Rotor Review Summer 2011 #114: Thirty Years in Pictures by Naval Helicopter Association, Inc

Number 114 Summer 2011

Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

100 STRONG.

The employees of Lockheed Martin and Sikorsky are proud to deliver the 100th MH-60 Romeo to the U.S. Navy during its 100th year of naval aviation. We salute a century of mission-ready men and women, and a flight program that has become a symbol of strength for America and its allies.

www.mh-60.com

Photo courtesy of the U.S. Navy

Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

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

Number 114 / Summer ‘11

Features Editor

LCDR Kristin Ohleger, USN

Design Editor George Hopson

Page 12

Aircrewman / Special Missions Editor

AWCM Carl T. Bailey II, USN

HSC-26 Conducts Search and Rescue During CONTINUING PROMISE 2011 MC (AW/SW) Jonathan E. Davis, USN

Log What You Need. LT Tyler McKnight, USN

We’re Doing What Now LT Lucas Hugie, USN

The M/V Caravas Horizon: Rotorheads and the Royal Naval in Maritime Security Operations LCDR B.J. Armstrong, USN

HSC / HS / HM Editor LT Tom Murray, USN

HSL/HSM Editor

LT Scott Lippincott, USN

Page 19

USMC Editor

Focus

TBA

USCG Editor

Rotor Review: Thirty Years in Pictures

LT Todd Vorenkamp, USCG

Book Review Editor

LCDR BJ Armstrong, USN

Page 19

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

NHA Photographer

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

Historical Editor

CAPT Vincent Secades, USN (Ret)

Page 78 Winning Photo of the 2011 Rotor Review Photo Contest: “Kicking up a Little Dust.” Photo taken by of Ssgt Justin Lucas, USAF.

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 # 114 Summer ‘11

Thirty Years in Pictures Various Photographers and RR Editors.

Perspective of 30 Years LT Todd Vorenkamp, USCG.

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

Corporate Associates

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

AgustaWestland Inc. BAE Systems / Electronics & Integrated Solutions Bell Helicopter Textron, Inc Binghamton Simulator Company Boeing Integrated Defense Systems Breeze-Eastern CAE Inc. Delex Systems, Inc EADS North America FLIR Systems, Inc. G.E. Aircraft Engines 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 Integrated Defense Systems Robertson Fuel Systems L.L.C. Rockwell Collins Corporation Rolls-Royce Corporation Sikorsky Aircraft Corporation Telephonics Corporation

In appreciation of our advertisers

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

National Ofﬁcers

President................................................... CAPT John Miley, USN V/P Corp Mem......................... CAPT Don Williamson, USN (Ret) V/P Awards .......................................CDR Matt Niedzwiecki, USN V/P Membership ........................................CDR Jason Burns, USN V/P Symposium 2012................................CDR Marv Carlin, USN Secretary...........................................................LT Kevin Yost, 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 Dennis Dubard, USN (Ret) CAPT Paul Stevens, USN (Ret)

Regional Ofﬁcers

Region 1 - San Diego

Directors.………………..............CAPT Shoshana Chatfield, USN CAPT Jeff Hughes, USN President..…............................................... CDR Tres Dehay, USN

Region 2 - Washington D.C.

Director ..…………...…………......CAPT Matt McCloskey, USN CAPT Andy Macyko, USN President .....................................................CDR Pat Everly, USN Page

C2 25 38 46 C4

Region 3 - Jacksonville

Director ..........................................CAPT Doug ten Hoopen, 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 President...................................CAPT Paul Stevens, USN(Ret) V/P Operations.........................................CDR Rich Weeden, USN V/P Fundraising .......................................LT Sutton Bailey, USNR V/P Scholarships ........................CAPT Kevin “Bud” Couch, USN V/P CFC Merit Scholarship.............LT Jennifer Huck, USN Treasurer..................................LT Brad Davenport, USN Corresponding Secretary..................LT Sam Wheeler, USN Finance Committee.............................CDR Kron Littleton, USN (Ret)

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Directors.............................................Col James Grace, USMC CAPT Thurman Maine, USCG

President ............................................CDR Hans Sholley, USN 2011 Fleet Fly-In.........................................LT Spencer Allen, USN

Far East Chapter

President .............................................CDR David Walt, USN

Departments Number 114 / Summer ‘11

Editor’s Log

Chairman’s Brief

President’s Message

Aircrewman‘s Corner

NHA Scholarship Fund

Executive Director’s Notes

View from the Labs, Supporting the Fleet

Industry and Technology

LCDR Kristin Ohleger, USN RADM Steve Tomaszeski, USN (Ret) CAPT John Miley, USN AWCM Carl Bailey, USN Page 12

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

Page 22

There I Was

Always Ready Article by LT Matt Mravlja, USN

Suspected Pirates Thwarted by Dragonslayers Article by LT Joshua Overn, USN

Centennial of Naval Aviation Page 69

Page 71 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 .

A Brief History of The Helicopter in United States Naval Aviation Part 3 CAPT Vincent C. Secades, USN (Ret) Green Bug Memories Reprint from RR 52, CAPT Bill Stuyvesant, USN (Ret)

Change of Command

Squadron Updates

USMC Updates

USCG Updates

A Salute to a Fallen Hero

Stuff

Editors Emeritus

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

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

Rotor Review # 114 Summer ‘11

Editor’s Log

e l c o m e to RR Issue 114 and Happy 30th Anniversary to Rotor Review!! You will notice that this issue is a bit different than anything we have done in the past. For this 30th anniversary publication, the community editors and I decided that we needed to do something completely out of the ordinary and celebrate the last 30 years in a new and unique way. What better way could we portray the history of the Naval Helicopter Community than by capturing it in pictures? As the saying goes, a picture is worth a thousand words, and these photos speak volumes about the dedication, commitment, and skill displayed by helicopter crews throughout our history. This is how we came up with the focus of Rotor Review: Thirty Years in Pictures. We had an overwhelming number

of photo submission from all of you, and I have to admit that the editors and I had a difficult time narrowing down our choices. We tried our hardest to choose photos that represent the vast number of missions we have performed over the last 30 years, and a few others that just looked cool. Additionally, the editors and I had to narrow it down even further to choose our finalists for this year’s NHA photo contest. We hope you like our choices! With the center section of the magazine filled with pictures, we had to expand the issue from 72 to 80 pages in order to accommodate all of the wonderful articles submitted by you. We have some great feature articles discussing topics such as the introduction of NVDs to the Navy H-53 community, and a great historical article detailing the history of the helicopter in Naval Aviation. Additionally, we have several articles in our ‘There I Was’ section, one of them being quite a bit

different than any article we have published in the past. I believe this article titled, “Troubled Youth” is a great testament to the leadership and camaraderie in a helicopter squadron. Lastly, and as always, we have some great squadron updates, keeping us all informed on the latest and greatest missions being performed by our fellow pilots and aircrewmen in this awesome community. In the last issue of Rotor Review we introduced quick response (QR) codes, allowing you to scan them with your smart phone therefore linking you to a video or website. We received a lot of great feedback from that and have gone a bit further in this issue adding them next to squadron, USMC, and USCG updates linking you to their Facebook page. Let us know what you think! I hope you enjoy this issue as much as I have and I look forward to reading about you and your squadrons in the future. LCDR Kristin Ohleger, USN Rotor Review Editor-in-Chief

Chairman’s Brief

s N a v a l Av i a t i o n celebrates its Centennial, NHA celebrates the 30th Anniversary of our flagship publication, Rotor Review, with this special pictorial edition. There are some spectacular photographs inside, all taken by our members. Back in the day when cameras were not quite so ubiquitous, you actually had to check out a standard Navy issue camera from the SDO prior to your flight. The pilots, of course, never quite distinguished themselves as accurate photographers so the aircrewmen had to pick up the slack. Yes, we still “rigged ships” in those Cold War days and the camera was well utilized by our helo crews. The memories that many pictures in this edition brought back had me searching through some still unpacked moving boxes. In one box was my treasure trove of squadron memorabilia; classic, really cool stuff that only I seem to have an acute appreciation for. So, if the editor indulges me, the shot of the mighty Sea King in the unflattering port side pose occurred sometime in 1978’s Nimitz deployment in the Atlantic. The helo lost its transmission and was forced to land in the open

Rotor Review # 114 Summer ‘11

USS Nimitz (CVN 68) during Valiant Shield 2007. Photo taken by MCSN Stephen W. Rowe

ocean. Norm Lang was the HAC and yes, she floated upright with her sponson air bags deployed for over 8 hours. Nimitz actually tried to crane her aboard as you can see. In the second 1978 deployment picture, look closely at the detached tail boom of the helo aft of the stacks. The crew was trying to deliver firefighting

equipment to a burning Indian merchant vessel. The merchant was not under power and was rolling and pitching in a very rough sea. An abrupt, unexpected pitch up impaled the tail of the helo and the fuselage- and crew-rolled into the sea. My skipper, Jake Dennis was the HAC and Joe Avveduti his co-pilot. AWC Simpson Continue on page 5

Continued from page 4

and AW3 Page was the aircrew. All 4 were successfully rescued. It was quite an eventful deployment!

BRIEFING NOTES: I had the pleasure of attending the Providence, R.I. air show this summer and ran into LT Kyle McDaniel, LT Tara Feher, AWS1 John Kimble, and AWS2 Eric Pselos of HSC-2. They were on duty as the required rescue helo and came sporting the squadron’s Centennial helicopter in classic CoNA paint scheme. The picture doesn’t do either famed pilot Capt Thornton justice, or the aircraft or the squadron’s penguin mascot! It looked magnificent. On 28 June, I attended a milestone ceremony as the Navy took delivery of our 100th MH-60R during a ceremony at Lockheed Martin’s Mission Systems and Sensors’ (MS2) facility in Owego, N.Y. On hand were the presidents of Sikorsky Aircraft, MS2 and the vice commander of our Naval Air Systems Command, RADM Grosklags. After the ceremony, an aircrew from Helicopter Maritime Strike Squadron Seven Five (HSM-75) flew the helo to its new home in Coronado. The aircraft is the first MH-60R to sport HSM-75 colors. During the ceremony, RADM Grosklags, as guest speaker, thanked MS2, Sikorsky, and other key suppliers for their contributions to this important program. The admiral also stated: “In its primary mission roles of anti-submarine warfare and antisurface warfare, the Romeo continues to exceed our expectations and frankly no other platform out there is even close. And the Sikorsky and Lockheed Martin MH-60R/S partnership gives us the flexibility to use these aircraft to take on new mission roles successfully and affordably. The MH-60R, along with its partner the MH-60S, will be an absolutely critical piece of our Navy’s forward deployed combat capability for the next 15-20 years. We build that forward deployed combat power around our Carrier Air Wings, and these helicopters have now firmly and irreversibly inserted rotary wing aviation into our Carrier Air Wings as

a full partner, with value to the warfare commander equivalent to any other type or model of aircraft in our inventory. We recently had the Air Wing Commander from the Lincoln Strike Group and the CO of the USS Abraham Lincoln come to Pax River to share some insight on their recently completed deployment. While CAG spent quite a bit of time talking about their support for ground operations in Afghanistan, what really stuck with me was his comment that after the rest of the Air Wing had “gone to bed at night”, the helicopters were still going strong, really just getting going, through the night and into the following day - essentially non-stop operations – both from the carrier and the strike groups surface combatants spread throughout the CENTCOM and AFRICOM operational areas. That’s what this aircraft brings to our Fleet – multi-mission readiness, 24/7 capability, wherever our Navy ships are deployed. “On 16 June the Navy announced that Australia has selected MH-60R as the winner of the Air 9000 Phase 8 Future Naval Combat Aircraft competition. MS2 and Sikorsky will provide Australia with 24 helicopters, training and logistical support via the U.S. foreign military sales program. The 22nd annual NAS Whiting Field GULF COAST FLEET FLY IN will be held 18-21 October. Col. Grace (TRAWING 5) and his team have organized another grand event for our unrestricted SNAs and lucky Fleet Fly-In aircrews. Over three dozen fleet rotary wing aircraft are scheduled to fly into Milton for our SNA’s to walk around, ask questions and fly in. This is an outstanding interactive SNA/Pilot/ aircrew event that I will be debriefing in RR #115. NHA will also hold a board of directors meeting at the Fly-In. Topics to be addressed: Membership report; Finances; Corporate membership; USMC CONA ; BoD’s awards; our NHA survey and our growing NHA scholarship fund. Changes of Command: Both HSMWINGPAC and HSCWINGPAC conducted ceremonies this summer. Fair winds and following seas to CAPT

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Bauknecht and CAPT Horan, NHA directors and well respected community leaders. And welcome aboard to Commodores Jeff Hughes (HSM) and Sho Chatfield (HSC)! Our communities are truly in good hands. Follow up Brief on the Future of Vertical Lift: To review: On 27 October 2009, OSD posed a proposition for the U.S. rotorcraft industry. Create a Vertical Lift Consortia (VLC), consisting of U.S. aerospace companies and OSD will begin working with industry to (a) draft a technology roadmap; (b) draft an S&T plan (we have about five sitting on the shelf presently); and (c) interface with the DoD through an “Other Transaction Agreement” (OTA) to perform 21st century technology development for rotorcraft. The progress remains slow going, further complicated by current budget challenges. This is not due to a lack of effort by anyone in government or industry. It’s just a difficult journey, but one well worth making. And always remember, rotary wing aviation is the only growing community in Naval Aviation today. Welcome aboard to CAPT Mike Steffen and Capt. Thurman Maine, USCG. Thank you both for your voluntary participation on NHA’s Board of Directors. Please join me in a salute to Rotor Review’s editor, Mr. George Hopson. George has improved the quality of our magazine each and every year and his dedication to NHA’s mission is inspiring. For all of NHA, George, THANK YOU and keep up the good work! Till our next brief, fly well and… Keep your Turns Up! RADM Steve Tomaszeski, USN(Ret) NHA Chairman

an outstanding Officer and an avid NHA supporter. I know that he is excited about taking over and with his energy, enthusiasm and vision, NHA will continue to thrive. A few weeks ago, I had an opportunity to play golf with a young Aircrewman from one of the local squadrons. We talked a bit about NHA in general and about Aircrew membership in specific. His point – and I firmly agree with him – was that NHA isn’t discussed regularly by the Pilots in the Squadron. He believes that more Aircrewmen and Maintainers would join NHA if they knew more about it. There are a number of important issues that our Enlisted Sailors are dealing with – advancement opportunities, Enlisted Retention Board, rating mergers, PTS, SRB levels, etc – that we as an organization can provide a forum for discussions and advocate on their behalf. I encourage our Officer members to engage their Aircrewmen and Maintainers in a discussion about what NHA has to offer and help them

President’s Message

ellow NHA Members, Greetings from San Diego. This edition of Rotor Review celebrates the 30th anniversary of this fine magazine. What started out as basically a newsletter, has transformed over the years into the first class publication that you have all come to expect from NHA. This didn’t happen by accident; your long time Editor, LCDR Kristin Ohleger, and Design Editor, Mr. George Hopson, do an extraordinary job and deserve our gratitude for their efforts. You all also deserve credit for the success of Rotor Review. Your articles, photos, Squadron and Detachment Updates and Letters to the Editor are what keep Rotor Review vibrant and relevant. At this time, it is also my honor to announce that CAPT Dave Bouvé (Deputy Commodore HSMWINGPAC) will relieve me as your next NHA President. Dave is

Aircrewman’s Corner

ello Helicopter Professionals, T h i r t y y e a r s... wow! Now that’s a long time, but it seems like just yesterday I was reading RR in the eighties…who am I kidding. I wasn’t reading anything back then (in the early 80’s) except the occasional Stephen King novel and my H-3 NATOPS manual just before the big checkride… The year was 1981 and a lot of cool (and some not so cool) stuff happened that year. The year 1981 was the year when President-elect Ronald Reagan succeeded Jimmy Carter as President of the United States of America. Minutes after he took office, Iran released 52 American hostages that had been held after 444 days of captivity (gotta love this guy). Two months into Reagan’s presidency, John Hinckley, Jr. outside a Washington, D.C. hotel, shot the president in the chest. After a quick recovery and months later, the President managed to terminate 11,359 striking air-traffic controllers for ignoring his executive order to return to work. In 1981, the first launch of the space shuttle Columbia was used on the STS-1 mission. MTV (Music Television) hit the TV airwaves Rotor Review # 114 Summer ‘11 the summer of that year and became a profound impact on our American pop culture. Elizabeth

Jordan Carr became the first American test-tube baby born in Norfolk, VA. It was the year of the modern suicide attack when a car bomb destroyed the Iraqi Embassy in Beirut, Lebanon, killing 61 people. And the Information Age flourished with the development of Osborne I, the first portable microcomputer. Some famous faces like Roger Federer, Justin Timberlake, Anna Kournikova, Troy Polamalu, were all born in 1981. But we lost Bob Marley, Congressman Carl Vinson, Harry Chapin, Israeli general Moshe Dayan. Finally, un-designated striker Carl T Bailey II (yours truly) joined U.S. Navy’s “delayed entry program” in November 1981. Where were you in 1981? But enough about the “Who’s and What’s” of that year, let’s talk about the main focus of this issue. Now you probably wondering what any of this afore-mentioned stuff have to do with the history of RR? Probably not a whole lot but it makes a interesting read on what happened that year. Well it was also the year that we gain a voice for NHA and the community. That voice was called Rotor Review. The first edition of Rotor 8 Review was established by NHA Board of Directors and published in April 1981

understand that they are always welcome as NHA members. Lastly, the Gulf Coast Fleet Fly-in is right around the corner. This is truly a unique event that is always a big hit with the HT Students. I know there are some great festivities planned and hopefully you’ve all made your plans to attend. NHA is your organization and Rotor Review is your magazine. We’d love to hear your suggestions on how to make both better. Follow NHA on Facebook, Twitter, and LinkedIn. Get involved. Contribute. Make a difference. See you in Whiting for the Fly-in. CAPT John Miley USN NHA President

as a newsletter. Through the years, it has become a full-fledged quarterly magazine, and it has been rolling and entertaining us ever since. Since then, Rotor Review has been a rich source of historical documentation and pictures, and overall an entertaining piece of literature. Simply browsing through the long and extensive catalogue of RR shows how much our community has progressively evolved. The different articles about our missions, training programs, and equipment have really displayed the pride, the hard work, and the integrity as helo pilots, aircrewmen, and maintainers. If you have lost friends and shipmates or lost touch with an old squadron, then chances are RR has helped to preserve some of those precious memories. The Rotor Review magazine and staff have come a long way in the last thirty years. It does not only help to preserve the past, but gives current perspectives on our community’s future. As I prepare for the end of my own thirty years and 26 days in Navy (but who’s counting) I look forward to reading Rotor Review for the next 30 years as an old retired guy. As always I am proud and honored to be your Air Crew Editor and to have been associated with such an awesome community and magazine. Please be safe out there, keep the stories coming, sit back and give this edition of Rotor Review a good read! AWCM Carl T. Bailey II USN Rotor Review Aircrew Editor

Please share this information with your squadronmates and their families. Fall marks the beginning of the Combined Federal Campaign for many of the Regions and we are back in it this year! In the past, your targeted CFC contribution provided funds for nearly all our Regional scholarships so your donations are an important source of funding . When CFC rolls around, please consider the NHA Scholarship Fund, CFC # 10800, when completing the form. I generally end my column with a pitch for donating to your NHA Scholarship Fund. The Scholarship Fund is a great way to establish a lasting legacy in the community that gave you the training and leadership opportunities to be successful both in and out of the naval service. There are many ways to give back. There are significant tax advantages to making the Fund part

of your estate planning. Bequests by will, Charitable Remainder Trusts, Endowment, Qualified Retirement Plans and Gift Annuity to name a few, can provide those advantages to both to you and your heirs. They also would give you the satisfaction of knowing that your donation is giving deserving members of our rotary wing family educational opportunities they wouldn’t otherwise have had. One final note. I am renewing efforts to fully fund The Mort McCarthy Memorial Scholarship that we established earlier in the year. We got off to a good start thanks to his family’s donation but more is needed to make this a perpetual scholarship. Mort is one of several rotary wing aviators who made a difference in our community and to those he served with. Please help us honor Mort by donating to the Mort McCarthy Scholarship Fund, Account # 117333633, North Island Credit Union, PO Box 85833 San Diego Ca, 92186. Thanks.... CAPT Paul Stevens, USN (Ret)

two helicopter squadrons for direct support to Special Operations Command (SOCOM). These squadrons are HSC-84 at NS Norfolk and HSC-85 at NAS North Island. See page 68. The near term plan for these squadrons are to use HH-60s vice MH-60S helicopters. The long term question may be what is the best naval helicopter, or mix of naval rotary wing aircraft, to support SOCOM? Since the Marine Corps has a special operations ground unit, what about a dedicated naval special operations aviation unit that might include H-60s, MV-22s and MH-53Es? This month’s “View From the Labs” quarterly article by George Galdorisi, pages 8-9, raises some interesting issues about helicopter survivability in combat. Two additional factors in helicopter combat survivability are tactics and training. Before initially deploying to Vietnam in 1962, Marine Corps UH-34D squadrons practiced a variety of tactics to avoid small arms fire approaching landing zones. These included steep spiral approaches, low level, relatively high speed, “button hook” approaches and multiple approaches from different geographic quadrants. Steep spiral approaches were subsequently used going in and out

of “hot” landing zones throughout the war by Marine Corps helicopters. Also, during the Vietnam War, retrofit measures were taken to enhance helicopter survivability. These included adding armor plate to the engines, control closet and pilot seats in CH-46s. As a result of the Vietnam experience, the design of the follow-on to the UH-1, the H-60 Black Hawk, had stringent U.S. Army and DOD crashworthy and survivability features builtin to the helicopter.. Since then, some of those DOD standards have been relaxed. The Marine Corps has also grappled with the issue of how many troops to carry in each helicopter. When assaulting a landing zone the buildup of troops is very important but the risk of losing a large number of troops in one helicopter must be weighed. CH-46s were generally power limited to 15 or 16 troops. Although usually assigned logistic missions, CH-53D/Es could potentially carry up to 30-55 troops each, but have generally been limited to 15 troops each. NHA is getting ready to offer members the option of receiving Rotor Review electronically. The plan is that Rotor Review will be on the website in pdf format and access will be password protected . Members who elect to receive Rotor Review electronically will be required to use a private email, not their NMCI email.

NHA Scholarship Fund

ell, we are off and running on a new Scholarship cycle. We’ve made changes in our Website and restructured most of the online application questions in an effort to make it easier for both selection committees and applicants. This year’s application cycle will start on September 19th and will run through the end of January. As in the past, we are offering undergraduate and graduate scholarships for active duty personnel, individuals who have served, and family members of those who have served or are serving in the Navy, Marine Corps and Coast Guard rotary wing communities. Last year we awarded 16 scholarships totally more than $32,000. With your continued support and donations, we hope to surpass both the number and award levels of scholarships during this year’s cycle. We are here to serve the Naval (USN, USMC, USCG) rotary wing community.

Executive Director’s Notes

or many y e a r s at NHA Symposiums a question would be raised to the Flag Panel, are there any plans to dedicate naval rotary wing assets to support naval special warfare units? The response was no and that it was hard to dedicate naval rotary wing assets to special operations as many of the missions are pop up in remote areas and it might be difficult to marry up the helicopter assets with the special operations units. Until 9/11 and the wars in Afghanistan and Iraq there were generally adequate numbers of special operations helicopters provided by the U.S. Air Force and Army Special Operations Aviation units. The U.S. Navy has also been providing special operations support in Iraq since 2003 flying HH-60s with HCS-4, now HSC-84, and HCS-5. As the demands on special operations have increased the Air Force phased out their MH-53J Pave Low helicopters and beginning in 2009 receiving CV-22 tilt rotor aircraft. The 2010 Quadrennial Defense Review laid out goals for special operations that included, inter alia, that the Navy will dedicate

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NHA Scholarship Fund President

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

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

Thirty Years of Rotor Review

ince this is an anniversary issue, t h o u g h t that I’d just take a small piece of that and look at 2011 and speculate what we will remember about this year from the standpoint of rotary wing aviation. While the year still has four months to go (at this writing) and anything can happen, let’s focus on two single events that have happened this year. When we look back on 2011 and look at it through a rotary wing lens, I’d bet we reflect on two events in particular: The takedown of Osama Bin Laden by Navy SEALS in May 2011 after a nearly ten year manhunt, and the loss of 30 American (including almost two dozen Navy SEALS) in the shoot down of a Chinook CH-47 in Afghanistan in August 2011. From the highest high to the lowest low in little over three months! Significantly, neither

mission could have been attempted – let alone succeeded – without rotary wing assets. And even though a helo was lost in the bin Laden takedown, importantly, no lives were lost. So what’s the point? First, in the thirty years we’re talking about, rotary wing assets, helicopters specifically, have moved from important but not blue chip assets – needed, surely for SAR and CSAR, but not for mainstream military operations – to the gold standard assets that no significant military operation can succeed without. And what will the future bring? Much more of the same. Both operations described above involved SOF – Special Operations Forces – and it is beyond debate that as the United States withdraws regular forces from Afghanistan, the number of Special Operations forces in Afghanistan (and potentially other trouble spots around the world) will increase, and

with it the demand for helicopter assets. But thus far I haven’t told you anything most of you don’t know already. So here’s the point. We know helicopter assets are going to be in higher – perhaps dramatically higher – demand for U.S. military operations worldwide for decades to come. We need to ask ourselves. Are we ready? Now, many of us would proudly and accurately state, in today’s military, and especially in U.S. Naval Rotary Wing Aviation, we fly the best and most-capable helicopters available today. No argument there. But in saying that, are we whistling in the dark and not posturing – aggressively – for tomorrow’s missions? Consider this article in the world’s most widely-read newspaper in the wake of the shoot down of Chinook in August:

Military Aims To Reduce Helicopter Vulnerability To Low-Tech Weapons Article By Nathan Hodge

he downing of a U.S. military helicopter by Afghan insurgents underscores an urgent problem for the U.S. military: Finding ways to make low-flying helicopters less vulnerable to attack. The U.S. military hasn’t confirmed the exact cause of the crash of an Army Chinook helicopter on Saturday that claimed the lives of 38 coalition troops, including at least 20 members of the Navy SEALs. But Afghan officials said the aircraft was brought down by a lone militant firing a rocket-propelled grenade. U.S. military aircraft are equipped with defenses that can fool guidance systems of sophisticated missiles, such as the Stingers left over from the campaign to force the Soviets out of Afghanistan in the 1980s. The Army has equipped some Chinooks with a high-tech jammer that uses a

laser to confuse a missile. U.S. military helicopters also carry defensive systems that can launch flares to confuse heatseeking missiles. But military pilots and defense experts say one of the bigger threats to helicopters in Afghanistan isn’t such high-tech, surface-to-air weapons. It is a more basic threat: concentrated small-arms fire or unguided, rocketpropelled grenades. While heat-seeking missiles can be fooled by sophisticated countermeasures, there is little a pilot can do to counter a bullet except avoid it. Rex Rivolo, a former Pentagon defense analyst and aviator, said helicopters are “inherently very vulnerable”—especially in takeoff and landing. “The only thing a pilot has is the ability to aggressively maneuver the aircraft once the fire is detected,” he

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said.

With that in mind, the military is focusing some of its research dollars on gunfire detection. The DefenseAdvanced Research Projects Agency launched a pilot effort to help reduce the vulnerability of helicopters in Afghanistan to small-arms fire. Last year, the agency installed an experimental system on a Black Hawk helicopter, called HALTT, for Helicopter Alert and Threat Termination. By detecting the distinct “crack” of a bullet as it passes through the air, the system warns the pilot of the direction and origin of the attack—and gives a fix on the shooter’s position. In testimony earlier this year, Regina Dugan, the head of the agency, said four HALTT systems had been sent to Afghanistan, with additional systems to be deployed next year. Eric Mazzacone, Continue on page 9

Continued from page 8

a spokesman for the agency, provided no additional comment, saying the evaluation of the system’s effectiveness was “ongoing.” The Army is also investing in ways to sense and avoid gunfire. Last year, the service said it was in the market for a “hostile fire detection system” that would give air crews a better chance at spotting enemy gunfire. According to a 2010 Army news item, the system, which hasn’t been fielded, might combine information from ultraviolet and acoustic sensors to spot gunfire.

In parallel, the Army is investing in a new laser jammer that is lighter and more effective than current models and that can be installed on a wide range of aircraft. Darrell Quarles, an Army product manager, said the service planned to award two development contracts in January for something called the Common Infrared Countermeasure, or CIRCM, an improved, lighter-weight version of a defensive system that has already been fielded. The first Army units would be

equipped with CIRCM in fiscal 2018. Mr. Quarles said the Army plans to buy more than 1,000 of the systems, plus spares. While Pentagon budgets are broadly under stress, those most under threat are big weapons systems. Spending on smaller systems, especially given the emotional hit taken by special forces in the most recent downing, are unlikely to be affected. [End of Article]

So first let’s clear the air. This is not a knock against the CH-47 Chinook. I’ve flown Boeing helicopters throughout my career. They are fine aircraft made by a great company and built by wonderful, patriotic people. And on that day, in that theater, in those circumstances, that CH-47 Chinook was probably the best aircraft available for that mission. No arguments there. But what about tomorrow? As a JO or even a skipper, sitting in a Navy, Marine Corps, or Coast Guard ready room today getting ready to launch in one of the magnificent, new, capable aircraft you all are flying today, it is easy to believe that “someone” is working on the next generation of helicopters. They’re not. And this doesn’t mean that hard-working people: helicopter wing commanders, requirements officers, Naval Air Forces type desk officers, N88 action officers on CNO’s staff, as well as our industry partners aren’t working hard and earnestly on the challenge. They are. It’s bigger than that. Many of you have read books by Walter Boyne. For those of you who haven’t, he’s written over 50 books on flying, aviation and space and is one of the most respected author’s in the field. I read and reviewed his most-recent book: How the Helicopter Changed Modern Warfare for U.S. Naval Institute Proceedings. Here are some of the things he had to say: “The United States has allowed

investment in R&D for rotary wing aircraft to decline to the present sad state of affairs, where we have almost no potential to introduce helicopters of modern design into production.” He notes that no new helicopter has been procured for the U.S. armed services since 1990! He goes on to say: “The helicopter’s current performance standards in terms of speed, range, reliability, and maintainability have not reached the goals so earnestly sought in years when advanced new designs were coming off the drawing boards. Instead, in the United States we have seen the basic helicopter designs of the 1970s and 1980s benefit from a steady, moderate improvement in capability. In practical terms, the American helicopter of contemporary production is a combination of decadesold basic design and thoughtful improvements in equipment, reliability, and maintainability. T h e p e o p l e operating them accept the existing standards of performance, understand the limitations, and use this as the basis for their planning.” In his book he demonstrates how this unsatisfactory state of affairs, in which the same fundamental helicopter designs of the 1970s and 1980s are used today, has persisted through an unfortunate and inadvertent confluence of factors. He is not optimistic about the outcome, absent dramatic change driven by the military services that set

the demand function. Industry is doing its part, but at the end of the day it is the military customer who sets the requirement. As I wrote in the 2011 NHA Symposium program: As superbly capable as they are, neither the MH-60R and MH-60S helicopters that make up the bulk of the Navy helicopter community today, nor the current rotary wing assets in Marine Corps and Coast Guard aviation inventory, fully represent Naval Rotary Wing Aviation’s potential contributions to the Navy-after-Next. For those capabilities we need to look to new platforms such as the Sikorsky X2, the Eurocopter X3, the Sikorsky S-97, the Piasecki X-49, and the Eurocopter X4. Far from futuristic “what-if” platforms, these aircraft are flying today and have capabilities that exceed those of today’s rotary wing assets. Now it’s up to you. All of you. A good start would be reading Boyle’s book to understand how other services and platforms are broken through the kind of ceiling we’re bumping up against now. But if you are one of The people operating them [who] accept the existing standards of performance, understand the limitations, and use this as the basis for their planning then you have to ask yourself if you’re part of the problem too. As a naval aviation rotary wing community we’re better than that.

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Industry and Technology

MH-60S Helicopters Headed to Thailand in First International Delivery Press and Photo released by Sikorsky Aircraft, Corp.

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MH-60S Delivery to Thailand. Lockheed Martin Video. Powered by

MH-60S for the Royal Thai Navy arriving at the Port of Baltimore for trans-oceanic shipment to Thailand. Photo courtesy of Lockheed Martin.

wo MH-60S Seahawk® helicopters flew into the Port of Baltimore headed to the Royal Thai Navy, marking the first delivery of the MH-60 to an international customer. The U.S. Navy flew the aircraft from Owego, N.Y., to the Port of Baltimore, Md., ahead of their ocean voyage to Thailand. The aircraft were acquired via the U.S. Government’s Foreign Military Sales program. “MH-60S Sierra helicopters have proven to be highly reliable utility aircraft for the U.S. Navy fleet,” said Michael Sears, the U.S. Navy’s international H-60 deputy program manager. “We are honored to provide Thailand with the same capability, along with pilot and maintainer training, spares and logistical support.” The new Sierra aircraft are an integral part of the Royal Thai Navy’s fleet modernization program to augment the capabilities of six Sikorsky

S-70B Seahawk and six marinized S-76B helicopters acquired through U.S. Foreign Military Sales in the late 1990s. The Navy has expressed interest in additional MH-60S purchases. The MH-60S helicopters acquired by the Royal Thai Navy are designed for utility missions, such as logistics and troop transport. In addition, the standard searchlight and rescue hoist will enable aircrew to perform search and rescue missions. MH-60S and MH-60R Seahawk multimission helicopters are designed and manufactured by Sikorsky Aircraft Corporation, a subsidiary of United Technologies Corp. (NYSE: UTX). Lockheed Martin (NYSE: LMT) provides the digital cockpit for both MH-60 helicopter types, and is the systems integrator for the MH-60R platform.

Headquartered in Bethesda, Md., Lockheed Martin is a global security company that employs about 126,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services. The Corporation’s 2010 sales from continuing operations were $45.8 billion. Sikorsky Aircraft Corp., based in Stratford, CN., is a world leader in helicopter design, manufacture and service. Its parent company, United Technologies Corp., based in Hartford, CN, provides a broad range of high technology products and support services to the aerospace and building systems industries. This press release contains forwardlooking statements concerning potential production and sale of helicopters. Actual results may differ materially from those projected as a result of certain risks and uncertainties, including but not limited to changes in government procurement priorities and practices, budget plans or availability of funding or in the number of aircraft to be built; challenges in the design, development, production and support of advanced technologies; as well as other risks and uncertainties, including but not limited to those detailed from time to time in United Technologies Corporation’s Securities and Exchange Commission filings.

Bell Boeing receives order for CV-22 training devices Press Released by www.rotorhub.com

he Bell Boeing V-22 Program, a strategic alliance between The Boeing Company and Bell Helicopter Textron, has received a $34 million order from the US Air Force for three new CV-22 training devices and an upgrade to an existing device. The new contract will upgrade a CV-22 Cabin Part Task Trainer (CPTT) and two fuselage aircrew/maintenance trainers at Kirtland Air Force Base, N.M., to create a full-fuselage Cabin Operational Flight

Rotor Review # 114 Summer ‘11

Trainer (COFT), ensuring continued concurrency with the aircraft platform. The Bell Boeing V-22 Program also will deliver a new Wing Part Task Trainer to Kirtland. Hurlburt Field, FL, and Cannon Air Force Base, N.M., will receive two new COFTs. Initial training is expected to begin in mid-2014 at all three bases. The CPTT currently is the only device that provides V-22 emergency

egress training. Its additional training capabilities include cargo loading, cargo air delivery, virtual fast ropers, combined real and virtual hoist operations, medevac configuration, lighting, communications, night vision, emergency procedures, and refueling and defueling procedures. All of these capabilities will be included in the upgraded and new COFTs. “The new COFTs will be made from Continue on page 11

Industry and Technology: Bell Boeing Receives Order for CV-22 Training Devices Continued from page 10

the first CV-22 test flight vehicles,” said Mark McGraw, Boeing vice president for Training Systems & Services. “They and the upgraded CPTT include enhancements to provide highfidelity training in nearly two dozen tasks.” These improvements will increase the realism of mission rehearsals and allow the COFTs and CV-22 aircrew trainers located at the same bases to be networked together for more robust training capabilities. The wing trainer is a new maintenance trainer capability for the Air Force; the US Marine Corps already trains on one for the MV-22. More than 145 Osprey tiltotor aircraaft are in operation today. Marine Corps MV-22s are deployed in Afghanistan in support of Operation Enduring Freedom and with the 22nd Marine Expeditionary Unit for contingency operations, while Air Force Special Operations Command CV-22s are deployed in ongoing Special Operations missions.

Crew Chief Seat Design Becomes Corps-Wide Standard, Nets $5,000 Article and Photo by Sgt. Heidi E. Agostini, USMC

gt. Zachary Lucas, a UH1Y crew chief with Marine Light Attack Helicopter Squadron 367, was recognized for his technical innovation with a $5,000 check Aug. 19 at Marine Corps Air Station Camp Pendleton. Lucas, 26, from St. Louis, MO, was awarded with a Navy and Marine Corps Achievement Medal and a check for Department of Defense cost savings for his ingenuity in developing a new seat configuration for the UH-1Y Huey. “During our deployment, we were told to come up with a way to carry five passengers in a way that we would not be affected in the back,” Lucas said. “Our seating configuration goes from three seats to one seat in the center. With three seats in the center, we get limited viability to employ the weapons systems or tend to the packs.” Lucas, a six-year veteran, designed a two-man bed seat during his deployment to Afghanistan in 2009. He procured the prototype hardware and coordinated with Marines from Marine Aviation Logistics Squadron 40 for production. The current configuration allows for a three-man bench seat or a single seat. The

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modification allows for greater mobility Command. Bell Helicopter manufactured more throughout the cabin to assist passengers and the prototype became a Corps-wide issue. Col. Shaun Sadler, the commanding and maneuverability around weapons officer of Marine Air Group 39, said the seats systems. “I modified the support poles will allow for maximum maneuverability and that go on the transmission wall,” Lucas is a critical capability for machine gunners who said. “I shortened them up and centered found it physically challenging to operate their weapon. seats on the supporting beams.” Lucas’ initiative has inspired his peers, The “Lucas seat” gives Huey crews a tactically viable alternative, who are researching and developing other Continue on page 12 capable of fulfilling all 13 utility mission and essential tasks including providing better uring our deployment, we safety and capability during were told to come up with a combat missions. Lucas said way to carry five passengers the modified seats offer both passengers and crew chiefs in a way that we would not be to view the multi-function affected in the back [...] Our seating displays in front and view the configuration goes from three seats area of operations without obstructions. to one seat in the center. With three Lucas created five seats in the center, we get limited modifications and installed viability to employ the weapons them on helicopters during his deployment. A prototype systems or tend to the packs was tested here and approved - Sgt Zachery Lucas, USMC by U.S. Naval Air Systems

Industry and Technology Continued from page 11

Features

modifications to make operating easier. A group of Marines are currently developing a map rack to install in the center area between pilots and the crew to keep their maps held down, making it easier for the crew to read them while the aircraft is in flight. Sadler, praised Lucas’ drive and initiative to create something that would benefit Marine Corps aviation. “Initiative like that is a rare thing,” said Sadler, as Lucas showcased the new seat. “Once you see it and act on it, there is no limit of where you can go.” The dual engine UH-1Y is equipped with a modified four-blade rotor and has upgraded engines and transmissions to give it increased payload and performance capabilities including increased speed and carrying capacity. It deployed for the first time in January 2009 as part of the aviation combat element of the 13th Marine Expeditionary Unit.

Sgt Lucas talks about the speciﬁcations of his design for the crew chief seat in the UH-1Y.

HSC-26 Conducts Search and Rescue During CONTINUING PROMISE 2011 Article and Photo by MC2 (AW/SW) Jonathen E. Davis, USN

i l i t a r y S e a l i f t Command hospital ship USNS Comfort (T-AH 20) received a request, August 10, to search and rescue (SAR) a resident from a remote village in Bajo Blay, Costa Rica to paramedics waiting in San Jose, 60 nautical miles to the north west. Jose Morales Moya, 14, had mishandled a loaded rifle and shot himself in the right foot. Due to the remote location and lack of roads leading to Moya’s village, Costa Rican authorities requested helicopter transport assistance from Comfort. “A hospital in San Jose received information about the victim, but there was no way to get to him by

Crew of HSC-26, Det TWO carry patient to their helicopter.

Continue on page 13

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Feature; HSC-26 Conducts Search and Rescue During Continuing Promise

e were in a remote wilderness mountain area where the boy resided. It was in the middle of nowhere [...]The obstacles we faced were slope landings, trees, livestock and rocks. The biggest concern was trying to find a safe and suitable place for the aircraft.

Costa Rican patient being ofﬂoaded to awaiting medical care. Continued from page 12

car. The only way was by air,” said Costa Rican Police Air Patrol Capt. George Lozano. “Unfortunately, our own helicopters for this type of mission can’t fly right now.” With their helicopters grounded for maintenance, the only helicopter able to fly the mission was an MH-60S Knight Hawk of Helicopter Sea Combat Squadron TWO SIX Detachment TWO, which is currently embarked aboard Comfort as part of CONTINUING PROMISE 2011 (CP11). “As soon as we received approval to assist the Costa Rican Air Police in this mountain rescue we flew to San Jose to pick up Capt. Lozano. His local expertise was invaluable as we navigated through the mountainous terrain to pick up the boy,” said LCDR Terry Menteer, officer-in-charge of HSC-26 Det TWO and pilot for the SAR. “At several points we thought the weather would not hold long enough to make our way to the boy.

Luckily the weather did hold, and we were able to lend our assistance.” The helicopter crew was able to locate the mountain village of Bajo Blay 60 miles away from Costa Rica’s capitol city San Jose. “We were in a remote wilderness mountain area where the boy resided. It was in the middle of nowhere,” said Chief Naval Air Crewman Justin Crowe. “The obstacles we faced were slope landings, trees, livestock and rocks. The biggest concern was trying to find a safe and suitable place for the aircraft.” LTJG John St. Amant landed the MH-60S helicopter safely in a flat spot in a mountainside pasture next to the village of Bajo Blay, where upon landing, Continue on page 14

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Rotor Review # 114 Summer ‘11

Features: HSC-26 Conducts Search and Rescue During Continuing Promise 2011 Continued from page 13

LTJG St. Amant of HSC-26, Det TWO, conducts map study prior launching for a MEDEVAC in Costa Rica.

Lozana, Crowe and Naval Air Crewman 3rd Class Joe Wainscott met Moya to give him aide. “When we arrived to the individual’s location, the people who took care of him had the bleeding under control,” said Wainscott. “I assisted Chief Crowe in applying a clean bandage on the injury and then placing him on a stretcher.” The Costa Rican SAR was Wainscott’s first experience with this type of mission in his entire career. “It was an adrenaline rush helping the boy and the villagers. From landing the aircraft to rushing toward the boy to give him aide, it felt good to help,” said Wainscott. “You can see it on their faces that they are excited to see you and really wanted the help.” Paramedics were on standby at the San Jose International Airport to pick up Moya and take him to a local hospital. Lozano expressed his gratitude for the help that HSC-26 provided

during the SAR. “It was a great opportunity to fly and assist with this mission,” said Lozano. “We couldn’t have been able to help this boy as quickly if it weren’t for you all.” Comfort arrived in Puntarenas, Costa Rica, July 28 for its eighth of nine mission stops during CP11, a five-month humanitarian assistance mission to the Caribbean, Central and South America. C O M U S N AV S O / COMFOURTHFLT supports U.S. Southern Command joint and combined full-spectrum military operations by providing principally sea-based, forward presence to ensure freedom of maneuver in the maritime domain, to foster and sustain cooperative relationships with international partners, and to fully exploit the sea as maneuver space in order to enhance regional security and promote peace, stability, and prosperity in the Caribbean, Central and South American regions.

the minimums specified for visual meteorological conditions. IMC conditions exist anytime a visible horizon is not distinguishable.” When there is no moon, and the sea and the sky look like one continuous black hole, per OPNAV 3710, you are flying in IMC. On dark nights, it is your instrument scan that is keeping you upright and out of the water, therefore, one can legitimately log instrument time while using NVGs. Conveniently, Interim Change 39 for OPNAV 3710.7U claims that NVGs are “compatible in both VMC and IMC flight.” It further states that while flying in IMC, “the primary flight reference shall be an instrument scan.” Using OPNAV 3710 you can easily justify logging instrument time while using NVGs when in IMC. What about when you are not flying in IMC? Any pilot can fly an IFR flight in VMC and can log instrument

time. The justification being it is the pilot’s instrument scan that is the primary means of navigation, with or without NVGs. You need an active instrument scan to stay on a victor airway or shoot an instrument approach, even in the best weather conditions. Even if the conditions are not IMC, the skill sets you are practicing are preparing you for inclement weather. But what about a flight that is not in IMC and not an IFR hop? This is where logging instrument time while on NVGs can become gray. When you fly at night, regardless of whether you are flying with or without NVGs, you are going to scan your instruments far more than you would during a day flight, but when do you cross the line from VMC flight at night to instrument flight time? It would be hard to create a specific set of rules to govern this.

Log What You Need Article by LT Tyler McKnight, USN

e’ve all heard the saying “Fly what you can, log what you need.” Some pilots use the saying as an excuse to log an extra instrument approach, or an extra ship landing in order to pad their logbooks, or to maintain a currency. Logging heavy might benefit a pilot in the short-term, but there are long-term implications to inaccurate logging that should be considered. For instance, helicopter pilots should think about the implications of inaccurate logging of instrument time flown when using NVGs. As a community, we have a tendency to log instrument time more often than not when we fly on NVGs. Is this the right thing to do? One could pose the question: is it even legal to log instrument time when flying with NVGs? NVGs are a tool designed to enhance our vision, not our instrument scan. OPNAV Instruction 3710.7U defines instrument meteorological conditions as “meteorological conditions expressed in terms of visibility, distance from clouds, and ceiling less than

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Continue on page 15

Features: Log What You Need

ogging heavy might benefit a pilot in the short-term, but there are long-term implications to inaccurate logging that should be considered. For instance, helicopter pilots should think about the implications of inaccurate logging of instrument time flown when using NVGs. As a community, we have a tendency to log instrument time more often than not when we fly on NVGs. Is this the right thing to do? Continued from page 14

One way to define when it is legal to log instrument time while flying aided is to base the decision on the light level. One could argue that if it is a low illumination night, one can log instrument time. There are, however, far too many factors besides light level that determine how you fly the aircraft on NVGs; things such as moon angle, cultural lighting, weather, and shadowing to name a few. It may be a low illumination night, but cultural lighting may provide sufficient outside cues allowing you to fly primarily using an outside scan. On the other side of the coin, it may be a high illumination night, but you could be flying near a mountain range and be in low illumination conditions due to a low moon angle and shadowing. Basing when you can log instrument time on light level is simply impractical due to the complexity of determining when a helicopter is actually flying in low light conditions. Another way one could determine when you can log instrument time could be determined by the mission of your flight. One could claim a pilot on a Personnel Recovery training flight cannot log instrument time because such a flight requires a primarily outside scan. True, such a flight requires an outside scan for navigation, hazard avoidance, and landing in the terminal area; but there will be portions of the flight where the pilot will need

Rotor Review # 114 Summer ‘11

pilot about the proverbial dark and scary night overwater, if the conditions were VMC and they were flying on NVGs they would still log “night goggles” time vice “weather” or “hood/simulated IMC.” One can only log one condition at a time. You can log both NVG and instrument time during the same flight but the times cannot overlap. I think the problem that Navy, Coast Guard, and Marine Corps helicopter pilots face is that OPNAV 3710 is a document that was created before the use of NVGs. It does address NVG use, but not to the extent that it should. I think the Army has a more effective way to log flight time when it comes to flying with NVGs. Instead of trying to figure out if a pilot is flying IMC or VMC they log their flight time based on how the pilots are actually flying the aircraft. Until OPNAV 3710 changes, how helicopters pilots log their flight time comes down to professionalism. The only person who can really determine if and when they were flying in a manner that warrants logging instrument time are the pilots themselves. As professional aviators, we have to make mature decisions about when to log instrument time. The question that needs to be answered is, did any portion of the flight enhance or finetune your ability to fly in IMC? If not, you should not be logging instrument time. As helicopter pilots it is imperative that we use sound judgment about this. Since we primarily operate under VFR, accurate flight time accounting becomes more crucial in order to truly meet the n the other side of the coin, guidance provided by it may be a high illumination OPNAV 3710 with night, but you could be flying respect to instrument time m i n i m u m s . near a mountain range and be in low The time when your illumination conditions due to a low moon aircraft inadvertently angle and shadowing. Basing when you flies into the clouds shouldn’t be the can log instrument time on light level is time to wish that you simply impractical due to the complexity didn’t just log what of determining when a helicopter is needed.

to use primarily an instrument scan. A large segment of the flight might require an outside scan, but there will be periods when your instrument scan will be essential. You would need an effective instrument scan to fly a lengthy overwater portion or to fly a precise downwind for a tactical landing. So, logging instrument time may be appropriate. The Air Force has a different take on defining instrument flight. According to Air Force Instruction 11-401, their publication that defines how the Air Force should handle logging flight time and other flight records, instrument flight is defined as, “a flight conducted when external conditions require that the aircraft attitude be maintained primarily by reference to the flight instruments.” For the Air Force, logging instrument time is based more on how you fly the aircraft vice outside conditions. The Army has a similar stance on this issue. Their guidance comes from Army Regulation 95-1. The Army has a more detailed breakdown besides just IMC and VMC. A few examples of what they can log are day, night, weather (which is similar to actual instrument conditions), hood/simulated IMC, and night goggles. After talking to an Army

actually flying in low light conditions. 17

Features

We’re Doing What Now? Article by LT Lucas Hugie, USN

hen people ask what Kuwait is like I usually ask if they have seen the film Lawrence of Arabia or if they are familiar with the lunar landings or perhaps the Mars rover. This bleak landscape has been home to the 2515th Naval Air Ambulance Detachment (NAAD) since late 2005, and its operation is projected to continue for at least another year. During its existence, the NAAD’s mission has always been focused on MEDEVACs, however, moving passengers, mail, and cargo (PMC) for the purpose of medical support and readiness has also been a primary mission. My flight on the 13th of May, which also happened to be a Friday, showcased a trait found in every facet of the Naval Aviation community – flexing to a task on short notice. The scheduled mission was a dual ship PMC run to Basrah Airbase in southern Iraq to drop off passengers and pick up passengers to bring back to Kuwait and drop off at Ali Al Salem. The lead aircraft would take off first and make a passenger pickup at Arfijan and then we would join up with them for the flight north to Basrah. It had been seven months since I had last crossed into Iraq, and this was only my fifth flight since returning for my second deployment to the NAAD. The route, radio calls, and layout of the airfield quickly came back to me and it was almost if I had never left. After picking up the passengers at our sister NAAD squadron in Basrah, we departed south for the border. Shortly after takeoff, the lead aircraft announced to the flight that they had a stabilator malfunction and had slewed it to zero. The stabilator in the H-60 is what keeps the aircraft at a more level and efficient attitude while at high speed. Normally it does this automatically, but due to a computer issue, the stabilator was not programming the way it was supposed to, so the crew slewed to a flat pitch which allowed them to continue flying at our maximum attainable speed given the

40+ degree Celsius conditions. As we riday the 13th seems to be a day neared the border, when unlikely events happen. we climbed up In this case the lead aircraft to 500 feet and slowed to 60 knots experienced something we refer to in to troubleshoot, the HSC community as an unrelated but the stabilator compound emergency. Shortly after refused to work in automatic mode. checking in with the control tower, the The lead lead aircraft informed us that they had a aircraft was the main transmission gear chip indication. mission lead and elected to not shutdown checklist. I had the number continue to Ali Al Salem, which was around twenty two engine secured with my hand on the miles farther, and instead return to our PCL to pull off the number one engine home field of Udairi Army Airfield. when the BWC called and told us we From there we would either take the would be taking the MEDEVAC. Still passengers down or arrange ground somewhat confused as to exactly why we, an aircraft that would need fuel and transportation. th Friday the 13 seems to be a to have its seats stripped out, would be day when unlikely events happen. In taking the MEDEVAC, I ran the number this case the lead aircraft experienced one PCL to the FLY position and quickly something we refer to in the HSC restarted the number two engine. Over a secure radio frequency, community as an unrelated compound the battle watch passed us the MEDEVAC emergency. Shortly after checking in nine-line. It was a Point Of Injury (POI) with the control tower, the lead aircraft pickup just to the west of the airfield informed us that they had a main near the Army Supply Route (ASR) that transmission gear chip indication. The lead into Iraq. With the aircraft running aircraft had a history of chip lights, so again we taxied through the hot pits and they dropped down to the NATOPS bustered to the west. One part of the recommended altitude and airspeed of nine-line that did not get passed was the 80 feet and 80 knots. We perched on call sign of the Army unit requesting the them and followed them in. With no MEDEVAC. Since I was at the controls, further issues they taxied into the line the other pilot simply called for “medic” and shutdown. We followed them in on the assigned frequency and managed and immediately started crunching to pick them up when we were four the weight and balance to take all of miles out. the passengers and their bags to Ali The area that we were flying Al Salem. We figured we could so we over contained numerous small fictitious asked maintenance control for seats for the passengers. towns called “viper towns.” These Right after the seats had been towns are part of a training complex installed, our squadron SDO, known used to teach units how to run convoys as the Battle Watch Captain (BWC) in in Iraq and Afghanistan. The towns are the NAAD, called us on the radio to somewhat realistic, containing streets, shutdown since they were launching our plywood houses, soccer fields, burned one remaining aircraft on a MEDEVAC. out cars, and lots of mannequins dressed Relieved of operational requirements, in traditional garb. There are also a few my crew started working through the Continue on page 17

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Features: We’re Doing What Now Continued from page 16

bases with limited facilities scattered on the western edge and this is where the pickup was located. While the other pilot was talking to the ground unit I heard the ground medic mention that they were in a compound and that they wanted us to land in the compound. I spotted the compound loaded with ten to fifteen MRAPs and asked over ICS which side the corpsman was on. Learning he was on the right side I banked to the left and followed with a hard right turn to bring the compound down the right side of the aircraft so the corpsman could get a good scene survey. As we banked over the convoy, I could hear the medic on the ground say “Sir, we’re in the MRAP you just flew over with the panels on the hood.” The real giveaway was the fact that I could hear my own helicopter in the background of the radio transmission. The compound was constructed of a dirt embankment about fifteen feet high and the MRAPs in the compound had numerous antennas protruding skyward. Those were the only real obstacles seen, so we elected to continue right for a right downwind and land in the compound behind the MRAPs. I modified the tactical profile and

ith the aircraft running again we taxied through the hot pits and bustered to the west. One part of the nine-line that did not get passed was the call sign of the Army unit requesting the MEDEVAC. Since I was at the controls, the other pilot simply called for “medic” on the assigned frequency and managed to pick them up when we were four miles out.

came in slow and slightly high to avoid the embankment. The brownout was considerable but workable since it was day time. Our corpsman and second crewman jumped out to assess the patient, who had a blow to the head and had recently regained consciousness. Being on deck and in a compound I could hear Udairi radio calling for me but they evidently could not hear my replies. Eventually we went up our satellite radio and called our base and let them know our plan to take the patient to the main military hospital in Kuwait at Arfijan. The takeoff and patient drop off were uneventful. For MEDEVAC operations, once we have the wounded on board the corpsman runs the show

and I ask how urgent the need is to get the patient to the hospital. The severe heat restricts our power and speed comes at the price of wear and tear on the aircraft in this environment. The CRM skill of adaptability/ flexibility certainly came in to play that day. Transitioning from a PMC scenario to a POI MEDEVAC situation requires close management of aircraft and crew. With the draw down in Iraq, most of our MEDEVACs these days are classified as routine MEDEVACs and are scheduled events arranged the day prior. The ability to participate in an actual POI MEDEVAC gave us a chance to use the skills accrued during our air ambulance workups.

JAX DET HELPS BIG IRON NIGHT VISION Article by LT Robert J. Razzano, USN

any people reading this article may wonder, “What’s so significant about an NVD detachment? Who doesn’t fly on goggles in today’s Navy?” To the surprise of some, the answer to this, until recently, was the Navy H-53 community. A small, two-week detachment to Jacksonville, Florida, however, put a huge dent in the wall of training that stood between a virtually non-existent NVD program and a fully qualified squadron. To understand what has taken our community so long to transition, a quick look at history is in order. The change to NVD compatibility in the H-53 world began in the late 1970s with the Air Force Pave Lows. The Marine CH-53s were

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the next to transition. The Navy’s i n d u c i n g . The idea of NVDs for Helicopter Mine Countermeasures HM was shelved. In 2004 the Navy was still (HM) community had conducted early using the MH-53 in its combat support testing into the practicality of flying its role. Navy Helicopter Combat Support primary mission at night. But because of the aircraft’s close proximity to the Continue on page 18 water while under tow, the sometimes have never heard of an aviator that awkward aircraft has flown on goggles and preferred attitudes required for downwind to fly without them. When used tow, and the with respect for their limitations, they necessity to conduct are invaluable tools that enhance uncoordinated turns to keep the tow safety of flight…and perhaps more cable from striking importantly for Naval Aviators, are the fuselage, night critical for ship operations at night! tow flight was decidedly v e r t i g o

Features: JAX DET Helps Big Iron Night Vision Continued from page 17

Squadron 4 (HC-4), under the successive Assistance / Disaster Relief (HA/ pilots and aircrewmen, but also goggle commands of CDR Shirey and CDR DR), VOD, Heavy External Lift, and qualified HT instructors returned to Buckingham, began the first Navy H-53 MEDEVAC missions began steering the H-53, the community once again transition to NVD capability. HC-4 the HM community further away from had a pool of instructors to begin sent a handful of pilots and crewman to its primary mission of Airborne Mine training other pilots and aircrewmen. Willow Grove, Pennsylvania, to train in Countermeasures. All of these factors Throughout 2009, HM-14 continued CH-53s with the Marines for their initial provided the impetus to increase the building on its core of NVD instructor qualification. qualified pilots. The They then sent H-53 FRS, known as four of their own the Airborne Mine he change to NVD compatibility in the H-53 newly modified Countermeasures world began in the late 1970s with the Air MH-53Es to Weapons Systems Force Pave Lows. The Marine CH-53s were El Centro, Tr a i n i n g S c h o o l California, (AWSTS), and HMthe next to transition. The Navy’s Helicopter Mine b e t w e e n 15 did the same. Countermeasures (HM) community had conducted September 2005 With the early testing into the practicality of flying its primary and December aircraft fully modified mission at night. But because of the aircraft’s close 2005. Over the and the instructor three month pipeline primed, a proximity to the water while under tow, the sometimes detachment, detachment focused awkward aircraft attitudes required for downwind tow, the Marine solely on NVD and the necessity to conduct uncoordinated turns trained crews training was decided subsequently to be the next step in to keep the tow cable from striking the fuselage, qualified others a systematic approach night tow flight was decidedly vertigo inducing. throughout the to a growing NVD squadron. HC-4 program and a put the new better-qualified and NVD capability into operational use night capability of the two remaining ultimately safer community. Wintery during a four aircraft detachment in squadrons flying the only heavy lift weather conditions settled into the support of the U.S. 3rd Army at Camp assets in the fleet. Norfolk area in late October 2010. It was Beuhring, Kuwait, between January O v e r t h e n e x t t w o determined a detachment to Jacksonville 2006 and January 2007. During that years, between 2007 and 2009, would garner the most flight hours, and time, pilots and aircrew accumulated H E L S E A C O M B AT W I N G L A N T therefore the most NVD pilot and aircrew valuable experience and hundreds of Commodores, Captain Schreiber and production. Under detachment OfficerNVD flight hours flying daily missions Captain Cashman began modifying the in-Charge LCDR Praisler, HM-14 and over Iraq. Following the detachment, rest of the MH-53E fleet in anticipation the Airborne Mine Countermeasures HC-4 switched homeports to Norfolk, of standing up the HM-14 and HM-15 Weapons System Training School set out Virginia, and was disestablished NVD programs. All Navy H-53s were to give the Navy H-53 NVD program a in September 2007. HC-4’s NVD fully modified by 2009. Commodore kick in the pants. In just eleven short modified aircraft were then split evenly Schreiber jump started the NVD days from 4 November to 15 November between HM-14 and HM-15. However, programs by mandating that each of 2010, HM-14 flew over 126 flight hours, neither HM-14 nor HM-15 had an NVD HM-14 and HM-15’s commanding 67 of which were NVD hours, for a program or NVD qualified crews to officers be the first to be qualified under total of 56 pilot signoffs and 83 aircrew put that night vision capability to use. their new respective programs. With signoffs. Meanwhile, AWSTS flew a Many of HC-4’s NVD qualified pilots the more seasoned aviators seeing first- total of 65 flight hours with 37 of those and aircrew had moved on to non-flying hand the immediate benefits of NVDs, being NVD hours. This gave them 37 jobs at various commands throughout training the remainder of the squadrons pilot signoffs and 36 aircrew signoffs. the fleet, leaving virtually no immediate was made a priority. A point of significance for AWSTS’s hope for a transition to NVDs for the At HM-14, the successive accomplishments on the detachment HM squadrons. commands of CDR Potts, CDR Evans, comes from the qualification of the first With no dedicated heavy- and CDR Garcia have taken the ball and Category 1 student pilots fresh from the lift squadron following HC-4s run with it. Each of these Skippers has HTs. With the H-53 FRS now pumping decommissioning and no shortage instilled a cautious sense of urgency in out qualified NVD pilots, all new HMof natural disasters, the increased HM-14 pilots to quickly but safely learn 14 pilots qualified in model will have requirement for Humanitarian this new tool. As not only former HC-4 Continue on page 19

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Continued from page 18

Features: JAX DET Helps Big Iron Night Vision

already gone through the initial training. This freed up precious HM14 training time for the handful of pilots yet to be qualified. As in any operation, the detachment success was greatly attributable to the outstanding work of the maintenance department. HM-14’s Det BRAVO personnel kept five of the most man-hour intensive aircraft in the fleet flying with an impressive 90 percent sortie completion rate throughout the detachment. I have never heard of an aviator that has flown on goggles and preferred to fly without them. When used with respect for their limitations, they are invaluable tools that enhance safety of flight…and perhaps more importantly for Naval Aviators, are critical for ship operations at night! For those that took part, the Jacksonville detachment will be remembered as a coalescence of all the hard work that set the stage for the eventual transition. Standing on the building blocks of the early HC-4 successes, the efforts of Commodores and Skippers of past and present, and the countless man-hours it took the respective maintenance departments of HM-14 and HM-15 to modify over 30 aircraft, the H-53 community has finally entered the 21st century of night flying. We look forward to the challenging missions that are now in the realm of possibility. The change is welcome by the Big Iron community.

The M/V Caravos Horizon: Rotorheads and the Royal Navy in Maritime Security Operations Article and Photos by LCDR BJ Armstrong, USN Below is a “Professional Notes” post from LCDR Benjamin “BJ” Armstrong, USN. He is an active duty MH-60S helicopter pilot who is currently serving as Detachment Officer-in-Charge of Helicopter Sea Combat Squadron TWENTY EIGHT Detachment TWO aboard USS Bataan (LHD-5). He is a frequent contributor to Rotor Review, Proceedings, and Naval History and was a panelist at the 2010 USNI History Conference “Piracy on the High Seas.” His unit is currently deployed in support of maritime security and contingency operations in the U.S. 5th Fleet AOR.

Bay Raider 45 ﬂies over M/V Caravos Horizon. Rotor Review # 114 Summer ‘11

n August 11, 2011 the M/V Caravos Horizon was attacked by “sea bandits” in the Red Sea, just north of the Straits of Bab al Mendib. The distress call was picked up by Combined Task Force 151 and Expeditionary Strike Group 5, and they determined that there were two naval assets capable of responding in the vicinity. HMS Monmouth, a British Frigate, and USS Bataan, an American amphibious assault ship, both swung into action. The crew of the Caravos Horizon secured themselves inside a “citadel” as six “sea bandits” boarded

and took control of the bridge of the ship. Bay Raider 45, an armed MH-60S Knighthawk from HSC28 Detachment TWO, was airborne flying regularly scheduled Search and Rescue duty with the Bataan Amphibious Ready Group at the time of the attack. The Knighthawk was brought back to the flight deck to top off the fuel. Expeditionary Strike Group 5 ordered the Bataan ARG to send a helicopter toward the scene of the attack to provide intelligence, survelliance, and reconnisance (ISR) and to report information back to Bataan. Bay Raider launched and Continue on page 20

Feature: The M/V Caravos Horizon A gunman from the RN Lynx is “armed and ready” for any issue onboard and/or near the M/V Caravos Horizon.

Continued from page 19

headed south to provide assistance to the mariners in distress. The purpose of this post isn’t to re-tell the story of the event. Both HMS Monmouth and USS Bataan released reports of the incident which can be found in the open press. The PAO’s put hard work into these articles, read them for the story of a successful boarding to retake control of the M/V Caravos Horizon. Instead of rehashing the story, here at the USNI blog we’ll look at the larger picture…what lessons can we learn about counter-piracy and naval irregular warfare? In October of 2010 I was lucky to be invited to speak as a panelist at the Naval Institute’s History Conference “Pirates on the High Seas” during a discussion of the history of piracy and counter-piracy titled “Blackbeard to the Barbary.” In my opening remarks I highlighted three things that stuck out from the 200+ year history of the USN’s counter piracy missions: Platforms, People, and Partnerships. Specifically, having the right “low end/high end” mix of hardware to do the job, having professional and aggressive junior officers to lead operations, and having competent and willing allies to work with in the region. The combined Anglo-American response to the attack on M/V Caravos Horizon reinforces that these principles are as important in the twenty-first century as they were when Decatur, Porter, and Downes sailed in the nineteenth?

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PLATFORMS When it comes to the hardware involved in this successful operation, a key takeaway is the vital importance of rotary-wing aviation. Irregular operations rarely require the expensive, fast, sexy, high altitude TACAIR jets that you’ll find in Hollywood movies. They need the quiet professionals of the often overlooked naval rotary-wing community. Helicopters embarked on the ships that conduct counter-piracy operations are a force multiplier that provide the ability to respond rapidly, develop critical ISR, and finally to provide overwatch and maritime air support for boarding operations. Sending a ship on counter-piracy or irregular warfare missions without an embarked helicopter significantly degrades the unit’s capability. The rapid response by the RN Lynx to the scene allowed for the development of early situational awareness which became a key factor for success. The follow on arrival of Bay Raider allowed the ISR net to be cast further away from the attacked vessel. It was able to find two skiffs, which they believed were the suspected “sea bandits.” Our Knighthawk remained overhead briefly as a visible deterrent, and the skiffs turned away from the shipping lanes and headed off at high

speed. The two aircraft together could cover hundreds of square miles and help develop situational awareness far beyond the capability of a single surface combatant. When time came for the boarding, the ability to have Bay Raider provide armed overwatch and ISR while the Lynx conducted the insertion was an important element of protecting the boarding party and helping to ensure their success. The MH-60S Block III Armed Helo’s that now deploy with amphibious assault ships like Bataan come in the gunship variant. These aircraft have a wide range of armament options that make it a highly capable platform. You can buy nearly a squadron of them for the cost of one Joint Strike Fighter. The crews that fly them like LT Lee Sherman, LT Chris Schneider, AWS2 Joey Faircloth, and AWS3 Josh Teague, are trained in a number of mission areas that lend themselves to maritime security operations and irregular warfare. While the traditional mission of running the racetrack in the “Starboard D” holding pattern as the “SAR Bird” is still a central part of their job (after all, its where Bay Raider 45 started the day), the Armed Helo provides a widely expanded set of capabilities for Amphibious Ready Groups and is an ideal platform for naval irregular warfare.

PEOPLE The Knighthawk pilots and aicrewmen of the Helicopter Sea Combat community are trained for a wide range of missions and skills which lend themselves to successful naval irregular warfare. These include anti-surface warfare and special operations support, as well as the traditional rotary-wing missions of search and rescue and logisitics support. It is important to note that the “deckplate” leaders of the operations were all junior officers that had been extensively trained and prepared to make combat decisions. Lt Harry Lane RM, commander of the Royal Marines boarding team, Lt Chris Easterling RN, aircraft commander Continue on page 21

Feature: The M/V Caravos Horizon Photo (l): Dragon Whales prepare for landing onboard the USS. Whidbey (LSD 41) after an extensive VBSS exercise. Photo taken by PO3 Desiree

Green, USN

ability to keep it straight and to respond efficiently in order to make decisions between the staffs is vital.

So Others May Live…Or Die.

Continued from page 20

of the Lynx, LT Chris “Texas Pete” Schneider USN, of Bay Raider, are three individuals quoted and identified in the press releases. That wasn’t simply because they were the ones that the PAO could find because they weren’t on watch. These junior officers, along with LT Lee “Chunk” Sherman who was the aircraft commander of Bay Raider 45, demonstrated that when tactical level leaders are given the ability to make decisions and to temper their aggressive nature with solid tactical risk management, operational level success is around the corner.

PARTNERSHIP The partnership element to this operation is obvious. The USN and RN have been working together since nearly our service’s founding to combat piracy and threats to maritime security across the globe. During the First Barbary War the British bases in the Mediterranean were opened to American ships in support of our fight against the Corsairs. In the West Indies in the 1820’s and 1830’s American squadrons teamed with the Royal Navy to help fight the piracy from Cuba. At the end of the 19th century we supported one another in the rivers and coastal waters of China. Sharing the same battlefields over the past decade has helped bring tactics, techniques, and procdures closer together across the range of military operations.

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What struck me was the quote from LT Schneider in the Bataan article about the seamless nature of the combined operation. It mirrored a comment made by LT Sherman during debrief after the mission. He said that working together with the Royal Navy and Royal Marines, “was like we had done it all together before.” Seamless was a word used by both pilots. Our two ships have never seen one another, we never spoke before the moment that Bay Raider checked in with the Lynx over the radio, yet common procedures and decades of experience in combined operations allowed the junior leaders to adapt and flex for a rapid and effective operation. There are other partnership elements of the mission that are also worth considering. The coastal states of the region are relatively quick to give permission for operations within their territorial waters when it is counterpiracy. This is a commonly overlooked element, during the 1820’s when the Spanish weren’t as cooperative off Cuba it made the work of the USN’s West Indies squadron much more difficult. The ability of the myriad of staffs and command organizations working in the region to work together is also vital. In today’s world of networked battlefields it can be easy for the networks to get overlayed on top of one another, and potentially tangled. With American and multi-national staffs all working the same geography and sea space, the

The operation to secure the M/V Caravos Horizon demonstrates the critical role of the amphibious fleet and rotary-wing aviation to maritime security and American policy around the world. It also reinforces the idea that the right platforms, purposely trained and led people, and strong global partnerships are central to success in naval irregular warfare and in the hybrid maritime conflicts that the United States Navy may face in the coming decades. It must be said that for each aircraft and pilot there are dozens of maintenance professionals and supporting personnel that make our Navy’s global reach possible. Maintainers are the bedrock of the rotary-wing team that successfully completed this mission. The motto of HSC-28 Detachment TWO is “So Others May Live…Or Die.” Whether as a search and rescue aircraft or a helicopter gunship, DET 2 is a best friend to mariners in distress, worst enemy to those who aim to disrupt maritime security in the regions where we operate. The pride that I feel in being associated with DET 2’s maintenance team, naval aircrewmen, and our pilots is endless. After four and a half months supporting maritime security and contingency operations off the coast of Libya, we have moved southeast, and for the foreseeable future we remain on station…

There I Was

“Always Ready” Article and Photos by LT Matt Mravlja, USN

ou never know when something is going to take a turn for the worse, so you always have to be ready. We knew we had some long days of flying ahead of us. However, a long day of flying always beats being stuck behind the desk. Flying over 700 miles cross-country to one of the world’s largest airshows, EAA Airventure at Oshkosh, Wisconsin (KOSH), is a big task. My crew and I were asked to bring Redhawk (RH) 702, HSC-2’s Koreanera painted Block I MH-60S for the Centennial of Naval Aviation (CONA), to the airshow. RH702 was already at NAS Willow Run for the “Thunder Over Michigan” airshow, so we flew another bird to Detroit and swapped aircraft. The following day was clear and humid, and our aircraft was loaded with aircrew, maintainers, tools, and personal gear for the week. Needless to say, there was little room left in the main cabin. If you have ever been to Oshkosh, you know that getting into and out of the airshow can only be described as controlled chaos. There is no doubt why they are called “the world’s busiest air traffic control tower.” Since HSC-2 is the East Coast Fleet Replacement Squadron for the MH-60S, we had several Category

“Redhawk 702 on scene”

Our last leg took us from Gerald Ford International (KGRR), Grand Rapids, Michigan, across Lake Michigan, to our final destination at KOSH. KOSH has a NOTAM in place that is about the size of a small book. Skipper and I read the NOTAM thoroughly and reserved a 1230 local time slot for the arrival. We could be within +/- 15 minutes of our arrival time, and since we were on display at the Conoco Philips line area with the other CONA aircraft, I was personally convinced that even if we were late, they would have gotten us in. Getting out of Grand Rapids was normal and we started the long trek across Lake Michigan. We were (IFR) 30 miles from KOSH and talking to ayday, Mayday, Mayday. I Milwaukee Approach thought that I was hearing when we heard the call. things, but then I heard the At first, all I heard was “Mayday, Mayday, call again. Skipper looked over at Mayday.” I thought that me and we had that initial second of I was hearing things, realization that someone was in trouble. but then I heard the call again. Skipper looked One students aboard getting syllabus over at me and we had that initial second events completed. My co-pilot CDR of realization that someone was in Marv Carlin, Commanding Officer of trouble. Immediately, the gears started HSC-2, and I felt that it wasn’t wise to to move. Our cabin was full of gear, five have them up front while getting into passengers including the crew chief, but no rescue swimmer. Soon after, we KOSH, so the two of us flew that leg.

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offered our limited Search and Rescue capability to Milwaukee Approach. We knew that we could search for the aircraft, deploy a raft, or possibly medevac survivors from shore, but without a swimmer there would be no water rescue. Approach cut us from our IFR flight plan, gave us a lower altitude and vectors toward Lake Winnebago, where they believed the aircraft went in. More information began to flow to our crew. A Civil Air Patrol (CAP) plane was already in the air trying to locate the aircraft. We found out that CAP spotted the Piper Cub airplane that had gone down in the southern end of Lake Winnebago. Approach gave us better vectors and the CAP bird relayed information to us. I quickly placed a Flyto-point in the computer, and the comms immediately became overwhelming. I worked the second radio trying to contact local authorities on maritime 16 and the Skipper stayed up with approach. While enroute, our Crew Chief, AWS2 Jeff Roscoe, started to configure the cabin the best he could so that we could accommodate a survivor. The entire crew was tense because we knew for certain a plane had just crashed and we were bustering to the site. After hearing the initial Continue on page 24

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Feature: Always Ready

Piper Cub being pulled out the water for transport to Osh Kosh. Continued from page 22

a few minutes later the Lake Winnebago Sheriff’s department informed us the crew was still inside the aircraft. Skipper again looked at me with disbelief. Over five people were on the surface within 20yds of the downed aircraft and not one of them was in the water. To make matters worse there was not much we could do to make an immediate impact. We were a few pounds away from bingo and without a swimmer. We started to quickly discuss those “what if” options that normally only come up in HAC boards. Do we jump our Crew Chief into six feet of water without gear? Do we lower him using the hoist controls up front? The decision was made for us as a boat pulled up with a Sheriff’s deputy and we hit our bingo. We informed the Sheriff’s department that we were departing to refuel and that we would be back on station in 10 minutes to assist as required. After a quick and efficient robably not the outcome you were cold pump expecting when you first started we were back on station, reading this but, sadly both members this time of the Piper crew died. Skipper and I to provide discussed this event numerous times transportation for the crash during the following week at Oshkosh victims, if and what we could have done differently. required. We

Mayday call around 1150L, we arrived on scene at approximately 1205L. I think the entire crew was a bit stunned. The Piper Cub was upright, slightly under what looked like shallow water, and the left wing was broken off. I remember seeing one of the Cub’s tires floating so I figured that they entered the water, main mounts first and ripped them off. To confuse matters, there were two boats about 20 yards away from the wreckage with passengers that appeared to be staring at the Cub. Another boat was racing towards the shore where two local Sheriff Cars had just arrived. We pulled up into a 70 foot hover with radar altimeter hold engaged. Our fuel state was 1050lbs and we established a Bingo of 800lbs, which would allow us to get to a local airport at the Southern tip of the lake. Our initial assumption was that the boat we saw headed to the shore had the Piper crew onboard. However,

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picked up an orbit and started identifying possible landing sites. By this time a dive crew was on site and was extracting the crew from the wreckage and bringing them ashore where we could see them performing CPR. Probably not the outcome you were expecting when you first started reading this but, sadly both members of the Piper crew died. Skipper and I discussed this event numerous times during the following week at Oshkosh and what we could have done differently. Especially as new information became available from the local news media and from the people on scene who happened to stop by our aircraft to talk. Hind sight is 20/20 they say, and this case is no different. Boat crews were already on-scene leaving us with the options of jumping our crew chief without gear, or lowering him down the hoist from the cockpit controls would have put his life at even greater risk. After reflection, the main take away is that, while our community trains more and more towards our tactical missions, one of our primary missions is still SAR. Missions still occur, but never when you expect them to. I can assure you that when we launched from NAS Willow Run, Michigan that morning I was not expecting to be part of an overwater SAR in the middle of Wisconsin.

“There I Was” continues on page 59 with the article “Troubled Youth.”

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Rotor Review # 114 Summer ‘11

Centennial of Naval Aviation Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

A Brief History of The Helicopter in United States Naval Aviation. Part Three Article by CAPT Vincent C. Secades, USN (Ret) Vietnam, The Helicopter War.

he American involvement in the Vietnam conflict began during the Eisenhower administration, when the first group of military advisors was sent to assist the South Vietnamese government to combat the increasing Viet Cong insurgency. In 1961 the newly installed Kennedy administration significantly increased military assistance to the Army of the Republic of Vietnam (ARVN). By the end of 1961 the U.S. Army, using the Piasecki CH-21 Shawnee, was already providing helicopter support to ARVN combat assault operations. The magnitude of the role that the helicopter would ultimately play in the Vietnam War would amaze all but a handful of helicopter visionaries. At the height of the war Air Force helicopters, using in-flight refueling, would rescue downed airmen hundreds of miles away from their bases. Huge flying cranes would lift out of the jungle heavy combat machinery as well as damaged aircraft, and transport them to secure bases. Transport helicopters would replace armored personnel carriers as infantry assault vehicles. The attack helicopter would break the airplane’s monopoly providing close air support to ground troops in combat. Those, and the myriad of other traditional helicopter roles would make the helicopter utterly indispensable in the conduct of modern warfare. The H-2. In 1956 the U.S. Navy developed an Operational Requirement (OR) for a new search and rescue helicopter that would be able to navigate up to 200 miles from its base over water at night, pick up eleven rescuees from a hover, and then proceed another 200 miles to a recovery platform. Early in 1957 the Navy announced that Kaman’s single main rotor proposal had been chosen, and awarded his company a contract for production of the UH-2 Seasprite series. The first prototype made its maiden flight in June 1959. After completing evaluation at NATC, Patuxent River, the Navy began to accept deliveries of the UH-2A and UH-2B models in December 1962, these two models only differing in electronic equipment. The UH-2 was delivered to HU-1 and HU-2 for service with detachments aboard aircraft carriers. In 1965 HU-1 began to embark one-

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HAL-3’s UH-1B ﬂying over the Mekong Delta helicopter UH-2 detachments aboard cruisers and destroyers to provide CSAR off the coast of North Vietnam. HU-1 was redesignated Helicopter Combat Support Squadron One (HC-1) on 1 July 1965. On 1 September1967, HC-1 was split into four different squadrons: HC-1, HC-3, HC-5, and HC-7. HC-1 retained the plane guard mission. HC-3 assumed the vertical replenishment mission. HC-5 became the Fleet Replacement Aircrew Training squadron. HC-7 took on the CSAR and minesweeping missions. In fulfilling the CSAR mission off the coast of North Vietnam, Navy helicopter crews wrote many pages of heroic history. The story of a rescue by HC-7 Detachment 104 in a dark summer night in 1968 is a stellar example. Shortly after midnight on 19 June 1968, LTJG Clyde E. Lassen, with copilot LTJG Leroy Cook and gunners/ rescue aircrewmen ADJ3 Donald West and AE2 Bruce Dallas, launched from USS Preble (DLG-15), on station off the coast of North Vietnam. Two aviators had ejected twenty miles inside enemy territory after their F-4J aircraft was hit by a surface-to-air missile. The RESCAP aircraft vectored “Clementine Two,” LTJG Lassen’s call sign, to the

survivors’ location. LCDR John Holtzclaw, the pilot, had ejected safely. LCDR John A. Burns, the Radar Intersect Officer, had suffered a broken leg during the ejection. They were struggling through heavy jungle, trying to reach clear ground. They soon established radio contact with “Clementine Two” and fired a flare to pinpoint their location. Lassen set his UH-2A down on a rice paddy nearby, hoping that the survivors could make their way out of the thick vegetation and reach him. The UH2A began to take small arms fire. With “Come get us” calls coming through his earphones, Lassen decided to try to get above the survivors and hoist them aboard. Using the illumination from RESCAP parachute flares, he positioned the helicopter above the survivors, between two towering trees. Before the air crewmen could begin the hoisting operation the flares went out and the world went pitch black. Lassen recounted, “I added power and was just starting to climb when I hit the tree. I felt a large jolt, and the helo pitched down and went into a tight starboard turn. I regained control and waved off.” The helicopter had lost a door, but was still in flying shape. Lassen had to postpone another rescue attempt until a new RESCAP aircraft with more air flares would arrive. He determined that the survivors would have to make their way to the clearing if they had any hope of being rescued. Informed of the Continue on page 29

Centennial of Naval Aviation: A Brief History of The Helicopter...PT. 3 Continued from page 28

situation, and scared by the sounds of North Vietnamese troops in the surrounding jungle, Burns and Holtzclaw made their way down the slope. As Lassen approached the clearing for a second landing, small arms fire erupted along the perimeter. The survivors were too far away and Lassen aborted the approach. During the third approach, the last of the illumination flares went out. Lassen decided to turn the landing light on and expose the aircraft to enemy gunners rather than to abandon the survivors. For two minutes he hovered, with the landing gear just touching the mud, while Dallas and West blasted away at the tree line nearby. Finally, Burns and Holtzclaw emerged from the dark and dashed toward the helicopter. Dallas reached out and yanked them inside the UH-2A, which departed immediately. With the aircraft vibrating abnormally, a malfunctioning compass, and a low fuel state, Lassen headed for the coast while dodging antiaircraft fire. He landed the crippled helicopter aboard the closest ship available, USS Jouett (DLG29), with 135 pounds of fuel, five minutes of flight time, left in the tanks. For his heroic actions LTJG Clyde E. Lassen was awarded the Medal of Honor. He was the second helicopter pilot to receive the MoH in U.S. Navy history, and the only one during the Vietnam War. In the mid-1960s the number of losses of single-engine UH-2A/Bs at sea due to engine failure caused the Navy to initiate a program to convert the aircraft to a twinengine configuration. Between 1967 and 1972 all the UH-2A/Bs in service, plus a few partially completed units still at the factory were modified to use two improved GE-T588F turbines. The helicopters new designation was UH-2C. Further improvements and a

(l-r, back) LTJG Lassen, LTJG Cook (l-r, front)AE2 Dallas and ADJ3 West

newer engine model produced the UH-2D. Late in 1969 the Navy decided to replace the UH-2s with the Sikorsky UH-3As for the utility and search and rescue missions. At the same time the LAMPS MK-I program was taking flight. The LAMPS system extended the Surface and Sub-surface Surveillance and Control (SSSC) range of cruisers and destroyers by adding the ASW and ASMD capabilities of helicopterborne sensors. The small Seasprites were ideal for operations from the small decks of frigates and destroyers. The helicopters were again modified with the installation of the new mission equipment and redesignated SH-2Ds. On 16 March 1971 tests of the SH-2D Light Airborne Multi-Purpose System (LAMPS) helicopter began at the Kaman plant in Bloomfield, Connecticut. On 5 October 1971 HC-4, at NAS Lakehurst, NJ, became the first squadron to receive the LAMPS-configured SH-2F Seasprite helicopter. HC-5, at NAS Imperial Beach, CA, received the first West Coast SH-2F a week later. The “F” model featured an improved rotor head, and a tail wheel relocated forward in the fuselage to improve small-deck capability. Helicopter Antisubmarine Light Squadron ThirtyThree (HSL-33), the Navy’s first squadron solely dedicated to deploy LAMPS detachments aboard LAMPSconfigured ships of the Pacific Fleet, was established at NAS Imperial Beach, CA, on 31 July 1973. SH-2Fs served with the HSL squadrons until the mid1990s. The LAMPS concept became a rotund success. Surface commanders were eager to fill their small decks with the new capabilities that the LAMPS system brought to bear. The demand far exceeded the supply of SH-2Fs. In April 1980 the Navy contracted with Kaman to reopen the H-2 production line, the first time in the history of U.S. military aircraft procurement that this happened. Delivery of new SH-2 Fs continued until April 1993. The H-1 Huey. In 1955 the U.S. Army was looking for a new utility helicopter powered by a turboshaft

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n 1956 the U.S. Navy developed an Operational Requirement (OR) for a new search and rescue helicopter... Early in 1957 the Navy announced that Kaman’s single main rotor proposal had been chosen, and awarded his company a contract for production of the UH-2 Seasprite series engine. The design selected was the Bell Model 204, a two-blade teetering rotor helicopter powered by a Lycoming T-53 engine. The first prototype, the XH-40, first flew on 20 October 1956. This date marks the birth of the most successful military aircraft, fixed-wings included, in aviation history. Bell and its licensees have produced more than 16,000 H-1 helicopters, and its production continues to the present day. XH-40 was an Air Force designation. The Army changed the designation to Helicopter Utility One (HU-1), which morphed into the “Huey” moniker by which all future H-1s would be known. Pre-production testing of the HU-1 was conducted in 1959, followed by production of 173 units of the HU-1A Iroquois, powered by the T-53-L-IA 770 shp engine. The last unit was delivered to the Army on March 1961. Over the years, more than two-dozen different models have been produced, with more powerful engines, air frames variations, and rotor design changes. They are widely used in transport, airborne command and control, troop insertion and extraction, forward fire control spotter, medevac, search and rescue, attack gunship, and many other roles. In 1962, the helicopter was re-designated the UH-1A. The Navy did not begin to use the H-1 until the mid-1960s. In 1966, in response to the need for helicopter support for SEAL teams and River Patrol Boats operating in the Mekong Delta, southwest of Saigon, HC-1 began to deploy small, two-helo detachments to four separate locations in the Delta region. Two detachments were based aboard LSTs anchored on the Bassac and Co Chien Rivers. The other two were based at Nha Be and Vinh Continue on page 30

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Long. The Navy did not own any helicopter gunship. Thus, the Army was providing HC-1 with UH-1Bs equipped with two rocket pods, each holding seven 2.75-inch rockets, and two pairs of M-60 machine guns, each pair on a swivel mount on a pylon above the rocket pod, one installation on each side of the fuselage. Army mechanics maintained the machines, and Army warrant officers flew as copilots. Early in 1967 the Navy decided to acquire a number of UH-1B helicopter gunships and create Helicopter Attack Light Squadron Three (HAL-3). The Seawolves took over the four HC-1 detachments and added three more, one on an LST on the Ham Long River, one at Dong Tam and one at Bang They. The squadron was established at Vung Tau on 1 April 1967 with LCDR Joseph Howard, the senior among the Officers in Charge of HC-1 detachments, as acting Commanding Officer. CDR Robert W. Spencer assumed command on 5 May. Two more detachments were added later in the war. By the time the squadron was disestablished on 26 January 1972, its officers and men had been awarded 17,339 decorations and medals, making it the most decorated squadron in U.S. Navy history. The first H-1 variant produced for the Marine Corps was the UH-1E. Production began in 1964, with 192 units built between 1964 and 1966. They were used in Vietnam to provide airborne command and control, assault transport, medevac, attack gunship and other missions. On 19 August 1967 a Marine crew flying a UH-1E gunship wrote a heroic page in the annals of helicopter naval aviation. Captain Stephen W. Pless, USMC, serving with VMO-6, was assigned to fly the afternoon-armed escort mission protecting UH-34 medical evacuation operations in the Cochise II operational area. While approaching a medevac zone, he heard a radio emergency call. A damaged helicopter, under Viet Cong (VC) fire, had lifted off the beach south of Chu Lai, leaving four Americans stranded and in imminent danger of

SCAN AND VIEW LASSEN VIDEO

THE

Tribute to LTJG C. Lassen. Video by Bob Windholz. Powered by

HSL-33 Seasprite being overwhelmed by the VC forces. There were four Army UH-1Es orbiting about one mile out to sea, but they were reluctant to approach the area due to the severity of VC automatic weapons fire. Captain Pless made two transmissions offering assistance, but received no reply. Thus, he decided to go in alone, with the hope that the other helicopters would follow him. Captain Pless asked his crew, Captain Rupert Fairfield, USMC, copilot; Gunnery Sergeant Leroy Poulson, USMC, gunner; and Lance Corporal John Phelps, USMC, crew chief, if anyone objected to the rescue attempt. Although they were well aware that their chances of survival were dismal, they all emphatically responded, “Go.” As Captain Pless approached the area, he could see the mortar shells exploding on the beach. He then saw the VC forces swarming the beach from a tree line about 300 feet away. At fifty feet, he flew over the VC and saw the four Americans being overrun and attacked at close quarters. Pless ordered Poulson to open fire on the VC and maneuvered into position to fire all his fourteen rockets in the middle of the VC mob, now retreating toward the trees. He continued strafing the VC, flying so low that the mud raised by the impact of his own ordnance was spraying his windshield. He spotted one American waving his arm and immediately flared to a landing, placing the helicopter between the wounded man and the VC. With the helicopter now on the ground, the VC force reversed its retreat and began to advance toward it. Poulson

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immediately jumped off the aircraft and helped the wounded man, Staff Sergeant Lawrence H. Allen, USA, aboard. The other Americans were severely wounded and would have to be carried. Both, Captain Fairfield, the copilot, and Corporal Phelps got off the aircraft to help Poulson. Captain Fairfield spotted three VCs approaching from the rear of the helicopter firing at Poulson and Phelps. He opened fire with his M-60 and killed the VCs. Sergeant Allen, in spite of his wounds, grabbed an M-60 and opened fire on the VCs approaching from the left side of the helicopter. While dragging a wounded American, Fairfield and Phelps fired their pistols to the VC, now within several feet of the aircraft. At this moment, one of the Army UH-1Es joined the battle and began to strafe the VC. A Vietnam Air Force UH-34 landed next to Pless’ helicopter. With three wounded Americans onboard, and the fourth clearly dead, Pless decided it was time to depart and take the wounded men to a medical facility. With the VC still firing at him with automatic weapons, he had to depart over water. Grossly overloaded, he bounced off the waves four times before gaining enough speed and building his rotor rpm up. During the trip to the 1st Hospital Company in Chu Lai, Poulson and Phelps administered first aid to the two most critically wounded men. For his actions that day, Captain Stephen W. Pless was awarded the Medal of Honor. He was the only Marine helicopter pilot to receive the Medal of Honor in Vietnam, and the first of two naval helicopter pilots to do so. Captain Rupert E. Fairfield, Gunnery Sergeant Leroy N. Poulson, and Lance Corporal John G. Phelps were awarded the Navy Cross. Captain Pless and his crew represent the highest decorated helicopter crew Continue on page 31

Centennial of Naval Aviation: A Brief History of The Helicopter...PT. 3 Continued from page 30

during troop insertion or SCAN AND VIEW extraction. THE PLESS VIDEO Jury-rigged with Major Dave Vickers, USMC (Ret), tells the story mounts for two of Captain Pless and his UH-1E Huey crew as M-60 machine they perform a daring rescue. Video is courtesy guns and a pair of National Musuem of U.S. Marine Corps. of rocket pods, they forced Powered by enemy gunners to keep their heads down while other helicopters the development of such a helicopter. The discharged their loads of men. The first Marines began to take delivery of the AH-1J factory-equipped gun ships, the UH- Sea Cobra, with the 1,290 shp Pratt & Whitney 1Bs began to arrive in Vietnam in 1963. T400 twin-pack engine in 1969. Through However, laden with the extra weight the 1970s various models of the AH-1 were of the armament, they could not keep produced, featuring improved armament and up with the transport helicopters they more powerful engines. AH-1 development escorted. The Army recognized the need and deployment continues to the present, the for a helicopter specially designed as a most recently acquired model being the AH-1Z gunship, and in 1964 issued a request for Viper, which is expected to continue in service proposals for the Advanced Aerial Fire until 2018. Support System. Tank-killer armament The QH-50 DASH Program. On and fire control systems were added to 2 April 1958 the Navy awarded Gyrodyne the mix. Lockheed’s AH-56 Cheyenne Company a contract to modify its RON-1 won the competition. But the Cheyenne Rotorcycle small two coaxial rotors helicopter could not enter service, at best, until the to explore its use as a remote-controlled drone end of the decade. The Army opened capable of operating from small decks carrying another competition for an interim ASW weapons. Another contract followed on gunship. Bell won the competition 31 December 1958 to build nine QH-50A (DSNwith a modified Huey, the AH-1 1) and three QH-50B (DSN-2) ASW drone Cobra, another enormously successful helicopters for the new Drone Anti Submarine helicopter that remains in production Helicopter (DASH) weapons system. The QHtoday. The AH-1 50As were used as evaluation prototypes for made its maiden the airborne segment of the system. On 1 July flight on 7 September 1960 a QH-50A was flown by remote control 1965. Armed with from a shore base to USS Mitscher (DL-2), guided anti-armor underway in the Long Island Sound. The QHmissiles, unguided 50A was maneuvered about the ship and to a rockets, 20-milimiter position over the flight deck before the safety cannons o r pilot in the aircraft took control and landed. 7 . 6 2 - m i l i m i t e r On 12 August, at the Naval Air Test Center, machine guns, AH- Patuxent River, an unmanned QH-50A made 1G Cobras began its first free flight. On 7 December a QH-50A to arrive in Vietnam made the first unmanned landing aboard USS late in 1967. The Hazelwood (DD-531) at sea off Key West, FL. U.S. Marine Corps A sequence of 38 flights, including 22 simulated procured a few for ASW missions, followed. Hazelwood became use in theater. But, the trial ship for DASH development. The for the amphibious improved QH-50C (DSN-3) first flew on 25 assault role they January 1962. It was powered by a Boeing needed a helicopter T50-BO-8, 300 shp turbine engine, and could with a rotor brake carry two torpedoes. Initially it encountered Highly Decorated Aircrew during Vietnam War: (l-r) Sgt and twin-engine vibration problems, causing its deployment Leroy Poulson, Cpl John Phelps, Capt. Rupert Fairﬁeld , r e l i a b i l i t y . The to be delayed until late 1963. Large-scale Capt. Stephen Pless Navy contracted for Continue on page 32 in the Vietnam War. Staff Sergeant Lawrence H. Allen was awarded the Silver Star. Major Stephen W. Pless died in a motorcycle accident in Pensacola, FL, on 20 July 1969. In January 1968 the Navy contracted the purchase of 40 Bell Jet Ranger helicopters, Navy designation TH-57A. That same year, the Navy began to acquire 45 TH-1L trainers. Starting in October 1968, TH-57s began to replace TH-13s as primary trainers in HT-8, Ellyson Field, Pensacola. The Navy was the first service to use turbine helicopters in the primary training role. In November 1969 the TH-1L began to replace the UH-34 as the advance helicopter trainer establishing an all-turbine helicopter training program in the Navy. . In 1971, the Navy began to acquire the twin-engine version, the UH-IN. To the initial buy of 40 Navy and 22 Marine units, 159 helicopters were added later. Deliveries continued until January 1979. The Marines also received eight VH-1Ns, assigned to HMX-1 to provide support to “Marine One” operations. Navy/Marines acquisition of H-1 helicopters continues to the present. The newest acquisition is the UH-1Y Venom utility helicopter. The last production contract was awarded on 24 March 2009 for eleven UH-1Ys. Soon after the Hueys began to arrive in Vietnam in 1962, a few of them were adapted to the role of defending the other helicopters

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Centennial of Naval Aviation: A Brief History of The Helicopter...PT. 3 Continued from page 31

production was approved that year. Three units were authorized for each of 240 FRAM-I and FRAM-II destroyers. On 6 April 1964 the Navy ordered production of the D model, fitted with a more powerful T50-BO-12 turbine and fiberglass rotor blades. These and several other improvements significantly increased the drone’s payload capability. Taking advantage of this increase, during the second half of the decade, under ARPA sponsorship, the QH50D was extensively weaponized to explore its use in the Gunship and Attack Drone roles. In January 1965 the Navy began to use the QH-50D as a reconnaissance and surveillance vehicle in Vietnam. Equipped with a real-time TV camera, a film camera, a transponder for better radar tracking, and a telemetry feedback link to inform the remote control operator of drone responses to his commands, the QH50D began to fly “SNOOPY” missions from selected destroyers off the Vietnamese coast. These missions had the purpose of providing over-the-horizon target data to the destroyer’s five-inch batteries. DASH operations ceased fleet-wide on 30 November 1970. Although DASH was a sound concept, its faulty implementation sealed its fate. The Achilles heel of the system was the electronic remote control system. The lack of feedback loop from the drone to the controller, and its low radar signature and lack of transponder accounted for 80% of all drone losses. With the DASH program officially terminated and ARPA ceasing to develop new QH-50 applications in 1974 due to budgetary cuts following the end of the Vietnam conflict, the remaining QH50C/D drones were transferred to the Naval Air Warfare Center, China Lake, and the Army White Sands Missile Test Range to be used as targets. In 1995 the Navy transferred their exiguous drone inventory to the Army Program Executive Office for Simulation, Training, and Instrumentation (PEO-STRI) at White Sands. The drone helicopter concept, however, would be revived in January 2003, when the Navy notified Northrop-Grumman of its intention to pursue the development of the MQ-8B Fire Scout as the Vertical Takeoff and Landing Tactical Unmanned Aerial Vehicle (VTUAV) to provide surveillance, reconnaissance, and targeting support for the new Littoral Combat Ship (LCS). The HSS-2/H-3. In December 1957 the U.S. Navy issued a request for

proposals for a new helicopter to replace the HSS-1 (SH-34) in the ASW squadrons. Sikorsky proposed a twinturbine, five-blade helicopter with a boat-type hull and retractable landing gear, capable of landing on the water. The XHSS-2 Sea King first prototype flew on 11 March 1959. The helicopter was especially designed to be an allweather dipping sonar platform. It was equipped with Doppler radar integrated

ugust 1967 a Marine crew flying a UH-1E gunship wrote a heroic page in the annals of helicopter naval aviation. Captain Stephen W. Pless, USMC, serving with VMO-6, was assigned to fly the afternoon-armed escort mission protecting UH34 medical evacuation operations in the Cochise II operational area.

into an automatic approach and hover system. This system made the HSS-2 a significantly safer night ASW operations platform than prior machines. The HSS2 joined the fleet in September 1961. Production of the old UH-34Ds for the Marines continued until the mid-1960s. In 1969, after more than twelve years of service, the Marine Corps replaced the UH-34s with new CH-46s. On 18 August 1969 the last Marine UH-34D in Vietnam was retired from HMM-362 at Phu Bai. The Coast Guard flew the H-34 from 1959 to 1962. The H-34 is considered by many to be one of the most capable and durable piston-engine helicopters ever built. In 1962, under the new DoD standardized system, the HSS-2 became the SH-3A. On 5 February 1962 an SH3A established a new speed record of 210.6 mph (183 knots) on a measured track over Long Island sound. On 6

Rotor Review # 114 Summer ‘11

March 1965 an SH-3A piloted by CDR James R. Williford, USN, with Lt David A Beil, USN, as copilot and ADJ1 Paul J. Bert as crew chief established a new unrefueled distance record. The helicopter, fitted with two fiberglass fuel tanks inside the cabin, took-off from the flight deck of USS Hornet (CVS-12), berthed at the carrier pier, NAS North Island, Coronado, California. Fifteen hours and 52 minutes later it settled down on the flight deck of USS Franklin D. Roosevelt (CVA-42), berthed at the Naval Base, Mayport, Florida. The distance of 2,116 statute miles broke the prior record by 768 statute miles. In June 1965 an SH-3A from HS-2 flew non-stop from Seattle, WA, to NAAS Imperial Beach, CA, a distance of over 1,000 nautical miles, using the newly developed Helicopter In-flight Refueling (HIFR) capability to take fuel from USS O’Brien (DD-725) about 100 miles west of San Francisco. During the spring of 1965, working under the auspices of RADM Evan P. Aurand, Commander ASW Group One, HS-2 had developed the capability to take fuel from destroyers while hovering alongside. HIFR was used extensively in the Gulf of Tonkin to extend the endurance of helicopters operating independently from aircraft carriers. In November 1965 an SH3A from HS-2 remained airborne 11 hours and 18 minutes during a CSAR mission in the Gulf with the help of four HIFRs, three of them at night. In 1966 Sikorsky began to deliver the SH-3D, fitted with two GE-T58-10 engines and new electronics. The helicopter carried the AQS-13 dipping sonar with a 500-foot cable, and could carry two MK-46 torpedoes or four depth charges. The H-3, in its various models (A, B, D, G, and H) was modified to perform missions other than ASW. Beginning in 1969, UH-3s and HH-3s were used by the HC squadrons for utility and search and rescue missions. Marine Helicopter Experimental Squadron One (HMX-1) used the VH-3D for VIP transport, including “Marine One,” the presidential helicopter. A program to explore the use of helicopters in the mine countermeasures role had started late in 1952. On 18 November of that year, VX-1 pilots flying a HRP-1 (UH19) off the coast of Panama City, Florida, demonstrated the feasibility of using a Continue on page 33

Centennial of Naval Aviation: A Brief History of The Helicopter...PT. 3 Continued from page 32

helicopter to tow minesweeping equipment. This was the first of a series of tests. On 29 February 1960 the Department of Defense announced that two new developments in airborne mine countermeasures had been successfully demonstrated to Navy and Defense officials by the Navy Mine Defense Laboratory and the Navy Air Mine Defense Development Unit at Panama City. The first was an air-portable minesweeping gear that enabled a helicopter to become a selfsufficient aerial minesweeper. The second was equipment for transferring the minesweepinggear towline from a surface minesweeper to a helicopter, from one helicopter to another, or from a helicopter to a surface minesweeper. In October 1962 the CNO directed the conversion of a number of helicopters for the Airborne Mine Countermeasures (AMCM) mission. These helicopters would be used on AMCM development and training, and eventually be deployed in fleet squadrons. Initially, the Boeing Vertol H-46 was chosen. However, the Marine Corps had a new pressing need for H-46s. The Navy turned to the SH-3A. In 1964 Sikorsky began the conversion of nine SH-3As to the RH-3A minesweeper configuration. The conversion included a pivoting towboom and towhook, tension and yaw angle indicators, electrically-controlled rearview mirrors, second large cargo door on the port side, reinforced cargo floor with access to the tow winch below, and two observation bubbles. The fuselage was reinforced at several places, and additional fuel tanks were installed in the cabin. In September 1966 NATC completed a two-day shipboard suitability trial of the RH-3A minesweeper helicopter aboard USS Ozark (MCS-2). In 1967 an HC-6 helicopter minesweeping detachment embarked aboard Ozark conducted a mine countermeasure development program on the Atlantic Fleet. A similar program was conducted in the Pacific by an HC-7 detachment embarked on USS Catskill (MCS-1). The RH3A was an interim AMCM aircraft. Its more serious shortcoming was the tail rotor, which had not been designed to withstand the towing flight regime. It failed occasionally, until it was modified and improved. Despite its limitations, the RH-3A performed the AMCM mission well until it was replaced by the RH-53. The H-46. During 1960 the USMC developed an operational requirement for a

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SCAN AND VIEW THE SH-2F Seasprite A few SH-2F landings from an HSL-32 aircrew aboard the USS Scott (DDG-995) circa 1993 during the exercise Ocean Venture ‘93 in the Puerto Rican Op Area (PROA) just south of Vieques island. Right seat is H2P Brian Nichols -- Left seat is HAC Doug Hull. Powered by

twin-turbine helicopter to replace the HUS in the medium lift role. Boeing Vertol won the design competition with its V-107 helicopter, already being produced for the Army. The contract was signed early in 1961. The first HRB-1 pre-production prototype first flew in August 1962. Deliveries of the redesignated CH-46A to the Marines began in November 1964. The CH46A was powered by two GE-T58-8B 1,250 shp engines. 160 units were built for the USMC. The Navy acquired the UH-46A variant; its tandem rotor design made it an ideal helicopter for the vertical replenishment (VERTREP) role. USS Sacramento (AOE-1) deployed in November 1964 with two UH-46As embarked. This was the initial deployment of the UH-46 in the modern VERTREP role. The CH-46D, an improved version with the GE-T5810 engines, began production in 1966. The Navy also received a number of UH-46Ds, which were assigned to the VERTREP squadrons. Subsequently improved models were produced from 1968 through 1977. The Marines received 174 CH-46Fs between 1968 and 1971. They featured improved avionics and other modifications. In 1976, a program to extend the life of the CH-46F resulted in the E model, with new T58-GE-16 engines rated at 1870 shp, a Doppler navigation system, a new hoist, and various improvements to increase the aircraft’s crash-worthiness. The Navy retired the UH-46 from service in 2004, replacing it with the MH-60S Knighthawk. The USMC however, plans to keep the CH-46 in service until the MV-22 is fully fielded in the 20142015 timeframe. The H-53.

In March 1962,

BuWeps issued a request for proposals for the Heavy Helicopter Experimental, HH(X), Marine Corps heavy lift helicopter for the transportation of equipment, supplies, and personnel during the assault phase of amphibious operations. After an intense competition with Boeing’s Chinook, Sikorsky won the contract in July of that year. In September 1962 the contract was signed for two YCH-53A prototypes. The first prototype maiden flight occurred on 14 October 1964. The new helicopter was powered by two GE-T64-6, 2850 shp engines driving the same six-blade main rotor, four-blade tail rotor, and gear boxes used in the S-64 Skycrane helicopter. The Marines placed an initial production contract for sixteen units. Delivery of production CH-53A Sea Stallions began in 1966. HMH-362 in Vietnam began to receive CH-53As in January 1967. They proved to be very useful in the recovering of downed aircraft. The Marine Corps accepted a total of 141 CH-53As. On 1 April 1971, Helicopter Mine Countermeasures Squadron Twelve (HM12), the first minesweeping squadron in the U.S. Navy, was established at NAS Norfolk, VA. That year the Marines transferred fifteen CH-53As to the Navy to be used as minesweepers. They were redesignated RH53As and assigned to the newly established squadron. Needing more power in the Vietnam tropical climate, the Marines acquired an improved model, the CH-53D, with upgraded engines and main transmission. The CH53D first flew on 27 January 1969. CH-53Ds served in Vietnam through the rest of the war. The Navy also acquired the new models, designated the RH-53D, for minesweeping. Trials of the RH-53D began at the Sikorsky plant on 15 May 1973. Thirty units were produced for the Navy. HM-12 received the first of the new helicopters on 29 August Continue on page 34

Centennial of Naval Aviation: A Brief History of The Helicopter...PT. 3 recognition and enhance the prestige of the U.S. naval vertical flight community; to promote the use of vertical lift aircraft in the U . S . N a v y, M a r i n e C o r p s , and Coast Guard; and to keep members informed of new developments and accomplishments in rotary wing MH-53E Sea Dragon minesweeping. aviation. The Continued from page 33 NHA held its f i r s t A n n u a l Symposium the week of 11 1973. March 1972. On 1 March 1972, HT-8 was On 29 October 1971 HS-15, the first split into two squadrons, HT-8 and HTsea control squadron, was established at NAS 18. HT-8 retained the primary training Lakehurst, NJ. The squadron operated the SHmission, flying the TH-57 A. HT-18 3H helicopters to provide protection to ships, became the advance training squadron, singly or in convoys, not operating with or within flying the TH-1L. The Naval Air Training the protective range of aircraft carriers. Command was reorganized late in 1972. On 2 November 1971 eleven Navy A result of this reorganization was the helicopter pilots and one civilian helicopter closing of Ellyson Field and the move engineer met at the NAS Imperial Beach of HT-8 and HT-18 to NAS Whiting Officers Club and founded the Naval Helicopter Association. CAPT Alfred Monahan was elected Field, Milton, Florida, in December the first National President. The Association’s 1973. Navy helicopter training remains objectives were, and continue to be, to provide at Whiting Field to this day. In 1985 the TH-57B replaced the TH-1L as total of thirty-five such missions advance trainer. A very important were performed by Navy and and high-visibility mission Marine helicopters between for which helicopters are 1960 and 1975. These missions uniquely suited is the recovery started with the recovery from the of spacecraft that returned to the oceans after their journey Pacific Ocean of an instrument in space. A total of thirtycapsule ejected by Discovery XIII on five such missions were 11 August 1960. The first manned performed by Navy and Marine helicopters between 1960 and capsule recovery occurred on 5 May 1975. These missions started 1961, when an HUS-1 helicopter with the recovery from the from HMR (L)-262 recovered the Pacific Ocean of an instrument ejected by Discovery Mercury capsule Freedom 7, ridden capsule XIII on 11 August 1960. The by CDR Alan K. Shepard, USN. first manned capsule recovery occurred on 5 May 1961,

Rotor Review # 114 Summer ‘11

when an HUS-1 helicopter from HMR (L)262 recovered the Mercury capsule Freedom 7, ridden by CDR Alan K. Shepard, USN. The last recovery occurred on 24 July 1975. HS-6 helicopters operating off USS New Orleans (LPH-11) recovered the Apollo spacecraft and astronauts Vance D. Brand, Thomas P. Stafford, and Donald K. Slayton after their splashdown in the Pacific Ocean. This recovery marked the end of the Apollo-Soyuz mission, and the end of the Apollo program. It was also the final atsea recovery in the U.S. space program. On 24 January 1973, after years of protracted negotiations in Paris, a Vietnam War cease-fire agreement was finally announced. The cease-fire took effect on 27 January. American combat operations in Vietnam ended. During the long American involvement in the conflict (1961 to 27 January 1973), the Navy lost 13 helicopters to enemy fire. During the same period, the Marine Corps lost 270 helicopters to enemy action. American combat operations continued in Laos and Cambodia until August of 1973. However, the last episode of the “Helicopter War” would not be played until 29 April 1975. On that day Seventh Fleet helicopters and their aircrews would write the last chapter. The rapid collapse of the South Vietnamese armed forces and the need to evacuate American and friendly personnel from Saigon had not been anticipated, and evacuation forces had not been pre-positioned. Late in April, Marine CH-46s and CH-53s and Navy CH-46s assigned to ships in the area formed the core of the evacuation force for what would be known as Operation Frequent Wind. With Saigon under heavy attack from North Vietnamese forces, the helicopter crews were ready to launch at 03:30 the morning of the 29th. But U.S. Ambassador Graham Martin, hoping for a cease-fire, delayed the frantically formulated evacuation plan until 13:30 that afternoon, a crucial mistake that would turn an orderly evacuation into a chaotic one. The first load of refugees did not reach the ships until 15:30. As darkness engulfed Saigon, the power failed. Working through the night, helicopter crews continued to shuttle back and forth from unlighted pads and roof tops to the ships at sea, finding their way by the illumination of burning buildings and thunderstorm lightning flashes. Marine helicopters alone logged 1054 flight hours in 682 sorties. Air Force HH/CH-53s flew Continue on page 35

Centennial of Naval Aviation: A Brief History of The Helicopter...PT. 3 Continued from page 34

another 82 sorties. When the last helicopter, a Marine CH-46, left the U.S. Embassy rooftop carrying the last eleven men of the Marine security force at 04:59 on the morning of 30 April, the helicopters and their crews, including U.S. Air Force H-53s that had flown from their bases in Thailand to USS Midway and many Air America Hueys that joined the effort, had transported 1,373 Americans and 5,595 Vietnamese and third country nationals. About 400 were left behind, to no fault of the helicopter aircrews, who had done all they could, and then more. The morning of the 30th, a CH-46 returning to USS Hancock from a search and rescue mission crashed into the sea, killing the pilot and copilot, the last two American casualties of “The Helicopter War.”

The Post Vietnam Era On 7 December 1973 USS Tarawa (LHA-1), the first of a new class of amphibious assault ships, was launched at Ingalls Shipbuilding, Litton Industries, Pascagoula, Mississippi. The new ship has both, a flight deck for helicopters and V/ STOL aircraft, and a well deck for landing craft. Six Tarawa class LHAs and eight Wasp class LHDs have replaced the aged LPHs, with more LHAs and LHDs in the planning stage. The XV-15. With the experience gained in the XV-3 program and five more years of model testing, in 1972 the Army and NASA were ready to initiate a competition to develop two technology demonstrator tilt-rotor aircraft. Boeing and Bell submitted proposals. The Bell Proposal, the XV-15, was selected. The aircraft featured an H configured tail and two 25-foot diameter three-bladed rotors powered by two Lycoming LTC1K-4K 1,550 shp engines. It performed its first hover flight on 3 May 1977. During the decade that followed, Bell, NASA, and the military services tested the two XV-15 prototypes. After more than 350 flighttesting hours, including sea trials aboard USS Tripoli (LPH-10) and more than 400 conversions and re-conversions, the XV-15 categorically proved the tilt-rotor concept. In 1977 VR-24, operating in the Mediterranean theater, received four RH53Ds to be used as Vertical Onboard Delivery (VOD) aircraft. This event ushered a new era

in combat logistics support. The “VOD Squad” provided service to ships of the Sixth Fleet until 1983. T h e H-53E. In the early 1970s, Naval Air Systems Command (NAVAIRSYSCOM), th e successor to the Bureau of Aeronautics, launched a Heavy Lift Helicopter program on behave of SH-2F landing on DE the M a r i n e C o r p s . The goal was to grow the 1983 the squadron moved to its home base, CH-53 from a ten-ton to a sixteen-ton NAS Sigonella, Italy. It immediately took lifter. The redesign entailed a third over the VOD mission in the Mediterranean. engine and a seven-blade main rotor of The MH-53E, a modification of the bigger diameter than the rotor used in CH-53E to the minesweeper configuration, the CH-53D. Two YCH-53E prototypes began service with HM-12 in 1986. were built, the first making its maiden The Marine Corps Aviation Plan flight on 1 March 1974. On 10 August shows the CH-53D and CH-53E remaining 1974 a YCH-53E Super Stallion lifted an in service until 2015. On 17 September external load of 17.8 tons, the heaviest 2007, VMM-263 deployed with ten MV-22B payload ever lifted by a helicopter in Ospreys. The Osprey will replace the CHthe western world. The new helicopter 46Es and CH-53Ds. The new CH-53Ks are featured a redesigned tail rotor system planned to replace the CH-53Es. and a new automatic flight control The H-60. During Fiscal Year 1972 system. It completed Navy preliminary the CNO decided to abandon the undergoing evaluation at NATC on 15 February development of the LAMPS MK-II follow1975. The pre-production unit began up program, which used similar electronics flying on 8 December 1975. NATC as the original LAMPS, in favor of the more completed initial service acceptance advanced MK-III system. The initial MK-III trials on 24 March 1977. On 27 February development avionics package was installed 1978, the Navy awarded Sikorsky in an SH-2/SR helicopter. On 17 September a contract for full-scale production. 1974 Kaman Aerospace Corporation began The first production aircraft flew in flight certification tests of the new system. December 1980. HMH-464 began to A competition for the new aircraft, engines, receive the CH-53E Super Stallion in and avionics development followed. On 1 mid-1981. HM-12 received its first September 1977 the Navy announced the Super Stallion in November 1982. It selections. The Sikorsky S-70L won over was used for Vertical Onboard Delivery the Boeing Vertol Model 237 proposal. (VOD) operations. Sikorsky received a contract to sustain the On 6 May 1983 the Navy’s first engineering development of its aircraft, heavy lift Helicopter Combat Support Navy designation SH-60B. General Electric Squadron, HC-4, was established at was contracted to further develop the T-700Norfolk, VA. This was the second GE-401 engine. IBM received the contract squadron to receive this designation, for the integration of the avionics package. the first HC-4 squadron having been On 28 February 1978 DoD authorized fullredesignated as HSL-30 on 1 March Centennial of Naval Aviation: A Brief History of 1072. HC-4 was equipped with the new the Helicopter, Part Three continues on page 54. CH-53E Super Stallion. On 25 August

Rotor Review # 114 Summer ‘11

T hirty Year s in Pictures

his issue’s focus celebrates 30 years of this magazine’s existence through pictures. For our annual Rotor Review Photo Contest, there were over 160 entries submitted to represent the essence of telling the stories that evolve around the naval helicopter community. These photo submissions represent everything from special missions, training, squadron unity, and humanitarian relief to even carrying a prank or two. After a couple of weeks of judging by the community editors, 30 photos were chosen for display in this special edition. It was up to the NHA President, NHA Executive Director, and Rotor Review’s Editor-in-Chief to narrow the “Top Ten” photo down to the Best Photo of 2011. After a couple of days trying to decide which one should become the “Number One” photo. It actually came down to the last entry received for the contest: Ssgt Justin Warner’s “Kicking Up with Little Dust. So sit back and enjoy “Rotor Review: Thirty Years in Pictures…”

Rotor Review # 114 Summer ‘11

Kicking Off with a Little Dust Photo taken by Ssgt Justin Warner, USAF Red Lion 617 lifting out of an LZ in Oman. Continue on page 39

Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

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Focus

Swimmer Away USS Howard sails with the Thai Navy during CARAT 2011 By LT Brian Berumen, USN

Glowing Cockpit A Navy CH-46D Seaknight helicopter cockpit after landing at NAS North Island on Dec. 12, 2003 By LT Todd Vorenkamp, USCG

Hellfire Shoot First Hellfire shoot from HSC-2 aircraft off of the rails By LT Brett Johnson, USN Continue on page 41

Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

Thirty Years in Pictures

Cargo at Dawn A Navy CH-46D Seaknight helicopter from HC-11 Gunbearers embarked on USS Rainer delivers a load of cargo in the Persian Gulf on January 27, 2003. By LT Todd Vorenkamp, USCG

Head On HSC-6’s Indian 610, “Crazy Horse,” pulls into a hover in the Otay Mountains while executing Mountain Flying Training exercises. LCDR Jeremy “Shed” Clark and LT Chris “Topher” Yates at the controls, while AWS3 Nicholas Kovach and AWS2 Chris Reidt ensure the aircraft is clear of obstacles. By By LT Nicolas Puno, USN

Sway Away A Navy MH-60S Knighthawk helicopter from NAS Whidbey, Island SAR flies over Pass Lake on Fidalgo Island, WA on May 22, 2006

Rotor Review # 114 Summer ‘11

By LT Todd Vorenkamp, USCG

Seahawk at Dawn A Navy HH-60H Seahawk helicopter hovers next to USS Stennis (CVN-74) Nov 8, 2003.. By LT Todd Vorenkamp, USCG

LZ Sunrise Blast HSM-71 Landing in LZ Nonstop with a North Shore Backdrop By LT. Daniel Farnoly, USN

Dangerous Blanket HSL-60 on patrol while conducting CIT OPS in the EASTPAC. By LCDR Cedric Patmon, USN

Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

Thirty Years in Pictures

HSC-12 at Golden Gate HSC-12 Golden Falcons approaching the Golden Gate bridge on return cross country from NAS Whidbey Island to NAS North Island By LTJG Zachariah J. West, USN

Caring Arms The Jaguars evacuate Hatians during Operation Unified Response. By LCDR Cedric Patmon, USN

Making Preparations A Navy CH-46D Seaknight helicopter from HC-11 Gunbearers embarked on USS Rainer prepares to deliver a load of cargo to the USS Constellation (CV-64) in the Persian Gulf on January 27, 2003.

By LT Todd Vorenkamp, USCG

Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

Snow Day BattleCat 23 on snowy deck of USS Preble. By LT Brian Berumen, USN

Dolphin Tale A Coast Guard HH-65C Dolphin helicopter from USCGAS Humboldt Bay prepares to drop a rescue swimmer in the surf off of the coast of Eureka, CA on Nov. 24, 2009. By LT Todd Vorenkamp, USCG

700 in LZ Overhead Warlord 700 of HSL-51 delievers relief supplies in an LZ during Operation Tomodachi in Northern Japan. . By LT Grant Morris, USN

Rotor Review # 114 Summer â&#x20AC;&#x2DC;11

Focus: NHA Enlisted/Captains of Industry Panel Thirty Years in Pictures

Bird’s Eye View A Navy MH-60S Knighthawk helicopter from Whidbey Island SAR enjoys a scenic lake in Northern Cascades National Park on Oct 2006. By LT Todd Vorenkamp, USCG

Window Seat HSC 25 Det FIVE, 2515th NAAD, Over Iraq. By AWS2 Ryan Reed, USN

Reflections A reflection of AWR2 Ashe in his goggles, AWR3 Kellogg of DET-6, HSL-43 stands starboard delta. By LT Brian Berumen, USN Continue on page 46

Rotor Review # 114 Summer ‘11

Priates of the Horn HSL 46 Detachment FOUR. Conducting Anti-Piracy Operation off the Horn of Africa. . By CDR James Dunn, USN

Troubleshooter 617 DVE - Fallon Troubleshooter 617 from HSC-9 conducts DVE landing in Dixie Valley within the Fallon Range Training Complex on 16 November 2010. By LCDR Andrew Byrne, USN

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Rotor Review # 114 Summer ‘11

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Thirty Years in Pictures

Italy Bayrider 53 flies around Mt. Etna to NAS Sigonella from Naples Italy. By LTJG Matthew Heaster, USN / CWO3 Robert Reyes, USN

MK 105 HM-14 MH-53E pulling the Mk-105 sled off the HM-14 seawall in Norfolk, VA .By LTJG Erik Kowalski, USN

Dawn of the Red Wolf Pilots and aircrew of the HSC-84 “Red Wolves” conduct pre-flight checks on their HH-60H in Iraq prior to a coalition direct action mission in support of Operation New Dawn By LT Bradley M Conroy, USN

Rotor Review # 114 Summer ‘11

Firescout On Deck HSL-42 Det 2 Fire Scout in action. LCDR Curt Webster Det OIC By LTJG Timothy Manley, USN

USS Ship Delivering parts to another onboard USS Nitze (DDG-94)

aircraft

By LTJG Matthew Heaster, USN / ENS Cody White, USN

Hand SALUTE!

Rotor Review # 114 Summer ‘11

Aircrew members assigned to the “Warlords” of Helicopter Antisubmarine Light Squadron 51 (HSL51) render honors to Commander, 7th Fleet, Vice Admiral Scott Van Buskirk on the flight deck of 7th Fleet command ship USS Blue Ridge (LCC19

By LT Steve Aspholm, USN

Thirty Years in Pictures

Cockpit Email Deck crew from the USS Mitscher salute LT Jake Haff and LTJG Eric Kohut of HSM-70 as they depart. By LTJG Michael Glavan, USN

HARP005 The maintenance team of HSL-45 Wolfpack load two live Hellfire missiles on Lonewolf 43 during pre-deployment range qualification events for HSl-45 Detachment 3 the “Heavy Hitters” on the SCORE range off of San Clemente Island, California..

Rotor Review # 114 Summer ‘11

By LT Caroline Severson, USN

51 Continue on page 52

Change of Command And Establishment

HSMWP

CAPT Jeffrey Hughes, USN relieved CAPT Joseph Bauknecht, USN on July 15, 2011

HSCWP

CAPT Shoshana Chatfield, USN relieved CAPT Michael Horan, USN on August 26, 2011

Seaknights

Col James D. Grace, USMC relieved CAPT James L. Vandiver, USN on September 22, 2011

CDR Timothy Symons, USN relieved CDR Brendan Murphy, USN on July 29, 2011

HS-15

HSL-60

Red Lions

Jaguars

CDR William Howey, USN relieved CDR Michael Steffan, USN on August 6, 2011

HSC-6

HSCWSP

Screamin’ Indians

C DR M atthew R. Niedzwiecki, USN relieved CDR William D. Pfeifle, USN on Sept 1, 2011

C D R S t e v e n T. N a s s a u , U S N relieved CDR Brent A. Alfonzo, USN on Sept 29, 2011

HSC-22

TRAWINGFIVE

HSC-21

Blackjacks

CDR Gabe Soltero, USN relieved CDR Kevin Kennedy USN on August 11, 2011

CDR Anthony M. Saunders, USN relieved CDR Terri A. Yackle, USN on August 18, 2011

HSMWSP

AWSTS

CDR Robert Kenyon, USN relieved CDR R.C. Raines, USN on August 19, 2011

CDR Edmund Swearingen, USN relieved CDR Issac Gonzales, USN on August 26, 2011

HS-4

HX-21

Black Knights

Blackjack

CDR Tamara K. Grahman, USN relieved CDR George R. Aguilar, USN on October 6, 2011

CDR William A McConvey, USN relieved LT Thomas E. Post, USMC on October 7, 2011

Rotor Review # 114 Summer ‘11

Naval Helicopter Association, Inc Membership Application

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Rotor Review # 114 Summer ‘11

Online Copy Version 2011

TOMODACHI Forever LT Eppers coordinated the delivery of supplies during Operation TOMODACHI. By LT Brian Berumen, USN

From the Past

Rotor Loose: ReviewFirst # 114 Summer Hanging Short Haul â&#x20AC;&#x2DC;11 PMRF Barking Sand. Taken in 1986

Sea Stallion lands aboard54 the USS New Jersey during deck landing quals. Taken in 1989

18 OCT 11 (TUE) 1100-1600 1100-1800 1100-1500 1500

AIRCRAFT RECOVERY WINDOW CBQ/RENTAL CAR CHECK-IN WINDOW WELCOME ABOARD BBQ/SPORTS SIGN UP COURSE RULES BRIEF

19 OCT 11 (WED) 0730-0800 0830 0900-1200 1200 1230 1300-1600

OPENING REMARKS, INDUSTRY AND STATIC DISPLAYS OPEN NHA DIRECTORS MEETING MORNING INDOC FLY WINDOW (NATOPS FLIGHT BRIEF AT 0800) DISPLAYS AT INDUSTRY DISCRETION GOLF TOURNAMENT AFTERNOON INDOC FLY WINDOW (NATOPS FLIGHT BRIEF AT 1200)

20 OCT 11 (THU) 0630 0800 0800-1015 0800-1030 0915-1015 1030-1200 1300-1600 1300-1600 1630 1730

5K RUN COMMUNITY BRIEFS (AIRCREWMEN) COMMUNITY BRIEFS (PILOTS) INDUSTRY DISPLAYS OPEN SELRES / FTS BRIEF FOR FLEET AVIATORS SENIOR OFFICER PANEL INDUSTRY AND STATIC DISPLAYS OPEN INDOC FLY WINDOW (NATOPS FLIGHT BRIEF AT 1200) SNA SOFT-PATCH/HAPPY HOUR READY ROOM CRAWL

21 OCT 11 (FRI) 0800-0900 0800-1700 1300

FLEET AIRCREW BREAKFAST AIRCRAFT DEPARTURE WINDOW, FLEET AIRCREW RENTAL CAR RETURN WINGING CEREMONY

Check out photos of Fleet Fly-In taken by LT Matt Udkow, USCG: http://www.ﬂickr.com/photos/37032073@N06/sets/72157627934628332/ Rotor Review # 114 Summer ‘11 55

Centennial of Naval Aviation: A Brief History of The Helicopter...PT. 3 Continued from page 35

scale development of the SH-60B. NAVAIR awarded Sikorsky a contract to build five prototypes. The final assembly of the first prototype began in March 1979. The aircraft first flew on 12 December 1979. The other four prototypes began flying in early-1980. The Operational Evaluation (OPEVAL) began in November 1980. The initial results helped the Navy obtain congressional approval to procure 204 new helicopters. The new system was tested at sea for the first time on 6 January 1981. An SH-60B landed aboard USS McInerney (FFG-8), underway in the Atlantic off the coast of Florida, using the Recovery Assist, Securing and Traversing (RAST) gear. LAMPS MK-III successfully completed OPEVAL in February 1982. The MK-III Block I Upgrade was completed in 1993 with similar results. The LAMPS Block II Upgrade began that same year. The SH6B sensor package included radar, electronic support measures (ECM), forward-looking infrared (FLIR), passive/active underwater acoustic sensors, magnetic anomaly detector (MAD), antisubmarine acoustic torpedoes, the Penguin missile, and the data links that allowed the shipâ&#x20AC;&#x2122;s CIC operators to view sensor data in real time and even control helicopter systems remotely. The LAMPS MK-III program was a great success that bred a new generation of HSL squadrons.

The V-22. In 1981 DoD initiated the Join Service Vertical Take-off/Landing Experimental (JVX) program. A request for proposals was issued in 1983. Bell Helicopter teamed up with Boeing Vertol and, on 17 February 1983, submitted a proposal for a bigger version of the Bell XV-15. They received a design contract on 26 April. On 3 May 1986 Bell-Boeing was awarded a Navy contract for full-scale development of the redesignated V-22 Osprey. The first of six prototypes first flew on 19 March 1989. The Osprey successfully completed sea trials aboard USS Wasp (LHD-1) in December 1990. After two crashes in 1991-92, redesigned V-22B models resumed test flights in 1993. Testing continued into 1997. The first pre-production V-22 began testing at NATC on 5 February 1997. In 2000 two fatal crashes that killed 19 Marines significantly delayed the development program. After a long and controversial development process, DoD finally approved full-rate production on 28 September 2005. Of the 458 V-22s approved, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force. The first combat deployment of the MV-22 occurred in October 2007.

Epilogue During the first decade of the new century the Navy began the implementation of a new Navy Helicopter Master Plan, built around new Romeo and Sierra configurations of the very successful LAMPS MKIII platform, the H-60 helicopter. The Navy also continues to sponsor new technologies that will enhance rotorcraft performance and capabilities. The Piasecki X-49A Speedhawk ringtail technology demonstrator and the Sikorsky X2 experimental coaxial rotors craft are two compound helicopter programs in pursue of the 250-knot cruise speed goal. Meanwhile, the old helicopter drone concept has taken a new life with the development of the Northrop-Grumman MQ-8B Fire Scout vertical unmanned aerial system (VUAS), which is proving to be a valuable surveillance and intelligencegathering asset. The past is only a prologue. The future of Naval Helicopter Aviation is only limited by the vision of the young budding pioneers that continue to join our community.

Sources: BOOKS 1. Helicopters and Autogiros. A History of Rotary-Wing and V/STOL Aviation. By Charles Gablehouse. J. B. Lippincott Company. Philadelphia and New York. 1969 2. Vertical Flight, Smithsonian Institution Press, Washington, D.C., 1984. 3. The Epic of Flight, The Helicopters. By Warren R. Young. Time-Life Books, Alexandria, Virginia, 1982. 4. The Helicopter. By Keith Carey. TAB Books Inc. Pennsylvania. 1986 5. US Navy Seawolves, by Daniel E. Kelly. Presidio Press, The Random House Publishing Group, 2002. Google BOOKS: 1. Department of the Navy. Naval Historical Center. United States Naval Aviation 1910-1995. http://www.history.navy.mil/branches/usna1910.htm WEB SITES: Global Security organization. http://www.glovalsecurity.org/military/systems/aircraft/ Wikipedia, the Free Encyclopedia. http://en.wikipedia.org/wiki/ Flight Journal. FindArticles.com. http://findarticles.com/p/articles/mi U.S. Coast Guard Aviation history. The Coast Guard Aviation History Timeline, 1915-2008. The Growth Years, 1939-1956. http://www.uscg.mil/history/AviationIndex.asp 6. Gyrodyne Helicopter Historical Foundation. U.S. Navy DASH Weapon System. http://www.gyrodynehelicopters.com/dash_history.htm 7. Sikorsky Aircraft Archives. http://www.sikorskyarchives.com/tdoth.html

1. 2. 4. 5.

RotorOTHERS: Review # 114 Summer â&#x20AC;&#x2DC;11

1. A Brief History of HELTRARON EIGHT, by CDR Hans E. Sholley, USN

Centennial of Naval Aviation

Green Bug Memories

A Tribute to CAPT (Ret) William R. Stuyvesant, USN

n celebration of 30 years of Rotor Review and 68 years of Naval Helicopter Aviation, this portion of our Centennial of Naval Aviation pays tribute to one of NHA’s very own: CAPT (Ret) William (Bill) R. Stuyvesant. This special edition of Rotor Review would be remised without the mentioning of his name. In the spring of 1986, Bill served as NHA Chairman who would graced the magazine pages with his “Chairman’s Corner” columns and commentaries. His contributions to Rotor Review characterized the sheer joy, exalted passion and hilarious experiences of naval aviation. It was once written by former NHA Chairman CAPT (Ret) Michael J. Coumantos that Bill’s writing helped the community “ understand the poignancy of the sudden tragedies in our profession while we focused ourselves on the mission at hand.” His gift of storytelling became the written history for Naval Helicopter Association and the naval helicopter community. His contributions were “genuine folklore at its very best.” Bill strongly believed that the naval helicopter community represented leadership — both officer and enlisted. He had the faith in saying that “because we flew together as a crew, and because of circumstances that pitted our crews in life and death situations in peace and in war… we learned a lot about teamwork. So his spirit for leadership and teamwork resounds in the creation of each issue of magazine today. Bill gave us a great template to encourage all helicopter squadrons, battalions, and air stations — officers, the enlisted, and retired to follow in sharing the stories of naval helicopter experiences. This passion for leadership and teamwork has carried on with the layout and creation for this magazine. All of our contributions (from past to present) has been the continuation of building a great legacy for the community. Each year, the Naval Helicopter Association awards an article written by active duty members of the Navy, Marine Corps or Coast Guard with the “Best Scribe Award,” which bears Bill’s name. The article that received this honor is what best addresses the issues of interest to Naval Helicopter community in the most original, provocative, constructive, and informative manner. So in honor of this great man of NHA, we would like to share a reprint of one of his greatest contributions to Rotor Review: the “Green Bug Memories…”

Green Bug Memories

by Bill Stuyvesant. Reprinted Rotor Review, Issue 52, Winter 1996 This is a sea story. I don’t have any documentation to verify its authenticity, since the message traffic involved was not the type you take with you to your next duty station. However, the “Green Bug – Great Shadow Caper” happened and I think it’s time to reveal it. But first, a little background music. USS TRIPOLI (LPH-10) arrived in the Vietnam Theater of Operations in the late Spring of 1967 for her first combat cruise less that a year after her commissioning. CAPT Henry Suerstedt [RADM, USN (Ret)] was the Commanding Officer and PHIBRON NINE was embarked Flag. We soon picked up our Special Landing Force, consisting of BLT 2/3, HMM-164 with their UH-46s and the SLF surgical team consisting of ten surgeons and seventy corpsmen. BLT 2/3 was still recovering

from their bloody encounter with Hill 881, and brought their remaining wounded with them. We also picked up a Security Group Detachment. The ship’s organic helo was a former Marine Corps UH-34D with the subtle call sign of “TRIPLE E” until early in the transit from CONUS. One day when we were exercising the HMH463 CH-53As which we were delivering to Da Nang, “TRIPLE E” joined the landing pattern. LCDR Vern Frank, Assistant Air Boss, cautioned the 53A drivers to watch out for the green bug in the pattern, and “Green Bug” it was from then on. This was a natural, since TRIPOLI’s call sign was the “Camera Bug.” As combat assault operations commenced, the ship remained at continuous “flight quarters” 24 hours a

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day for as long as it was in the combat zone – up to a maximum of 61 days. Each day brought new surprises on

the flight deck in the form of VMO2 or VM)-6 gunships, psy warfare team, Recon Team dogs, VC prisoners, wounded Vietnamese civilians and their Continue on page 56

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families, even LIFE photographer David Douglas Duncan for a few days and always the MEDEVACSs. Our 1,000 men BLT 2/3 took 1,131 casualties during the six months of operations, keeping our hospital with an average daily patient population of 230-250. Incidentally, we entertained our share of visiting fleet commanders come down from Yankee Station to see how the Amphibs were doing. I don’t think any were prepared for the hospital portion of the obligatory ship’s tour, or for the ship’s well stocked homemade morgue resulting from the eight combat assaults in six months. If ever there was a love affair between ship and its embarked Marines, it existed between TRIPOLI and BLT 2/3.

Great Shadow Caper “Green Bug” was very much a part of all this, flying 800.4 hours of combat support, mostly in country, with only four ship’s company pilots. Aside from the casualties, the only sour note in all this was the Security Group Detachment. They monitored our frequencies! I don’t know if the Navy still uses the old shackle codes from that era, but none of our helicopters were equipped with secure voice, and after a few tries on the shackle code, all the Marine Squadron pilots and “Green Bug” pilots reverted to clear language. This enraged the Security Group Detachment and every evening there were heated discussions in HDC about that day’s and previous night’s security violations. The Security Group couldn’t grasp the difficulty in fumbling with a shackle code under red lights at the night going into a hot zone with the bad guys shooting at you. Finally, as a compromise measure, LCDR Ken Bergstrom, Assistant Air Ops, resurrected the old 10 digit alpha-numeric code. This consisted of a 10-letter in succession. Our first word was COLDFINGER. I’ve forgotten the succeeding words, but the pilots readily adapted to the new code and used it exclusively in lieu of plain language and the shackle code. The Security Group, however, became further enraged, pointing out (and rightfully so) that any 10 - year old VC could break the code in about two minutes. And there matters stood until mid-summer.

One day I was returning from the hospital ship REPOSE in Da Nang Harbor to TRIPOLI, which was just off the DMZ, supporting operations near the mouth of the Cua Viet River. I reported feet wet and immediately recognized the voice of the Air Controlman who responded. He was AC3 Cherinak, and the sharpest Air Controlman aboard. Since, as Operations Officer, I “owned” the ship’s often inoperative radar, I made the following transmission: “Camera Bug, this is Green Bug, do you hold me on your gadget?” Petty Officer Cherinak responded, “Negative, Green Bug, I do not hold you on my gadget.” This was standard, since our SPS-6 seemed to be in constant down status. But then, for whatever reason I’ll never know; I departed from routine and said, “ Camera Bug, this is Green Bug. That’s because my Shadow is on. Wait one, I ‘ turn it off. Camera Bug, this is Green Bug, my Shadow is off.” Petty Offer Cherinak never missed a beat. He came back immediately with, “Green Bug, this is Camera Bug, I hold you at 225.65 miles.” Well, we exercised the “Shadow” a couple more times on that flight, and, after I’d landed and gone down to HDC, we fell all over each other laughing about what the Security Group was going to say that night. Much to our chargin, they said nothing -- they hadn’t been listening. Well, for the next month and a half, every time I was flying and I recognized Petty Officer Cherinak’s voice on the radio we conducted Shadow checks – it became routine, and yet we still never got caught. Finally, however, the bait was taken and the hook set. One night I had no sooner entered HDC after landing when the OIC of the Security Group burst in and read us the riot act. It seems we had “disclosed the existence of a hitherto unknown secret radar blanking device” and the OIC had dutifully reported the violation to Security Group Headquarters in Kamiseya by Secret Op-Immediate message. He was positive we’d be court martialled at the very least, and couldn’t understand why we were rolling on the deck laughing our heads off. We finally pulled ourselves together long enough to inform him that he’d been had and

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suggest that he so inform “Gespo Headquarters.” As the laughter died down, however, I began to have second thoughts and finally made my way to the bridge to tell CAPT Suerstedt what a wonderful joke we had played on Security Group Det. He smiled a somewhat cold smile, gave a feeble “heh, heh” and turned his attention back to steering the boat. I gathered that that was not the funniest joke he’d ever heard. This was thirteen years before SECDEF Brown disclosed the existence of the Stealth project, and I’ve often wondered (and worried) if some scientists in the bowels of the Pentagon are still concerned that, “We only built three Shadow. How the heck did TRIPOLI get one back in “67?”

Peter Rabbit The paragraph below from the 12 January 1987 “Navy Times” concerning USS PAUL REVERE (LPA-248), aroused more memories of Green Bug’s adventures in the somewhat unregulated skies in and around the I Corps of South Vietnam.

Ship Bell Relocated CAMP LEJUNE, NC – The bell that once rang on the amphibious transport ship PAUL REVERE has been been attached to the flag pole of Marines from the Second Force Service Support Group. The bell is on permanent loan from the curator for the Navy. I don’t remember what the PAUL REVERE’s voice radio call was because the

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Green Bug pilots never used it. During frequent cargo, mail and personnel transfer flights between TRIPOLI and PAUL REVERE when both were part of PHIBRON NINE’s ARG Bravo in 1967, the Green Bug pilots were struck by PAUL REVERE’s somewhat prissy and ultra-correct voice radio procedures. Someone started calling her Peter Rabbit, and the name just stuck – much to her distaste. A typical voice radio interchange was often like the following; Green Bug: “ Peter Rabbit, Peter Rabbit, this Green Bug, over.” Paul Revere: “Green Bug this is (correct voice call) My call is (correct voice call), over.” GB: “Peter Rabbit this is Green Bug Request Charlie, I have cargo for you, over.” PR: “ Green Bug this is (correct voice call). I say again, my correct call is (correct call). Use correct call if your wish to come aboard. Over.” GB: “Roger Peter Rabbit, this is Green Bug. My cargo is mail. Returning to Camera Bug (TRIPOLI) Out.” PR “ Uh, Roger Green Bug this Peter Rabbit. Your signal is Prep Charlie, Kilo at the dip.” This went on for weeks until one weekend the ARG was at anchor in Da Hang Harbor. One Sunday morning, Green Bug was returning from Holy Helo run when she discovered Peter Rabbit’s ultimate revenge on TRIPOLI’s quarterdeck. One photo showed one of our Marines standing on the fantail holding a line paint bucket attached to assist the painters.

Away the Jack Staff B e t w e e n T R I P O L I ’s WESTPAC cruises of ’67 and ’68, Green

Bug, along with rest of us, took a well deserved one month stand down in to Long Beach for a two month restricted availability. Green Bug found a home away from home at NAS Los Alamitos, but stayed in shape making weekend runs to San Diego through February and March. With a June departure for WESTPAC, the op tempo for TRIPOLI, Green Bug and the crew from getting too comfortable in San Diego. One of the largest exercises was BEAGLE LEASH, a multi-ship amphibious landing at Camp Pendleton, with a dress rehearsal on the Silver Strand. Green Bug, Vern Frank and I were dispatched early one morning to make mail and cargo delivery / pickup to all the twenty plus ships milling around a day or two before D-Day. The Op-Order required ships having mail or cargo to be picked up to hoist Kilo at the dip, and stated that when the helo had mail or cargo for other ships, it would circle the ship in a counter-clockwise direction. At that time, the ship being circled was to prepare for helicopter landing or hoist operations. As Green Bug, Vern and I went from ship and ship, the Op-Order worked as advertised. We visited USS DULUTH, MONTICELLO, NAS North Island and several other ships. As we continued, I noticed an unfamiliar looking ship, about he size of a destroyer escort, with hull number 130. It turned out to be USS COOK (APD_130), which was a light amphibious transport. I flew over to get a closer look and started a clockwise orbit so I could see from the right seat . Just as I started the orbit, the ship hoisted Kilo at the dip. I immediately positioned Green Bug off the starboard quarter and waited for a signal to approach the hoisting area on the fantail. There was much activity on the deck with fire hoses being deployed and several men working on the jack staff. It appeared that they were having trouble lowering the jack staff, so I took Green Bug to another ship nearby which had Kilo at the dip. Finishing the hoist on he other

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ship, we again returned to the starboard quarter of COOK. The jack staff was still up, but as we approached, the intensity and activity around the jack staff increased. Suddenly, one man ran from forward of the hoisting area with fire axe, and after waving the others away from the jack staff, he chopped it down. He really did, and rapidly too. With that, the signalman tow blocked the Kilo flag and I commenced my approach. Just before Green Bug crossed the deck, however, Kilo was hauled down to the dip and a great flurry of activity broke out in the vicinity of the after superstructure. A fire hose had burst and it was obvious that the fire team was being given great incentive to expeditiously secure the fire team and lay our a new hose. We decided then to go a nearby ship, which had Kilo at the dip and take care of her requirement while COOK was getting ready again. Returning a few minutes later we found COOK ready in all respects with Kilo indeed two blocked. Again Green Bug made a starboard quarter approach and as

we reached a steady hover, I looked down into the upturned eyes of the Bosun. He was standing one -- no cargo, mail bags, or personnel with life jackets in the vicinity – looking up expectantly. I looked down at him and shrugged, meaning, “I don’t have anything for you.” Then, I looked at the superstructure to hold my hover steady, and as I did so, Green Bug’s crewman called on the ICS. “ I think we’d better get out of here. Commander that Bosun’s turning violent.” A quick glance confirmed that the Bosun was indeed jumping up and down, shaking a fist, and apparently looking for something to throw. We got out. Continue on page 58

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but with the Lessons Learned books, he did make a persuasive case and we got our double doors for the operating rooms before leaving Pascagoula. Again, following Lessons Learned, Mike set up procedures for a triage area on the hangar deck to number two elevator, and then pondered the problem of getting the casualties from the triage to the medical spaces on the 02 level well above the hangar deck. Mike decided an elevator was the answer, and again BuMed put him down. BuShips, however, was little more amenable. They checked out all USS Tripoli (LPH-10) in Da Nang Harbor during the standard elevator manufacturers, and debarkation training in January 1967 found we could get an economy model for $250,000. The only problem was the ship had already First Ship’s Doctor gone well over the contract cost of $43 As the nucleus crew for the new million. By that time, the ship had been construction LPH, which was to become commissioned and was in the Naval TRIPOLI, began to assemble in Pascagoula, Shipyard at Philadelphia. Mike did his MS, one of the early arrivals was LT Toxey own elevator search and found one that M. (Mike) Morris, USNR, from Hattiesburg. would carry 500 pound (two casualties) Mike had a who four months of Navy experience behind him on arrival, but he was for only $12,500. Fortunately, he was a superb doctor and rapidly set out to learn familiar enough with government specs Navy customs, tradition and usage, starting to inquire about them. He then visited BuShips with his Lessons learned books with the name of the pointy end of the ship. He was quickly able to grasp the and we had an elevator before we left mission of the ship – amphibious assault – Philadelphia. Before another year and the destination – Vietnam, fact which had passed, TRIPOLI had made here BuMed seemed unable to fathom. He read all WESTPAC cruise and her 1,000 men the Lessons Learned books from IWO JIMA BLT 2/3 had taken 1,131 casualties. and VALLEY FORGE, and set about making Many were to ride the elevator and I’m sure more than a few of the most TRIPOLI’s medical spaces combat ready. First on his agenda were double seriously wounded owed their lives in doors for the operating rooms to accommodate part to the quick trip from the triage to a gurney. BuMed’s official response to his the operating room. In August of 1968, TRIPOLI request was “(1) You don’t have a gurney and (2) the only injury you’re likely to have was just off the DMZ preparing for is a broken leg down in the engine room, another combat assault. Con Thien had and if you put the patient in a Stokes litter just been hit and there was considerable to bring him topside, you might as well activity all along the DMZ. USS take him to the operating room in a litter.” DUPONT (DD-941) was in the area Mike couldn’t very well them he had already firing at an annoying shore battery on liberated three gurneys from the soon to be Cap Lay just over the DMZ in North closed Brookley Army Air Base in Mobile, Vietnam. Dong Ha on the coast just I never saw or heard of USS COOK again, nor met any of her crew. She’s no longer on the active duty or reserve register of ships and there is no longer a light amphibious class of ships. I’ve often wondered, though, if there’s anyone left who remembers Green Bug’s visit on the morning of 27 April 1968.

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south of the mouth of the Cua Viet had been hit by mortars and Tom Bartholomew from the Phibron and I were up in Green Bug standing by to pick up any casualties which might be called in from Dong Ha. Suddenly a call was received from DUPONT. She had just taken a round from Cap Lay which hit just forward of the aft five-inch gun mount and had many casualties aboard. We were able to hoist two up on arrival while DUPONT continued to return fire with her forward five inchers. Those two were the most serious casualties, and unfortunately, one of them didn’t last for the five-minute trip back to TRIPOLI. As we off loaded the two casualties on TRIPOLI, Mike Morris jumped aboard and we dropped him down to DUPONT. He immediately sent two more back up, and then was able to handle the rest of them aboard DUPONT. That night after we had retrieved Mike and bedded Green Bug down, we headed for the medical spaces and a welldeserved medicinal brandy. It was a good time to swap stories on the DUPONT incident, and Mike told us about one casualty he didn’t MEDEVAC back to TRIPOLI. It seems the man was in the head just forward of the after 5 inch mount when the round hit, and a sliver of hot metal grazed him in a very tender spot. He immediately zipped tracks and caught himself in the zipper. There was quite a bit of blood (none form the sliver which didn’t break the skin from the zipper damage and after Mike dressed the wound with great skill the man asked if he’d be eligible for a Purple Heart. Mike assured him be would be. I guess all readers should be warned that if you ever meet a former DUPONT crewman wearing a Purple Heart, don’t ask him how he got it. Let him volunteer the information! In May 1987, Toxey M. Morris, a highly successful urologist in Hattiesburg, MS, made his first visit to TRIPOLI since leaving her in 1968. He had a tour of the medical spaces and reported them in superb condition. The elevator is still working and the gurneys are still lashed down.

Troubled Youth

There I Was

Article by LT John V. Ruggiero, USN

t’s not uncommon for pilots wanting to learn. I had an occasional “Hey Ruggy. I’m glad you found me. Good to write an article discussing slip up here and there, but the instructors job…We all goon stuff up sometimes, but at their shortcomings in a particular knew I was trying, so they put forth least you admitted to it. If anything had gone situation, but my confession is one that extra effort to help me make it through. wrong, it would have been more trouble than is much less regular: I’m not a talented The same was true for my operational it was worth. Obviously, we don’t want to pilot. squadron, but on a different scale. see this problem again, but I know you’ve It goes against every grain of It didn’t take long for me to probably beaten yourself up over this enough, pride that the aviation community seems develop a reputation at my squadron, so let’s leave it at that.” Not exactly what I to define itself by, but it’s the truth. I but not exactly the one that I wanted. was expecting. That early experience gave learned the maneuvers, followed the This time, it didn’t even have anything me the perspective that my Skipper had noble checklists and showed the initiative to do with my flying skills. One night priorities and understood where I was coming well enough to make it through flight a few weeks after I had checked in, from. For my part, I was determined to earn school and the FRS, but I had never I went to a church dinner and had a his confidence. I did get the talking-to that I been considered a “good stick” or a beer around 7pm without really giving had anticipated from the OPSO (and a decent “sharp pilot” in any of the aircraft that it much thought. When I got home to amount of flack from my peers), but the I’ve flown. In fact, I can count on one check the flight schedule I saw that I expected response never sticks with a person hand the number of “above” as forcefully as an unforeseen one. grade cards that I got in the FRS. As my time in the squadron t goes against every grain of So what? Why bother writing continued, the out-of-character nature of pride that the aviation community an article about my inadequacy my first incident became apparent, but so seems to define itself by, but it’s and sharing it with the aviation did my shortcomings in the cockpit. I world? Well, this article isn’t hit the ground running with my ground the truth. I learned the maneuvers, about my inadequacy. It’s jobs and took extra care to ensure that followed the checklists and showed about leadership; mostly good I was ready for all my flights. Be that the initiative well enough to leadership. Besides, I figure as it may, I still found myself struggling there may be someone out with basic airwork and especially with make it through flight school and there who might benefit from brownout landings. My flying skills the FRS, but I had never been knowing that you’re not alone were adequate for an H2P, but it was considered a “good stick” [...] in your struggles, and my story obvious that I would need to improve may offer some interesting considerably before making Aircraft perspectives. Commander and training others. My “I can teach a monkey to fly was scheduled for a 5am brief for a squadron leadership had two options: send me this aircraft. What I’m really looking passenger transfer onto a local ship – my to fly MEDEVAC in Kuwait and make me face for from you is the knowledge and the first operational flight. After a moment my shortcomings, or send me to a ship where decision making that goes behind the of mental turmoil over my inadvertent my brownout landing skills wouldn’t matter flying.” I heard that a lot going through but definitive nonconformity with much, but certainly wouldn’t improve much flight training. It was definitely a OPNAV, I called the SDO to inform him either. They chose the first option, and I’m relief to hear those words when I was of my plight. “I’ll get someone else to grateful that they did. just showing up to flight school and take the flight tomorrow, but just so you As it turned out, the months that I struggling with basic air work. It felt know, the Skipper is going to have to spent in Udari Army Air Field were some of a bit more degrading as a PQM and sign off on the schedule change and he’s the slowest on record. I flew 8 MEDEVACs H2P when I’d spent a year with the probably going to want to talk to you and just over 30 hours in the three and a half same aircraft and apparently still didn’t in the morning…” Great. I had started months that I was there. The original goal of have the “monkey skills” down. It did off on a relatively good note those few getting me proficient in dirt landings did not serve its purpose though. Hearing that weeks; studying, getting signoffs and work out as well as intended. Surprisingly statement reinforced the basic attitude generally showing a positive attitude. enough though, my biggest issue in the desert that I had decided to take towards flight This was definitely a curve ball, and I wasn’t the landings – it was the checklists. training: Study and know your stuff, spent most of the night beating myself Anyone who has served at the Naval Air show up to the brief prepared and listen up over it. The next morning I found Ambulance Detachment (NAAD) gets a to the instructors. My study habits the Skipper after FOD walkdown to face certain jolt of adrenaline every time they and attitude were my saving grace in what I had coming. “Good morning here the words, “MEDEVAC, MEDEVAC, Pensacola. I developed a reputation for sir. I thought you might be looking for MEDEVAC!” It’s a preconditioned response Continue on page 60 showing up prepared for the brief and me.” His response was astonishing,

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There I Was: Troubled Youth Continued from page 59

on the level of Pavlov’s dogs and it took most of the deployment to get that adrenaline under control to a point where I could follow the alert launch checklist without missing a step. Controlling my responses in a stressful situation in the aircraft was definitely a valuable lesson though. If I had fully learned it in the desert I would be better off than most pilots, but as it is, the steps that I took during those months were invaluable. Any experience that brings out the worst in you gives you unmatched opportunity to improve on your weakness. When I returned from the NAAD, it was clear that I was not progressing as well as my peers on the road to signing for an aircraft. Part of that could have been attributed to my limited flight time during deployment, but it was clear (both to my leadership and myself) that the problem was not purely external. I still had 6 months until the OPNAV deadline for making HAC, so there was time for me to improve, but not much. At this point my leadership and safety department decided to sit down with me in the form of a Human Factors Council to discuss my situation. They took great pains beforehand to ensure that I didn’t receive this as some ominous warning or disciplinary action. Obviously, I was a bit nervous sitting in front of that many people who outrank me, but it wasn’t scary. They started out by pointing out that they were happy with the effort that I had been putting into my work at the squadron; that wasn’t the issue. The question was what to do about my flying. We talked about personal issues, my motivation, how I prepared for the flights and what I saw my difficulties being. I received feedback and advice along with insights and a few words of encouragement. We came up with some concrete steps and I left the meeting knowing that if I had any issues with making HAC, it wouldn’t be for lack of support on behalf of my command. My first deployment was shorter than originally anticipated, allowing me to deploy again for RIMPAC 2010. This was a change of pace from desert flying and possibly just what I needed: more flight time, shipboard experience and a chance to step up and earn the confidence of my fellow pilots and my aircrewmen. I was really

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hoping that this would be the point in the article where I could say that everything turned up for me. Unfortunately, that’s not the case. I had a point about halfway through the deployment when I thought things were finally clicking and I made some considerable improvement, but that seemed to fade away as quickly and indescribably as it appeared. When all was said and done, I had again improved to a certain degree and gained some valuable experience, but I still was not where I needed to be. Returning from Det this time was actually a bit frustrating. For a week or two I fell into a bit of rut just accepting that maybe this wasn’t going to work out after all. I had long ago accepted that the cockpit was not my element, but I always felt that I could push through my shortcomings and make a good aircraft commander if I tried (and prayed) hard enough. Now I wasn’t so sure. This wasn’t a point that I actually verbalized to anyone in my command, and it didn’t change any conscious level of my efforts, but listening to my leaders was what pulled me out of that rut. What stuck with me was the confidence that some of the O-4s and O-5s had in my potential. “I KNOW you can be a GREAT aircraft commander.” Hearing those words from a seasoned HAC made me rethink my doubts. “I want you as a HAC on my Det, Ruggy.” A pretty simple statement, but the fact that he wanted to trust me with one of his aircraft resonated with me. Actions always speak louder than words and another thing that motivated me in this otherwise depressing time was the fact that my training department actually developed an additional syllabus specifically for me that was based on the findings from the human factors council and my progress on DET. I should be clear, there was definitely an element of shame in the fact that I had fallen so far behind that I needed a “special” syllabus, but I appreciated the fact that my command was addressing my individual issues while still leaving it in my hands to EARN my designation. After all was said and done,

all additional syllabi complete and studying taken place, I still was not able to make HAC and my skipper sat down with me to have a conversation. Knowing that I wouldn’t be flying anymore was a strange experience. I won’t pretend that it didn’t upset me at all, but I also had to admit that I was much more relieved than disappointed. When I look back at my time in the aviation community, I don’t have any regrets and I certainly don’t blame anyone else for my failure to qualify. I had applied myself to a task and fallen short of the standard. In the words of Teddy Roosevelt, I “failed while daring greatly,” and I sleep soundly knowing that our Navy has commanders who aren’t willing to lower standards for the sake of increased success. At this stage, I’m on my way into the Civil Engineering Corps and preparing to apply the things I’ve learned to a new situation. Flight rules, aircraft systems an d NATOPS EPs won’t be terribly beneficial to me when I’m leading Seabees; but study habits, determined attitude and experience applying myself in stressful situations where I feel out of my element will certainly serve me well there and anywhere else that the Navy or winds of change take me. I’m probably as far from the typical definition of a “troubled youth” as I could get without a pair of glasses and pocket protector. I pay attention to my ground jobs and take concern for my sailors. I rarely drink, and when I do, it’s not to get drunk. I treat people well and keep my nose clean. Those things are all well and good, but they don’t mean much in terms of aviating, navigating, communicating and showing sound leadership in the cockpit. My experience in aviation may have been more humbling than most readers can relate to, but it has been a blessing and an unparalleled life lesson. I’ve gained experience in a difficult physical skill set, but more importantly, I’ve gleaned some important lessons on how to apply myself an environment where I often find myself uncomfortable. Moreover, I’ve learned firsthand the value of genuine leadership along with some pearls of how to practice it. I’m not a particularly talented pilot, but I am a better officer and a better man for having been one.

Squadron Update

Dragonslayers Return From Deployment

Article and Photo by HS-11 Public Affairs Ofﬁce

S-11 returned from a productive six-month deployment in July. During our deployment with the USS Enterprise (CVN-65) and its Carrier Strike Group to the Middle East, the Dragonslayers flew 723 sorties and just over 2,022 flight hours. Of those hours, nearly twenty-five percent were in direct support of DESRON 2. At the beginning of deployment, HS-11 was extremely busy with counterpiracy operations. The Dragonslayers assisted in operations involving the sailing vessel Quest and the M/V Arrilah-1. In particular, HS-11 executed a joint operation with special operations personnel from the United Arab Emirates to retake control of the Arrilah. Additionally, HS-11 was directly responsible for disrupting a pirate attack on the M/V Falcon Trader II. The Dragonslayer aircraft engaged

the pirates with crew served weapons while receiving directed fire from the pirates as well. On two separate occasions, the Dragonslayers rescued Enterprise crewman who had fallen overboard. The first happened during routine operations on the flight deck, and the sailor was quickly plucked from the water by the plane guard helicopter. The second sailor fell overboard late at night, without flotation or signaling devices. HS-11 quickly launched our alert SAR helicopter and promptly rescued the sailor out of the dark waters. The Dragonslayers moved over 600 passengers between seven countries and eleven different ships. Additionally,

we also performed 10 VERTREPs for both the Enterprise and USS Leyte Gulf, providing over 500 tons of stores for the two vessels. During our deployment the Dragonslayers had a only a few port visits, the best of which was Palma de Mallorca, Spain. Located off the east coast of mainland Spain, the island had beautiful beaches, with crystal clear blue water for the sailors to enjoy. The island also had great shopping, luxurious hotels, and delicious food to enjoy with their time off. The Dragonslayers are now back home and working hard to prepare for the historic final deployment aboard Enterprise in early 2012.

SCAN AND CONNECT WITH HS-11 ON

The Swamp Foxes Officially Convert to HSM-74 Article and Photo by LTJG Mike Scanlon, USN

SM-74, officially redesignated on 9 June, has been hard at work preparing for upcoming deployments. Detachment FOUR, the squadron’s final SH-60B deployment is currently supporting UNITAS 2011 and Operation SOUTHERN SEAS on USS Boone (FFG-28), while the rest of HSM-74 has been training with the enhanced operational capabilities of the MH60R and beginning its integration with CVW-3.

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In early August, Det ONE participated in Exercise SWAMP DEALER, practicing Close Air Support at MacDill Auxiliary Field in Avon Park, Florida. Working with Joint Terminal Air Controllers (JTAC’s) from the Marine Special Operations Command, the Det was able to work alongside Forward Air Controllers – Airborne (FAC-A’s) from VMFA-225 and the British Special Air Service. With the Romeo’s FLIR laser designating capabilities and Hellfire Missile training variant, the ATM-114 CATM, it proved to be most valuable in the surface warfare mission.

SCAN AND CONNECT WITH HSM-74 ON

Meanwhile, Det TWO was busy at the Atlantic Underwater Test and Evaluation Center (AUTEC) supporting the Naval Strike and Air Warfare Center (NSAWC) and Seahawk Weapons and Tactics Instructor (SWTI) class 02-11 Continue on page 62

Squadron Update : HSM-74 Continued from page 61

evolutions. The two aircraft provided the opportunity to use the AN/AQS-22 Airborne Low Frequency Sonar (ALFS) dipping sonar operationally, enabling aircrew and maintenance crews from the squadron to gain valuable experience and information on how best to maintain and employ the system in a high tempo environment. The MH-60R continued

to demonstrate its immense capability in its advanced acoustics, allowing the crew to efficiently coordinate both AntiSurface Warfare and Anti-Submarine Warfare missions and dominate the range assets during the exercises. Det’s TWO & THREE will continue to refine capabilities by sending aircraft to AUTEC and Norfolk in early

September to exercise and evaluate the capabilities of the new Mk-54 Torpedo for CNO directed testing.

HSM-74 Swamp Foxes Support SWTI Class 02-11 Article and Photo by LTJG Billy Lennon, USN

t the request of the Naval Special Air Warfare Center (NSAWC), HSM-74 Detachment TWO provided two MH-60R’s, flight crews, and maintenance support for Seahawk Weapons and Tactics Instructor (SWTI) Class 02-11 training at the Atlantic Undersea Test and Evaluation Center (AUTEC) on Andros Island in the Bahamas from 07 to 15 August. HSM-74 Det TWO’s planning, tireless maintenance efforts, and operational check flights facilitated the graduation of all 32 members of SWTI Class 02-11 while enabling the detachment to gain proficiency in AN/AQS-22 Airborne Low Frequency Sonar (ALFS) system operations and showcase the numerous capabilities of the MH-60R in a tactical scenario. Detachment TWO Chief, ATC Carl Vick, and Leading Petty Officer (LPO) AD1 Ray Long skillfully led their sailors through long working days and heat indexes exceeding well over 100 degrees in order to provide the most mission capable aircraft for NSAWC. Of special note were the Avionics Team, especially AT1 Angel Ortiz and AT2 Ben Cuartas, who worked tirelessly to troubleshoot and resolve critical ALFS system gripes. Their efforts provided crucial feedback and organic knowledge to the ALFS engineers as well as Chiefs and aircrews in the future employment of this powerful weapon system. During the final battle problem, the MH-60R crews maintained solid

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HSM-74 Det FOUR contact on a simulated enemy submarine for nearly the entire duration of the exercise, never having to break dip or relocate to reacquire the target. During their final attack, the awesome capability of the Romeo came to fruition as its crew was able to simultaneously conduct an attack with its own exercise torpedo, coordinate other ASW assets converging on the enemy sub, and simulate a launch of a Hellfire missile at an approaching enemy surface combatant. The unprecedented capabilities of a single aircraft left some NSAWC instructors questioning if the Romeo’s involvement overly simplified the battle scenario for future classes participating in such an exercise. Det TWO maintainers and aircrews gained a great deal of knowledge

and proficiency which will benefit the command as the Swamp Foxes continue preparations to deploy with Carrier Air Wing THREE. HSM-74 is proud to have been a part of the NSAWC‘s training at AUTEC and anxiously awaits any future opportunities to showcase its mighty “Romeos”.

Squadron Update: HSC-7 / HSL-46

HSC-7 First Flight

Article and Photo by LTJG Michael Hazlebeck, USN

n 26 July 2011 at 0928, CDR Brian S. Knowles, the Executive Officer of HSC-7, signed the acceptance sheet given by ATC Joshua Deuley and walked toward Dusty 612 to spin up for the inaugural first flight as a squadron. LCDR William P. Harris took the copilot seat while AWSCS Daniel Gray and AWS3 Michael McCrorie secured the cabin. The acting plane captain, AEAN Brian Dejean, cleared the rotor arc and signaled as the engines groaned and the blades crept slowly around the hub. With her crew in place, the new MH-60S taxied away from countless excited maintainers and linemen to put air between the tires and runway for the first time as a squadron. To the casual observer, it may have seemed like another routine flight from Chambers Field’s Heliport – uneventful business as usual. However, Dusty 612 was fixed by HSC-7 maintenance personnel, crewed by HSC-7 pilots

and aircrew, supported by HSC-7 Sailors and departed from HSC-7’s new hangar. Under the auspices of HELSEACOMBATWINGLANT, the Dusty Dogs showed their ability to operate their own aircraft with their own Sailors. HS-7 returned from deployment on board the Harry S. Truman (CVN-75) in December 2010 and began transitioning from NAS Jacksonville to NS Norfolk in January 2011. The squadron accepted a brand new hangar in March 2011, completed the full transition from HS to HSC (CVW) on 15 April 2011, and undertook a Change of Command on 9 June 2011. After a successful inspection, HELSEACOMBATRON SEVEN was designated Safe for Flight on 19 July 2011. The sailors’ commitment and enthusiasm transformed the Dusty Dogs from an operational HS squadron

in Jacksonville, FL, to an operational HSC (CVW) squadron in Norfolk, VA. Dusty 612’s flight was accomplished without incident and stands as a testament to the squadron’s hard work. It remains a stepping stone for a successful future. HSC-7 would also like to thank HELSEACOMBATWINGLANT, HSC-2, HSC-22, HSC-26 and HSC-28 for helping to get our squadron ready to serve the fleet once more. SCAN AND CONNECT WITH HSC-7 ON

HSL-46 in “Thunder Over Louisville” 2011

Article and Photos by LTJG Justin Waskey, USN Children enjoy a close up of the one of HSL-46’s SH-60B’s. Photo Courtesy of Sarah Waskey

hunder Over Louisville is the annual airshow kickoff event for the “fastest two minutes in sports”; - The Kentucky Derby. Since its first inception in the early 1990’s, the airshow has drawn

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an average of 650,000 people to the banks of the Ohio River every April. As participants in this year’s big event, the first stop for the HSL46 Grandmasters was the Kosair Children’s Hospital. Along with performing in the airshow, pilots and aircrew visited numerous children’s rooms at the hospital to offer souvenirs and exchange stories. The smiles the children had on their faces was the most

rewarding experience of the entire weekend. The airshow began with a static display of military aircraft for the aircrew and their families. This year’s show included more than sixty civilian and military aircraft. Later in the day, the airshow took flight with HSL-46 providing a key portion of the entertainment. Despite the cold and rainy weather, thousands of people still enjoyed the formation fly-by of two Grandmaster aircraft. The lead aircraft, flown by the HSL46 Commanding Officer, CDR Mike Burd, proudly flew the national ensign. Originally Continue on page 64

Squadron Update: HSL-46 / HSC-9 SCAN AND CONNECT WITH HSL-46 ON

Continued from page 63

from Kentucky, both CDR Burd and LTJG Waskey have a special tie to the community making this event that much more memorable for them. Wrapping up an unforgettable weekend for the aircrew and maintainers was a twenty-eight minute firework show. Sixty aircraft and sixty tons of firework shells made this one of the largest air and pyrotechnic shows in North America!

Lead (right): CDR Mike Burd, LTJG Justin Waskey, AWR2 Scott Fetterhoff. Wing (left): LCDR Olaf Talbert, LT Ken Barkovich, AWR3 Kenneth Owens.

Photo Courtesy of Michael Dossett

HSC-9 Squadron Update Article and Photo by LCDR Andrew “Surly” Byrne, USN

n a series of “firsts,” the Tridents of Helicopter Sea Combat Squadron NINE have become the first Atlantic Fleet HSC (CVW) squadron to deploy, doing so aboard the Navy’s newest aircraft carrier on her maiden voyage. Since embarking the USS George H. W. Bush (CVN-77) in May, HSC-9 has supported Carrier Strike Group TWO (CSG-2) operations as a component of Carrier Air Wing EIGHT (CVW-8) across the Atlantic Ocean, Mediterranean Sea, Red Sea, Gulf of Aden, Gulf of Oman, Arabian Sea, and Arabian Gulf. Halfway through cruise, we have already enjoyed liberty in Portsmouth, England; Cartagena, Spain; Naples, Italy; Manama, Bahrain; and Jebel Ali, United Arab Emirates. We look forward to additional port visits in the FIFTH and SIXTH Fleets before returning home to friends and families this winter. Upon arrival near the British Isles, two helicopters detached in SCAN AND CONNECT WITH HSC-9 ON

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Sailors from USS George H.W. Bush (CVN 77) Weapons Department’s G-1 Division observe an MH-60S Seahawk from HSC-9 delivering weapons during a VERTREP with USS Harry S. Truman (CVN 75). U.S. Navy photo by MCSN Dustin Good)

support of Exercise SAXON WARRIOR 11, an international exercise hosted by Great Britain. The exercise provided an opportunity to extend TERF currency and complete an integrated CSAR exercise with CVW-8 and British ground forces. The Tigers of 814 Royal Naval Air Squadron provided an unprecedented level of support during SAXON WARRIOR at Royal Naval Air Station Culdrose, England. Since the exercise, HSC-9 has continued to conduct TERF and Personnel Recovery (PR) training flights throughout the CENTCOM AOR. The 2515th Navy Air Ambulance Detachment proved to be

generous hosts, welcoming Trident aircrews during out-and-ins to Udairi Army Airfield, Kuwait, while more austere conditions were encountered in Masirah, Oman, and Djibouti. Trident aircrews banked valuable experience during various flight operations such as DVE landings in unfamiliar LZs as well as hot and heavy conditions in the Arabian Gulf, where transient indications “in the red” become commonplace. The Tridents successfully integrated its latest weapons system modification, the Remotely Operated Video Enhanced Receiver (ROVER), into real world operations, transmitting real-time Continue on page 65

SQUADRON UPDATES: HSC-9 Continued from page 64

“Sierras” from HSC-9 are often tasked to update the status of tracks previously established by other strike group aircraft. Link-16 is by far the most effective command and control asset for such operations. It has proved reliable, greatly enhances situational awareness, and provides an efficient means of identifying contacts, objectives, and targets. Rather than “Tridents’ fly alongside USS New Mexico (SSN transmitting cumbersome 779) while USS George H.W. Bush (CVN 77) coordinates or ranges and sails in the distance. MC3 Nicholas Hall) bearings, controllers need only transmit the contact’s five digit pilots, thanks to the merger of the HC “track number.” The track is easily and HS communities in accordance identified on the cockpit Mission Display with the Helo Master Plan. As we swap where a fly-to-point can be dropped. out pilots and aircrewmen between This technique is especially useful ships, after the first few months of during PR events where survivors can deployment, some look forward to the be plotted, or CAS events where targets accommodations and “stick & rudder” can be assigned to shooters. Nowhere flying only a USNS can offer, while is the “Hunter-Killer” team of the Sierra others are looking forward to rejoining and Romeo illustrated better their squadron-mates and getting back in than during strait transits. tune with wartime operations in support While the Spartans use their of OEF aboard the CVN. In either multiple sensors to “build the case, by the end of deployment, these picture,” the Tridents’ armed aircrews will have performed every helos are airborne loaded with current mission set of the MH-60S. multiple live HELLFIRE They will leave this sea tour with wider missiles, twin M-240Ds, experience than any Naval Helicopter and twin GAU-21s. Link- Pilots and Aircrewmen in history. In July, the Tridents bid farewell 16 enables these flight crews to monitor blue forces to CDR William “BIL” Cox, Jr., who led and maintain awareness of the squadron through its first workup contacts of interest, ensuring cycle since its airframe transition in October 2009. Then we congratulated safe passage for CSG-2. In another first CDR Brian “BK” Pummill, who took for the Atlantic Fleet, the Command in an airborne ceremony Tridents concurrently have at sea, and welcomed CDR Brad a VERTREP detachment “Redman” Arthur who joined us as on the USNS Sacagawea Executive Officer. The extraordinary capabilities (T-AKE 2), supporting the logistics needs of CTF-53 of HSC-9’s MH-60S Block IIIB armed and CSG-2 throughout the helicopters, its aircrews, and the CENTCOM AOR. While technicians who maintain them have this is a first for a carrier- established the squadron as a versatile based helo squadron, it is not and dependable asset within Carrier Air a first for many of our senior Wing EIGHT and Carrier Strike Group “Tridents” fly alongside USS George H.W. Bush (CVN 77) while steaming in TWO. The Tridents look forward to the Atlantic Ocean in support of fleet training operations. U.S. Navy photo by MC2 future deployment accomplishments and the return to homeport. Micah P. Blechner Forward Looking Infrared (FLIR) video from the aircraft to ground terminals, in the form of the ship-based Carrier Information System (CVIS) or squadbased laptops and tablet PCs. ROVER affords tactical commanders current and accurate real-time situational awareness for MH-60S mission areas such as Maritime Interdiction Operations (MIO); Helicopter Visit, Board, Search & Seizure (HVBSS); Surface Search & Control (SSC); Intelligence, Surveillance, and Reconnaissance (ISR); and Close Air Support (CAS). The Bridge, Combat Direction Center (CDC), and squadron ready rooms can monitor ROVER feeds via CVIS, while SOF operators and JTACs can get a bird’s eye view from the helicopter using lightweight portable equipment. Between fixed-wing launch cycles, the Tridents have also been supplementing the SSC mission. While HSM-70 aircraft patrol the critical area around the Strike Group, Multi-Spectral Targeting System (MTS) equipped

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SQUADRON UPDATES: HSL-42

HSL-42 Celebrates 25 Years of Safety Excellence Article and Photo by LTJG Tim Sullivan, USN

ne of the Navy’s most distinguished aviation commands, and the first operational LAMPS MK-III Squadron on the East Coast, celebrated 25 years of safety excellence on June 27, 2011. The Proud Warriors of HSL42 gathered in their hangar onboard NAS Jacksonville to recognize the significance of their safety milestone and to honor those who have been a part of all the extraordinary work which has enabled the Squadron to operate Class A mishap-free for more than a quarter of a century. CDR Brad Collins, Commanding Officer of HSL42, spoke of the squadron’s remarkable achievement during a cake-cutting ceremony, “In an inherently dangerous business, each and every Proud Warrior has chosen to do the right thing, and it has paid off not only in this impressive safety milestone but in our well deserved reputation for mission success.” The Squadron’s last and only Class A mishap occurred on June 21, 1986. Since then, thousands of men and women have performed exceptionally well, both home and abroad onboard Frigates, Destroyers and Cruisers, to ensure Safety was paramount in all

HSL-42 celebrates 25 years of safety excellence. aspects of aviation resulting in over 189,087 mishap-free flight hours. During this period, HSL-42 has distinguished itself as a front-runner in Naval Aviation by winning numerous awards and citations. These distinctions include ten awards of the prestigious Battle “E”, a Navy Unit Commendation, a Meritorious Unit Commendation, and nine CNO Safety Awards. HSL-42’s commitment to excellence has allowed the Squadron to meet every detachment training

and readiness obligation and meet all requests for air services from other Naval/Military units as well as local and regional organizations over the past 25 years. This significant milestone in Naval Aviation Safety is a testament to the commitment all Proud Warriors exercise on a daily basis through proper and timely planning, flawless maintenance and mission execution, and risk mitigation using the ORM process.

FIREHAWKS RISE AGAIN

Article and Photos by LT Michael Dimmitt USNs

an Diego, California – Looking back on the past year at HSC-85, home of the newly minted Firehawks is similar to witnessing the change of seasons. The last ten months have been extremely busy for the former High Rollers of HSC85 as the squadron took on the task of transitioning from the primary mission of logistical support utilizing the MH-

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60S to dedicated Special Operations support in the HH-60H airframe. These actions over the last year were initiated in June 2009, when the Chief of Naval Operations, Admiral Gary Roughead, directed the creation of two helicopter squadrons that would be dedicated to support US SOCOM forces. Since October of last year, this reserve squadron, previously manned with 284 Full Time Support (FTS) and

Selective Reserve (SELRES) personnel have added over 100 active component Sailors, becoming a squadron that is truly blended and well on its way toward an end state of 471 personnel. One of the numerous challenges experienced during this period was the integration of active component Sailors into a squadron that was primarily Continue on page 67

SQUADRON UPDATES: HSC-85 Continued from page 66

composed of reservists. This blend of active, reserve, and FTS Sailors, with diverse backgrounds and from multiple different communities, brings vast depth and experience to the squadron. While so much has taken place to bring the Firehawks from concept to reality, the immense task now is preparation for the first deployment which is likely just more than a year away. Through this past winter and into the spring, the squadron prepared for their Safe to Operate (STO) inspection for the HH-60H airframe. On 7 April 2011, the Firehawks saw their first “new” HH-60H arrive. Firehawk 300 was greeted by the squadron with a round of applause as it rolled into the hangar following two years of preparation and uncertainty. The long awaited transition finally had a tangible result. HSC85’s Commanding Officer, CDR Jay Gagne, spoke on the significance of the occasion and applauded the squadron for the hard work done by all to achieve this significant milestone. The following week, Firehawk 301 joined the flight line, and by the end of the month, the squadron was inspected by the COMHSCWINGPAC maintenance team, achieving unprecedented success. On 28 April 2011, HSC-85 was certified “Safe to Operate” the HH-60H airframe. The squadron achieved this significant milestone while continuing to provide uninterrupted support of SCORE,

HSC-85 Firehawks

TLAM and THIRD Fleet utilizing the MH-60S airframe and would remain a composite squadron through most of the summer. Simultaneously, as aircraft were received in San Diego and preparations for the STO were well underway, the squadron deployed a detachment of pilots and aircrew to Nellis Air Force Base to participate in work ups with their sister squadron HSC-84, conducting CSAR training with the USAF Fighter Weapons School and providing Close Air Support training assets for SOF personnel. While some HSC-85 flyers are versed in the special operations mission from experience with HSC84 or while attached to the original Firehawks of HCS5, disestablished in 2006, a majority of the flyers recently assigned to HSC-85 have limited overland special operations experience. The unique opportunity provided during this detachment gave the flight crews a HH-60H from HSC-85 making an approach to a chance to train to the GOPLAT off the Southern California coast. mission in a realistic environment with

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joint units. Ultimately, HSC-85 planned and flew over 90 flight hours while completing 52 SWTP/TAC syllabus events and a 100% mission completion rate, gaining critical mission planning and joint operations experience vital for future missions with SOF operators. Upon the completion of the Nellis detachment, HSC-85 accepted two more HH-60H airframes from HSC-84 and upon acceptance they were flown from the desert of Nevada to their new home on the California coast. As Firehawk 303 & 304 taxied into the line on 4 May, it was evident the squadron had turned a corner and entered into a new chapter of its history. In the following month, the squadron completed Functional Check Flights (FCF) and aircraft maintenance that culminated in the Firehawks executing the first of many training flights on 1 June. On 8 July 2011, a transition ceremony was held in the hangar establishing our new identity as the Firehawks and unveiling our new insignia. Skipper Gagne paid tribute to the squadron’s history since 1970 and outlined the significance of the new insignia and future role supporting special operations. Continue on page 68

SCAN AND CONNECT WITH HSC-85 ON

SQUADRON UPDATES: HSC-85/HS-5

Continued from page 67

As the Firehawks proudly look back at all that they have achieved to bring the CNO’s vision to fruition, they now look forward and press on toward the next step and the next milestone. By the summer of 2012 the Firehawks will consist of nearly 425 Sailors and twelve HH-60H aircraft, and as FY13 arrives, HSC-85 will be ready to deploy a constant, forward-deployed detachment in support of Special Operations missions worldwide. As Naval Aviation continues to answer the call to supporting combat operations around the globe, the Firehawks will do their part to support the team.

The Firehawks put on a EOD demostration for the family.

The Nightdippers in 2011: From the Mountains to the Sea

Article by LTJG Hoyt, USN

n March 22nd HS-5 sent two HH-60Hs and one SH-60F to Camp Dawson, West Virginia, for a ten-day Strike Warfare training detachment. Camp Dawson is the home of the West Virginia Army National Guard Training Site Command and sits along the northern edge of the Allegheny Mountain range near Kingwood, WV. The camp is a full service facility that provides billeting, messing, classrooms, operational spaces, weapons/ordnance storage, classified material storage, flight line services, firing ranges, operations support and MWR services to transient units. This outstanding training venue is not well known among Navy helicopter squadrons, even though it is only a oneleg flight, or six hour drive, from Norfolk, VA. Camp Dawson affords squadrons the opportunity to conduct overland missions in a mountainous environment with elevations ranging from 2000 feet to over 4000 feet. During the detachment, HS-5 flew over 79 hours (35 at night), and completed nine pilot and 19 aircrewmen SWTP syllabus events. The overall success of the detachment is a credit to the pilots, aircrewmen and maintenance personnel of HS-5, as well as the professionalism and support of the men and women that work to make Camp Dawson the outstanding training facility that it is. HS-5 kicked off their work-up cycle for its upcoming deployment with a Helicopter

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Advanced Readiness Program (HARP) training detachment on May 16th. The first week included lectures and simulators in both Anti-submarine Warfare (ASW) and Anti-surface Warfare (ASuW) at NAS Jacksonville, Florida, followed by a week of training and evaluation at the Atlantic Undersea Test and Evaluation Center (AUTEC) on Andros Island, Bahamas, where HS-5 put their ASW skills to the test. The Nightdippers took over 80 personnel and three SH-60Fs to satisfy this training requirement. HS-5 successfully conducted ten exercise torpedo shots in the first two days of flying at AUTEC, including possibly the last torpedo to be dropped from a Nightdipper helicopter due to the squadron’s upcoming transition to the MH-60S. Over the next several days HS-5 continued to conduct day and night ASW events of increasing complexity, including coordinated ASW with a P-3C Maritime Patrol Aircraft. The Nightdippers effectively demonstrated skill and consummate professional dedication to one of their core missions – ASW – to the HSCWSL evaluators. HS-5 also completed a nine day detachment from June 27th to July 5th aboard USS Dwight D. Eisenhower (CVN-69), helping to complete the newly refurbished ship’s flight deck

certification as well as CQ for CVW-7 and part of CVW-3. All the while, the Nightdippers were conducting a rigorous testing and evaluation of the Navy’s newly acquired Targeted High Output Responder System (THOR). The system was used real time to track and communicate with merchant vessels in the area, and a plethora of valuble data and recommendations were gleened to help improve upon the system and its application. In no time, the Nightippers were at it again, completing six Hellfire missile shots over August 1st and 2nd as HARP picked back up. HS-5 will be completing the HARP evaluation period after two more intense weeks of planning, execution, and evaluation of their Anti-Surface Warfare (ASuW) and Personnel Recovery (PR) mission areas. Again the success HS-5 achieved would not have been possible without the hard work of everyone in the squadron. This was an excellent start to our work-up cycle and deployment. SCAN AND CONNECT WITH HS-5 ON

SQUADRON UPDATES: HSL-37 / HSC-25

Captains of Industry Tout the Way Article and Photo by LTJG Paul Kraft, USN

Easy Rider flight with MCBH and Kaneohe Bay in the distance. SCAN AND CONNECT WITH HSL-37 ON

he World Famous EasyRiders of HSL-37 stationed at Marine Corps Base Hawaii, Kaneohe, are the sole Navy helicopter squadron in the Middle-Pacific (MIDPAC) region. The squadron deploys highly trained, combat ready detachments on surface ships of the U.S. Pacific Fleet to conduct Anti-Submarine and Anti-Surface Warfare missions. EasyRider crews and their SH-60B weapon systems maintain constant combat readiness and are in high demand throughout the world. Currently, Detachment FOUR is deployed to 7th Fleet aboard the USS Chung Hoon (DDG 93) and is participating in Cooperation Afloat Readiness and Training (CARAT) exercises. Detachment FIVE, embarked on USS Port Royal (CG 73), is deployed in support of 5th Fleet operations in the North Arabian Gulf. Detachment THREE recently returned from a highly successful 7th Fleet deployment on USS Reuben James (FFG 57) supporting multiple CARAT exercises and Operation Tomadachi off the coast of Japan. Detachment ONE recently completed Helicopter Advanced Readiness Program (HARP) training in preparation for deployment onboard USS Chaffe (DDG 90). In all, the EasyRiders are maintaining an even strain of warfighting preparedness, training, and operational employment.

HSC-25 Squadron Update

Article and Photos by LT Asher Goldenberg, USN

ilots starting the HTs at Whiting Field have their hopes trained on what their future in Naval Aviation holds. “I want to be where the action is. I want the tip of the spear,” goes the mantra for many of them. If the young studs aren’t saying it, they’re at least thinking it. There’s only one problem – there are a lot of squadrons with a lot of opportunities, but which one to choose? That is what the ensuing eight months of flight school is supposed to help you understand. So, for the young studs toiling over how to hover the TH-57B and plowing through incredulously detailed DD-175’s, here is a hint as to where you might want to look. Consider the classic role of a Navy helicopter pilot, VERTREP, SAR, PMC transport, disaster relief; we have traditionally been the

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workhorse of the fleet. Our legacy is a certain point of pride for us all, but the times they are a-changing. The tip of the spear has been re-defined and is now held firmly in the talons of the mighty MH-60S Knight Hawk. For the intrepid studs back at Whiting sleuthing for where the action is, if you’re giving thought to HSC then you’re on the right track. To gain a little insight into the tactical vision of the Knight Hawk, its syllabus has been boiled down to three general schools, which are Personnel Recovery (PR), Special Operation Forces (SOF), and Anti-Surface Warfare (ASuW). Fast forward past instruments Continue on page 70

HSC-25 helicopter rescues an injured hiker on Guam. The pilots were LT Dan Dolan and LT Mark Wallis. The aircrewmen were AWS2 Jerrett Dunham, AWS2 William Branson, and HMC Sean Neuroth.

SQUADRON UPDATES: HSC-25

MH-60S ‘Armed Helo’ from HSC-25 flying a terf route on Guam’s mountainous southern end as part of the SWTP. Continued from page 69

and through your cross country solo. The last X you need has been completed and it’s time for your dream sheet. If indeed you are the soon-to-be-winged aviator craving excitement, you won’t find a more versatile squadron than HSC-25, the Island Knights. HSC-25 is the only forward deployed HSC Expeditionary Squadron out there. The op-tempo is extremely high and so are the demands for the wardroom. While HSC-25 trains and deploys in line with what the Knight Hawk was envisioned to be, with three continuous detachments and a fourth seasonal detachment, we are also the only aviation asset of the island of Guam. Well, that’s not entirely true. We’re the only aviation SAR asset of the Northern Marianas Islands, providing continuous Search and Rescue support for four heavily populated islands, spanning 104 miles, all of which are popular tourist locations (read, many SAR opportunities). Since January 2011, our home guard unit alone has had 25 rescues, four MEDEVACS, and 29 searches. As for keeping the legacy of Naval Rotary Aviation alive, we do alright. So alright, in fact, we were recently awarded the Coast Guard Meritorious Unit Commendation for efforts in supporting Coast Guard Sector Guam. But wait, there’s more. Due to the rugged terrain of the island, when fires break out in inaccessible areas near homes, we are called upon by Guam Fire and Rescue to fight fires where they can’t. This is a qualification for which we routinely train, having fought significant fires over the last year, both day and night. On our last fire

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fighting effort alone, we moved 75,000 gallons of water during the day and 8,000 gallons at night. On top of our SAR and firefighting responsibilities, we constantly train utilizing the other military assets stationed on Guam. Unit level training around the island has included work with NSW, Marine Corps, Air Force and National Guard personnel, as well as multiple foreign special warfare units. Detachment ONE left in May aboard one of the newest ships in the USNS fleet, T-AKE 6, the USNS Amelia Earhart. They have moved over 1,100 tons of external cargo and one ton of mail in support of their strike group. Det ONE recently wrapped up support of Operation TALISMAN SABER, where they had the opportunity to visit Darwin, Australia, on several occasions and will continue to support their strike group throughout 7th Fleet. Detachment SIX is assigned to the USS Essex and maintains a continuous presence on either the USS Essex or in port at MCAS Iwakuni. Over the last six months, they provided much needed humanitarian assistance support during Operation TOMODACHI, flying twenty dedicated VERTREP and personnel movement sorties that moved over 700,000 pounds of critical relief supplies. With the addition of the Block

IIIB, the MH-60S’s most recent upgrade to the Armed Helo, Det SIX participated in Operation COBRA GOLD. To help the Marines in their training and requalification, the Det SIX crews provided ISR (Intelligence, Surveillance, and Reconnaissance) over watch and served as a Marine sniper platform in support of the MEU. The integration between Det SIX and the Marines of USS Essex will only increase as the they train more and more together. Another example of “tip of the spear” integration into Naval Rotary aviation is HSC-25’s largest detachment. Det FIVE is stationed in Basrah, Iraq, and is our most forward deployed detachment, located right on the front lines. Currently HSC-25 is the only Navy MEDEVAC squadron stationed in Iraq and is actually the size of two detachments. They provide critical MEDEVAC capability in the AOR as part of the 2515th Naval Air Ambulance Detachment (NAAD). This coverage consists of evacuation from secured contingency and forward operating bases, as well as points of injury outside of the wire for those wounded in battle and IED attacks. The NAAD frequently ventures into joint service operations, often flying with Army rotary wing assets. As apart of the security turnover with Iraqi security forces, NAAD personnel have also helped train Iraqis in the methods of helicopter evacuation. HSC-25, in conjunction with HSC-21, mans the NAAD and has transported 128 patients since the beginning of the year. Their around the clock alert status ensures the best medical treatment is provided to soldiers, sailors, airmen, and Marines throughout Iraq and Kuwait. What it comes down to is simply this – as a student naval aviator, whatever you may like most about Naval Rotary Aviation, the Island Knights have. We will continue to train and press the versatility of the HSC community. There’s never a dull moment at HSC-25. Just a hint as to where you might want to look. SCAN AND CONNECT WITH HSC-25 ON

Article By Cpl. Samantha H. Arrington , USMC

ime is money. One Marine in Afghanistan is saving the U.S. government both. The Navy and Marine Corps rely on a database to track maintenance requirements for their aircraft. But the database was becoming filled with unnecessary entries, causing it to malfunction. So, Headquarters Marine Corps sent a request to each aviation squadron in the Corps to delete the unnecessary records. There was a problem however. There was no easy way to search for the unnecessary records – creating a slow and laborious process for the Marines tasked with cleaning up the database. Staff Sgt. Dakin T. Werneburg of Marine Light Attack Helicopter Squadron 269, created a program to make it easier for the sailors and Marines to maintain the system. “All I really did was create an advanced search tool that isolated these untracked components in the database to quickly identify where they were,” explained Werneburg, the squadron’s maintenance administration chief, and a native of Troy N.Y. “It quickly helped my Marines delete these from the database,

rather than spending time searching for them individually.” With the help of his search tool, Werneburg and the Marines of HMLA269 were able to complete the request in about 45 days. The task was originally projected to take about a year. “I just saw a way to do a job better and faster to help my Marines. In the end, it seems to have saved the Marine Corps money,” said Werneburg, who is deployed with his squadron from Marine Corps Air Station New River, N.C. “I look at it as a return on an investment because I learned all I know from the Marine Corps and I am just paying it forward.” Master Gunnery Sgt. Lee Voss, the maintenance administration chief for Marine aviation at Headquarters Marine Corps in Washington, said Werneburg’s initiative will allow Marines more time to work on the actual aircraft. “It took Marines away from the primary focus of their job, which is assisting pilots and other Marines,” said Voss. “Staff Sgt. Werneburg’s program saved the Marine Corps untold money by reducing man-hours. I commend him for his dedication and commitment to the

USMC Updates

Deployed Marine helps save Corps time, money

aircraft maintenance administration community and Marine aviation as a whole.” Werneburg said he has extensive training in programming, so it took him only about three days to make the program – a project he undertook while deployed with his squadron to Camp Dwyer, Afghanistan. “It is nothing compared to larger things Marines are doing out on the battlefield every day,” added Werneberg. “I, just like any Marine, want to do the best I can at the job the Marine Corps assigns me to do and make it better for the next Marine.” SCAN AND CONNECT WITH HMLA-269 ON

Sea Stallions’ first forward refueling takes fight farther south

Article By Cpl. Brian Adam Jones, USMC

rom this remote desert outpost just miles from the Pakistani border, two Marine Corps attack helicopters were heard before SCAN AND CONNECT WITH HMH-463 ON

Rotor Review # 114 Summer ‘11

they were seen. “Four miles out,” shouted Capt. Orion Jones over the growing percussion of their blades. Jones’ Marines emptied out of their waiting heavy-lift helicopter, running with a fuel hose in tow toward a nearby landing pad. The AH-1W Super Cobras were soon seen on the horizon speeding toward the outpost. Marines with Heavy Helicopter Squadron 463 conducted rapid ground refueling of

the smaller attack helicopters from a CH53D Sea Stallion, Aug. 17. Though a hallmark of Marine Corps aviation since the 1960s, this marked the first time the CH-53D had been used to rapidly refuel helicopters in a combat environment, said Jones, a Sea Stallion pilot who served as the officer in charge of the forward arming and refueling point. The Super Cobras came to the ground in a cloud Continue on page 72

USMC UPDATES: HMH-463 / HMLA 369 Continued from page 71

of dust. Marines affixed the hose, giving the helicopters fuel from the Sea Stallion’s own tanks. As heavy lift helicopters, Sea Stallions fill a variety of missions for the 2nd Marine Aircraft Wing (Forward). The Marines of HMH463 seemed to relish the chance to add rapid ground refueling to an already formidable list of capabilities that include heavy-lifting, aerial resupply, and troop movement. “It’s a pretty simple system and it’s something we train to do,” said Sgt. Benjamin R. Schlicht, crew chief with HMH-463 and native of La Crescent, MN. “Essentially, we use the same mechanism we use to dump fuel,

but now we divert it into the hose for refueling. We can carry an awful lot of fuel.” Patrol Base Wolfpack marked the southernmost point in Afghanistan the CH-53 D Sea Stallions had ever traveled, according to Staff Sgt. James H. Crimmins, a maintenance chief and aerial observer with HMH-463, and a native of Sullivan, Mo. “This aircraft has performed amazingly in every conflict since Vietnam, and Afghanistan is no exception,” Crimmins said. Jones explained the many advantages of the refueling system. “It’s all about projecting firepower,” Jones said. “We’re putting [the attack helicopters] in a

position to better conduct deep airstrikes and deep air support. Additionally, by not having to set up a permanent refueling point, we don’t have to drive trucks and risk roadside bombs, and we can get down here quickly.” In just a few minutes, the attack helicopters were back in the sky. “At the end of the day, what we want to do is extend the reach of the Marine air-ground task force and help the people here build a safe country,” Jones said.

Training helps ‘Gunfighters’ make tough calls Article and Photo by Cpl. Lisa Tourtelot, USMC

hen Staff Sgt. Bart Davis, formerly a crew chief with Marine Light Attack Helicopter Squadron 369 and St. Charles, Mo., native, saw enemy combatants shooting at his UH-1Y Huey helicopter during a critical ammunition resupply mission for ground forces in Helmand province, Afghanistan, he had to make a decision. Davis, as the crew chief of the Huey section’s lead aircraft, had to decide whether or not to return fire in defense of the two crews rapidly off-loading their cargo to the Marines fighting on the ground. The crew chief’s choice to return fire helped both Huey’s get out of the dangerous situation and helped earn him a Distinguished Flying Cross for heroism. His actions are considered an example of effectively understanding and employing the rules of engagement, explained Maj. Alan Schuller, the 3rd Marine Aircraft Wing deputy staff judge advocate and an Issaquah, Wash., native. Understanding, and being confident in, the rules of engagement

Rotor Review # 114 Summer ‘11

and the laws of armed conflict are as critical to air crew Marines in the sky as they are to the infantry Marines on the ground. The Marines of the HMLA369 “Gunfighters” are aboard Marine Corps Air Ground Combat Center Twentynine Palms, CA, preparing for another deployment to Afghanistan. They are working with the 3rd MAW Office of the Staff Judge Advocate, as well as the Tactical Training Exercise Control Group to incorporate enhanced rules of engagement training, ensuring the crews are prepared to act decisively and correctly when faced with unclear enemy situations. “I can rattle off the rules or LOAC principles or the tactical directives,” said Schuller, “but if the air crew hasn’t practiced applying those in close air support-type missions or urban environments, it’s not going to be nearly as useful and they’ll be learning as they go. With additional scenario training by the time they get there, they’ll already understand what’s expected of them.” Currently, all squadron personnel attend mandatory LOAC and ROE classes as part of their predeployment training, but Schuller

has been working with the Gunfighters to refine their scenario flights by flying with them to observe their decisionmaking skills. “We’re trying to make a good training program even more effective,” said Schuller. “We’re fine-tuning it for the needs of the air crew and the challenges they’re going to be facing there.” Schuller explained that he uses the post-flight briefs, or “hot washes” as they’re more commonly called, to discuss the crew’s decision-making during the flight scenarios and other potential factors they could encounter in theater. “There are very few situations in which the application of operational law rules are very clear-cut,” said Schuller. “We give them book ends – an Continue on page 73

SCAN AND CONNECT WITH HMLA-369 ON

USMC UPDATES: HMLA 369

Crew chief (Sgt. David Garcia) observes the target area over Marine Corps Air Ground Combat Center Twentynine Palms, CA Continued from page 72

USCG Updates

example of somebody who could have made a better decision and an example of a really clear-cut decision to shoot.” Lance Cpl. Zach Bailey, a crew chief with HMLA-369 and Springhill, Fla., native, flew a night close air support scenario with Schuller aboard MAGCC Twentynine Palms Sept. 20 and participated in his one-on-one ROE training while in flight. “[This training] is pretty thorough,” said Bailey, who is preparing for his first deployment. “There are

some situations that might surprise me, but I’ll be ready for them.” Schuller, with the help of Maj. Brett Wilson, the 3rd MAW (Forward) staff judge advocate, debriefed the Huey pilots they observed a night close air support scenario flight, during which the air crew tracked suspected terrorist role players through the streets of Mainside Twentynine Palms and had to make engagement decisions based on the role players’ behavior. “This helps us sort through the gray areas, and make [the situation]

black and white,” said Maj. Dan Groeling, a Huey pilot with HMLA-369 and Chicago native. Schuller and Wilson seek to incorporate similar specific scenariobased ROE training for air crew in other squadrons before deployments to ensure universal understanding and confidence. With further improvements to their training, more air crew Marines can emulate Davis’s cool, fast and ROEcorrect response under fire.

Coast Guard, Air Force conduct joint service Search and Rescue exercise Story by Petty Ofﬁcer 3rd Class David Weydert

oast Guard aircrew from Air Station Elizabeth City conducted a search and rescue training exercise with an Air Force pilot in the Chesapeake Bay, Sept. 22. Coast Guard crews aboard an HH-60 airlifted the Air Force pilot from the water during a rescue simulation, while a C-130 air crew flew overhead and filmed the event. SCAN AND TO SEE VIDEO OF THE RESCUE TRAINING on DVIDS

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CONNECT WITH USCGAS Elizabeth City ON

USCG UPDATES: USCGAS ELIZABETH CITY / USCGAS KODIAK

Coast Guard MEDEVACs woman from cruise ship Press released by USCGAS Elizabeth City Public Affairs

(photo on the left) Rescue crew prepares to MEDEVAC a 59-year-old woman from the cruise ship Explorer of the Seas 230 miles east of Cape Henry, VA. U.S. Coast Guard photo by Petty Officer 2nd Class Richard Fertig

crewmember aboard the Explorer of the Seas stating that the woman’s medical condition necessitated immediate medical attention.

Coast Guard MH60 Jayhawk helicopter rescue crew MEDEVACed a 59-yearold woman at 12:27 p.m. on March 10, 2011 from the cruise ship Explorer of the Seas 230 miles east of Cape Henry, VA. Coast Guard watchstanders received a call at 8:50 a.m. from a

Coast Guard Air Station Elizabeth City, N.C., responded by sending the helicopter crew and a C-130 aircrew. The woman, her husband, and a nurse from aboard the cruise ship, were taken to Sentara Norfolk General Hospital.

MH-60 Jayhawk helicopter pilot prepares to approach the cruise ship Explorer of the Seas. U.S. Coast Guard

photo by Petty Officer 2nd Class Richard Fertig

USCGAS Kodiak conducts MEDEVAC of a 5-month-old King Cove girl Press and Photo Released by USCGAS Kodiak Public Affairs

Coast Guard Air Station Kodiak HC-130 Hercules aircraft and a forward deployed HH-65 Dolphin helicopter crew in Cold Bay conducted a MEDEVAC of a 5-month-old King Cove girl with respiratory difficulties April 7, 2011. The 17th Coast Guard District command center received a call at approximately 1:15 p.m. from a doctor at the Alaska Native Medical Center in Anchorage relaying a medevac request from personnel at the King Cove Clinic for the child. The Coast Guard duty flight surgeon was notified of the situation and determined an immediate medevac was warranted. At approximately 3:30 p.m.that afternoon, the Dolphin crew was launched to pick up the child and her mother. Simultaneously, the Hercules crew along with a flight surgeon was launched to Cold Bay as it is unable to land in King Cove.

Petty Ofﬁcer 3rd Class David Call (right), a health services technician with Rockmore-King Clinic and resident of Ridgeﬁeld, WA., counts a 5-month-old girl’s breath respirations during a MEDEVAC aboard an HC-130 Hercules aircraft, April 7. U.S. Coast Guard photo by Petty Officer 3rd Class Charly Hengen

Rotor Review # 114 Summer ‘11

USCG UPDATES: USCGAS KODIAK / USCGAS CAPE COD

Coast Guard rescues five Anchorage-residents 80 miles north of Kodiak Press and Photo Released by USCGAS Kodiak Public Affairs

he crew of a Coast Guard MH-60 Jayhawk helicopter from Air Station Kodiak locate the 60-foot vessel Nordic Mistress as it sinks beneath the waves of the Gulf of Alaska and the five-member crew of the vessel in a liferaft 80 miles north of Kodiak May 22, 2011 Petty Officer 3rd Class Ralph Aguero, an aviation survival technician, and Petty Officer 3rd Class Devin Lloyd, an aviation maintenance technician, work to hoist the survivors from the vessal. Lt. Jon Bartel and Lt. Vince Jansen piloted the rescue aircraft and returned everyone safely to Kodiak. CONNECT WITH USCGAS Kodiak ON

The ﬁve survivors of the sinking Nordic Mistress were hoisted to safety

Coast Guard rescue crew hoists airplane crash victim Article by Petty Ofﬁcer 2nd Class Walter Shinn, USCG

Coast Guard helicopter crew witnessed a smallaircraft crash and later hoisted a survivor in Provincetown, MA., Wednesday, Aug. 31, 2011. While on a law enforcement patrol, the crew of an Air Station Cape Cod MH-60T Jayhawk helicopter witnessed the crash occur in a wooded area near the Provincetown airport. The helicopter landed and a crewmember walked to the site of the crash with a fire extinguisher to assist local responders. Two people were aboard the aircraft at the time of the crash.

Rotor Review # 114 Summer ‘11

A man was pronounced dead on the scene and a woman, suffering from severe injuries and burns, was hoisted out of the area by the Coast Guard helicopter and flown back to the Provincetown airport where they were met by a waiting emergency helicopter. The survivor was then transported to Massachusetts General CONNECT WITH USCGAS Cape Cod ON

Hospital in Boston. "When we witnessed the crash, it turned into a forest fire with a plume of smoke," said Lt. Mike Feltovic, a pilot with Air Station Cape Cod. "Paramedics assesed her and thought if they moved her she might die, so the decision was made to hoist her." Coast Guard helicopters regularly patrol the New England coastline in an effort to maintain a constant security presence and divert as needed to assist in rescue missions.

n the wartime chapel here where Capt. Ryan Iannelli once worshiped, his fellow Marines gathered to remember him in a ceremony, Oct. 3. Iannelli, an AH1W Super Cobra pilot assigned to Marine Light Attack Helicopter Squadron 269, 2nd Marine Aircraft Wing (Forward), died Sept. 28, supporting combat operations in Helmand province, Afghanistan. He was posthumously promoted to the rank of captain. The Marines who served alongside Iannelli described him as a deeply spiritual man who strove to make a difference. “Whether you knew him for five minutes or five years, he impacted you in a positive way,” said Capt. Scott Neidecker, a Super Cobra pilot with the squadron. “He was the kind of guy who would do anything for anyone.” Neidecker said he had known Iannelli since they met at Naval Air Station Pensacola, FL, for flight school. “We worked in [operations], writing the schedule together,” Neidecker said. “After I checked in with the squadron, he came out here too and we still wrote the schedule together. We were really good friends. He was my best friend here.” Days before Iannelli’s death, Col. Ben Hancock, the assistant wing commander for 2nd Marine Aircraft Wing (Forward), traveled

Captian Ryan Iannelli, USMC to Camp Dwyer to fly with Marine Light Attack Helicopter Squadron 269, there he met the young captain. Hancock flew a mission that Iannelli had been slated to go on. “Here comes this old colonel, taking his flight time,” Hancock said. “A lot of guys would have been upset, but he was very gracious, very sharp, very motivated and very helpful.” Hancock said Iannelli loaned him his helmet, his flight vest, his supply of cold water and even his rifle. “It was quite tragic to hear about his loss, but it was even more personally tragic to know, ‘That’s the kid who hosted me down there,’” Hancock said. “By all accounts, he was extremely well respected and liked – an extremely unique individual who was not just a great aviator, but a great person as well. I got the impression Ryan Iannelli was the kind of guy everyone wanted to hang out with.” Iannelli, 27, was a native of East Greenwich Township, N.J. He graduated from Kingsway High School in 2002, where he excelled as an athlete. After high school, he attended Oral Roberts University in Tulsa, OK., playing baseball for the university for

Go to www.navalhelicopterassn.org to how you can get your digital copy.

Rotor Review # 114 Summer ‘11

four years. His awards and decorations include the National Defense Service Medal and Global War on Terrorism Service Medal. “We all know that this is a part of our profession, we all understand there’s an element of potential risk and sacrifice,” said Hancock. “We’re all hopeful that we will grow old and be alive and well, but we all know there are a lot of very great young Marines and exceptional people who die in the line of duty.” Sgt. Maj. William E. Sweeney, the sergeant major for Marine Light Attack Helicopter Squadron 269, said the Marines of Marine Light Attack Helicopter Squadron 269 will remember Iannelli’s character, and that will help them as they complete their mission of providing close-air support for coalition forces eradicating terror and violence in southwestern Afghanistan. “It hurts to lose a Marine,” Hancock said. “But knowing the risk, we have to move on; we have to pick it back up. The infantry expects and deserves our support.” Sweeney said, “I think ultimately, this will bring us tighter and closer together.”

By LT Todd Vorenkamp, USCG

farewell to some of the Navy’s most service) of the Kaman SH-2 Seasprite, storied yet underpublicized aircraft. Sikorsky SH-3 Sea King, and the Boeing Rotor Review has had the privilege CH-46 Sea Knight. For those of us Continue on page 78 hree decades of Rotor to honor the passing (from US Navy Review magazines are now lining the shelves of the Naval Helicopter Association’s storage room at Naval Air Station North Island. The covers of nearly 120 issues are framed on the walls of the hallowed offices of NHA. Those magazines and framed covers represent the most comprehensive history of the naval helicopter community for the past 30 years and I am honored, not only to have been a part of Rotor Review and NHA for a portion of that journey, but to reflect back upon where we have been and where Rotor Review is heading. I was not in the service 30 years ago, but I wonder if those intrepid rotary-wing aviators that founded NHA and then Rotor Review all those years ago knew that they would be creating a magazine that would not only serve as the face of a professional organization, but also exist as the definitive historical account of the evolution of the naval helicopter and its aviators as well as providing a forum for discussing the future of naval helicopter aviation. Future aviation historians will be able to look towards Rotor Review to trace the evolution of, not only the Navy’s rotary-wing mission, but also to look back as the aviators First Rotor Review published as a newsletter and aircrewmen of the fleet bid a fond

Rotor Review # 114 Summer ‘11

A Perspective on The 30 Year Anniversary

Thirty Years of Rotor Review

A Perspective on the 30th Anniversary

The ﬁrst issues of Rotor Review magazine featured it’s ﬁrst focus articles like . “A Little Slow in the Groove, Ok Three Wire,” which you have a CH-53E assisting an A-7 Corsair. Photo published in Rotor Review, Issue 12

Continued from page 77

who had the blessed opportunity to pilot these amazing machines, those “farewell” issues of Rotor Review are most likely occupying a special place our bookshelves. Reflecting on the departure of those helicopters, Rotor Review readers might realize that the retirement of these aircraft went barely noticed by the “mainstream” aviation media. The responsibility of celebrating the memory of these exemplary rotorcraft fell to Rotor Review and, having been handed that responsibility, the staffs of Rotor Review produced some of the best issues of the 30-year history of the magazine. Those reading this 30th anniversary Continue on page 79

In the Spring 1985, Rotor Review, Issue 10 was the ﬁrst to be published as an magazine. This 30-page issue was featured at the 37th NHA Symposium. 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

Rotor Review #

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. 114 Summer ‘11 80 Promote the use of vertical lift aircraft in the U. S. Navy, Marine Corps and Coast Guard. Keep members informed of new developments and accomplishments in rotary wing aviation.

A Perspective on the 30th Anniversary

Continued from page 78

issue of Rotor Review should know that you have the capabilities to shape the next 120 issues. I encourage every reader to think about the direction you would like to see this magazine take for the next three decades and send your suggestions to the hard-working forks at NHA. Better yet, get involved in the production of the magazine or send in some submissions – sea stories, squadron updates, and feature articles. As Smokey the Bear says, “Only you can strengthen this magazine.” This is your magazine, please help it continue to succeed. Before you turn the page to enjoy the rest of this anniversary issue, I would like to say, “Thank you!” to the current staff Kristin Ohleger, George Hopson, and the rest of the support team. The magazine has never looked better – yes, even better than when I was at the helm! I wish them the best of luck moving the magazine ever forward. Happy 30th anniversary, Rotor Review!

Rotor Review reaches a milestone with its 100th issue Winter 2008

The Next Issue of the

focuses on Training All photo and article submissions need to be no later than November 17, 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 # 114 Summer ‘11

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Rotor Review # 114 Summer ‘11

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