Escape the Navy). After graduating HM ‘A’ school, they (SERE) School, and then report to their report to Aerospace Medical Technician (AVT) ultimate duty station. School in Pensacola, FL, where they learn the Duty stations range from ins-and-outs of aviation medicine. Following assignments to Helicopter AntiAVT School they go across the street to Naval Submarine (HS) or Helicopter Sea Aircrewman Candidate School (NACCS) to PT Combat (HSC) Squadrons on both, (a lot!) and learn the basics of aviation survival. east and west coasts, to Station SAR After NACCS they attend the Flight Medic Course commands aboard Navy and Marine (FMC), a joint school at Fort Rucker, Alabama, Corps air stations. Newly reporting where members receive the HM8401 (SMT) SMTs, are given 180-days to finish a NEC. At the FMC, Corpsmen receive hands- comprehensive syllabus, pass a rigorous

evaluation, and be designated by the commanding officer as a command SMT before standing SAR duties. In addition to the above, SMTs have saved numerous lives during combat operations and humanitarian-aid missions like Marine Corps CASEVAC (OIF), the 2515th Navy Air Ambulance Detachment (OIF/OEF), Haiti relief, and many others. A community of 92 strong (Navy and Marine Corps wide) SMTs are both, proud and privileged to do what they do “so others may live.” HMC(NAC/AW/FMF/DV) Jason D. Owen and HMC(NAC/AW/ FMF/CAC) Mark Kirkland are from the SAR Model Manager’s Office, San Diego, CA.

“So Other May Live” Perspective from Aviation Search and Rescue Instructors Article by HSC-3 SAR School Instructors

SC-3 is located on Naval Air Station North Island (NASNI), in scenic Coronado, Ca, and is a shore based helicopter training squadron home for 15 MH-60S helicopters, 300+ maintenance personnel, and 90+ highly qualified instructors. Additionally, there is a constant rotation of students. At any given time there are approximately 100 students enrolled in six different curriculums, taught in two different buildings. HSC-3 is best known for providing the Fleet with replacement pilots and aircrewmen who are specially trained to provide search and rescue services to deployable units Fleet wide. HSC-3 is the final step in a long training pipeline for all Aviation Rescue Swimmers and Feet replacement pilots who have selected MH-60S helicopters, HSC-3 is also the Search And Rescue (SAR) Model Manager and the Model Manager for MH-60S NATOPS program. Continue on page 43

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Focus: Perspective from Aviation Search and Rescue Instructors Continued from page 42

Three of the six curriculums taught at HSC-3 are taught at the SAR School house, a specialized component of HSC-3, which graduates 119 students a year and focuses on in-water and overland procedures for SAR swimmers. The school house is a satellite building located a couple blocks away from the main squadron spaces. The students who enroll in the curriculums at the SAR School are already complete with initial training and are seeking to either re-qualify as a SAR swimmer or gain a specific skill set, such as rappelling from a helicopter or becoming a SAR Standardization Petty Officer. Most SAR instructors either flew their first flights at HSC-3 as a student or had attended one of the SAR school courses prior to returning for instructor duty. Being a United States Naval Aviation Rescue Swimmer Instructor is a great responsibility that has been bestowed upon the few who qualify to train in a High-Risk environment. HSC-3’s SAR instructors have been hand selected and are responsible for teaching, motivating, and mentoring all SAR swimmers who are returning from a disassociated tour of duty. All

instructors must be pre-screened and recommended by their chain of command prior to attending the Rescue Swimmer School Instructor (RSSI) course in Pensacola, Fl, and Journeyman Instructor Training (JIT) course in San Diego, Ca, before finally reporting to HSC-3 as an Instructor Under Training (IUT). After several months of instructor training each SAR instructor is fully qualified to teach three High-Risk courses, conduct grueling cardiovascular and strength conditioning physical training sessions, CPR for the professional rescuer, and qualify 2nd class swimmers. SAR swimmers are known for their physical fitness and mental determination; SAR instructors are responsible for instilling such a mindset and physical standard. Ask any graduate from the HSC-3 SAR school and they will tell you that their experience as a student was either an eye opener or some of the best training they ever had, some will say that their experience was a little of both. On a daily basis all HSC-3 SAR instructors are leading the students through a demanding physical fitness regimen, both in the water and on the land, which contributes to the high

t any given time there are approximately 100 students enrolled in six different curriculums, taught in two different buildings. HSC-3 is best known for providing the Fleet with replacement pilots and aircrewmen who are specially trained to provide search and rescue services to deployable units Fleet wide. HSC-3 is the final step in a long training pipeline for all Aviation Rescue Swimmers and Feet replacement pilots who have selected MH-60S helicopters, HSC-3 is also the Search And Rescue (SAR) Model Manager and the Model Manager for MH-60S NATOPS program.

Rotor Review # 111 Fall ‘10

level of physical fitness and the standard that all SAR swimmers are expected to maintain. SAR swimmers also spend countless hours in the classroom reviewing techniques, procedures, and policy with students prior to every evolution stressing safety, standardization, and teamwork. Students also receive instruction on publications, administration, briefing and de-briefing techniques, which allows the graduates to assume greater leadership roles at the command level immediately upon graduation. More importantly the HSC-3 SAR school instructors are a highly dedicated and professional group of Sailors who continue to carry out the long lived SAR motto “So others may live”, with pride and integrity.

Focus

They Weren’t Kidding When They Said It Would Be Tough! Article by AWR3 Benjamin Hill, USN

here is good reason why Rescue Swimmer training is so rigorous and demanding. I considered myself to be in above average shape until the night of the rescue. A vessel was engulfed in flames and I was added as an extra rescue swimmer for the launch of the Alert 30 Plane Guard. An airborne aircraft had recovered four survivors and my crew was tasked to relieve them and complete the rescue. I entered the water to recover the final survivor and was surprised by how difficult it was to overcome the high sea state to affect the rescue.

But before I continued with my experience that night , let’s get a pilot’s perspective on what happen...

n the Arabian Sea during a routine maritime observation mission on August 18 th, an F/A-18C from VFA-37, a fighter-attack squadron aboard the USS Harry S. Truman (CVN75), spotted a vessel at 8:45 p.m. that appeared to be on fire. The Truman received the report of a vessel in distress 50 miles away and dispatched its airborne helicopter, Dusty 612 of HELANTISUBRON SEVEN (HS-7) to investigate, and launched a second helicopter to assist. The first helicopter arrived on station in 25 minutes. As Dusty 612 approached the distressed ship, they sighted a small light in the water. The aircrew of Dusty 612 dropped two night illumination markers in the water to mark the location and arrived in a hover within 100 yards of a small life boat carrying eight stranded mariners. The survivors were using buckets to bail water from their small dingy. The helicopter crew deployed their rescue swimmer, AWR3 Justin Swanner, who swam over to the small boat and began the process of assessing the survivors. “At first, [the survivors] didn’t seem to want help. They were very panicky,” says Swanner. After some convincing, one of the men in the life boat jumped into the water, reaching for the rescue swimmer. The panicked survivor inadvertently activated Swanner’s emergency floatation

Rotor Review # 111 Fall ‘10

device, hindering his movements. Petty Officer Swanner maintained his composure and hooked himself and the first survivor up to the helicopter’s rescue hoist, and both were lifted into the aircraft. As the first survivor was being rescued, the second helicopter, Dusty 616, arrived on scene. Swanner reentered the water three more times, recovering four of the eight people from the life boat before Dusty 612 had to return to the Truman for fuel. Dusty 616 then took over the rescue and lowered rescue swimmer AWR1 Nicholas Lauer into the water. Lauer swam over to the remaining four survivors in the life boat and began assisting the fishermen into a rescue basket attached to the helicopter’s hoist. After rescuing three of the remaining mariners, Lauer was exhausted from fighting the eight-foot seas and requested another rescue swimmer to relieve him to recover the last survivor. AWR3 Benjamin Hill entered the water, retrieved the final survivor from the small boat, and hoisted himself and the eighth survivor into the helicopter. After everyone was safely aboard, Duty 616 flew several passes around the flaming vessel to ensure that there were no other survivors in the area and then returned to the Truman. Once aboard the aircraft carrier, the eight survivors were

given medical attention, food, water, and dry clothing. A translator aboard the Truman established that the men were Iranian fishermen who had abandoned their vessel after it caught on fire. The captain of the Iranian vessel confirmed that there had been only eight people aboard his boat, and all had been accounted for in the rescue. The fishermen stayed as guests in berthing aboard the USS Harry S. Truman until they were transferred via small boat to the AKL Chiroo, an Iranian Delvar class ship, on August 20th for their return home. Helicopter pilots LCDR Jason Young, LCDR James Zoulias, LT Michael Umholtz and LTJG John Betza were awarded Navy and Marine Corps Achievement Medals, and Naval Aircrewmen AWR1 Nicholas Lauer, AWR2 Charles Cotoguno, AWR3 Justin Swanner, AWR3 Benjamin Hill, and AWR3 Matthew Cook were awarded Navy and Marine Corps Commendation medals for their roles in rescuing the distressed mariners. -- LTJG Lauren Cole, USN

[Later] I...realized that no amount of training will ever fully prepare you for the unknown challenges associated with a real rescue. Continue on page 45

Focus: They Weren’t Kidding When They Said It Would be Tough! Continued from page 44

In the two to three seconds it took to disconnect myself from the rescue hook and signal that I was okay, rotor wash caused the small skiff to drift more than 20 feet away and the eight foot seas caused me to lose sight of the survivor. Thinking it couldn’t be that far, I began to swim towards the vessel and the final survivor. I gained momentary visual contact of the small boat as I crested a swell and realized that it was continuing to drift away from me as I swam. I put my mask up to improve visibility and started swimming as hard as I could. The aircraft had put me outside the rotor wash and suddenly it was quiet and dark. I had choked on some salt water, was out of breath and my legs burned. Although my adrenaline was pumping, I felt alone in the open ocean. Fear and doubt started to crowd my mind with thoughts: “Why did you do this? Did you think you were a real rescue swimmer? There is no way you can find that boat again. Your survivor is going to be lost forever, and you probably will too!” I caught another glimpse of the skiff. Determined to complete the rescue, I kicked as hard as I could and finally made it to the last of the eight Iranian survivors. I signaled that we were ready for pick up and extended my hand to help the survivor out of the boat. Although the previous seven survivors had entered the water, he attempted to help me into the skiff. Using hand gestures, I communicated that I needed him to get in the water. He finally understood and jumped out of the boat. I placed him in a cross-chest carry and started buddy towing him towards the helicopter. Once the helo was overhead, the Crew Chief lowered the rescue strop. The survivor did not have flotation and the rotor wash made it very difficult to secure the survivor. Time seemed to stand still as I performed the final checks and I wished that I could throw up all of the sea water that I had swallowed. I gave the thumbs-up and felt relieved as

Members of the two Dusty Dog helicopter crews involved in the August 18th rescue of eight Iranian mariners. Back: LTJG John Betza, AWR3 Benjamin Hill, AWR3 Matthew Cook, AWR1 Nicholas Lauer, LCDR Jason Young Front: LCDR James Zoulias, AWR2 Charles Cotoguno, AWR3 Justin Swanner, LT Michael Umholtz Photo courtesy of HS-7 Public Affairs.

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Continue on page 46

Rotor Review # 111 Fall ‘10

Focus: They Weren’t Kidding When They Said It Would be Tough!

owever, training is a vital step to ensure that we are ready to answer the call “so that others may live”. Looking back, I acknowledge that if I had defogged my mask or if my Crew Chief had an ALDIS lamp the rescue that night probably would have gone more smoothly. A rescue swimmer prepares for the unknown through training and taking lessons learned from the sea stories shared. Staying fit and working to constantly improve made it possible for me to complete the rescue that night. I hope that my experience will serve to prepare a rescue swimmer for success in the future.

Continued from page 45

the rescue hoist lifted us clear of the dark ocean and into the safety of the cabin. I have reflected on my experience that night and realized that no amount of training will ever fully prepare you for the unknown challenges associated with a real rescue. However, training is a vital step to ensure that we are ready to answer the call “so that others may live”. Looking back, I acknowledge that if I had defogged my mask or if my Crew Chief had an ALDIS lamp the rescue that night probably would have gone more smoothly. A rescue swimmer prepares for the unknown through training and taking lessons learned from the sea stories shared. Staying fit and working to constantly improve made it possible for me to complete the rescue that night. I hope that my experience will serve to prepare a rescue swimmer for success in the future.

An Eye Opener

Article and Photo by AMT2 Jason Weeks, USCG

very Coast Guard duty swap begins with the outgoing and oncoming crews briefing one another. Half the people in the room go home and can relax without the possibility of the alarm sounding, and in Alaska, possibly sending them hundreds of miles offshore, or far inland in some of the foulest conditions imaginable. On the night of 31 January 2009, I was serving as the Flight Mechanic aboard U.S. Coast Guard Air Station Sitka, Alaska. My crew and I received an urgent call for help at approximately 0130. An 83-year-old man located in the small isolated town of Haines, Alaska was experiencing severe abdominal pain and needed to be air lifted immediately to the closest hospital, which was located about 100 miles south in the city of Juneau, AK. The one and a half hour flight from Sitka to Haines was one of the most gut wrenching flights I have ever been apart of in my 4 years as a MH-60T Flight Mechanic. The visibility was about 500 feet and ceilings were steady at 800 feet. With snow blowing sideways and turbulent air pockets jolting the helicopter, we navigated our way through the Alaskan inside passage’s rugged canyons and waterways solely with GPS and radar. As the Flight Mechanic, I was tasked with backing up the pilots on our aircrafts altitude along with monitoring for outside obstacle’s including mountain peaks and “Widow Makers,” a term we used to describe the one random tree top that stood taller than the surrounding terrain. A lack of alertness in these conditions was a sure way to end your flight, or even worse, your life. Upon landing in Haines, we encountered white out conditions during our approach to the landing pad. Strapped to the inside of the helicopter by my gunner’s belt, I laid flat on the cabin floor with my head sticking outside of the helicopter, the bone chilling winds instantly nipped at my face. I conned the helicopter into position over the narrow Continue on page 46

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Focus: An Eye Opener Continued from page 46

landing pad where we were able to transport the elderly man from the pick-up truck into the helicopter. Prior to take-off, the Rescue Swimmer and I secured the patient into our rescue litter and positioned him in the helicopter’s cabin. We took off from Haines and battled the harsh winter conditions once more on our 100-mile flight to Juneau where we landed at 0330 and transported the patient to the local Emergency Medical Team that was standing by. The mission was almost over, or so we thought. Due to the uncompromising weather conditions we elected to wait the weather out in Juneau for the night. As the Flight Mechanic, I led the efforts to secure the aircraft in the local Air National Guard hangar for the evening. While conducting the aircraft’s subsequent post flight inspection, I discovered a severe fuel leak in the cross feed fuel line check valve. Despite the late hour, I was able to describe the situation with Air Station Sitka’s Maintenance Control and receive the necessary parts and tools required to return the aircraft to B-0 status within 24 hours. The amount of trust and endless support given to me by my Pilot’s and Rescue

CG 6035 lands near Haines AK. to MEDVAC a man to the nearest hospital. Swimmer during the ordeal was a real eye opener. They counted on me to get the job done right in order to prevent an aircraft mishap and get them home safely. The amount of responsibility that you are given as a Flight Mechanic in the USCG, even as a junior member, is tremendous. The feeling that you get

after rescuing another human being in some of Alaska’s most challenging flying conditions is indescribable. There is no greater calling than helping others in their time of need and I take great pride in doing that as a Flight Mechanic in the United States Coast Guard.

Rescue in the Gulf of Aden

Article By LT A.J. Edwards, USN and LT Benjamin Farwell, USN

uring the summer of 2010, Detachment THREE Instigators from HSL-48 was off the coast of Oman in the Gulf of Aden onboard the USS Elrod (FFG-55). Having had an unexpected, yet successful drug bust sailing through the Mediterranean, they were well aware anything could happen, anytime, anyplace. This day started off as many other days. A Functional Check Flight (FCF) was required for one of the two SH-60B helicopters; Venom 515 would be on and off deck all day to complete the FCF, in hopes of achieving a “safe for flight” status. Little did the crew know that things were about to change, and they were going to change fast. The Detachment Operations Officer, LT Benjamin Farwell, was up on the bridge talking with the Elrod’s Operations Officer about an upcoming strait transit when the

Rotor Review # 111 Fall ‘10

lthough the survivors were nearly fifty miles away there was no time for small talk after launch. The crew promptly went through all the checklists to ensure we everything had been covered and they would be ready to affect recoveries before arriving on scene. The radios were alive with constant transmissions. The ship continually requested information and the P-3 above was providing guidance to help lead Venom 516 to the survivors.

Captain received word of 5 survivors spotted by a P-3. The survivors were split between a life raft and a wooden dingy approximately 80 miles away from the ship’s position. The Captain asked what the chances were of 515 being FCF complete after its current run. “Pretty

slim,” was the answer. Even if the FCF was completed, there was still paperwork to sign and inspections to conduct before 515 could be released to fly again. LT Farwell asked if ELROD had been tasked to go investigate Continue on page 48

Focus: Rescue In The Gulf of Aden Continued from page 47

the survivor sighting. The Captain said, “No,” and explained there was a Turkish ship in the area that could check it out. LT Farwell left the bridge and headed down to the staterooms to notify his OIC, LCDR Christopher Carter, of the distress call. No sooner had Farwell explained the situation when they both heard over the intercom, “Airboss, your presence is requested in combat.” LCDR Carter quickly left the room to find out what was going on. In less than 10 minutes LT Farwell’s stateroom phone began to ring. LCDR Carter was on the line and said, “Get your crew ready, you guys are launching 516 as soon as possible.” The plan was to land 515 and launch 516 to aid in the recovery of the survivors. LT Farwell sprang into action. LT A.J. Edwards was sitting in the starboard hangar bay and the phone started ringing. It was Farwell on the line. “Come up to the briefing spaces,” he said. AWR1 Haydu and AWR3 Alderman, the rescue swimmers, were already there. LT Farwell discussed the situation and they briefed excitedly. Everyone who becomes a helicopter pilot or a rescue swimmer dreams of one day being able to help conduct an actual SAR. The excitement escalated as they were told that the Turkish ship near the area was unable to launch their helicopter. After the brief, the rush was on as everyone began to get ready. The entire Air Detachment worked hard and fast to recover 515, and prepare 516 for launch. There was an immediate understanding that time was of the utmost importance. It was amazing how efficiently everyone worked together in a crunch. In less than two hours, they recovered and stowed 515, traversed 516 onto the deck,

spread the rotors and the pylon and had the rotors spinning. Although the survivors were nearly fifty miles away there was no time for small talk after launch. The crew promptly went through all the checklists to ensure we everything had been covered and they would be ready to affect recoveries before Venom 516 steadies in a hover to hoist survivors from the arriving on scene. water.Photo taken by CT2 Charles Canale, USN The radios were alive with constant transmissions. The ship to eighty feet. Constantly correcting for continually requested information and the changes in altitude, LT Farwell and LT the P-3 above was providing guidance to Edwards backed each other up while trying help lead Venom 516 to the survivors. to maintain a steady hover. AWR1 James Being only forty miles off Haydu and AWR3 Tyler Alderman were ready the coast of Somalia, the crew made in the back. Practicing this same evolution several passes over the life raft and many times before, they heard “Lower the dingy to ensure no one on board had swimmer” from the cockpit and Alderman any weapons or hazardous material that stepped from the edge. might endanger the rescue swimmer Petty Officer Alderman had an even or the helicopter. It was during these more difficult challenge with the swells. He passes that they discovered the initial swam nearly seventy-five yards back and reports of 5 survivors were incorrect. forth through the tumultuous waves to get the It quickly became clear that there were survivors out of the raft and boat, and bring sixteen survivors between the raft and them back to the rescue basket. Overall, he the dingy. Despite the hectic pace, the made this trip six times in the course of an crew settled on a course of action to use hour and a half. The men in the raft were both the rescue basket to hoist two survivors scared and unable to swim. One tried using at a time. Certain that the area was safe, AWR3 Alderman for buoyancy; but relying Venom 516 radioed the ship and advised on his training he managed to avoid these that they were inbound to pick up the panicked actions, and dragged the survivor first of the survivors. by his collar through the ocean to the basket. The seas were in excess of ten Two-by-two the survivors were feet which proved incredibly challenging hoisted and loaded into the cabin. AWR1 despite the AFCS Haydu did a phenomenal job at seating and (Automatic Flight securing them in the cabin, all while directing eing only forty miles off the coast Control System). the rescue effort from the cabin door. At times of Somalia, the crew made several The system tried to the survivors became difficult to manage in passes over the life raft and dingy keep the helicopter their confusion, but despite this, Petty Officer in a forty foot Haydu expertly handled the survivors while to ensure no one on board had any hover, but due still directing the pilots to help them maintain weapons or hazardous material that to the height a stable hover position. might endanger the rescue swimmer of the waves, After eight men were secured in the the helicopter cabin Venom 516 returned to the ELROD to or the helicopter. It was during these frequently jumped drop off the passengers. The P-3 continued passes that they discovered the initial up and down, to orbit over the scene. The aircrewmen reports of 5 survivors were incorrect. varying in altitude expeditiously unloaded the survivors onto the between forty Continue on page 52

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Rotor Review # 111 Fall â&#x20AC;&#x2DC;10

HSL-42

Change of Command And Establishment

Proud Warriors

CDR Brad J. Collins, USN relieved CDR. D.R. Gordon., USN on August 4, 2010

Rotor Review # 111 Fall â&#x20AC;&#x2DC;10

VMM-365

VMM-162

HMLA-269

Blue Knights

Golden Eagles

Gunrunners

Lt Col Craig C. LeFlore, USMC relieved Lt Col R.F. Fuerst, USMC on September 2010

Lt Col Michael S. Dubar, USMC relieved Lt.Col R.C. Sherrill, USMC on September 24, 2010

Lt Col Allen D. Grinaldo, USMC relieved Lt Col J.M. Hackett, USMC on October 1, 2010

HT-8

Saberhawks

CDR Hans Scholley, USN relieved CDR Michael Fisher, USN on October 29, 2010

CDR Ken Strong, USN relieved CDR Clay Michaels, USN on November 12, 2010

HSC-28

Dragonwhales

CDR Todd Vandegrift, USN relieved CDR Todd Gilchrist, USN, November 17, 2010

HS-14

HSL-43

Chargers

CDR Geoffrey C. Moore, USN relieved CDR R.J. Hesser, USN on November 19, 2010

HSM-77

EIGHT BALL

HMH-464

Condors

Lt Col Alison J. Thompson, USMC relieved Lt Col R.C. Rush, USMC on November 19, 2020

HSL-37

Battlecats

Easy Riders

CDR Richard M. Weeden, USN relieved CDR John F. Bushey, USN on December 15, 2010

CDR Ronald A. Dowdell, USN relieved CDR Brian A. Gebo, USN on Dec 16, 2010

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Focus: Rescue In The Gulf of Aden Continued from page 48

(l-r, and top-bottom) USS Elrod’s commanding ofﬁcer CDR Christopher Engdahl. awarded the Air Medal to AWR3 Tyler Alderman, AWR1 James Haydu, LT. Benjamin Farwell, and LT. A.J. Edwards. Photo courtesy of USS Elrod Public Affairs

etty Officer Alderman had an even more difficult challenge [as he] swam nearly seventy-five yards back and forth through the tumultuous waves to get the survivors out of the raft and boat, and bring them back to the rescue basket{...] At times the survivors became difficult to manage in their confusion, but despite this, Petty Officer Haydu expertly handled the survivors while still directing the pilots to help them maintain a stable hover position.

Rotor Review # 111 Fall ‘10

flight deck and then they jumped back in, ready to do it all again. Returning once more to the scene, the second recovery evolution was no less taxing on everyone’s nerves. As before, AWR3 Alderman was lowered to recover the survivors two-by-two while AWR1 Haydu directed from the door of the helicopter. After safely hoisting up four more survivors Venom 516 was ordered back to the ELROD. The ship was approaching the scene and was taking over the On Scene Commander duties from the orbiting P-3. The crew of the ELROD completed the rescue of the survivors by recovering the four remaining personnel via the Rigid Hull Inflatable Boat (RHIB). Search and Rescue evolutions are practiced year round by almost all military helicopter communities. It becomes routine and the communications in the cockpit are memorized due to the fact that you say them so much. But in this actual situation everyone was thankful for all the practice. Staring in the face of an actual SAR, the crew had no hesitations. Training sprang into action and despite the shuffling of aircraft, the 10 foot rolling waves, and the inaccurate survivor report the crew, did what they needed to do, and they did it well. LT Benjamin Farwell, LT A.J. Edwards, AWR1 James Haydu, and AWR3 Tyler Alderman received Air Medals for their superb performance.

Focus

he helicopter master plan seemed to be merely a rumor for a very long time. Over the first five years of my career, it was discussed time and time again, but no one in my community really believed it would become a reality. At the completion of my tenure at HS-15, I decided to take the conversion into my own hands. I requested and received instructor orders to HSC-2: the East Coast’s MH-60S FRS. This decision was a difficult one that would put me out of my comfort zone as I would be the first HSC-2 instructor with an HS background. Every aircrewmen, including those with an HS background, has an increased confidence and comfort in their abilities due to their experiences and lessons learned. I was no different as I made the trip from Jacksonville, Florida to Norfolk, Virginia. The orders felt like a very big risk for me. It was time to finally

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embrace the transition that I had heard about for so long. I was not only taking everything that I had learned prior and hoping it would help me in the future, but I was stepping into a new city, new home, and brand new platform. My conversion from HS to HSC was difficult initially. I can’t say that myself as an “HS guy” was welcomed to an HC squadron with open arms. Throughout the first couple of months, I had to prove myself in every aspect of the job. I was under the microscope because I was labeled as “different.” I can specifically remember one instance in which I was finally considered and accepted as part of the group. I volunteered to give a lecture about mountain flying. I was the only aircrewman in the command that had graduated from NSAWC’s Mountain

Flying School and was able to provide HSC training in front of the entire shop. The lecture was very basic and only covered a small amount of information, but my ability to relate the information to both platforms helped me cross the line of being “just another HS guy.” In just one of the many differences between the two platforms, I was able to take something I had learned from my HS background and help my transition along with theirs. One of the hardest things I had to deal with was not the helicopter itself, but the required information I had to learn to be part of this new community. While at HS-15, I had the opportunity to be on the first wave of the 2515th Naval Air Ambulance Detachment. This not only put me in position to save lives, but it also allowed me to fly about 30 hours in the MH-60S prior to transferring to HSCContinue on page 54

Focus: HC + HS =HSC... Continued from page 53

2. The basics of flight were pretty much the same (well, nearly exactly the same), but the systems knowledge was something I had never put too much effort into. As an HS aircrewman, our focus had been almost entirely on tactics in ASW, ASU, and CSAR, learning to fight the weapon system. However, at HSC-2, an FRS, learning the aircraft systems was the main focus, and something I didn’t have a choice not to learn. This is also something the rest of my HS brethren at HSC-9 had to do through their transition. Systems knowledge is far from sonar knowledge, but both are required to become a successful aircrewman in each respective platform. As an aircrewman at HSC-2, I did not focus on tactics. The FRS’s only tactics flight was a day TERF that included a basic tactical formation “dance” and a handful of landings. The syllabus was based on teaching students the basics of flight. However, my tactics background from HS-15 opened up the possibility that I could attend SWTI school in Fallon, Nevada. While looking for orders, HS-3 was conducting a transition of their own. After talking to the senior leadership, it was determined that HSC-9 was the perfect place for me. Not only were they making the transition, but they were willing to send me to SWTI. A possibility to help

an entire squadron complete the process that I had just completed was more than appealing. I knew this was the best place for me. Once HSC-9 completed the FRS, the squadron became operational. No longer classified as transitioning, HSC-9 was now ready for tasking. This was an opportune time to check into this “first of its kind on the East coast” command. They not only had HS guys who had recently converted, but they also had their share of converted HC guys; a perfect combination of crewmen to help this squadron grow. Ideally, the transition was supposed to create a hybrid squadron; one that would take the best of HS, HC and HSC creating a one of a kind combination of experience and expertise. This was much easier said than done. From an AW stand point, it was very difficult. Both sides knew how their way worked, and both pushed that their way was the best way. It was difficult to determine which way was best in any situation, but the leadership and experience of every single aircrewman in the shop resulted in the most effective situation with the best of both worlds - a world that includes several “HS vs. HC” jokes every single day. Their transition was very similar to mine in that they

also shared many of the same views as me, but they had more than one voice to be heard. Once I checked in, I was able to moderate at times. Since I now had the HS and HC background, I was able to see the big picture and help provide the best possible answer for some of the random transition problems. The transition for HSC-9 was difficult, but was successful because of guys who worked hard and kept an open mind. They also had a brand new set of pilots and aircrewmen that were onboard. y conversion from HS to HSC was difficult initially. I At this point the command had been functional for several months can’t say that myself as an “HS guy” was welcomed and things were going extremely to an HC squadron with open arms. Throughout well. Everyone was excited about the first couple of months, I had to prove myself in every completing the transition, but proof of the command’s success was aspect of the job. I was under the microscope because I evident as they were called upon was labeled as “different.” I can specifically remember one to conduct HSC-9’s first rescue. instance in which I was finally considered and accepted Onboard the helicopter was a junior pilot and aircrewman, and they as part of the group. I volunteered to give a lecture about performed flawlessly. Everyone mountain flying. I was the only aircrewman in the command knew how special the squadron that had graduated from NSAWC’s Mountain Flying School already was, but this rescue was and was able to provide HSC training in front of the entire a testament of the excellence and hard work that had been put in by shop. The lecture was very basic... but my ability to relate the all. This was exactly what everyone information to both platforms helped me cross the line of being was hoping for. These pilots and “just another HS guy. I was able to take something ...from aircrew were following the master plan and truly becoming “the best my HS background and help my transition along with theirs. of both worlds.”

Rotor Review # 111 Fall ‘10

Focus

“Pickle, Pickle, Pickle”

Article by AWS2 (NAC/AW) Shamus McManaman, USN

“I

know, I know, be safe, wear my seat belt, wear s u n s c r e e n … I k n o w. ” Usually, this is what runs through the average person’s head when it comes to safety training. I too share this attitude when I’ve heard the same thing thirty different times from thirty different people. There is so much focus on safety in our business, and rightly so. However, sometime it can feel that you’ve been plucked out of your uniform and shoved back into first grade. Close calls tend to reinforce why we have that constant safety drilling, because consistent safety training creates good habits that prevent mishaps. “Awesome, I’ve got 8 hours of ‘clear left back and down’ and ‘loads clear, clear to go’.” I thought to myself flying as the Crew Chief of Bay Raider 52 enroute to the USS Truxtun (DDG-103) for Deck Landing Qualifications (DLQs) and Vertical Replenishment (VERTREP) practice. I was comfortable with the flight. I had done this several times and I was going out with two fellow utility Crewman. Up front, we had a senior HAC, and a PQM who would hot-seat to a new HAC and then to a 15-year veteran from the CH-46 community (now an MH-60S pilot). Two hours after we arrived at the ship the sun started setting. We landed to hot-seat the pilots and crewman and we donned our

Rotor Review # 111 Fall ‘10

goggles at “pinky time” to prepare for the night evolution. The HAC and I both joked to each other that the last two hours took FOR-EVER, and we still had more than four hours to go. The 15-year veteran copilot and one of the utility crewman both climbed into the aircraft. We all got set up, and talked about how the flight was going. Once everyone was set we called for “break down and launch,” and then lifted off the deck. We went straight into VERTREP instead of DLQs, which we briefed, and this being everyone’s 100th time doing this we all agreed that we still felt comfortable starting with VERTREP. The HAC took the first “pick and drop” as usual. The copilot was next and the utility crewman offered to take over the calls so I could take a break. I gladly accepted, this being one of countless “ship hops” in the last two months that he’s been on, I was very comfortable letting him take over. The first pick and drop went well. The copilot was very experienced with many VERTREP hours and of course it showed. The second crewman was making calls to the deck like he’s done many times before, flawlessly. I felt at ease, like I could take a breather for a few minutes and enjoy the sunset

“I

and the water. I had just found a “comfy spot” in the cabin, sitting on the left side, leaning against the seat with one hand resting on the cargo hook while the other was holding my ICS cord. I made ship position calls as I sat there taking it all in and enjoying myself. I listened to the crew as they went through the standard calls pulling the bird around for the second pass. The second pass went as the first, and the pick-up of the third load was even smoother. We departed after the pick up and the tower informed us there was a head wind of 15 Kts off the bow of the ship. The pilots talked about it pertaining to our 45 KIAS sideward flight limit and we continued in our turn to come around and drop the load. As we came across the deck for the drop I was staring down at the load as it swayed back and forth. Everything was unfolding exactly as it had been done before. I shuffled myself a bit to get more comfortable just as I noticed that the load had slipped into the small space between the safety nets and got stuck. We had been pushed down by the 15 Kt head wind spilling over the superstructure. Before either myself, or the second crewman had a chance to say Continue on page 56

Focus: Pickle, Pickle, Pickle / Centennial of Naval Aviation (cont.)

thought about the situation and how I reacted. If I had not been trained to sit by the hook, and always be ready for anything to happen, I would not have been close enough to release it in time. Safety training can get old after hearing it over and over again, but...it is [...] the habit patterns we can rely on.

Continued from page 55

“Pickle, pickle, pickle” I had already released the cargo hook and prevented a disastrous situation. Maybe nothing would have happened and we could have pulled it down and out of the nets, or maybe the momentum of the aircraft could have strained and snapped the pennant causing us to collide with the ship. I’m glad we didn’t find out.The second crewman was the first to make the call that we had pickled the load. The HAC took the controls and departed. We talked about what happened for a few minutes and about why that may have happened. We all agreed that we had made the right call in the back by releasing the load. We waited for the ship to recover the load (which was a buffer buoy) and as the suns light disappeared we goggled

up. The ship recovered the load, and we continued with the mission at hand. A few hours later we landed at home, mission complete. After we debriefed the flight and the “pickle incident,” I thought about the situation and how I reacted. If I had not been trained to sit by the hook, and always be ready for anything to happen, I would not have been close enough to release it in time. I could have very well been sitting comfortably in the troop seat I was leaning against and been upside down in the water a few seconds later. Safety training can get old after hearing it over and over again, but there is a reason why it is constantly drilled; it is so safe practices become the habit patterns we can rely on.

Centennial of Naval Aviation: PAR Dinner Continued from page 35

funding requirements and sources. He then ventured into the current economic downturn and its effect on the County’s budgeting process. He gave statistics of the current weak real estate market and its effect on property tax revenues. The drop on these and other sources of County revenue severely impacts its budget. CAPT Steuer described the long-term challenges facing County and

Rotor Review # 111 Fall ‘10

local governments over future budget cycles, and discussed the steps these governments must take to adapt to the new economic reality. At the end of CAPT Steuer’s presentation, Arnie Fieser thanked him warmly for his very interesting talk and, as a small token of appreciation, presented him with a splendid coaster engraved with the NHA insignia.

If you have guest speaker recommendations or other suggestions, or if you have not received past notices and want to be included in these events, please contact Arnie at akﬁeser@cox.net. Hope to see you at the next dinner.

We’re not allowed to tell you how many of the world’s most elite forces have deployed with Rockwell Collins avionics. But for over 23 years, our advanced displays, communications, navigation, and field support services have enabled enhanced situational awareness critical to the success of their missions. To see where we’re headed next, please visit us at rockwellcollins.com. Rotor Review # 111 Fall ‘10

Centennial of Naval Aviation

Harold Nachlin

A Tribute to The ‘Copter Doctor and NHA Founder

r. Harold Nachlin was born in Bronx, New York, on 25 October 1918. He grew up, completed high school and attended college in New York City. He studied aircraft maintenance at the Roosevelt Aviation School, and earned his Aircraft & Engine Mechanic license in September 1943. In November of that year he went to work for Sikorsky Aircraft as crew chief in R-4 helicopters being built for the U.S. Army. He worked in the early military and civilian applications of the R-5A, HO3S, and HO4S helos. In October, 1949 he began service with the Field Service Department. He served in Venezuela, training Venezuelan Air Force personnel to maintain their R-5 helos. In July 1950 he was assigned to VMO-6, the observation squadron attached to the First Marine Brigade, fighting in Korea. In November 1950 he was tranferred to COMFAIR Japan, making him available to all Navy and Marine helo units in the WESTPAC Theater. In November 1951 he was assigned to O&R North Island. In March 1954 he was temporarily assigned to the Indian Air Force, supporting their H-19 acquisition. In April 1955, back in San Diego, he was designated Western Area Supervisor, with ten field technical representatives under his supervision. At the height of the Vietnam War he had 35 meen working with Navy, Marine, Air Force, and Allied Air Forces in the Pacific. In 1971, in recognition of his vast knowledge and experience in helicopter engineering and maintenance, he was invited to join the NHA founding committee. Originally written by CAPT Vincent C. Secades, USN (Ret) in “The Genesis Of The Naval Helicopter Association,” Rotor Review, Issue 100

n October 24, 2010, Sikorsky field service legend Harry Nachlin passed away at his home in Pacific Beach, Ca. He was 92 years old but never lost his enthusiasm for Sikorsky Aircraft. He is survived by his family members: Dana Rullo of Fallbrook, CA., David Rullo of Hanalei, HI Mary Ann Porter of San Diego (Pacific Beach). and grandchildren, Chelsea Rullo, Nicole Porter, Vanessa Porter, Holly Porter and nephew Jim Nachlin and niece Maggie Nachlin. On the next couple of page, Rotor Review will continue to pay tribute to the remarkable man’s life and contribution to rotary-wing aviation through the article entitled “ Korea’s ‘Copter Doctor,” originally written by Capt H.D. Kuokka, USMC for the publication “Bee-Hive.”

Korea’s ‘Copter Doctor

Article by CAPT. H.D. Kuokka, USMC Reprint in the “Bee-Hive, circa 1955 Photos submited by Ms. Mary Ann Porter.

Harold Nachlin, Sikorsky representative, is the helicopter expert of the Far East.

he way Harold Nachlin, Sikorsky helicopter representative with Marine Observation Squadron Six, works in the Korean war zone any casual observer might figure he is a Marine instead of a civilian. Wearing Leatherneck greens or dungarees, he has been known to work all night with the VMO-6 mechanics in order to have the squadron’s Sikorsky HO3S helicopters in shape the next morning for the most rugged flying any helicopter has ever had Continue on page 59

Rotor Review # 111 Fall ‘10

Centennial of Naval Aviation: Harold Nachlin from August to November. This despite that fact that in the war area parts for the rotarywing aircraft were hard to get. (The flying hours from the first week of August to en of October totalled approximately 870, an excellent records in face of the terrain and battle conditions.) “We didn’t fly continuously, every day,” explained Captain George Farish of Hollis, New York, who was one of the squadron’s top-time helicopter pilots. “We flew in heavy spurts of activity when the Marines on the ground made their big drives, such as the battles in South Korea, the InchonSeoul campaign, the fights near Wonean, and then up on the reservoir near Hagaru-ri. In between we often had a couple weeks of time in which to go over the aircraft with a finetooth comb for potential difficulties. But when we flew, we really ran the Sikorskys hard. That’s when Nachlin was a time-saver, “ he added.

Continued from page 58

to do. From 14 to 16 working hours a day is common during the squadron’s busiest periods of strenuous and highly dangerous flying in the battle area and behind the enemy lines. When the Korean War started, the Marines didn’t move overseas much faster than the unmarried and foot-loose Nachlin did. This quiet-spoken, blackhaired son of Jamaica, Long Island, had just returned to run helicopter service tests at the Air Force’s Wright Field after several months in South America where he had been helping to train Sikorsky helicopter mechanics for the Venezuelan Air Force.

Arrives In Korea He was in Korea two weeks after the Marines had set up at Chinhae. Then as the valiant HO3Ss, built for peacetime flying like carrying the Los Angeles mail won laurels over the battlefields, Nachlin and the mechanics of VMO-6 became the vital men behind the scenes. Nachlin became the helicopter expert of the Korean peninsula. With seven years’ experience at Sikorsky since leaving the Roosevelt Aviation School at Mineola, Long Island, he has more than 700 helicopter flying hours to his credit as crew chief on demonstrators and in service tests at Wright Field. “Harry’s advice, based on his technical know-how and experience, has greatly aided us in meeting battlefront engineering problems.” said Captain Alfred F. McCaleb, Jr. of New Orleans, who until recently was the engineering officer of the squadron. “Without him we could not have accomplished what we did. He was the doctor who kept the ‘copters hopping.” Captain McCaleb’s successor, Lieutenant Lloyd Englehardt, also of New Orleans, is as warm in his praises. Likewise, the HO3S engineering chief, Technical Sergeant Robert V. Yeager of Detroit, and the line chief, Technical Sergeant Walter E. Lander of White

Rotor Review # 111 Fall ‘10

e was in Korea two weeks after the Marines had set up at Chinhae. Then as the valiant HO3Ss, built for peacetime flying like carrying the Los Angeles mail won laurels over the battlefields, Nachlin and the mechanics of VMO-6 became the vital men behind the scenes. Plains, New York, who worked for the Sikorsky company in civilian life. (Credit also goes to Sergeant Yeager’s predecessor, Technical Sergeant Danny Hall of Quantico, Virginia)

Availability High This team, plus the unsung mechs, radiomen, and materiel men, were able to keep the squadron’s eight Sikorsky HO3Ss at high availability

Helicopters Carry Overloads On some of the missions during this time the HO3Ss were as much as 230 pounds overloaded while carrying wounded to safety from behind enemy lines. In the high mountains of North Korea they were forced to operate their Pratt & Whitney Aircraft Wasps constantly at a screaming 2700 RPM when the “red lines” was set at 2300. These rescue flights, some of them 100 miles into enemy territory to pick up downed pilots, and the evacuation by VMO-6 of more than 500 wounded troops from the front line battles have become a legend in the Korean War. It should be realized that VMO-6, commanded by Major Vincent J. Gottschalk of Pontiac, Michigan, is not solely a helicopter outfits. It originally had only Stinson OY “Grasshoppers.” Then when it went to Korea it became a “composite” squadron with eight OYs and eight HO3S helicopters. Very recently it received Bell HTL-3 and -4 helicopters and also Grumman TBM Avenger torpedo bombers. Such a conglomeration is an engineering officer’s nightmare. Headed by Technical Sergeant Marshall E. Hosey, engineering chief, and Technical Sergeant John W. Moore, line chief, the conventional aircraft have an engineering section separate from that of the helicopters. Continue on page 60

Centennial of Naval Aviation: Harold Nachlin Continued from page 59

When the eight OYs flew 903 hours on artillery spotting, observation and air strike control missions from August to November, these men kept them at 80 per cent availability in 1,031 maintenance hours. However, in the fluid Korean War it was the helicopters that attracted attention with their capabilities of operating in remote combat areas where there were no flying strips available. They operated from command posts of the troops on the ground, wherever the Marines went, but their home base was always at a nearly air field.

Working Conditions Vary The squadron followed the First Provisional Marine Brigade and then the First Marine Division from Chinhae to Inchon and them to Kimpo air field near Seoul, to Wonsan, and then to Yonpo. Their working conditions varied. At Chinhae they had a lighted hangar in which to do their night work, and likewise at snowy, icy Yonop, where they were able to set their mobile machine shop indoors, and to fix up an efficient radio shop and even an automotive repair shop. At Kimpo, however the “composite” squadron had its HO3Ss and OYs parked on a dusty open flat on the end of the most used runway. Planes, continually revving up and checking their mags before take-off, invariably blew heavy clouds of dust onto the VMO-6 flight line. Once, when Lieutenant Max Nebergall of Des Moines, Iowa, had to make a forced landing on a railroad near Seoul because of a frozen tail rotor gear box, it was discovered that dust had worked into the mechanism through a torn breather screen. To fly the stricken aircraft back, a tail rotor gear box had to be cannibalized temporarily form another helicopter. The heavy flight schedule at Kimpo during the Inchon-Seoul fight prevented much maintenance during the daylight hours. “There was no time to do anything for the aircraft during the day except to gas and oil them,” Nachlin

Rotor Review # 111 Fall ‘10

upply of parts was the biggest problem we had to face in Korea [...] Nevertheless, except for aircraft which had been damaged by enemy fire, the squadron did not have a ‘copter AOG (aircraft on ground for want of parts) until the hectic Hagaru-ri battle. It seemed as if VMO-6 had friends everywhere. When we needed a gas tank at Chinhae, we got one from an Air Force helicopter, which had cracked up near Pusan. When we moved from Kimpo to Wonsan, we would have had to leave a ‘copter at Kimpo if a detachment of the Third Rescue Squadron at Seoul municipal hadn’t given us clutch parts. The Navy was always helping out with parts such as tail rotor gear boxes - Harold Nachlin

reported. “During such periods the maintenance, including 30 and 60 hours checks, had to be done at night. Working outdoors as we did at Kimpo, this often had to be done between blackouts, or by flashlights when we couldn’t run our generators.” “Sometimes when we finished work at night we had to grab our rifles and spend the rest of the night on perimeter guard duty,” added one of the mechs, Sergeant Gene T. Elliott of Salisbury, Maryland. Most of the men were recommended for Air Medals for working in the shops at night and flying during the day as crew chiefs and

hospital corpsmen on the evacuation hops. They administered plasma to many a wounded soldier or Marine; One of them, Corporal John A. Kaezmarek of Oak Lawn, Illinois, was awarded the Silver Star for braving sniper fire behind enemy lines once to extricate an injured Navy fighter pilot from a plane in which he had made a crash landing. Many of the squadron’s pilots have recommended that Nachlin, too, receive some sort of recognition for the work he has done. “When the squadron arrived in Korea, four of the HO3Ss had just gotten out of overhaul and the rest had low time on them,” Nachlin said. “The main jobs usually done were replacing rotor heads and changing gear boxes Continue on page 61

Centennial of Naval Aviation: Harold Nachlin Continued from page 60

every 280 hours.” In fact the rugged flying during the Marines’ fight out of Hagaru-ri and Koto-ri was made more delicate because the gear boxes on some of the highertimed ‘copters were at and over, the 280-hour stage --- changing time. But with all the frost-bitten wounded to be ferried down from the frigid hill where the Chosen reservoir was, there was no time to do the job which normally would take three days. “Supply of parts was the biggest problem we had to face in Korea,” Nachlin explained. “ N e v e r t h e l e s s , except for aircraft which had been damaged by enemy fire, the squadron did not have a ‘copter AOG (aircraft on ground for want of parts) until the hectic Hagaru-ri battle. It seemed as if VMO-6 had friends everywhere. When we needed a gas tank at Chinhae, we got one from an Air Force helicopter, which had cracked up near Pusan. When we moved from Kimpo to Wonsan, we would have had to leave a ‘copter at Kimpo if a detachment of the Third Rescue Squadron at Seoul municipal hadn’t given us clutch parts. The Navy was always helping out with parts such as tail rotor gear boxes.” When the first frigid weather swept down on Korea from the north, the squadron was glad to have the hangar at Yonop. It housed the aircraft slated to fly the early morning hops. The low temperatures brought new problems. one pilot who had barely gotten off the ground one icy morning suddenly found his control sticks freezing so that he could hardly move them. Fortunately, he was able to make a quick landing without incident or accident. It was found that water,

Rotor Review # 111 Fall ‘10

Nachlin (far right) standing with (l-r) Mr. Jim Clyne, USN Chief (unknown), Mr. Joe Elkins, and USN CDR (unknown) at Rream Field. which had gotten into the grease was freezing in the main rotor jacks. After they had been disassembled, cleaned and replaced with fresh winter-weight grease, the controls froze no more. Nachlin is the only Sikorsky helicopter expert in the Far East. Whenever he can get away from the busy flap-wings of VMO-6 he is helping the Navy helicopter crews on the cruisers and carriers. The Far East Air Force

units at Pusan, Seoul and Tokyo that have helicopters greet him with open arms whenever he drops in. If he were triplets, he thinks he could do much better, he says.

achlin is the only Sikorsky helicopter expert in the Far East. Whenever he can get away from the busy flap-wings of VMO-6 he is helping the Navy helicopter crews on the cruisers and carriers. The Far East Air Force units at Pusan, Seoul and Tokyo that have helicopters greet him with open arms whenever he drops in.

THere I Was

Out of Power & Clean Shorts Article by LCDR M. Scott Jackson, USCG

K, we have all for all remaining night ops, the transit This is where the scary part heard the “There home, and a comfortable reserve. We begins…. I was” stories that then filled the aircraft to approximately As we were in a 85’ hover raise the hairs on the back of our 4400 pounds of fuel as we were burning about 30-40 yards from the flight deck necks and either provoke us to reflect just over 1100 pph. After HIFR ops the (deck height of ~40 feet) awaiting on how we do business or cause us cutter maneuvered for about 15 minutes clearance to land, the entire crew started to wonder if we could ever be that to get on a favorable course, await to hear a howl which quickly intensified stupid. Hopefully this short article sunset, and set up for night landings. As in probably a couple of seconds into an inspires more of the reflection motif the sun was setting, winds picked up to extremely loud howling sound coming through personal lessons learned and around 25 knots and seas were building from the right side of the aircraft. I provides some food for thought…but which put the cutter out of limits for a remember someone in the back asking I leave that for you to judge… port relative wind but not a starboard what that sound was…and while nobody First let’s set the scene, relative wind. Our crew discussed knew, we all knew it had to be something my crew and I were tasked with options to complete all required training very bad. Almost immediately the noise completing our semi-annual day and we came up with a plan to rotate all went away, the aircraft sank and the and night shipboard landings to the pilots through the left seat to facilitate master caution light went off with an CGC Healy located 120nm south completing all night deck landings. The engine out light and low rotor light and of Kodiak to maintain our small first set of landings proved uneventful, I remember noticing the number two cadre of deck qualified pilots. The however the seas and winds continued ENG OIL PX caution light and glancing weather was VFR with a low pressure to build which meant there was a at the float switch (I thought we were system south of Kodiak slowly making likelihood that not all training would be going to need the floats) as I came on its way up northward but conditions completed. Since there was the chance the controls with Audie. I felt Audie were favorable to complete all DLQs that we could go out of limits for winds nose the aircraft towards the cutter and in our scheduled window. The cutter or seas at any time, I opted to embark knew he was attempting to go for a deck was transiting towards Kodiak but our second pilot and a pre-coordinated landing…which is exactly what I would weather forecast weather conditions Healy passenger to ensure that no one have done given the winds and what was and cutter transit speed necessitated our would be left behind if the cutter did go briefed…if we had turned left and tried rendezvous position at the 120nm range out of limits. Audie embarked and took to fly out, we would have experienced to accomplish day training and to ensure over the left seat and I then took the right a loss of wind and turbulent downdrafts favorable weather. My crew and I made seat from Tim. Audie took off and we on the downwind side of the cutter all last minute coordination with the requested and completed an uneventful and if we turned right we would have cutter, launched, and arrived on scene at series of five night touch and gos flown accepted a tail wind and turned toward the appointed time to conduct scheduled from the left seat . We then took off and the A-frame superstructure on the fantail day shipboard landings with 5-10 knot completed landing checks for a left seat of the cutter. As Audie was carefully winds and two foot seas. Once the night landing with primary tiedowns. managing NR around 80% in the descent, Continue on page 63 cutter was established on flight course and speed for port to starboard approaches and all numbers s we were in a 85’ hover about 30-40 yards from the were passed and determined within limits, we requested flight deck (deck height of ~40 feet) awaiting clearance to and completed a series of two land, the entire crew started to hear a howl which quickly T&Gs flown from the left seat intensified in probably a couple of seconds into an extremely loud pilot (myself), followed by a howling sound coming from the right side of the aircraft [...] and landing with primary tiedowns and dis-embarked our extra while nobody knew, we all knew it had to be something very bad. pilot. We then successfully Almost immediately the noise went away, the aircraft sank and completed 10 more day the master caution light went off with an engine out light and low landings by our other two pilots (LT Audie Andry and LT rotor light and I remember noticing the number two ENG OIL PX Tim Williams), who rotated caution light and glancing at the float switch (I thought we were in and out of the aircraft from going to need the floats) as I came on the controls with Audie. the cutter and set up for HIFR to ensure we would have fuel

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There I was: Out of Power & Clean Shorts Continued from page 62

Squadron Updates

I noticed there were still 5 or 6 people on the flight deck and transmitted to the cutter to “clear the deck” which had the desired effect as the deck crew cleared out almost immediately just before we came over the deck. As we were coming over the flight deck, Audie pulled what little power we had to slow our descent and the aircraft began quickly yawing to the right as we lost tail rotor authority with the limited power. I felt Audie lower the collective at this time and the aircraft settled to the deck spinning. The spin was likely a good thing as it ensure our tailwheel cleared the flight deck by about 2 feet…God was definitely looking out for us. A small celebration ensued from the back of the aircraft and Audie and I looked at each other in disbelief over what had just happened. After the 10 second celebration, AFFF starting getting sprayed on the aircraft I came back to reality, completed an emergency engine shutdown, and we all egressed the helicopter. The whole process complete now and our shorts cleaned out, I share

some thoughts and lessons learned that maybe you can use or put in your proverbial sea bag: Make the most of your training in Mobile- The Annual P Course each of us attend provides incredibly valuable training and the tools we need to ensure we all come home safe…make the most of your time there. Remember that it will take you 2-3 seconds to realize you are in an emergency situation…unlike the simulator where we are poised for a catastrophe at any time. Have your contingencies briefed and re-familiarize yourself each hoist or hover with location of the floats, external stores, and emergency release/hoist shear switches. Have contingency power on any time you are in a non-single engine capable profile. This is a habit I brought over from my days of flying both H65s and my flying time in England…it costs nothing and will give you an additional 6-8 percent power on the engine before it hits TGT limiting. If we did not have that on when our engine failed, we would likely have turned it on as part of

the EP, but that 2-3 seconds would likely have cost us another H60 and possibly the crew. Auto-contingency power will be welcome when it comes. Go through ditching scenarios with your crew while you are coasting out on a flight. This was a tool the Royal Navy used that I have not used in a while…although I do now…again. Have your crew recite their emergency landing checks and egress procedures each flight and have them physically touch their reference points. Remind your crew that they may not be in their seats when the un-thinkable happens and have them discuss what they will do when it does. Respectfully, One of those guys in Kodiak…

HS-7 Squadron Update Article by LTJG Lauren Cole, USN

ELANTISUBRON SEVEN (HS-7), the helicopter squadron deployed aboard USS Harry S. Truman (CVN75), conducted a four-day, cooperative training exercise with the Royal Air Force of Oman in September. The squadron sent two helicopters, and twentyseven squadron personnel to execute training flights and ground training with their Omani counterparts. The Dusty Dogs operated out of the Masirah airfield as guests of the Royal Air Force of Oman (RAFO). Pilots and aircrew flew day and night terrain and Combat Search and Rescue (CSAR)

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flights over the Omani island of Masirah. Additionally, they conducted a Rotary Wing Tactics forum with six pilots from the RAFO that focused on CSAR tactics, techniques and procedures. The forum culminated with two RAFO pilots flying as observers with the Dusty Dogs on a night CSAR flight; the Omanis gained greater exposure to U.S. Navy rotary wing tactics. The pilot and aircrew forum enabled open exchange of rotary wing tactics and operational planning techniques. The detachment marked the first time that a United States Navy helicopter squadron has been given the opportunity to support Theater Engagement through direct militaryto-military information exchange with

RAFO Helicopter Aircrews. Although U.S. Navy and Royal Air Force of Oman have conducted fixed wing training exercises in the past, HS-7 was the first rotary wing engagement between the two countries. “U.S. Navy and RAFO fixed wing aircrews have been conducting training exercises for several years,” says Commander David Yoder, HS-7’s Executive Officer. “This detachment was the first step in the development of a Rotary Wing theater engagement plan with the Royal Air Force of Oman. The opportunity for our aircrews to share a dialogue with RAFO pilots was invaluable; both sides came away Continue on page 64

SQUADRON UPDATES: HS-7 Continued from page 63

from the experience with the appreciation that we share many of the same tactics, techniques, and procedures. This professional interaction lends itself to expanding engagement opportunities with the RAFO. We hope that the groundwork laid and the relationships established will lead to continued and mutually beneficial combined rotary wing training opportunities with Oman in the future.”

8,000 Hours and Counting

Article by LT Travis Reeed, USN

n August 30th U.S. Coast Guard instructor pilot LCDR Rob Young with the HT-8 Eightballers of Whiting Field, flew his 8000th flight hour. To put that number in perspective, 8,000 hours is the equivalent of spending 11 non-stop months in the cockpit. Bring a firm seat cushion. “The Oracle,” as he is affectionately known, needed nearly as many military branches to build all that flight time and as he did logbooks to record it. Commissioned as a 2nd Lt USMC in May 1980 and winged in Jaunary. LCDR Young’s first fleet aircraft was the venerable CH-46E which he flew with HMM-146, HMM-166, and HMM-162 out of MCAS Tustin. In 1986 he left the Marine Corps with 700 hours and no expectation to fly again. The hiatus on terra firma was short lived. That same year he started a three year stint with the Army National Guard to fly the UH-1H for the 160th Special Operations Task Force. Continuing across the spectrum of military services, Rob Young then joined his current service, the Coast Guard, in 1989. Stationed in Savannah, GA, he began flying his third fleet aircraft, the HH65A Dolphin. In 1993 LCDR Young started his first tour as an HT instructor at NAS Whiting Field where he served as the NATOPs model manager. He was later stationed in Puerto Rico and Mobile, AL. While in Mobile he became part of the Polar Ops Division making a deployment to the North Pole in the summer of 2003. With several rescues to his credit LCDR Young began a brief retirement in 2004,

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HT-8 personnel surround LCDR Young after completing his 8,000 ﬂight hours. Photo taken by AWSC Sage Mathis, USN. flying the BK-117 Eurocopter for Mobile Baptist Hospital as a Life Flight pilot. In 2005 he then returned to the Coast

CDR Mike Fisher (HT-8 CO, JUL 09-OCT 10) wheels LCDR Young away from Eightball 167 after reaching 8,000 ﬂight hours. Photo taken by AWSC Sage Mathis, USN. 64

Guard and Whiting Field where he has continuously invested his experience into student military aviators. LCDR Young reached his 8,000th flight hour during a flight with CDR Michael “Fish” Fisher, CO of HT-8 Eightballers. In a good-natured jest at his age he was greeted on the flight line with a wheelchair upon returning from his flight. When asked to reflect on what he likes best about instructing he shared, “I like the mentoring processes in training a brand new student. The relationship is very parental in that you are invested in the student and they are a reflection of the work you’ve put into them.”

SQUADRON UPDATES: HSL-44

Dangerous Men of HSL 44.5

Article and Photos courtesy of HSL-44 Public Affairs

o date the “Dangerous Men” of HSL-44 Det FIVE have had a busy deployment to the Fifth Fleet AOR. Departing Norfolk at the end of May 2010 on board the USS Oscar Austin, the Det has flown constantly in support of Anti-Piracy Operations, multinational training events, and several focused operations to counter smuggling in the Gulf of Aden. At time of writing, the Det had not yet reached the half way point, and had impressively flown over 800 hours between workups and long cruise thus far. These aging SH60Bs require roughly four man hours of scheduled maintenance for every flight hour. Magnum 443 and 444, have been strong performers due to the efforts of a stellar maintenance department. With an average of nine flight hours per day, six days a week, the Det’s success is directly proportionate to the sweat of the maintainers. Detachment Maintenance Chief ADCS Jim Greenawalt succinctly summed it up by saying “The ability to keep aircraft flying under these conditions in an environment like this takes some very special technicians. This detachment is loaded with hard nosed maintainers that understand their mission and persevere in spite of the many challenges of caring for these aging war machines”. The unprecedented length of a fairly unique work up period created challenges that few LAMPS detachments have ever dealt with. The cruise itself was essentially delayed from leaving for about a year after work ups began. Unique manning and personnel issues, aircrew training sustainment, and multiple pre-cruise aviation maintenance inspections were major challenges for the detachment leadership. The most daunting task was the personal side of the constant deployment shifts. Former Det OIC,

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Magnum 444 coming in for a landing.onboard USS Oscar Austin. LCDR Jeffrey Hill expresses, “Having to tell sailors that the deployment had been pushed the first time was easy. Telling sailors that the deployment had been pushed a second, third, and fourth time was significantly more challenging. These hard chargers had prepared themselves and, more importantly, their families for a late fall departure and a spring return. A departure date more in line with the original return date was a jagged pill for many of the families to swallow. Pregnancies were planned for a spring return. The detachment had been manned with sailors whose rotation dates supported a spring return. Despite the constant change and the challenges that change wrought, the fact that the detachment continued to operate at the level it did is a testament to the sailors’ dedication and professionalism.” Perhaps the most telling aspect of the difficulties wrought by delay after delay is that the original OIC was unable to remain on the Det

he created due to career timing issues and had to be replaced prior to the Det leaving for cruise. While on deployment, the Dangerous Men have capitalized on resources to provide some incredible training opportunities for themselves, their ship, and several other units. Of noteworthy mention, was a multinational formation flight, flown with Continue on page 66

SQUADRON UPDATES: HSL-44 / HS-10 on should a boarding operation go suddenly and unexpectedly hostile. Oscar Austin Commanding Officer CDR J.J. Hoppe affirmatively says, “ H e l i c o p t e r s are tremendous assets and their crews are well trained, but it is difficult to schedule training opportunities such as Participating in the VBSS Training with USS these during the regular Oscar Austin training cycle. The hours we’ve dedicated to practicing coordinated Continued from page 65 emergency egress and SAR may save two Romanian Pumas, of the Black lives someday.” The observations and Sea Knights squadron. The newly refinements of technique from the established Black Sea Knights are the first conduct of these integrated training and only aviation unit of the Romanian events have led to a TACMEMO Navy. LT Epps, Det Maintenance submission to COMHSMWINGLANT Officer was the HAC for the event, and for integration into the fleet. Rather than conduct yet was honored to have the opportunity to display American sea power and train another 5” PACFIRE, the ship/helo with another navy. “It was a great day of team worked together to conduct flying, and an incredible way to broaden Naval Surface Fire Support (NSFS) our relations with a fledgling naval air training. A secondary mission of every HSL unit, NSFS is a task rarely called force.” Developing a high level of for in the recent military operations, integration with the ship’s VBSS (visit subsequently, it falls by the wayside board search and seizure) team has during training cycles. The Det was able been a major accomplishment for the to pull from the experiences of the OIC, Det. With the USS Oscar Austin being LCDR Colin “Pappy” Boynton, who assigned a counter-piracy and smuggling was an instructor at the Rotary Wing role, seamless integration is essential Weapons School in Fallon NV, and the between the helo, warship and boarding fleet experience of the ship’s Combat teams. Conducting integrated live fire Systems Officer to provide an excellent training and live open-ocean hoisting training opportunity. Using proper with the VBSS team gave all parties spotting technique, rounds were walked confidence and training to fall back on to a smoke float target ten miles from

the Oscar Austin, with the result of the “rounds in effect” being well inside the 5” HE round lethal radius of the target. Our Airboss, LCDR Boynton ardently states, “Rather than train as separate entities, DET 5 and Oscar Austin have made a conscious effort to train as a single combat team whenever and wherever possible. Whether the training event be SUW, ASW, ASMD, NSFS, or VBSS, it is leveraged by both parties. This brings both added realism to training and fosters a high degree of coordination.” Additionally the Det seeks out other detachments in the area to conduct coordinated training with whenever operational commitments allow. The Dangerous Men have recently flown a TACFORM and section gunnery flight with LCDR Kris Stonaker’s Det aboard the USS Princeton, the HSL45.2 Reapers. The Dangerous Men also look forward to conducting coordinated ASW and SUW training with the Dusty Dogs of HS-7 as soon as the opportunity presents itself. With the Dangerous Men watching them from above, merchants sail safely through the dangerous waters north of Somalia. Constantly leaning forward, the Det stays motivated, and keeps the saw sharp. Day and night, the Dangerous Men are a vigilant presence defending commerce from piracy and that presence alone has successfully deterred several obvious imminent pirate attacks. Whether the adversary is a cunning pirate or a more conventional foe, the Dangerous Men of HSL-44.5 is ready for them.

HS-10 Squadron Update Article by LT John Wagner, USN

he first q u a r t e r o f FY11 has been busy and productive for the Warhawks of HS-10. On September 29th, a crew of JO instructor pilots, students, and instructor aircrewmen departed with two SH-60F

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Seahawks from their home at NAS North Island to their first stop in Salt Lake City, UT. The crew spent two days sharing their fleet aviation experience and motivation with the NROTC cadets of the University of Utah, and the JNROTC cadets at West High School,

the oldest high school in Utah. The crews departed Utah on October 1st for Colorado, where they participated in the Colorado Springs “In Their Honor” Air Show, an event whose purpose it is “to celebrate America’s 21st century Continue on page 67

SQUADRON UPDATES: HS-10 /HSC-22 Continued from page 66

heroes – our Soldiers, Sailors, Airmen, and Marines.” Following a short delay in Phoenix for bad weather, both aircraft and all crewmembers returned safely to San Diego on October 5th. On October 25th, HS-10 sent three aircraft and 60 aircrew and maintainers on a five day strike training detachment to NAF El Centro. The detachment flew 20 sorties, completing strike training for six Fleet Replacement Pilots, eight Fleet Replacement Air Crewmen, and one pilot Strike Level 2 qualification, returning safely to San Diego without incident.

The Warhawk wardroom kicked off the month of November with an educational trip to the threat museum at Nellis AFB near Las Vegas, NV. Following a guided tour of the museum, instructor pilots familiarized themselves with numerous pieces of Soviet era military equipment, including everything from small arms and MANPADs to tanks, helicopters, and mobile SAM arrays. After a very successful first quarter, the Warhawk team is looking forward to the holiday season and ready to meet the challenges of the New Year,

which will include the incorporation of four MH-60S Knighthawk aircraft along with some 120 reservist maintenance personnel. The squadron also anticipates taking up the REXTORP recovery mission at San Clemente Island and qualifying pilots and aircrewmen of HSC-85 in the HH-60H during the coming year, all while continuing to produce qualified pilots and aircrewmen for the fleet.

Helicopter Sea Combat Squadron TWO TWO Update Article and Photos courtesy of HSC-22 Public Affairs

Bob Coolbaugh, a former S-3 pilot, and Andrew King rotated flight duties during the flight with each leg lasting approximately an hour and top speeds around 60 mph. “Aside from the fact that I was freezing to death, it was wonderful” Bob Coolbaugh quipped, referring to openCurtiss biplane in ﬂight. cockpit flying at altitudes up to 4,800 feet over the Blue Ridge inner tubes wrapped around his chest for Mountains. flotation, using 57 feet of runway off a Conception to completion, the modified cruiser, the USS Birmingham Curtiss took 2½ years to build from (Scout Cruiser 2). Just thirty-two years scratch. Mr. Coolbaugh and his team later, Naval Aviation was integral to carefully reconstructed the the Fleet’s success during the decisive pivotal aircraft from historic Battle of Midway, the turning point in photos and drawings to World War II, and stunning defeat of the take part in the Centennial Imperial Japanese Navy. of Naval Aviation events Today, Naval Aviation is this year. The construction considered a centerpiece for modern and materials used on this warfare. The Sea Knights embraced the aircraft closely replicate the opportunity to reflect on Eugene Ely’s original Curtiss though a few courageous flight, which took place safety modifications, such as less than two miles from the hangar. steel bars within the bamboo On Friday, November 5th, the Sea support beams, were added. Knights retired one of its preeminent On November 14, maintenance professionals with the 1910, Mr. Eugene Ely took Curtiss ‘Pusher’ and an Armed MH-60S to the skies in the spindly helicopter serving as dual static displays. Curtiss pilots who reconstructed the biplane. original Curtiss, with bicycle Continue on page 68

s HSC-22 aircrews returned from their flights on Tuesday, November 2nd, a small white and blue Cessna sat in front of the LP-33 hangar looking quite out of place. The real surprise took place when the aircrew’s eyes adjusted to the relatively dim light in the hangar compared to the ambient sunlight outdoors. A replica Curtiss ‘Pusher’ biplane was proudly nestled in with several MH-60S helicopters. The ‘Pusher’ appeared to have been hand built just a few days earlier, which turned out to not be too far from the truth. The ‘Pusher’ and its trusted Cessna escort had just completed a 150mile cross country flight. Two pilots,

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SQUADRON UPDATES: HSC-22 / HSL-37

Continued from page 67

Skipper Brendan Murphy shared a detailed account of Eugene Ely’s plunge off the USS Birmingham, discussed advancements in Naval Aviation, and concluded by describing the importance of serving our nation during times of consequence. The squadron prides itself on leaning forward tactically, the Sea Knights felt fortunate to step back in time by hosting the Curtiss ‘Pusher’ for a few short weeks.

Eugene Ely’s ﬂight in 1910

Pacific Aviation Museum Receives Its Newest Attraction. Article by LT Brian M. Roberts, USN

(Left) CDR Brian Gebo lands EasyRider 60 at Paciﬁc Aviation Museum. Photo by MC2(SW) Mark Logico, USN

rom over top the USS Arizona Memorial and USS Missouri Memorial, CDR Brian Gebo, Commanding Officer of Helicopter AntiSubmarine Squadron Light Three Seven (HSL-37), along with co-pilot LT Brian Roberts and aircrewman AWR2(AW) Bryan Vesce, fly EasyRider 60 to its

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final resting place, Ford Island’s Pacific Aviation Museum. EasyRider 60, Bureau Number 162348, was completed in December 1986 by the Sikorsky Aircraft Corporation and transferred to the US Navy in May of 1987 in Oswego, NY. EasyRider 60 served around the globe and had many homes, including HSL-47, HSL-43 and HSL-51, before arriving at the World Famous EasyRiders of HSL-37 in April of 2002. As the tail bird at HSL-37 for the last six years, EasyRider 60 continued its service with detachments utilizing the Light Airborne Multi-Purpose System (LAMPS) on board Frigates, Destroyers and Cruisers. EasyRider 60 deployed in the past six

months on its final operational mission in support of a Presidential visit to Bali. This mission concluded a nearly quarter century career that saw the aircraft amass over 11,000 flight hours. As CDR Gebo expertly landed the SH-60B for the last time in front of Hangar 79 at the Pacific Aviation Museum, other aircraft of the past century welcomed it into their fold. The “60 Bravo”, as the pilots like to call the legacy aircraft, will soon be replaced with the newest helicopter in the fleet, the MH-60R. Throughout the transition, the EasyRiders will continue to be the oldest and greatest operational LAMPS Squadron in the world!

SQUADRON UPDATES: HS-14

HS-14 Squadron Update

Article and Photos by HS-14 Public Affairs Ofﬁcer region with SEVENTH Fleet. It was later decided that the GW would remain in the dynamic waters of the Western Pacific region to provide a Carrier Strike Group presence. During all of the hard work the Chargers have also been able to enjoy many port calls across the Pacific region that have strengthened the relations with various countries. The first port call of Buson, The Chargers onboard USS George Washington Republic of Korea, was (CVN-73) a highly visible visit that he HS-14 Chargers began came during political discussions after the 2010 Summer Cruise the alleged sinking of a Republic of in May with Carrier Air Wing FIVE on Korean ship by a North Korean torpedo. board USS George Washington (CVN- This port call strengthened the relations 73), the Navy’s only permanently with the Republic of Korea and was a forward-deployed aircraft carrier. precursor to INVINICIBLE SPIRIT, The beginning of cruise was met with an exercise between the two Navies in uncertainty as to whether the GW the Asia-Pacific Region. During the would provide support to OPERATION exercise HS-14 was pivotal in providing ENDURING FREEDOM with FIFTH protection to the carrier from simulated Fleet, or remain on call in the Pacific submarine aggressors, and successfully

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killed more than four simulated enemy submarines. After port visits in Singapore and Manila, the Chargers of HS-14 participated in exercise VALIANT SHIELD. This was a joint exercise between the U.S. Air Force, U.S. Marine Corps, and the U.S. Navy. HS-14 provided ASW protection against numerous simulated submarine aggressors and conducted over eight successful simulated kills. At the conclusion of the exercise HS-14 participated in a SINKEX by firing two AGM-114 Hellfire missile war shots and one MK-46 torpedo – the first war shot launched in decades – at USS Acadia (AD-42). The torpedo attack proved to be the final blow for the retired destroyer tender, as it was sent to the bottom of Davy Jones’s locker. The remainder of the 2010 summer cruise has yet to be written in history. No matter where the GW and CVW-5 “Badman” team travels, HS-14 Chargers will be steadfast and ready… Day and Night - Lightning Strikes!

SQUADRON UPDATES: HSL-46

HSL-46 Squadron Update

Article byLTJG Jim Miller,USN

he Grandmasters of HSL-46 continue to provide support to the fleet with three detachments deployed and three more working up to deployment. Detachment SIX is halfway through a six-month deployment aboard USS Vella Gulf (CG 72) as of October. They have flown over 220 mishap-free flight hours thus far. After conducting workups, including EXERCISE JOINT WARRIOR off the coast of Scotland, the detachment quickly settled into their mission of supporting 6th Fleet’s Ballistic Missile Defense (BMD) operations in the Eastern Mediterranean Sea. Additionally, Detachment SIX has conducted numerous training exercises including EXERCISE RELIANT MERMAID and EXERCISE RELENTLESS SHIELD. RELIANT MERMAID was a joint SAR exercise with the Israeli Navy. RELENTLESS

SHIELD focused on Surface Warfare and BMD integration with the USS VELLA GULF and Israel. Detachment EIGHT, embarked on the USS Kauffman (FFG-59), also recently marked the half-way point of their deployment. Leaving from Norfolk, VA, on July 8th, 2010, they made their way to the Fifth Fleet Area of Operations. Detachment EIGHT transited the Suez Canal in late July on their way to the Gulf of Aden, where they joined Standing NATO Maritime Group ONE (SNMG-1) in the battle against piracy. Since that time, Detachment EIGHT has been on station in the Internationally Recommended Transit Corridor (IRTC). They are due to return early next year. Detachment THREE marked their halfway point through deployment the first week of September. They are

currently on a seven month deployment aboard the USS Normandy (CG 60) as part of the USS Harry S. Truman (CVN 75) Carrier Strike Group in the 5th Fleet operating area. Since arriving in midJune, after transiting the Gulf of Aden and the Straits of Hormuz, Detachment THREE has been conducting operations in the Arabian Gulf. Also of note, on September 10, the detachment’s OfficerIn-Charge, LCDR Mike Hansen, reached an important career milestone by flying his 2000th hour in Sikorsky aircraft. LT David Hoopengardner reached his 1000th hour milestone as well. They expect to return home in late December, just in time for Christmas. Detachments FOUR, FIVE, and SEVEN are in various stages of the workup cycle. All are set to deploy early next year.

Article and Photo by Sgt. Deanne Hurla, USMC

n Jahazi, Afghanistan, two CH-53D Sea Stallions from Marine Heavy Helicopter Squadron 362, 3rd Marine Aircraft Wing (Forward), landed early in the morning October 17, 2010 with approximately 30 Afghan National Army troops and Marines from Charlie Company, 1st Battalion, 8th Marines, on board for Operation Stargey. As part of the operation, HMH362, the Ugly Angels, transported the Marines to Jahazi, a village between Now Zad and Musa Quelah, to set up snap vehicle check points in an effort to disrupt insurgent operations in the area. The mission was to support the Afghan National Army and coalition

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forces near Jahazi and stop insurgents from illegally taxing merchants on their way to bazaars in the area, explained Staff Sgt. John McFarling, a platoon sergeant for Charlie Company. Using helicopters to insert ANA and coalition forces allows for surprise, flexibility and a multiprong approach to the operation, explained Capt. Kelly Attwood, a Sea Stallion pilot with the Ugly Angels. As the helicopters landed, other coalition forces were arriving via convoy heading south on the area’s main road. This convoy set up vehicle check points before the helicopter insert took place, so if insurgents attempted to

USMC Updates

‘Ugly Angels’ support ANA, coalition forces during Operation Stargey

egress they would potentially run into one of those check points, where they would be stopped and searched, added Attwood. Once on the ground, Charlie Company Marines and ANA forces met little resistance. “The day went well,” said McFarling. “We were in a small fire fight, but the insurgents fled, so it was successful.” McFarling added, working with the squadron was great and he couldn’t wait to be a part of another mission like this one again. Later that evening, HMH-362 landed as scheduled to pick up the ANA

Continue on page 71

USMC UPDATES: HMH-362/HMLA-369 Continued from page 70

HMH 362’s CH-53D Sea Stallion ﬂies en route to pick up Afghan National Army and coalition forces after Operation Stargey

and Marines from their day’s work. “The day went as planned, but you can’t always plan for what the enemy will do, only assume,” said Attwood. “We’re always here to support the infantry in whatever they need.” With HMH-362’s airborne ability, ANA and International Security Assistance Forces are able to provide support to the local population and move throughout the region quickly. Operation Stargey is one of many operations conducted by ANA and coalition forces to protect the local population from insurgents.

Hueys take to skies supporting ANSF, NATO troops Article by Gunnery Sgt. Steven Williams USMC

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 we’ll scramble out of here, get down to the contact point and just the sound of us coming into the overhead is the fight stopper because the Taliban and insurgents realize that they just lost any illusion of fire superiority when we came on station.” Outfitted with an M134 minigun, a GAU-17/A .50-caliber machine gun and 2.75-inch rockets, the

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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.

USCG Updates

USCG UPDATES

Coast Guard Foundation honors Elizabeth City aircrew

Article by LTJG Stephanie Younoung, USCG

tranded 350 miles from land, the Element Quest spent days being tossed about in ten-foot seas – rudderless and out of radio range. Without an EPIRB <http://www.uscg.mil/hq/cg5/ cg5214/epirbs.asp> , the only hope for the three sailors aboard was that their satellite phone call was heard and passed on to the Coast Guard. It is hard to imagine the thoughts going through their minds when they first knew their call had been heard as they saw a Coast Guard rescue helicopter hovering above, but their rescue will be forever remembered thanks to the Coast Guard Foundation <http://coastguardfoundation.org/ index.php> . Earlier this week, the Coast Guard Foundation honored the crew of CG-6034, the rescue helicopter that hoisted the Element Quest’s sailors to safety, at its annual awards banquet. The aircrew of LT Anthony DeWinter (aircraft commander), LT Thomas Huntley (co-pilot), Petty Officer 1st Class Edwin Hannah (rescue swimmer <http://www.gocoastguard.com/findyour-career/enlisted-opportunities/ enlisted-ratings-descriptions/aviationsurvival-technician-(ast)> ), and Petty Officer 2nd Class Brandon Critchfield (flight mechanic <http:// www.gocoastguard.com/find-yourcareer/enlisted-opportunities/ enlisted-ratings-descriptions/avionicselectrical-technician-(aet)> ) pushed their Jayhawk helicopter beyond its limits and had to rely on their training, and the skills of b oth theNavy <http:// www.navy.mil/swf/index.asp> and other Coast Guard units to save the sailors aboard Element Quest. The search to find the proverbial “needle in a haystack” started when just days into a journey from Nova Scotia to Bermuda, the Element Quest encountered harsh

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The 6034 aircrew of LT Anthony DeWinter, LT Thomas Huntley, AST1 Edwin Hannah and AET2 Brandon Critchﬁeld, pose with their spouses in Times Square, New York, after being awarded the Foundation’s Award of the Year. Photo courtesy of LT Thomas Huntley, USCG. conditions and suffered significant damage that left her without steerage hundreds of miles offshore. Her crew radioed for help, but she was too far offshore for anyone to hear the call. In desperation, a sailor aboard the Element Quest made a satellite phone call to a friend and left a voice mail. The message was broken and barely readable but the end of the message was clear – “call the Coast Guard.” Watchstanders at the District 5 <http://www.uscg.mil/ d5/> Command Center launched an HC-130 Hercules <http://www.uscg. mil/datasheet/hc-130.asp> long-range search and rescue plane, but the aircrew had a massive search area from Nova Scotia to Bermuda. As the aircrew flew over the enormous search area, they heard a faint mayday call over VHF Channel 16. Using their direction finding capabilities, the aircrew flew directly over the Element Quest, 350 miles east

of Cape Hatteras, N.C. Finding the vessel proved to be only half the battle though, as the Hercules aircrew learned a sailor on board had a potential spinal injury. A MEDEVAC was needed, but due to the Element Quest’s distance offshore, it was outside the range a Coast Guard rescue helicopter can fly. As the Hercules stayed on scene, the Coast Guard coordinated with Naval 3rd Fleet Command <http://www.c3f. navy.mil/> to stop flight operations on board the USS Eisenhower <http://www. eisenhower.navy.mil/> , situated 175 miles offshore, so an MH-60 Jayhawk <http://www.uscg.mil/datasheet/hh-60. asp> rescue helicopter could land and refuel on the missile carrier’s deck. “A deck landing qualification is essential training for pilots, and most of the time it is on a Coast Guard platform,” said Huntley. “That training played dividends Continue on page 73

USCG UPDATES: USCGAS Elizabeth City / Senior Officer Bookshelf Continued from page 72

Senior Officer Bookshelf

on this rescue.” With the Eisenhower in position, Air Station Elizabeth City launched CG-6034 to conduct the medevac and rescue the sailors. After refueling, the 6034 aircrew launched from the decks of the Eisenhower with a Navy flight surgeon aboard and arrived overhead the foundering sailing vessel. On scene, the aircrew was faced with ten-foot seas, 30-knot winds, heavy rain and minimal visibility. The damaged boat’s inability to steer added to the dangers, and the aircrew constantly reassessed the mission’s risks. Hannah, the rescue swimmer, was lowered and found his footing aboard the sailing vessel’s deck as he began to cut through rigging to create a recovery area for a

rescue basket. Each time the basket was lowered, the trail line that assists in lowering the basket would catch in the stinging winds, pulling the basket and forcing the helicopter to back off. After several attempts to lower the rescue basket, it became clear that a rescue directly from the deck would be too risky. “After I did an assessment of the injured crewmember I found that they still had feeling in their arms and legs,” said Hannah. “Instead of providing more risk to the crew, and because the survivor was able to move, we knew the best call was to hoist the survivors from the water.” Hannah entered the water and one by one the three sailors were hoisted and brought safely into the 6034’s

cabin where the Eisenhower’s flight surgeon provided medical aid. Heading westward the 6034 had one last stop to make before they could be back on land, as they refueled once again aboard Eisenhower. As spectacular a mission the rescue of the Element Quest turned out to be, it is a glimpse of just one of hundreds of search and rescue cases every year that begins with a call for help and ends in the safety of a rescue helicopter’s cabin. “I just happened to be on duty on the night the case happened,” said Huntley. “I was just doing my job and I am proud of the crew. All those hours of training pay off when you can go out and save lives.

“Today Matters: 12 Daily Practices to Guarantee Tomorrows Success” Article by CAPT Mike Cashman, USN by our relationships, family stability, financial stability, goals attained or a specific event. But to build the foundation for a career, or more importantly a life that is rewarding and meaningful, the author explains noted leadership instructor John Maxwell, that it takes a dedicated commitment the founder of the non-profit organization to making the right decisions each and EQUIP which teaches leadership around every day. the world. He has lectured at the U.S. My favorite quote in the Military Academy and the United Nations, book is, “Good decisions today will as well as speaking to the National Football give you a better tomorrow.” Sounds League and Fortune 500 companies. In pretty easy and obvious; but it’s not. the book Maxwell asks the question: It’s a conscious decision to make the “How do you define success?” For those right choice. We should not make of us in the military part of our success decisions because they are easy, cheap is often defined for us. However, many or popular; we should strive to make of us also define success through our own the right decisions because the long (or “lens.” Whether it is through tangible or short) term consequences really matter. intangible results, we often define success From a Navy Core Values perspective, this makes a lot of sense and speaks to a v i n g t h e r i g h t what we as Sailors do each and every attitude, making day. In the book Maxwell goes a good decisions and step further and challenges the reader positively influencing those with the idea that “good decisions” around us is not only our alone are not good enough. We need to know what decisions to make.

John C. Maxwell, Today Matters: 12 Daily Practices to Guarantee Tomorrows Success, (New York: Hachette Book Group, 2004).

oday Matters has special significance for me because it was given to me by FLTCM (AW/NAC) Mike Stevens, the Command Master Chief of U.S. Fleet Forces Command. FLTCM Stevens is a good friend, and highly respected Master Chief and Sailor, whom I have known and flown with for over 24 years. He gave me the book on the occasion of becoming the Deputy Commander at HSCWL. Master Chief Stevens and I have spent hours discussing how best to make a difference in our respective positions of leadership, and how to make the most of every moment and every opportunity that has been afforded to us. Today Matters is written by

Rotor Review # 111 Fall ‘10

job but it’s rewarding…. and c o n t a g i o u s ! 73

Continue on page 74

Senior Officer Bookshelf

n the book Maxwell asks the question: “How do you define success?” For those of us in the military part of our success is often defined for us. However, many of us also define success through our own “lens.” Whether it is through tangible or intangible results, we often define success by our relationships, family stability, financial stability, goals attained or a specific event. But to build the foundation for a career, or more importantly a life that is rewarding and meaningful, the author explains that it takes a dedicated commitment to making the right decisions each and every day.

Continued from page 73

He breaks them down into decisions he calls critical areas for success, or the “Daily Dozen,” which include: Attitude, Priorities, Health, Family, Thinking, Commitment, Finances, Faith, Relationships, Generosity, Values and Growth. Seems like a long list but it’s really not. It’s all about balance…and

making these “daily dozen” a priority and routine without thinking about it. Today Matters is an excellent book for anyone interested in making a difference (or a change) in their own life as well as those around them. Having the right attitude, making good decisions and positively influencing those around us is not only our job but

it’s rewarding….and contagious! Today Matters can make a difference to us all as we lead, mentor, counsel and shape future generations of not only naval aviators but US Navy Sailors. It is a quick read (Norfolk to Pensacola flight) and it is packed with useful quotes, applications and common sense advice that has made a difference in my life, both professionally and personally. Thanks CMC!

CAPT Mike Cashman is Commander, Helicopter Sea Combat Wing Atlantic. He has previously commanded HM-14 and HC-4, and has logged flight hours in the UH1N, RH-53D and MH-53E.

Help Preserve Naval Helicopter Aviation History

Calling All Active Duty, Retired, Pilots, Aircrewman, Maintainers, Tech Reps, and Contractors anyone supporting Naval Rotary Wing Aviation We Need Your Help/Assistance! ORAL HISTORY INTERVIEWS

NHHS is actively pursuing the gathering of Oral Histories as a vital part of documenting the legacy of the Naval Helicopter Community. We request you contact us if you are interested in providing an interview to document your experiences while flying, maintaining or supporting Naval Helicopter Aviation so we can preserve our rich history. A critical element of this process is (prior to the actual video recorded interview) is having your one page written biography (word format is preferred) including a photo (if possible) made available to the interviewers in order that they may become familiar with your individual experiences and personal history thereby helping lead the interview to include all important areas that may otherwise be overlooked. Not interested in an interview? Send us your bio! If interested in an interview please contact the Naval Helicopter Historical Society by emailing the NHHS website at www.nhhs.org click on‘10 “Contact Us” on the left side Rotor Reviewand # 111 Fall 74of the page. You can also contact us at 619-730-0054.

he Naval Rotary wing community recently lost one of their more ardent supporters, an intrepid aviator and Squadron Commander. CDR Mort McCarthy passed away December 10, 2010, four months after being diagnosed with pancreatic cancer. He fought his battle with courage and humor, just as he lived his life. Commander McCarthy was a Virginia Beach native but raised predominately in Denver, Colorado. He was a member of the NROTC Unit at the University of Utah where he graduated in 1971 with a Bachelor of Science degree in Business and a commission in the US Navy. He entered flight training at Pensacola, Florida in September 1971 and was designated an unrestricted Naval Aviator in November 1972. CDR McCarthy’s tours of duty included Helicopter Anti-Submarine Warfare (HS) squadrons on both the east and west coasts, Helicopter Anti-Submarine Wing One, NROTC University of Idaho, and the Naval Military Personnel Command where he served as the Helicopter Assignments Officer and Aviation Assignment Shore Coordinator. Following his department head tour in HS-12, CDR McCarthy served as the Executive Officer in both HS-16 and HS-2. He took command of HS-2 in 1989. His final assignment on active duty was with OPNAV (OP-05). CDR McCarthy’s service decorations included the Meritorious Service Medal, Navy Commendation Medal, Navy Achievement Medal (2), and numerous service and unit awards. CDR McCarthy retired from active duty in 1992 and began a successful career in commercial real estate in the San Diego area. He was the co founder and president of Packard Reality up until the time of his death. He is survived by his wife Antoinette, first wife and dear friend, Linda McCarthy, two daughters, two step children and eight grandchildren. Mort served with honor and integrity and was a good friend and mentor to all who worked with him. His contributions to the Navy’s rotary wing community throughout his distinguished career were significant. In recognition of this faithful service, initial steps have been taken to establish a Memorial Scholarship in CDR McCarthy’s name that will be administered by the NHA Scholarship Fund. Contributions can be made to the CDR Mort McCarthy Memorial Scholarship, Account # 117333633, North Island Credit Union, PO Box 85833 San Diego Ca, 92186

LCDR Wayne J. Orchard, USN(Ret)

t is with Deep Regret to sound “Signal Charlie” for our “Shipmate” Wayne J. Orchard. Wayne departed us at 0200, Dec 9, 2010 due to a massive stroke.Wayne was a (NAP) Naval Aviation Pilot when he was a Enlisted Pharmacist Mate, Petty Officer Second Class He was qualified to fly several different fixed and rotary wing aircraft. After he became a Commissioned Officer he flew primarily helicopters. Some of his duty stations were NATC Pax River where he was a Test Pilot for the HSS-2/SH3A FIP Program, Naval Weapons Evaluation Facility, China Lake and was a Weapons System Officer for the UH2 and SH3 helicopters,and HU/HC-4 as the squadron Maintenance Officer,Pilots NATOPS Officer and Detachment OinC at sea. He is survived by his wife Aletha, daughter Merlene and son Marty.. Condolences may be sent to: The Orchard Family 2818 Ithaca Drive Scotsdale, Az 86301 May the Orchard Family have “Fair Winds and Following Sea’s.

Rotor Review # 111 Fall ‘10

LT Robert Huish, USN

In Memory

CDR Mort McCarthy, USN(Ret)

he Swamp Foxes of HSL-44 and naval helicopter community lost one of their “most enthusiastic” young Naval Aviators. LT Robert David Hyde Huish, 26 years old, passed away on December 3, 2010 four days after a fatal bicycle ride in Atlantic Beach, FL due to a hit-and-run accident. Born in Merrillville, IN on June 24, 1984. LT Huish’s journey on becoming a helicopter pilot began right after high school when he received a nomination to the United States Merchant Marine Academy in Kings Point, NY. The academy is where LT Huish served as Platoon Commander and earning a Bachelor of Science (BS) in Marine Transportation. Later he was accepted to basic flight training at NAS Pensacola, FL earning his “wings of gold” April 2008. LT Huish continued his flight training with HSL-40 Air Wolves at NS Mayport, FL. And then, he was assigned to HSL-44 Swamp Foxes at NAS Jacksonville, FL where he flew SH-60B helicopters. Recently, he returned from a seven-month deployment to the Middle East, July 2010. LT Robert Huish is survived by his father and mother D. Lance and Lisa Huish and his sister Lauren. His family and friends that he left behind will always remember Robert’s kindness and love for life. In his memory, LT Huish’s family request that donations be made to the Wounded Warriors Project in LT Huish’s memory and to support his fellow military personnel. Donations may be sent to: Wounded Warrior Project, 7020 AC Skinner Pkwy, Suite 100, Jacksonville, FL 32256.

Feature: A Helo Bubba’s Take On The Hook Continued from page 27

2 . S e c o n d l y, t h e Ta i l h o o k Convention occurs over a weekend (Thursday through Sunday). This allows participating members to take the weekend off and drive or fly out to have a good time without having to “miss work”. Conversely, NHA has traditionally followed a Monday through Thursday schedule. Again, if you are on the “visiting team” at a typical NHA convention, you probably aren’t too concerned about getting home for supper or getting up for work the next day, but the “home team” always has the demands from work. Holding our conventions over a weekend at a destination venue would significantly lessen the impact to work schedules, as well as increase the participation of families.

3. Almost all Tailhook members have deployed as part of a Carrier Air Wing with multiple squadrons of dissimilar aircraft, versus a two aircraft detachment from one rotary wing squadron. From jets, props, helos, and yes….even ship’s company, the CVW pilots share a higher level of camaraderie across all levels, compared to helicopter detachments across the fleet. Successful detachments build wonderful esprit de corps, instilling a great degree of pride in accomplishment and a sense of togetherness within the detachment’s members and parent unit. There’s something to be said, however, about sharing adversity and success with 4,000 of your “closest friends” on a CVN deployment. The diverse populations on carriers can seem very different early in a career, but over time, one realizes that almost all aviators share a lot of the same qualities and face very similar challenges. As helo bubbas, are we really coming together as well as we should? Or have we become so focused on our individual communities (i.e. HC, HS, HM, HSL, etc). that we don’t truly come together as one happy rotary wing

Rotor Review # 111 Fall ‘10

community? In my observation, I think we can and do play nice together, but it’s almost like the high school dance where each helo community stakes out separate sides of the ballroom. To change this will take a little time and willpower, but we will all come away happier for the effort! Within a Carrier Airwing, all squadron or platform differences are dropped when it comes to executing the mission, as well as having a great time together in port. We should aim to do the same within rotary wing aviation. HSM integration into the Airwings will help drive cohesiveness amongst the CVN based bubbas, but we can do better across the board. In the end, we’re all helo pilots and it’s time to come together!

4. So, why doesn’t NHA hold the annual symposium in Reno, or New Orleans? Ladies and gentlemen, this isn’t a new concept; however, it is an idea that hasn’t been fully pursued or attempted. Opponents to moving the annual symposium fear that there wouldn’t be enough participation, that folks would not pay out of pocket to fly to attend a symposium like Tailhook. Is this true, or would a location away from our traditional Naval installations become a great way to have a weekend getaway? I’d like to think the latter would be true. Some other issues for consideration would be that NHA has fewer members and less corporate sponsorship than Tailhook (over 10,000 strong currently). Plain and simple, more membership = more $$$, whether to spend on community initiatives or scholarships for dependents. More attendees would also mean more geedunk giveaways. Who wouldn’t want to be at a convention like that everyone likes the word FREE! NHA would have to rely on a core group of folks (local retirees or paid event planners) in the symposium area to lay some groundwork and help coordinate each event. Again, this is where Tailhook flourishes in their

retiree volunteer base – some of which are permanently based in Reno. It’s definitely workable and I’m sure we’ve got some helo bubbas more than willing to tackle this challenge! If you read Captain Galdorisi’s article in RR# 109, you will note that our rotary wing numbers are definitely growing quickly when compared to our fixed wing brethren. There’s no reason our NHA membership shouldn’t be growing as well. The best way to help generate that growth will be if our symposiums are more fun. What’s to keep us from having a larger, destination type NHA Symposium in the future? If Tailhook can do it, we can do it better! As helo bubbas, we have to ask ourselves this question- Do we want to attend a symposium to have fun and hear some informative briefs, or do we want to attend a symposium to sit through a bunch of briefs and hope we have fun? I’ve been asked to coordinate the upcoming NHA symposium, scheduled 9-12 May in San Diego. Please ask yourself -- what is the motivating factor behind your NHA membership? What more could NHA do more for you? If you have ideas about the NHA symposiums or basic regional events- let your voice be heard! I’m interested in hearing from anyone who cares- drop me an e-mail, or write the NHA office and share your ideas! It’s time for some change! I’m looking forward to a great symposium, so mark your calendars and get there next May! LCDR Derrick “DK” Kingsley 2011 NHA SYPMOSIUM VP Derrick.kingsley@navy.mil

Rotor Review # 111 Fall â&#x20AC;&#x2DC;10

A Retired Aircrewman’s Perspective

“Perspective from a Retired Naval Aircrewman” Article by AWCM(NAC/AW) Frank “Bud” Nelson, USN (Ret)

hen I reflect back to the years I served as a Naval Aircrewman (1983-2007) I can’t help but think about the early years and the pioneers who forged the path I followed. Enlisted personnel have proudly served as aircraft crew members since the earliest days of Naval Aviation. Primarily serving as Radioman, Gunners and Observers, many of the same duties performed today. Those early pioneers forged the mold of Aircrewman, instilling the pride in a profession which few can follow, and the esprit de corps found in aircrew shops in all services. Many of our ranks, several hundred from each of the three sea services, served as Naval Aviation Pilots (NAP) from training in 1916 to the retirement of the last NAP in 1981. At the controls in cockpits today, some of our best and brightest have transitioned to Flying Warrant Officers to continue another proud tradition of mustang aircraft commanders. One of the earliest “hero’s” within the aircrew community, (Chief Machinists Mate “Aviation” Francis E Ormsbee Jr) was awarded our nation’s

he aircrewman within those crews cover a broad spectrum of training, qualifications and warfare specialty. The ability to operate from various type/ model/series aircraft, operate more complex sensor and weapon systems, develop and employ new equipment and tactics requires each aircrewman to maintain multiple skill sets. Jack of all trades but master of none has been a common trait of aircrewman since our first days touching clouds.

highest honor for bravery, the Medal of Honor, for rescuing an aircraft gunner from a nearly submerged aircraft he watched crash in 1918. Acts of heroism during life saving missions has become synonymous with the helicopter community since the Korean War, and every year several organizations publicly recognize individuals, crews

and units for their contributions to the SAR motto, “So Others May Live. In the last few years Hollywood brought us a movie depicting the brave men and women who serve as Coast Guard Rescue Swimmers, and gave America a glimpse of the physical conditioning, self-sacrifice and courage required to risk one’s self each and every day. Continue on page 79

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 # 111Keep Fallmembers ‘10 78 informed of new developments and accomplishments in rotary wing aviation.

Perspective from a Retired Naval Aircrewman

Continued from page 78

At any given moment, within our own borders or the far reaches of the earth, you may find Navy, Marine Corps or Coast Guard helicopter crews on station performing a wide variety of missions. The aircrewman within those crews cover a broad spectrum of training, qualifications and warfare specialty. The ability to operate from various type/model/series aircraft, operate more complex sensor and weapon systems, develop and employ new equipment and tactics requires each aircrewman to maintain multiple skill sets. Jack of all trades but master of none has been a common trait of aircrewman since our first days touching clouds. Currently employed as Navy contractor supporting manpower strategies of the Naval Aviation Enterprise (NAE), I have a much better

hen I reflect back to the years I served as a Naval Aircrewman (1983-2007) I can’t help but think about the early years and the pioneers who forged the path I followed. Enlisted personnel have proudly served as aircraft crew members since the earliest days of Naval Aviation... Those early pioneers forged the mold of Aircrewman, instilling the pride in a profession which few can follow, and the esprit de corps found in aircrew shops in all services. appreciation for the challenges facing our services to recruit and retain high caliber personnel within ever shrinking budgets while maintaining increased operational tempo. Having daily interaction with pilots and aircrewman, a neighbor kid on his first deployment as a MH-60R Sensor Operator, a few squadron and WING Commanders who I served with along the years, the AW Khakis along the sea wall, and the Air Boss and his staff, helps provide me a perspective of today’s Naval Aircrewman. Marine Corps helicopter formations overflying high above my house is routine, and when my grandchildren ask what it is, I tell them those are warriors returning from training

missions out east. Watching the Coast Guard Rescue Crews fly around the San Diego Harbor and along the coast provides a daily reminder of the times I have worked with and around such true professionals. I am also reminded that Coast Guard crews have kicked the Navy’s tail a few times during NHA Aircrew competitions during my prime. I am proud to have served as a Naval Aircrewman and Rescue Swimmer, and grateful for the opportunities to fly a wide variety of missions, save a few lives, and help shape the aircrew community to proudly serve the next generation. Today as I watch my youngest son continue through the MH-60S FRAC syllabus, and witness the infectious enthusiasm he and his classmates exude, I am confident that Americas best and brightest will continue the legacy of those before them.

The Next Issue of the

focuses on Evolving Rotary Wing Missions All photo and article submissions need to be no later than February 23, 2011 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 # 111 Fall ‘10

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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

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

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

Rotor Review # 111 Fall ‘10

(version 2011)

Polos

& Ballcaps

Use the order form here on page 80

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

Izod Polo Shirt

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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

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