Rotor Review Fall 2011 #115 by Naval Helicopter Association, Inc

Number 115 Fall 2011

IS VORTEX RING STATE SETTLING WITH POWER OR POWER SETTLING? 2011 GULF COAST FLEET FLY-IN What your OPNAV Rotor Review # 115are Fall ‘11

Requirements for HAC? 1

SOME THINGS YOU NEVER LEAVE TO CHANCE. MARITIME SECURITY IS ONE OF THEM.

Maritime security demands the most advanced multi-mode anti-submarine and anti-surface warfare helicopter. One with a sophisticated mission system that provides complete situational awareness. One with networkenabled data links that allow information sharing and instant decision making. One that is operationally proven and in production.

MH-60R. The right choice for Maritime Security.

Rotor Review # 115 Fall â&#x20AC;&#x2DC;11

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

Number 115 / Fall ‘11

Features Is Vortex Ring State “Settling with Power” or “Power Settling?” LCDR E. Chip Lancaster, USN(Ret) and CAPT Doug Yesensky, USN(Ret)

LCDR Kristin Ohleger, USN

FDNF Helo Crews Support Thailand Flooding Surveys LTJG Amanda Cullen, USN

Design Editor

Flying Yesterday’s Cockpit Design Today CDR Christopher Hayes, USN

HMH-361 Scours Super Stallions for Damage LCpl Erica DiSalvo, USMC

2011 Fleet Fly-In LT Spencer Allen, USN

NHA Active & Retired Special Event Dinner CAPT Vincent C. Secades, USN (Ret)

Perspective: NHA Members’ Survey Results LT David Yoon, USN

Editor

George Hopson

Page 16

Aircrewman / Special Missions Editor

AWCM Carl T. Bailey II, USN

HSC / HS / HM Editor LT Tom Murray, USN

HSL/HSM Editor

LT Scott Lippincott, USN

Page 20

USMC Editor

Focus

TBA

USCG Editor

Training in the New Year

LT Todd Vorenkamp, USCG LT Shannon Whitaker, USCG

Training in the New Year: Introduction LT Scott Lippincott, USN

AVET - Aircrew Training: Past, Present, and Future AWSC Ryan Grant, USN and AWC Jack Hayes, USN(Ret)

LAMPS Versus the World: Training for Everthing LTJG Sam Oberg, USN

NHA Photographer

31st MEU to participate in Amphibious Landing Exercise in the Republic of Philippines Capt Caleb Eames, USMC

Historical Editor

HSL-60 Jaguars Complete Night AUF Training with the U.S. Coast Guard LT John Katz, USN

Anti-Submarine Squadron SIX ZERO Trains for Fire Scout VTOL UAV Deployment Unmanned Aerial Vehicles (UAV) News

HSL-42.1 Yellow Bellied Sliders Halfway LT Julia Peterson, USN

HSL-42 Detachment One Performs Sub PAXFER LT Jennifer Holsclaw and LT Julia Peterson, USN

HSC-3 Merlins Detach to Thailand LT Tom Murray, USN

Runaway Hoist! AWR2 (NAC/AW) Patrick Lowther, USN

Going Outback LT Brian Carnes, USN

Book Review Editor

LCDR BJ Armstrong, USN

Page 39

Technical Advisor

LCDR Chip Lancaster, USN (Ret) CDR Lloyd Parthemer, USN (Ret) LT Todd Vorenkamp, USCG CAPT Vincent Secades, USN (Ret)

Page 44

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 # 115 Fall ‘11

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

Corporate Associates

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

National Officers

President................................................. CAPT David Bouvé, 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 ............................ Colby Wilson-Shearer

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

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 ...........................................CAPT Steve Schreiber, USN Page

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

Region 3 - Jacksonville

C2 38 48 53 56 C4

Director ..........................................CAPT Doug ten Hoopen, USN President..............................................CAPT Clayton Conley, USN

Region 4 - Norfolk

Director ................................................ CAPT Paul Esposito, USN President ....................................................CDR Marv Carlin, USN

Region 5 - Pensacola

Directors.............................................Col James Grace, USMC

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)

Rotor Review # 115 Fall ‘11

CAPT Thurman Maine, USCG

President ...........................................CDR Paul Bowrich, USN

2011 Fleet Fly-In.........................................LT Spencer Allen, USN

Far East Chapter

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

Departments Number 115 / Fall ‘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

Letters to the Editors

Industry and Technology

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

AWCM Carl Bailey, USN Page 13

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

Page 32

There I Was

Page 60

There Are No Dull Training Flights LT Mark Klein, USN Early Morning Emergency Over Iraq LT James Gelsinon, USN What are your OPNAV Requirements for HAC? LTJG Philip Saulnier, USN

Desert Hawk Maintenance LT Russell Kratoville, USN

30 31

Historical

Page 69 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 .

Rotorcraft Pioneers, Stanley Hiller, the Boy Prodigy CAPT Vincent C. Secades, USN

Change of Command

Squadron Updates

USMC Updates

USCG Updates

In Memory

75 80

Stuff

Editors Emeritus

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 # 115 Fall ‘11

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

Editor’s Log

elcome to RR 115! When I first joined the staff of Rotor Review, we never had to decide on the focus of the magazine. Year after year, the same subjects of The NHA Symposium, Search and Rescue, Technology, and Training were rotated quarterly. Since taking over as Editor-In-Chief, I did my best to brainstorm with the community editors each quarter to come up with new and exciting topics in order to keep the magazine exciting and something our NHA members looked forward to reading. After looking back at the past few years, I realized that, other than the annual review of the Symposium, we really haven’t hit the old topics, with the exception of one SAR issue. The editors and I felt that it was about time to talk about some Training. I know what many of you are thinking….B O R I N G. Many of us think of

Chairman’s Brief

appy New Year to all of our members wherever this edition of Rotor Review finds you. 2011 was certainly a memorable, celebratory Centennial Year for Naval Aviation. 2012 will focus on what impact the Congressional Select Committee’s inaction last 23 November will have on our force structure and readiness. One thing I do know for certain, the quality of all components of rotary wing training will not be short-changed. Training, the bedrock of our profession, that’s what this edition of RR is all about. The sage adage “Train like you’ll fight” is best appreciated by those who have actually experienced what that means. Our community has performed with confidence in the field precisely as we have been trained to execute. Whether you are flying in the desert or over the oceans, performing maintenance on the deck of a ship or FOB, or performing aircrew duties on always unpredictable humanitarian missions, you are a product of the finest warfighting continuum our naval service has ever enjoyed. The Naval Helicopter Association’s 22nd Annual Fleet Fly-In once again brought fleet helicopters, pilots and crews to interact with

training as sitting in a classroom listening to old boring lectures of aircraft systems and tactics or flying practice SAR pattern after SAR pattern, or auto after auto. Training is only what you make of it. Great training makes great pilots and aircrwmen. The innovation of today’s training makes us more ready than ever to take on what the world throws at us. While the general public believes we are throttling back to basics and cutting back on our training, we are doing just the opposite. We are in the process of ramping up our training, whether it’s getting more advanced equipment to use in our aircraft or better simulator capabilities. Lectures are getting more advanced and we are spending more time tracking our training and readiness than ever before, ensuring we are always ready. Additionally, we are training more and more with other US military services and coalition forces to improve the way we operate. In this

issue you will read about all of this and the new and exciting ways our helicopter community is training, to include the introduction of the new Aircrew Virtual Environment Trainer (AVET) and how it has brought vast new training capabilities to our aircrewmen. On a separate note you will see a small ad at the bottom of page 72 letting you know that Rotor Review has now gone digital. Many of you have been asking for this for a few years and we finally are able to deliver. Please visit us at http://www. navalhelicopterassn.org/rotor-review/ for more information. Here you will be able to choose whether you want to receive a paper copy of the magazine, digital copy, or both. As always, I hope all of 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

the Student Naval Aviators (SNAs) of Training Air Wing Five. This annual interactive training event by fleet aircrews complements the experience and leadership of our talented instructor corps (HT-8, HT-18, HT-28) for our SNAs. Hosted by TRAWING FIVE’s Commodore Jim Grace, USMC, the FlyIn introduces prospective naval aviators to fleet aircraft. Twenty-five helicopters, from 19 squadrons from both coasts, flew to NAS Whiting Field to participate in this always anticipated event. As Chief of Naval Air Training Rear Admiral Sizemore stated, “There is nothing like this in all of Naval Aviation.” Approximately 300 SNAs enjoyed the chance to “test drive” fleet aircraft during one of three four-hour flight windows; a huge draw for the SNAs. There were other activities as well. Static aircraft were on display so base personnel, instructors, SNAs, and even several hundred students from NAS Pensacola aircrew school could see, touch, crawl around and ask questions about the helicopters and duty stations that the fleet crews hailed from. For the first time, the Fly-In included a foreign helicopter as a Canadian CH-124 Sea

King flew down from the 406 MOTS out of 12 Wing Shearwater, Nova Scotia. Social events were held each of the four days to allow the SNAs an opportunity to interact with the fleet pilots and crews. Industry booths were displayed where squadron personnel received updates on aircraft technology. Additionally, the always entertaining rotary wing community briefs were held for junior and senior officers providing information about the future of helicopter roles and missions, training and personnel issues. Skipper Hans Sholley, HT-8, Region 5 NHA president, and his Fly-In lead, LT Spencer Allen, executed what can only be described as an extraordinary rotary wing unrestricted training experience. The highlights of this experience included a 350 participant 5K run, a Senior Officer Panel and a Board of Directors meeting.

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Rotor Review Editor-in-Chief

Senior Officer Panel

The Senior Officer Panel was moderated by RADM Sizemore, CNATRA and included Commodores Cashman, Chatfield, Tenhoopen; Col Jensen, MAG 2 and Capt. Berghorn, USCG. There was standing room only in the base auditorium resulting in the following questions and facts: Continue on page 5

Continued from page 4

Senior Officer Panel (cont) • 68% of USMC aviation is either rotary wing or tilt rotor.

• • • • • • • • • • • •

What is the future of the 53? There will always be “Big Iron!” How will the budget cuts effect naval aviation and helicopters in particular? A tough question as no one knows what cuts are coming. What would be a good follow on tour for a training command LT? Many excellent examples were given. 80-85% selection rate for Department Head in HSC/HSM communities. Will we be consolidating training with the Army at Ft Rucker? No ongoing study exists at this time. What will be the make-up of an MH-60/Firescout detachment on the LCS? Complex, yet intuitive solutions were discussed. Naval Aviators becoming UAV pilots or Air Vehicle Operators (AVO) does not help them achieve squadron qualifications. Will an AVO tour be considered a disassociated sea tour? The expected answer was “dream on” however a decision has not been made yet. Where is the money being invested in rotary wing technology and what does the future look like? What is the outlook for updating training command aircraft? We are in good shape now. In 2014 50% of all Naval Aviators will be unrestricted Naval Aviators. TRAWING FIVE is responsible for an estimated 43% of CNATRA’s total flight time and over 11% of Navy and Marine Corps flight time world-wide.

The panel closed their session with each member sharing their advice on how to succeed “wearing the cloth of the nation.” In summary, “You are a Naval Officer first and foremost. Take care of your people and their families. Know and fly your aircraft well.” I offer this in response to the “where is the R&D money being spent” question. The Army Aviation Applied Technology Directorate held an industry conference for the Joint Multi-Role (JMR) Technology Demonstrator (TD) program in November in Newport News, VA. DoD’s rotary wing S&T community initiated the JMR TD effort to demonstrate air vehicle and mission systems technologies to prepare DoD for decisions regarding the potential replacement of their current fleet of aircraft with new systems. At the conference, DoD was to provide an overview of the program, provide status for ongoing activities, and conduct a question and answer session. In short, this program wants to demonstrate technology for a family of rotorcraft that could eventually replace our entire fleet of helicopters (attack, utility, cargo and reconnaissance) for the Army, Navy, Marine Corps and Air Force. The JMR TD is modeled on the Joint Strike Fighter concept demonstration phase, with plans to fly two competing clean-sheet aircraft in FY17. It is clear that the capabilities demanded of our future rotorcraft fleet cannot be achieved through incremental upgrades to the current fleet. Desired vehicle attributes of the JMR family include the following items, which I will update in future Chairman’s Briefs: • • • • • • • • •

•

Director; CAPT Miley (CO, TTGP); CAPT Cashman (Commodore, HSCWL); Col Grace (Commodore, TRAWING 5); CAPT Boyles (Deputy Commodore, HSMWL); CAPT Conley (CO, HSM-40); CAPT Schreiber, OPNAV N2/N6 EA; CAPT Dzielski (Ret); CAPT Baxter (Ret); CAPT Moulton, Sr. (Ret); CDR Niedzwiecki (CO, HSCWSP), Vice President – Awards; CDR Carlin (CO, HSC-2), Vice President – 2012 Symposium; LT Yost, Secretary. Also present via teleconference were: VADM Kevin Moran (Ret); RADM Christopher Cole (Ret); RDML William Lescher; CAPT Dennis Dubard (Ret); CAPT John McGill (Ret); CAPT Paul Stevens (Ret), Scholarships; CDR Michael Steffen. Highlights on the Board of Directors meeting included:

• The schedule for the 14-17 May 2012 Norfolk Symposium will be: • Monday: Sports Day (this is the big change) • Tuesday – Thursday: Briefs/Meetings • Wednesday: Members Reunion (Half Moon) • Wednesday Breakfast: Trustees/Board of Directors meetings • Thursday: Flag Panel • NHA remains financially sound with membership growing and a continued focus on our active duty members. • NHA’s professional character is anchored in the work of our volunteer members. No other association depends upon its membership more or benefits from that regional enthusiasm and initiative. • NHA’s charter is for a “professional organization whose purpose is to: provide recognition and to enhance the prestige of the … Naval vertical flight community, … promote the use of vertical lift aircraft … (and) keep members informed of new developments … in rotary wing aviation.” It was crafted to support the active duty member. No other association has, can or will reflect our community’s interests and well being better. • NHA plans to maintain our Centennial Symposium’s momentum and enthusiasm at Norfolk this spring, especially at the Member’s Reunion. Let it be said again that our Centennial Symposium was a benchmark in substantive content and fun. Volunteer active duty member made that happen. Want 2012’s Norfolk Symposium to match that? Please volunteer your time, talent and ideas. • I attended both the final Centennial CoNA Gala at the National Building Museum in Washington, D.C. on 1 December and the East Coast CoNA banquet on 24 September in Virginia Beach. The East Coast event was exceptional as Commodore Cashman flew an HSC-22 helicopter to the Convention Center and had it towed in right next to the dais. The only naval aircraft in attendance

integrated aircraft survivability scalable common core architecture speed of 170+ knots a combat radius of 424 kilometers vehicle performance at 6,ooo feet and 95 degrees F shipboard compatibility improved fuel efficiency improved supportability and affordability optionally manned capability

commonality

Board of Directors Meeting NHA Board of Director’s (BOD) Meeting was attended by RADM Tomaszeski (Ret), Chairman; CAPT Bouvé (Deputy Commodore, HSMWP), President; Col Whitfield (Ret), Executive

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Continue on page 6

Continued from page 5

and showcased that evening!

• To the new NHA President: Welcome Aboard! CAPT Dave Bouvé, Deputy Commodore, HSMWP

Leaders to Sea Program There is a program that many of you may not be aware of as it’s normally conducted only 4 times a year on each coast. It’s called “Leaders to Sea” and is designed to provide industry executives and influential community members with an extraordinary appreciation for our Navy and Marine Corps team. The fortunate citizens are given a unique perspective of what it really is like to operate/live/work/lead at sea on an aircraft carrier for 24 hours. The agenda includes: •

•

DAY 1: The Navy stages the participants in either Norfolk or San Diego the night before as it will be an early go the next day. They usually have a dinner for all 12 “Leaders to Sea” guests with a brief of what their ship embarkation will be about. DAY 2: 0630 muster, brief and fly out to the CVN on a C-2 Greyhound for a trap on the carrier which will usually be doing air wing carrier qualifications or a JTFEX. During the course of the day and night the group of 12 will be fully immersed into Navy life. They will be on the flight deck for launches and recoveries; experience General Quarters; visit every single operational work center (bridge/air ops/tower/navigation/CVIC/ supply/air traffic control/ medical/dental/ready rooms/chapel/mess decks); meet the ship’s leadership team in the blue tile area; meet the chiefs (what they really meant was…); meet the Sailors and Marines (how it really works). They will have time to ask all the questions on any topic they are interested in and essentially have free escorted (for safety) access to the ship and her crew. They will have meals in different places with different people (on the mess decks with the Sailors, in the chief’s mess, at the “3 fork” dinner with the XO, CO, embarked CSG commander and then Mid-Rats with the pilots. They will experience night flight operations from several venues and spend the night at sea (in the “nicest staterooms”). DAY 3: 0600 reveille followed by breakfast and then off to experience what was not seen on day one (it’s a big ship as you know). They will have lunch, then brief for a C-2 catapult shot off the deck to the beach, returning to Norfolk or San Diego by about 1330.

Being at sea on a carrier and flying with its air wing is exhilarating for every civilian I have known who has experienced this premier program. They know who is first to take off and last to land. The teamwork, coordination, camaraderie, enthusiasm and professionalism observed in leading almost 6000 crewmembers and launching aircraft is awe-inspiring to our guests. It definitely gives them a new appreciation of your service and sacrifice that they all take back and share with their community and businesses. If you know someone who you think would benefit from an experience like this, contact your skipper and I will take it from there.

NHA Survey

NHA conducted an informal, non-scientific (we did the best we could) 727 respondent survey online around the time of the 2011 Symposium. What did we learn? LT David Yoon, from HSC-3 and NHA National Treasurer, summarized his take on the survey on page 76 . Are we becoming stagnant as an Association? Yes, if you consider our core membership is only active duty and is concentrated at the squadron/operational level whereas our non-operational/retired community is growing and not appreciated as a membership base. No, if you consider the number of popular cyclic, regional events held each quarter in addition to the annual symposium and the respect NHA commands throughout Naval Aviation. Read the article and let us know what you think. As a community about to become the majority of pilots and aircrew in Naval Aviation, the future is ours to shape.

A Personal Note

On a personal note, I had the pleasure of attending 29 Naval Flight Demonstration Team air shows across the nation these past two years. This gave me the opportunity to observe helicopters from every naval rotary wing community fly and conduct flight line static displays. Air show static displays are hard work because a helicopter is cool, accessible and have the friendliest “we aim to please” crews conducting tours. The impact your static displays make on young, impressionable American kids is, well, you just never know. But you do it so well for each of the thousands of families that climb through your helo. I thank you, you make us proud. One of those youngsters just one day might become an unrestricted naval aviator, Sailor or Marine because of the exciting memory you created that day. That I know first hand. Till next brief, Fly Well and….Keep Your Turns Up! RADM Steve Tomaszeski, USN(Ret) NHA Chairman

Rotor Review # 115 Fall ‘11

President’s Message

ellow NHA members ; It is with great excitement and honor that I take the reins of this amazing organization as president. The entire helicopter community owes my predecessor CAPT John Miley a debt of gratitude for the tireless work he has put into NHA over the years. Our professional organization has advanced as far as it has due in large part to his leadership and vision — we thank you John! As the Deputy Commodore for HSMWINGPAC, I see daily the incredible changes going on in Naval Aviation and especially within the helicopter community. We have never been more central to overall mission accomplishment for the Navy — HA/DR operations in the Seventh Fleet AOR, Air Ambulance missions in the Fifth Fleet AOR, counter piracy and counter drug operations, strike group integration of the Romeo and Sierra throughout the fleet, and the resurgence of ASW training and readiness. There has never been a better time to be an unrestricted aviator! With so much change going on, it is critical that we share the knowledge and experience we have all gained, and that is part of what makes NHA such a valuable organization. Whether it is student

aviators during the Fleet Fly-In getting their first good look at the machines they will be mastering, or seasoned aviators networking with industry leaders at the annual Symposium — NHA provides the structure for us all to connect, learn, and strengthen our professional and personal ties, not to mention having a great time in social settings as well! I was glad to learn that the theme for this issue would be “Training” because its importance cannot be overstated. Without the daily efforts of our Primary, Advanced, FRS and ACTC instructors, the fleet aircraft we fly would be worthless. Part of training also consists of exchanging ideas and perspectives, and that is another way in which NHA plays a valuable role. The 2011 CONA celebration has been a remarkable opportunity to reflect on the impact we have had on our Nation’s history — as we roll up our sleeves and begin the work of the next hundred years of naval aviation, we should all be justifiably proud of our rotary wing heritage. The Navy and NHA expect great things from all of us. I look forward to seeing all of you at the 2012 Symposium in Norfolk — it is going to be a great one! Keep the articles and ideas coming, and we’ll see you in the fleet CAPT David Bouvé,USN NHA President

Aircrewman’s Corner

ello Aircrew/Maintenance P r o f e s s i o n a l s . T r a ining, that is the theme of this Rotor Review … the inevitable, unyielding, never ending training. We all know it and have known our old friend training for years. As a Rescue Swimmer one might train for years and years and never get an actual rescue. As Maintenance Professionals we train all of the time and get to put that training to good use. Training is sometimes not looked upon fondly and maybe even sometimes is perceived as an obstacle to “getting things done”. There is even an old saying about training’s mirror sibling, practice, that goes, “practice makes perfect”. Well, isn’t training really just another way of practicing? So, one could say that training makes perfect. However you perceive training, if you really look at it, I have to believe that most of you would say that training is an absolute must in the business that we are in. We would never want our pilot doing his or her first autorotation for real during an engine failure. We would not want the engine hung on an aircraft by a brand new maintenance tech without any prior training. We would not want to man the starboard door of the helicopter on a combat Search and Rescue extraction without first having trained for that mission. So, I think you all get my point by now. Maybe instead of talking about the necessity of training, we should talk more about the quality of training. As my CO, Skipper Ryan, likes to say, “Let’s make the training relevant and value added”. I think that is a very good way to go about our training thought process. By the way, the Skipper has already signed my last FITREP … so, relevant and value added! We have so little time and recourses to get our perspective missions done nowadays with this modern at war Navy that any time spent onRotor something other#than mission itself (like training) should 9 Review 115the Fall ‘11

be well thought out, relevant and value added. Our thoughts when it comes to training should be, what exactly are we going to get out of this training. How relevant is the training to helping us complete our mission or to being more safe doing so. How can we get most of our sailors good quality training in the time allotted? What makes the most sense when it comes to completing training? If we think along those lines I believe that the necessary training can get done with the least negative impact on the mission. In fact, if done with purpose and done right, quality training will have a positive impact on the mission and actually help to get it done more efficiently and safely. A long time ago an old crusty Chief Petty Officer mentor of mine said, “We should train like we fight and fight like we train”. Now I am almost certain that he did not invent that saying but like most pearls of wisdom he is the one who passed it on to me, and for those of you who may have not heard it before, I pass it on to you. Really think about that statement for a minute. It is not always practical to train like we fight for obvious reasons, however, I believe that we should, as much as we can, live by that motto. It will inevitably lend itself to good training practices and quality value added results. After all, if we are not fighting like we have trained to do so, how effective will the fighting be? He or she who goes into the fight the most prepared, wins! So in closing, this Master Chief is a big believer in quality training. If we all go into the future with the training thought process of always providing “relevant and value added training” and, as much as we can, “train like we fight and fight like we train”, how can we as the world’s greatest Navy go wrong? As usual I am very proud to be your Aircrew Special Missions editor. Have a great Navy day, sit back and give this edition of Rotor Review a good read. AWCM Carl T. Bailey II USN Rotor Review Aircrew Editor

Rotor Review # 115 Fall â&#x20AC;&#x2DC;11

NHA Scholarship Fund

reetings from your Scholarship desk! These past two months have really been important for the Scholarship Fund. As I have mentioned last time, the new scholarship cycle has started and quite a few applications are already in the data base. The cycle will run until the 31st of January at which time the application process will close and all supporting documentation (transcripts/letters of recommendation) must be in. Please help us get the word out to active duty personnel, family members and those who have served in the naval rotary wing community that we will be awarding more than $30,000 in scholarships this year. More information on our scholarships and eligibility requirements can be found on our website at www.nhascholarshipfund.org We are excited to announce that we will have two new scholarships to award this cycle. Thanks to the generosity of the Charles Kaman family, we have established a Charles

Kaman Memorial Scholarship in honour of that pioneer in naval rotary wing aviation. Look for more details about that scholarship on our website in the following months. We have also been working on establishing a Captain Mark Starr Memorial Scholarship sponsored by the Naval Helicopter Historical Society (NHHS). Captain Starr was another icon in our community and we are proud to recognize his contributions to naval rotary wing with this new scholarship. As you may know, The Fund awards two or more scholarships in each of NHA’s five Regions. These scholarships are made available thanks to generous gifts from corporate entities like DP/L-3 Associates, Lockheed Martin, Raytheon, Sikorsky the Ream Family and now the Charles Kaman Charitable Trust and the NHHS. Your donations to The Combined Federal Campaign also play a significant role

in determining the number of scholarships and the scholarship award level we provide each year. Region fundraisers are another important source of revenue. Combined, these donations only allow us to maintain the scholarships we currently award. For the fund to grow we need to reach out to all in our community, past and present and that is especially true for our retired community. Individual donations can be made via our website or directly to the NHA office. We also have personnel who can help you with a variety of estate planning strategies that would benefit both you and the Fund. The NHA Scholarship Fund is focused on helping those in the Naval rotary wing community reach their educational goals and you can play an important role in making it happen. Hold fast, CAPT Paul Stevens, USN (Ret) NHA Scholarship Fund President

Executive Director’s Notes

HA depends on its corporate members to help support the organization. That support has included NHA corporate membership, advertising in Rotor Review magazine and exhibiting and sponsorships at the annual symposium and donations to the NHA Scholarship Fund. When NHA was first established in 1976 the Navy was purchasing and/or operating helicopters from a number of manufacturers. These included helicopters from, Bell UH-1N, Boeing CH-46, KamanSH-2F, and Sikorsky UH-3, and RH53D. As the Naval Helicopter Concept of Operations (CONOPS) developed in the 1990s evolved into the Navy Helicopter Master Plan (HMP) in 2000 the number and type of Navy helicopters was reduced to H-60s, MH-53Es and MQ-8B Fire Scout VTOL UAS. This helicopter neck down process has simplified Navy training

and support and reduced costs, but has also reduced the number of companies competing for Navy rotary wing business. Since 9/11, until recently, NHA has benefitted directly and in-directly through its corporate members from an expanded defense budget that financed the global war on terrorism. As a result of the recession and rising federal budget deficits there will be reductions in the defense budget, the only question is how much. There has already been reductions in planned procurement including cancelling or curtailing some major weapon systems. There will be overall personnel reductions as forces deployed to Iraq and Afghanistan are returned to the U.S. How will all this affect NHA? The last two years NHA has lost five corporate members. Symposium 2012 will be affected by reduced exhibitors

Rotor Review # 115 Fall ‘11

and sponsorships. However, individual NHA memberships have been on a gradual increase reflecting the increase in unrestricted, rotary wing, Naval Aviators. It is important that members realize that although NHA is a nonprofit it needs to be run as a business, that is, have a positive cash flow. Inflation affects the costs of operating the national office, producing and mailing Rotor Review magazine, and running the annual Symposium. The bottom line in all of this is NHA will be entering a more tenuous financial status the next few years requiring a careful management of expenditures. Col. Howard M. Whitfield, USMC (Ret) NHA Executive Director

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

Train Like You Fight

uilty. More on that later. One of the most widely-read military writers, Max Boot, famously said, “My view is that technology sets the parameters of the possible; it creates the potential for a military revolution.” In the past quarter-century, the U.S. military has embraced a wave of technological change that has constituted a true revolution in military affairs. Unquestionably, one of the most rapidly growing areas of technology adoption involves unmanned systems. In the last ten years alone, the military’s use of unmanned aerial vehicles (UAVs) has increased from only a handful to over 5,000, while the use of unmanned ground vehicles (UGVs) exploded from zero to over 12,000. And unmanned surface and subsurface vehicles are coming on strong. The urgent demands of Operations Enduring Freedom and Iraqi Freedom have spurred the development and employment of these systems to the point that they are already creating strategic, operational, and tactical possibilities that did not exist a decade ago. This remarkably rapid rise has been supported by the equally rapid pace of technological research and development taking place within industry, academia, and DoD laboratories. At the U.S. Navy’s level, thenChief of Naval Operations, Admiral Gary Roughead, demonstrated his commitment to developing a longterm vision for unmanned systems in 2008, when he directed the 28th Chief of Naval Operations (CNO) Strategic Studies Group (SSG) to spend one full year examining this issue. Leveraging the SSG’s work, Admiral Roughead has spoken extensively regarding the challenges the Navy will need to address as it integrates unmanned vehicles into its force structure, with a particular emphasis on unmanned, or more properly, autonomous aerial

systems. And the current CNO, Admiral Greenert, has continued this emphasis on autonomous aerial systems in speeches and congressional testimony. So today’s naval aviators have a decision to make. Do we view these autonomous aerial systems as opportunities or threats? Now, before you all embrace the PC answer and say, “Oh, they’re wonderful,” let me take you back to what, I’ll admit, is my favorite movie of all time, The Right Stuff. There’s a scene in this movie (based on Tom Wolfe’s best-seller of the same name) where some of the test pilots at Edwards elect to enter the Astronaut program while others, like Chuck Yeager, elect to stay at Edwards and do what they do best, continue to take new aircraft up into the skies and do what they’ve always done so well. After the NASA bunch leave to start a completely new life and lifestyle, Yeager is asked what he thinks these guys will be doing as astronauts and what they will be, and his reply is, “They’ll be spam in a can.” Not exactly terms of endearment for their former test-pilot pals. The point is, Yeager and his colleagues felt threatened by this

NASA bunch who became wildly-renowned internationally for doing what they did – being part of a brand new, technologically-cuttingedge, profession as astronauts. Trying to pretend that at least some Naval Aviators don’t feel threatened by autonomous aerial systems is like trying to convince a Mideast sheik he needs to invest in a sand factory. So let’s say you’re not one of those guys or gals, but a more “enlightened” Naval Aviator about to take your career into the second hundred years of Naval Aviation. Where do you go with all this? So here’s where that “guilty” thing comes in. I can’t speak for my fellow former active duty Naval Aviator brethren, but while I have a great many memories of flying mission-essential flights – whether it was pulling someone out of the drink as a SAR pilot, flying in a major Navy exercise, refreshing important quals like DLQs, or flying focused-flights as a FRS instructor, there were flights I was on, many in fact, that you could legitimately call, “boring holes in the sky.” Can’t speak for anyone else, but sometimes I felt that if you took the machine up in the sky and just kept the dang thing out there for several hours, that was a successful flight. Now, in fairness to anyone who Continue on page 11

Different naval helicopters displayed on the flightline at NAS Whiting Field during the 2011 Fleet Fly-In. Photo taken by LT Matt Udkow, USCG

Rotor Review # 115 Fall ‘11

Continued from page 10

might have had that same inclination “back in the day,” given the state of helicopter technology then, especially reliability (urban legend has it that the first two rescues performed by H-2 pilots were of other H-2 pilots who had ditched their machines), perhaps just keeping it out of the water or the proverbial “farmer’s field” in Alabama was an accomplishment. And also in fairness , in 30 years, I had only two machines fail out from under me (put one into the water and the other into that proverbial farmer’s field), but my entire crew got out of each one without major injuries so the dang things must have been crash-worthy! And, oh by the way, back in those less-enlightened days, one of the ways we type-A aviators kept score was how many flight hours an individual, a detachment, or an entire squadron achieved in a week, a month, a year, or even a career. Oh, and those flight hours weren’t buried in a database on some anonymous server in a data center who-knows-where, but right there for all to see on the squadron Ops Officer’s enormous plexi-glass board! Yeah, we weren’t competitive or anything. But that was then, and this is now. The safety stats speak volumes. Any Naval Aviator today who is merely trying to keep the machine out of the

water is probably in the wrong line of work. We’ve got great machines today and great Sailors, Marines and Coast Guardsmen maintaining them, so not many of you probably worry too much about winding up in the water. And in the face of the most draconian defense budget cuts in at least a generation and with the nation still at war, and with new and critical missions such as maritime security and humanitarian assistance and disaster relief that Coast Guard, Marine Corps and Navy aviators are performing every day, there probably isn’t a huge chunk of flight time left over for boring holes in the sky. So what has all this to do with training? Here’s the rub. What some of the most prominent proponents of autonomous aerial systems (and many of these folks are former naval aviators and good friends) say to promote their systems is something along these lines; “Well, naval aviators have to train all the time just to remain proficient, and that costs a lot of money. With autonomous aerial systems, once a UAS operator is qualified, there is very little proficiency training he or she needs do to operate the UAS.” It’s an argument that does have merit and one that is hard to refute. This isn’t something any one of us can solve in a day or a week or a month, but I’ll suggest it’s an issue we all

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need to address – and address soon. The first issue, of course, is to figure out all the ways autonomous aerial systems can complement and supplement manned rotary wing aviation – something where we’ve just scratched the surface. This has the potential to be a win-win, but only if we take it on now as a united community and not let others call the plays. But once that’s done, I’d also suggest we take a deep and serious look at how we train, especially how much we train in the aircraft and ensure that we have fully-leveraged every other possible way to train – from ground school, to simulators, to skull-sessions, to you-name-it. If we can make a goodfaith effort to trim our training in the aircraft in some meaningful ways, we’ll be well on our way to taking on that; “Well, naval aviators have to train all the time….” argument when the folks with the green eyeshades evaluate manned helicopters verses autonomous aerial systems (yes, an unfair comparison, but those of you who’ve worked in Washington know the green eyeshade folks are sneaky). If we don’t, stand by for heavy rolls.

SCAN AND GO TO WEBSITE

Online membership application • Current Events • Feature Articles online & comments section • much more.

Experience It ! Go to www.navalhelicopterassn.org. NHA is officially on Facebook , LinkedIn, and Twitter Rotor Review # 115 Fall ‘11

Brief History

Dear Editor; Kudos to CAPT Vincent C. Secades, USN (Ret) for his outstanding and well researched three-part article “ A Brief History of the Helicopter in United States Naval Aviation that appeared in Rotor Review issues # 112, 113, 114. Regarding the squential listing of Naval Helicopter pilots, CAPT Secades mentioned the oversight by OP05 where the first four pilot (Erickson, Booth, Graham, Miller) were not included. This resolved my puzzle why LT William G. Knapp’s obituary stated he was the first Navy Helicopter pilot. Knapp was 11th pilot trained by LCDR Erickson at CGAS Brooklyn. CAPT Secades mentioned in (issue #112, page 48) the long rescue of eleven Canadian airmen in May 1945 by USCG LT August Kleish flying a Sikorsky HNS-1. On September 18, 1946, a Sabena Airliner crashed about 60 miles from Gander, Newfoundland resulting 26 fatal and 18 survivors. LT Kleisch, LT Stewart Graham and CDR Erickson along with other pilots and support crew were sent to the area to rescue the survivors. The HNS-1 helicopters were disassembled and flown in C-54’s to Gander, then reassembled for the rescue effort. Wooden planks were air dropped to make a landing platform on the muskeg for the helicopters. The

30th Anniversary Issue worldwide media coverage of the event boosted the reputation and provided a new awareness of the unique abilities of the helicopter. LT’s Kleisch and Graham received the Air Medal from the USCG. The Government of Belgium awarded them the “Knight of the Order of Leopold.” The deeds and courage plus a few outlandish actions of Navy Helicopter pilots and aircrew would fill numerous volumes. Keep Up Your Turns; CAPT William J. Yarber, USNR (Ret) Navy Helicopter Pilot # 4607

CAPT Yarber, Thank you for the extra bit of information on that article. It is always great to learn more about our history as a helicopter community. I am always amazed at the sea stories I hear and how far we have come in the last several decades. We are very fortunate to have CAPT Secades as our Rotor Review Historian to share his research and knowledge in the Historical section. We want to encourage others like you to come forward and share more of our history in Rotor Review in the future. Thank you again for the amplifying information and, please, keep your stories coming!

Rotor Review # 115 Fall ‘11

Editor, Rotor Review;    I just finished paging through the Summer 2011 issue of Rotor Review and I was delighted, as usual. It was an especially entertaining issue for me, because of the well-deserved tribute to CAPT Bill Stuyvesant and his Green Bug Memories articles that were reprinted on page 55. I remember eagerly looking forward to those delightful stories and comments as only CAPT Bill could relate them. Thanks for including them. Maybe we can see a few more in future issues?       Sincerely,  CAPT Mike Reber USN (Ret) CAPT Reber, The Rotor Review staff was saddened by the loss of CAPT Bill although we are still glad to know that his stories touch us all. We felt it necessary to pay respect to someone who contributed so much to Rotor Review. His stories were the foundation of this magazine and we hope to include more of them in future issues.

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

Press released by www.rotorhub.com

orthrop Grumman has announced that its Integrated Avionics System has played a key role in preparing the AH1Z helicopter for its first operational deployment, marking the initial opportunity for the AH-1Z and UH-1Y helicopters to deploy as a team. Northrop Grumman made the announcement in a 17 November 2011 company statement. The statement said the AH-1Z and its sister aircraft, the UH-1Y, are deployed aboard the USS Makin Island with the 11th Marine Expeditionary Unit (MEU). The helicopters function as a detachment of Marine Light Attack Helicopter Squadron 367 (HMLA-367), which provided four AH-1Z and three UH-1Y helicopters.   The US Marine Corps has now merged these upgraded aircraft into a single light helicopter attack squadron or a detachment of the larger group. Northrop Grumman says, ‘The dual deployment takes advantage of the 84 percent commonality of parts between the UH-1Y and AH1Z helicopters in the H-1 upgrade

UH-1Y cockpit view of the formation with AH-1Z program, which reduces life cycle and training costs and decreases the logistics footprint for both aircraft’. The upgraded helicopters also have 100 percent software commonality through Northrop Grumman’s Integrated Avionics System (IAS) and the same operational flight program.  According to Northrop Grumman, the IAS powers the helicopters’ glass cockpits. It features two mission computers with

an open, modular architecture that allows for easy system upgrades and rapid insertion of new technologies. The IAS also improves the air crew’s situational awareness and weapons accuracy by providing critical mission data on four displays.

Industry and Technology

Upgraded H-1 Helicopters deployed

Dubai Airshow 2011

Pilot gives viewpoint on Libya rescue Press Released by www.rotorhub.com

he pilot of an MV-22 Osprey who recovered a crewmember from a downed US Air Force F-15E Strike Eagle in Libya has spoken publicly about the operation. Maj BJ Debendeleben, a pilot with US Marine Corps (USMC) tiltrotor squadron VMM-266 told Shephard that the rescue mission highlighted the advantages of the tilt-rotor over the traditional rotary-wing aircraft it is replacing. Debendeleben was the lead pilot on the mission, which took place during the early hours of 21 March 2011. The F-15E Strike Eagle, based at RAF Lakenheath in the UK, reportedly suffered a mechanical failure

whilst during a mission to enforce the Libyan no-fly zone forcing the crew to bale out. While the weapon systems officer (WSO) was quickly picked up by friendly anti-Gadaffi forces following the incident, the pilot found himself using the skills he had learnt in survival school until help could arrive. Off the coast of Libya, Major Debendeleben of USMC tilt-rotor squadron VMM-266 was flying an MV22 Osprey on deck landing training on the assault ship USS Kearsarge when the emergency call came through. ‘We were immediately told to land and prepare for an operational mission,’ said Debendeleben, speaking at the Dubai Airshow.

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The pilot, who has 1,300 hours on the type, was chosen to lead the flight of two Ospreys into Libya and retrieve the pilot. Planning for the mission was completed in a short time. The Ospreys on the Kearsarge were assigned to the Tactical Recovery of Aircraft and Personnel (TRAP) mission in case a coalition aircraft was came down. ‘I couldn’t have asked for better conditions for a TRAP mission,’ said Debendeleben, ‘It was just another calm Mediterranean night.’ The bright moon and little or no cloud cover made for ideal NVG operations. In the cabin of each aircraft were 12 marines who would secure the Continue on page 14

Industry and Technology: Dubai AirShow Continued from page 13

crash site. The Ospreys lifted from the deck of the Kearsarge not long after 1.30am, they flew low over the sea and made landfall east of Benghazi. Debendeleben then manoeuvred the flight around the city and at low-level through a canyon before contact was made with downed pilot on the radio. ‘The situation was constantly evolving and we had no idea of the threat, and of course we had all had seen SA-24s and AAA on the news,’ said Debendeleben. With the location of the pilot known, the two aircraft pressed on and within minutes the aircraft were landing in a grass field south of Benghazi the F-15 pilot running onto the back of the

second Osprey. ‘We were on the ground for a minute,’ said Debendeleben. The pilot had been evading Libyans for nearly four miles and was relieved to be in the back of the Osprey. After take off, the flight aircraft immediately returned to the Kearsarge landing back onboard roughly 90 minutes after take-off. The recovery was completed so fast that a pair of CH-53s carrying a quick reaction force (QRF) of Marines was stood down and sent back to the ship before they reached the crash site. ‘The aircraft performed flawlessly, all the systems worked really well and I think it convinced commanders that the Osprey was the aircraft for the task,’ added Debendeleben. Once

MV-22 Osprey VMM-266 received extra aircraft from Afghanistan, the unit was transferred to NAS Sigonella in Sicily to provide TRAP cover for coalition aircraft. Despite being based further from Libya, its likely that the Osprey’s could have reached downed crews faster than ship-based HH-60s tasked for CSAR missions.

US Navy Extends Afghan Tour of Duty for NGC-Built Fire Scout Press Released by www.asdnews.com

i r e S c o u t unmanned helicopter has improved ground commanders’ ability to see potential threats and increase fighting effectiveness in Afghanistan - prompting the U.S. Navy to extend the system’s service through most of next year.  A team of U.S. Navy sailors and Northrop Grumman employees began their mission in May to gather 300 hours per month of full-motion video surveillance, and deliver it in real time to ground forces. “After six months of solid performance, our team has established itself as the goto asset for intelligence, surveillance and reconnaissance support for northern Afghanistan,” said George Vardoulakis, vice president for tactical unmanned system with Northrop Grumman.  Northrop Grumman will

operate and maintain the Fire Scout systems through October 2012 under an $18.65 million contract awarded to the company Sept. 28 by Naval Air Systems Command.  “We are providing a level of situational awareness many soldiers in the field have never experienced,” said Rick Pagel, Fire Scout’s operations lead for Northrop Grumman. “In the first five months we surpassed 1,500 hours with over 400 flights. Since Fire Scout doesn’t require a runway, we are conveniently nearby and arrive on station quickly.”  Fire Scout features a modular architecture that accommodates a variety of electro-optical, infrared

MQ-8B Fire Scout and communications payloads. These payloads provide ground- and ship-based commanders with high levels of situational awareness and precision targeting support

Navy to Arm NGC-Built Fire Scout Unmanned Helicopter Press released by www.asdnews.com

orthrop Grumman C o r p o r a t i o n (NYSE:NOC) has started work outfitting the U.S. Navy’s MQ-8B Fire Scout unmanned helicopter with a weapons

system. The Advanced Precision Kill Weapons System laser-guided 70mm rocket - in production for the Navy since 2010 - will allow ship commanders to identify and engage hostile targets

Rotor Review # 115 Fall ‘11

without calling in other aircraft for support.  “By arming Fire Scout, the Navy will have a system that can locate and prosecute targets of interest,” said Continue on page 15

Industry and Technology: Navy to Arm NGC-Built Fire Scout Unmanned... Continued from page 14

George Vardoulakis, Northrop Grumman’s vice president for tactical unmanned systems. “This capability shortens the kill chain and lessens the need to put our soldiers in harm’s way.”  Northrop will develop and deliver the equipment needed to control the weapons system under a $17 million contract awarded to the company Sept. 23 by Naval Air Systems Command. Final delivery of an operational system is expected by March 2013.  Once delivered, Fire Scout will be Navy’s first seabased unmanned system to carry weapons. Its ability to operate at low ground speeds makes it particularly well suited for supporting littoral missions such as drug interdiction, antipiracy actions, search and rescue, reconnaissance and port security.  Fire Scout features a modular architecture that accommodates a variety of electro-optical, infrared and communications payloads. These payloads provide ground- and ship-based commanders with high levels of situational awareness and precision targeting support

Fire Scout coming aboard ship.

Additional upgraded S-61 helicopters for US DOS Press Released by www.rotorhub.com

Sikorsky S-61 Sea King

ikorsky Aerospace Services (SAS) has announced that it has been awarded a contract to deliver three additional upgraded S-61 utility helicopters to the US Department of State (DOS). The contract, announced in a 9 November company press release, brings the total number of upgraded S-61 utility helicopters purchased by DOS to 29 aircraft to date.

According to SAS, the three aircraft will be used to transport diplomatic personnel in Iraq and Afghanistan. As the launch customer for the S-61 upgrade, DOS entered into a five-year IQ (indefinite quantity) agreement with SAS in 2010, with the option to purchase up to 110 upgraded S-61 aircraft.  SAS initiated the S-61 Upgrade Program in early 2010. According to the company, the upgraded

Rotor Review # 115 Fall ‘11

S-61 helicopters will undergo a full structural refurbishment with all major dynamic components zero-timed and key upgrades provided, including new composite main rotor blades (CMRB) and a survivability suite. The customer can select additional options such as a state-of-the-art glass cockpit and crashworthy primary and auxiliary fuel systems.

Features

Is Vortex Ring State “Settling with Power” or “Power Settling?” Article by LCDR Chip Lancaster, USN (Ret) and CAPT Doug Yesensky, USN (Ret)

uring a recent lesson with a Fleet Replacement Squadron HS-10 Replacement Pilots (RP), the instructor referred to Vortex Ring State (VRS) as “Settling with Power.” One of the well studied RP’s quickly corrected him, saying, “Sir, NATOPS refers to VRS as power settling.” The RP was correct regarding the current SH-60 F/H NATOPS. Let, the discussion begin! After being corrected by the RP, the instructor took the walk of shame to research resources to see if he was correct or does NATOPS win another disagreement. He next asked his CSI colleague, a Naval Post Graduate Master of Science in Aeronautical Engineering, if he understood VRS to be “settling with power.” The colleague said absolutely NOT. The fight is on again. The terms “Settling with Power” and “Power Settling” have been fraught with confusion almost since the advent of successful rotary wing aircraft. Both of these “power” terms have been

used with both VRS and Power Required (Pr) exceeds Power Available (Pa). We want to try and resolve the confusion, standardize how the naval helicopter community addresses the “settling” issue and recommend deleting the two “power” terms. Researching the flight manuals of more than 90 helicopter models and 15 aerodynamic texts, both foreign and domestic, from 1944 to 2010 at NAS North Island and the rotary wing library of Classic Rotors museum in Ramona, CA we arrived at the following historical perspective on VRS and related terms. We found the earliest reference that something was amiss from a pilot’s perspective in the 1945 R6A/HOS-1 flight manual. What was happening was unknown, pilots were just cautioned to avoid steep approaches and high rates of descent at low airspeeds and by the early 1950’s recovery techniques had been developed. “In prolonged partial power descent at zero airspeed, the rate of descent sometimes increases very

rapidly after approximately 500 fpm is reached. Application of additional pitch and power will not always stop the descent. Recovery is accomplished by acquiring approximately 20 kts forward speed.” (R-6A/HOS-1 Pilot’s Flight Operating Instructions, USAAF/USN, 1951). This admonition and recovery method are still valid today. Although the aerodynamics of the situation was not understood, what was happening was as evidenced by this statement from the early 1950’s. “Vertical descent at zero airspeed may be conducted. During vertical descent with power … the helicopter will be unsteady due to settling through the rotor wash.” (HUP-1/2 Pilot’s Handbook, USN, 1951). The first mention specifically of a “settling” issue. The aerodynamics of this “settling” phenomenon were first technically described and explained as Vortex Ring State by Gessow and Myers in their Aerodynamics of the Helicopter in 1952. “Power Settling” Continue on page 17

"VRS Can Ruin Your Whole Day"

Rotor Review # 115 Fall ‘11

Features: Is Vortex Ring State “Settling with Power” or “Power Settling?” Continued from page 16

or “Settling with Power” are not mentioned. These terms are pilot initiated descriptions and not used in the technical aerodynamic literature. Both terms are derived from the fact that, even a) though full engine power is available, when applied it does not stop the settling and appears to make it worse. The pilot term “Power Settling” is first used in the mid-1950’s with the HUP-1/2 and H-25A Flight Handbooks for referring to the phenomenon. Power Settling is the term used in over 53% of the flight manuals and texts from 1952 to 2010 and Settling with Power in over 13%. “Settling with Power” is introduced as the descriptive term in the 1974 Army Rotary Wing Flight Field Manual and used again in the USAF H-1F Flight Manual in 1987. Settling with Power is also used to describe the phenomenon in the FAA Basic Helicopter Handbook in 1978. Power Settling continues to this day to describe the phenomenon in Navy, Marine Corps and Coast Guard manuals and texts while the Air Force, Army and civilians use the term Settling with Power. Interestingly enough on the Army side, the phenomenon and term are not referred to in the individual airframe flight manuals but only in their Fundamentals of Flight Field Manual, covering flight characteristics across the board for all of their aviators. So what about Vortex Ring State? In military aircraft flight manuals we don’t see VRS used routinely until the 1980’s. However, it is used early on in a few flight manuals, notably the 1960 HUP 1/2/3 and 1961 HR2S-1 Flight Handbooks where VRS is specifically referred to and called Power Settling. Across the pond in England in 1964, the RAF Mk. 1 WASP Pilot’s Notes refer to VRS and the recovery procedure, although the details of the phenomenon are not described. These aircraft are

Figure 1. Blade Element Diagrams

no recirculation

b) recirculation

L = Blade element lift VR = Tangential (linear) velocity due to NR (rotor RPM) v = Local rotor downwash velocity (equal to induced velocity plus recirculation velocity V = Resultant relative wind ∞ = Blade section angle-of-attack θ = Local blade pitch angle (for a given blade a function of collective and cyclic pitch) the exception rather than the rule until the 1980’s, although we find rotor tip vortices referred to as the phenomenon generator in the 1966 H-53A and 1972 H-1E/K/L NATOPS manuals. The H-1N NATOPS manual is the start of the routine mention and description of VRS and VRS as Power Settling in military aircraft flight manuals. From 1980 to 2010 VRS is noted as the phenomenon that pilots need to avoid on approaches in 13 of the 20 flight manuals we were able to check over this time period. The manuals checked included the American MD600N and Robinson R-22 and R-44, the Russian Kamov KA-26 and Mil Mi-2, and the French Aerospatiale SA-319B Alouette III. All of the manuals, except the MD-600N and Alouette III, refer to VRS. The Alouette and 600N do not even mention the phenomenon while the Russians do not describe it but do tell how to avoid and get out of it and the Americans, with the exception of the 600N, describe it and how to avoid and get out of it and call it Settling with Power. Descriptions and explanations appeared in texts by Bell Helo circa 1957, Sikorsky Helo 1964, Saunders in 1975, Prouty in 1982 and Coyle in 1996. Academic aerodynamicists like Gessow, Myers and Saunders refer strictly to VRS, although Saunders does

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mention Settling with Power as a pilot’s term. Pilot perspective aero pubs like Bell, Sikorsky, Prouty and Coyle refer to it equally as VRS and either Power Settling (Sikorsky and Prouty) or Settling with Power (Bell and Coyle). Military and civilian helo aero texts such as the Army, Navy, Robinson and FAA pilot training and information are derived from the technical and commercial texts and use the respective terminology for VRS. That’s the historical perspective on the recognition, countering and naming of the VRS phenomenon. How about a few words on what it’s all about. Let’s describe briefly the aerodynamics of the rotor when the downwash is recirculated. Vortices always come off the tips of any wings or rotor blades. It’s just airflow spilling off of the tip and reducing lift in the region. Normally recirculation is not a problem as the vortice trails aft in forward flight or is blown away by winds on approach or in a hover. The problem comes when you are descending at a rate of descent that’s the same as the downwash velocity with little or no forward airspeed or wind. In this flight condition the vortices wrap around to get picked up by the induced flow and brought back down through the rotor system. This recirculation Continue on page 18

Features: Is Vortex Ring State “Settling with Power” or “Power Settling?” Continued from page 17

increases the downwash and induced flow and decreases the blade angle of attack and resultant lift as shown in the blade element diagrams of figure 1. To maintain a given rate of descent, the pilot needs to increase collective to get

the angle of attack and lift back. This, in turn, increases the induced flow and overall downwash. The cycle sequently repeats and will continue doing so until the pilot either flies out of it or runs out of collective

References, non-military in chronological order: 1. Aerodynamics of the Helicopter by Gessow and Myers, 1952 2. Helicopter Aerodynamics Outline by Bell Helicopter, circa 1957 3. Sikorsky Helicopter Flight Theory by Montgomery, 1964 4. Dynamics of Helicopter Flight by Saunders, 1975 5. The Helicopter History, Piloting and How It Flies by Fay, 1978 6. Basic Helicopter Handbook by FAA, 1978 7. Aerodynamics of the Helicopter by Gessow and Myers, 1981 8. Practical Helicopter Aerodynamics by Prouty, 1982 9. The Art and Science of Flying Helicopters by Coyle, 1996 10. Rotorcraft Flying Handbook by FAA, 2000

Both authors strongly recommend that PAC/LANT NATOPS evaluators and fleet NATOPS officers submit changes to their respective NATOPS manuals to use the terms “Vortex Ring State” for the condition of settling due to recirculating downwash and “Power Required exceeds Power Available” for the condition of settling due to lack of sufficient power. Rid NATOPS of the confusion of using the “power/settling” words. .Loss of control of the helicopter and subsequent loss of the aircraft may occur if either condition is allowed to fully develop. Early detection of either settling condition must be recognized and responded to in accordance with NATOPS. This is not about a name, but should be about understanding VRS and Pr exceeds Pa and not confusing each other with “power” terms.

FDNF Helo Crews Support Thailand Flooding Surveys Article and Photos by LTJG Amanda Cullen, USN

Lightning 613 conducting survey mission over Thailand.

ne of the interesting things about this job is that you never know in the morning what the evening will hold. The crew of the USS Mustin (DDG-89) and its two embarked

helo detachments, HS-14 Detachment BRAVO and HSL-51 Detachment SIX experienced this fact first hand. We started the third of a planned five-day port visit to Kuala Lumpur looking

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forward to shopping, caving, and fine dining, but ended the day preparing for an emergency sortie to support the country of Thailand which was experiencing flooding of historic proportions. Due to a huge requirement for rotary wing assets that could not be met by current Thai military and civilian capabilities, HS-14’s Detachment BRAVO and HSL-51’s Detachment SIX were chosen to establish a shore based helicopter detachment at U-Taphao Airport, 40 miles south of Laem Chabang. The next thirteen days of operations proved to be an exercise in flexibility, endurance, and cooperation. Briefly passing the USS George Washington (CVN-73), HS-14 augmented Det BRAVO with an extra Strike Level III pilot, our squadron HMC / aircrewman, three additional aircrewmen, satellite phones, and other capabilities. Designed to be a primarily Continue on page 19

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Sea Combat detachment, the augmentees would prove important to immediately providing a robust overland capability as well as augment aircrewmen for HSL-51’s Det SIX, which is manned with only one AW per crew. A U.S. Marine Humanitarian Assistance Survey Team (HAST) from the THIRD Marine Expeditionary Force (III MEF) had arrived from Okinawa a few days earlier to assess the flooding, aid the Thai national response, and determine the level of U.S. military involvement. Our primary job would be to aid the HAST in completing

Helicopter Squadron TWO, a transitioning ASW squadron that we had worked with in two prior country exchanges during the last year, were our extraordinary hosts. Their hospitality and professionalism were paramount to the success of our detachment. In support of the III MEF team, we HS-14 / HSL-51 Det 6B crews conducting pre-misson would fly daily from planning in Thailand. U - Ta p h a o to Bangkok’s Don Muang joined us to gameplan the appropriate International Airport. In response. All passengers disembarked Bangkok, the HAST and with a greater understanding of the flood members of the Thai military’s defenses and frequently left optimistic Crisis Response Team would about the actions taken by the Thai meet us and lay out the list of military to minimize long term damage. As the flood encroached on objectives that they wanted to survey daily in order to Bangkok’s defenses, the effects were make assessments on the level experienced first hand by our det. Days of flooding. The embarked after beginning survey flights from members of the HAST and Don Muang, the airport was closed Thai military would use our by NOTAM due to flooding. Our flights to forecast the next detachment was allowed to continue areas to be affected and project operations, but it was a daily challenge how the local defenses would to convince ATC of that fact. Receiving hold. Critical decisions on fuel also quickly became an issue. In managing levees, canals, and the first days of operations, fuel trucks other flood control points were came straight to our parking spot. As flood waters rose, the fuel trucks could made based on our flights. Following flight no longer access the military ramp, and planning to ensure that the we had to taxi over flood inundated two helicopters would fly taxiways in search of dry fueling spots. by each objective, survey Two days later, the last of the dry spots missions occurred twice daily disappeared and we were forced to shift a in and around downtown mile south to an auxiliary Army runway Bangkok, carrying up to which offered dry parking, but no fuel. Bangkok’s Don Muang Airport underwater. fourteen personnel between This change offered new challenges in both aircraft. Sorties to the learning how to file from an airport with their mission. ancient capital of Ayuttaya and Lop no ICAO identifier and planning a flight CDR Bill Miller, an HS-experienced Buri were also completed to judge the of 3-4 sorties with only one bag of fuel. Naval Aviator and a current Foreign Area damage to the World Heritage site and While supporting the Thai Officer stationed in Thailand, helped factory district as well as the movement relief efforts, the detachment carried 106 immensely in coordinating our operations in of the water. Typically, passengers were passengers over the course of 70 sorties country. We flew off the USS Mustin (DDG- HAST members and Thai officials, but and 81.3 flight hours. The operation 89) on 21 September and established a shore US and Thai media representatives provided an invaluable asset to the detachment at U-Taphao, while the ship pulled and aid workers were also regularly surveillance teams from both nations and in pier side to conduct full time Community aboard. On two occasions, United helped keep the Thai people apprised Relations projects. The Royal Thai Navy States Ambassador Kristie A. Kenney Continue on page 20

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Features: JAX DET Helps Big Iron Night Vision Continued from page 19

of the situation in and around Bangkok during their time of need. Support of first responders, decision makers, and emergency relief workers is an extremely important part of Disaster Relief Operations and the members of Det BRAVO and Det SIX are grateful to have been able to offer assistance. DAY AND NIGHT, LIGHTNING STRIKES!

(pictured left) Thai Crisis Response Team leader presents a gift to HS-14/ HSL-51 Det 6B

Flying Yesterday’s Cockpit Design Today Article and Photo by CDR Christopher Hayes, USN A FUTURE TIED TO THE PAST

little over a decade ago, the Navy’s MH-60 Fleet Introduction Team (FIT) began work in earnest on the “Common Cockpit” architecture which would revolutionize Navy cockpit design in the new MH60S and -60R variants. As the design took form, display inputs which had previously been presented by individual gauges and instruments where converted to digital information and displayed on glass cockpit computer screens. Considerable effort was put into the ergonomic layout of the displays and compliance with FAA regulations for flight instrument certification. The new design yielded a vast improvement over the predecessor displays in legacy H-60 cockpits. Parallel work was conducted at USSOCOM and the U.S. Army developing the Common Avionics Architecture System (CAAS) for the MH-60L/M and CH/MH-47 platforms, ultimately yielding a similar display format. In the Navy, the legacy SH-60 displays were themselves an iterative improvement over the H-3 and SH-2 cockpits the H-60 replaced; although

only a slight improvement over their predecessors. Flight performance instrument display layout remains basically intact in the transition from the H-3 to the H-60B/F/H. What changed most dramatically was replacement of system performance gauges with a series of LED tapes. These “chiclet” displays transformed old wet gauges into a modern computer assisted display of engine and transmission performance, complete with color coding to indicate the acceptable and unacceptable ranges. The paradigm of limits, scales and ranges all survived largely intact. Ushering in the new era of all digital presentation, the glass common cockpit design replaced all primary cockpit gauges and flight instruments with a digital graphic presentation, grouped between two computer panels. Raw engine, transmission and flight performance data is immediately digitized, processed through data concentrators, pumped through the 1553 data bus and pushed to the pilot displays. The myriad ones and zeros are sliced and diced to recreate the familiar ranges and limits resident in the legacy displays the glass cockpit replaced. What is lost in

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the transition from raw data to cockpit numeric displays was a tremendous opportunity to revolutionize the way information is processed and displayed. Moreover, two golden opportunities were missed (not lost), to change the way critical flight data is displayed and to change the way pilots learn to fly and fight their machines.

SINGLE-POINT CHECKS Based on the limitations of legacy designs, the current displays support single-point verification of aircraft performance. Pilots compute projected engine performance during preflight planning predicated on singular verification of the torque reading during the initial lift into a hover. Beyond that single-point validation, pilots are left to interpolate the raw data presented on the visual instrument and gauge displays to deduce a mental picture of the dynamic flight envelope. For every regime not identical to the initial hover, aircrews are left to project based on mental arithmetic or flying to the edge of the envelope and waiting for the aircraft to indicate Continue on page 21

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through red gauges, drooping, or unwanted vibration, the impending violation of limits. All the while, they are pressed to remember the discrete operating limits for engine oil temperature, oil pressure, transmission oil temperature and pressure, gas turbine speed, gas turbine temperature, free turbine speed and temperature, torque, hydraulic pressures, and rotor RPM.

GOLDEN OPPORTUNITIES To the aircraft, and more importantly to the computers processing the raw digital data, the information can be displayed in any visual format designed by the programmer. The Navy chose to replicate the familiar evolution of the previous generation’s cockpit design and layout. To be fair, the common cockpit design is much improved and includes a graphic of the helicopter’s major system components to aid in diagnosis and troubleshooting of problems. To focus in on the missed opportunity, one must first consider why the performance monitoring

instruments are scaled the way they are. Why is the optimal range for transmission oil pressure 30-65 psi, with corresponding high and low limits? What practical reason does the pilot have to burden her gray matter remembering the specific range for transmission pressure, unique from engine oil pressure? When the data transitions to a series of ones and zeros, what reasoning directs the specific range graphically presented to the pilots? There is little doubt that preservation of the gauge paradigm in the evolution of digital displays was a simple adaptation of the previous round analog gauges in the legacy cockpits which displayed direct engine readings. There was a 70 degree bias adjustment to engine temperatures to preserve the familiar operating limits, but beyond that , the common cockpit display simply cleans up the presentation, adds color coding to the digital tape display (as opposed to color tape around the gauge circumference), preserving the old limits-bound presentation. It is worth noting at this point

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that like the H-3, hydraulic system pressures are still stipulated in the NATOPS operating manual and required learning points. However, neither the gauges nor pressure readings themselves are displayed in the cockpit. One might deduce that since the hydraulic pressure was either ‘good’ or ‘not good,’ the meaningfulness of that information was logically supplanted by removing the display all together. Instead, the computer merely displays the appropriate caution to prompt emergency procedure response in the event of a problem. Similarly, the H-3 required pilots to adjust rotor RPM through engine power lever manipulation to account for static and transient droop, particularly transitioning in and out of hover. Now, through the magic of the digital engine controls and transient droop improvement, computers have reduced power adjustment for normal operations to “set and forget.” The computer functions to improve safety and decrease pilot workload. Transient droop and TDI happen in the background, and a careful observer may notice the subtle changes in Nr. But pilots rely on the computer to make Continue on page 22

Feature: Flying Yesterday’s Cockpit Design Today Continued from page 21

adjustments without having to remember discrete settings for takeoff, landing, and close monitoring and adjustment for all points in between. If all engine and transmission performance data is now a series of raw digital information as it flows through the 1553 data bus, and if the pilots care largely that the system is operating acceptably or not, why has cockpit display evolution perpetuated discrete, unique ranges for every instrument? A strength of the digital display is the power to simplify interpretation of information displayed and reduce pilot workload. As mission complexity and information presentation continues to increase, there is an opportunity to streamline and reduce the information required to safely operate the machine. Instead of simplification, the abundance of gauge information presented in the common cockpit creates the opposite effect, requiring pilots to spend more time heads-down in the cockpit attempting to discriminate between the critical information required for safety of flight and myriad data related to executing the mission. If a separate full scale for each measurement must be displayed, why would the parameters not be normalized to the same standard? 100% is good, 50% (H-high) or 50% (L-low) is not good, and 0% is bad. If this seems like a reasonable step, then why not simplify the display to a stop light style presentation with Green-Yellow-Red indicators in lieu of a round gauge or tape display? Technology affords the ability to rapidly drill-down to display more granularity for those aviators with a desire to delve into the finer details, maintenance check pilots, or those uncomfortable with too much technology in the cockpit (i.e. those who grew up in legacy cockpits with gauge needle fluctuation limits in addition to normal limits). Not to diverge too far from the tradition and rigors of naval aviation training or the necessary rite of passage to truly learn one’s machine, there is nothing precluding pilots actually learning the full operation of their aircraft, complete with engine and transmission limits. However, since none of the current emergency procedures rely on recognizing a specific number to prompt execution, there is little utility in pilots being burdened with this data while concurrently attempting to execute increasingly complex

Figure 1: H-3 instrument panel (Top). MH-60S Flight and Mission displays (Bottom) and demanding missions.

BEYOND SINGLE-POINT COMPUTATIONS, A RUMSFELDIAN LEAP Before even the most fundamental flight, pilots calculate anticipated power available based on aircraft weight, ambient conditions, and altitude (worst case predictions). They also calculate expected power required to hover in and out of ground effect (HIGE-HOGE). As the aircraft climbs to its initial hover altitude, the HIGE computation is validated and the pilot subsequently transitions to forward flight, content in predictions about the full flight envelope based on this singular verification. For more rigorous preflight planning, pilots may take the additional steps of calculating specific power required and available (Ps) employing energy management (E-M) charts for specific operating weights, configurations, temperatures, and altitudes. Again, based on these predictive calculations, the pilots typically verify two airspeed-torque

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intersections and validate the entire envelope. In both cases, every combination beyond these singular point verifications must be processed by the pilot, in real time, based on interpreting and interpolating the myriad engine, transmission, and flight performance instruments against current environmental conditions. Here’s the catch, the aircraft is already calculating many of these same complex algorithms. The computer which displays real-time power, temperatures, and pressures also knows the temperature, airspeed, density altitude, and running fuel load. With the addition of the transient weight of aircrew, weapons, and cargo, the computer maintains a running track of all the metrics used to calculate preflight planning predictions. Moreover, because the data is real time, it is much more germane to the actual flight envelope from takeoff to landing, and every point in between. If technology is employed to reduce pilot’s workload and increase both safety and the capacity to complete complex missions, why limit technology to a color display of the arcane display systems of legacy platforms? Why add burden by forcing the pilot to Continue on page 23

Feature: Flying Yesterday’s Cockpit Design Today Continued from page 22

mentally predict how much power will be required to say, climb out of a valley at a specific airspeed, for a given static (load) and dynamic (fuel) weight, based on changing temperature and altitude, when the onboard computers are silently, effortlessly executing most of these same computations? To quote VADM Cotton, “Because we’ve always done it that way.” P o w e r available, power required, Ps and E-M diagrams, and blade stall charts are all digitally available. Figure 2. Draft power management display overlaying EM diagrams with level flight performance, blade stall, If the data that and power available. generates these charts were loaded into the aircraft computer and the pilots afforded complex machines to provide the most efficient and safe tools to accomplish the task our an opportunity to input aircrew weight and Navy and nation direct. It is time to reexamine the iterative evolutionary growth of cockpit cargo (+/-), the primary aircraft performance display systems and untether from the architecture of legacy systems. The MH-60’s digital presentation could be a power management displays present a blank slate creating the opportunity for a revolution in presentation of chart overlay depicting the aircraft in a dynamic cockpit information, limited only by the ingenuity of the programmers and application of envelope. Instead of having to analyze and the tools aviators require to safely operate 21st century machines executing increasingly predict, pilots would simply reference the complex missions. display to see how fast or how slow they can go, and what excess power is available at a precise moment and place.

MAKING TOMORROW SAFER TODAY The mission complexity demanded of MH-60S and -60R aircrews continues to increase as technology facilitates additional capability integration on these platforms. The steady decrease in flight hour funding and the budget precipice looming on the horizon directly drive fewer and fewer hours for pilots to learn to fly their machines, operate the onboard weapon systems and sensors, and complete their missions successfully. As the potential for warfighting technology grows, we owe it to the men and women operating these

Figure 3. Digital display blank slate…

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HMH-361 Scours Super Stallions for Damage Article and Photos by Lance Cpl. Erica DiSalvo, USMC

he maintenance crew Marines of Marine Heavy Helicopter Squadron 361, the Flying Tigers, spend their days breaking down CH-53E Super Stallions in search of damage to repair and gears to grease. Each element of the aircraft must be inspected by an aviation electronic technician, an airframe mechanic, a CH-53E flightline mechanic and a ground support equipment technician before it is given the approval to fly. After one of the squadron’s Super Stallions completes 200 hours of flight time, logged by an aviation maintenance administrator, it is taken apart by the crew. The helicopter is then referred to as “in phase,” explained Cpl. Michael R. Rehl, an aviation maintenance administrator with HMH-361 and a Philadelphia native. When a helicopter is in phase it is stripped of all panels and interior engine pieces are removed. Each point, including cables, lines and bolts, of the CH-53E must be inspected by multiple crew members for damage to ensure the aircraft is safe for future flights. “We completely gut it,” said Lance Cpl. Cory D. Pancake, an airframe mechanic with HMH-361 and a Youngstown, Ohio, native. “We take every last piece apart to check for damage and grease all of the friction points.”

SGT Robert Wuthrich (l) demostrates for LCpl Jose Hernandez (r) the proper technique for mounting a clamp containing a cable cord onto the side of a CH53E Super Stallion. A break-down involves inspecting every line running along the interior of the aircraft as well as below the exterior panels of the helicopter for any holes or kinks that may cause a malfunction during flight. This type of inspection can take four hours to complete and is known as a 14-day inspection. The maintenance crew must also remove all old grease from each friction point on the aircraft, including the swash plate and tail points, before coating it with new grease. “ A n experienced Marine can get a swash plate greased in an hour and a half, but it can be a very time consuming process and really messy,” said Sgt. Matthew D.

LCpl Dylan S. Melancon (left) works with LCpl Derek J. Arnold (right) to close the toolbox after accountability checks on a CH-53E Rotor Review # 115 Fall ‘11

Rodriguez, a CH-53E flightline mechanic with HMH-361 and a Sterling, Ill., native. Each Marine in the maintenance department has a specific role, and in addition to the time-consuming aspect of the job, many of the Flying Tigers’ maintenance Marines must take time to remove various pieces of the aircraft for others to even be able to work. “We support each other,” said Rodriguez. “If someone needs to work on something located behind or underneath an element that we work on, we remove our pieces to allow access for someone else to work. Then when they are done, we have to go back and reattach and inspect our parts again.” After friction points have been greased, lines have been inspected panels are reinstalled, a team of four maintenance Marines completes a follow-up inspection before releasing the aircraft to pilots. Each member of the Flying Tigers maintenance team, whether they are mechanics or technicians, spends countless hours working to keep HMH-361 Marines and those they support safe by ensuring that the Super Stallions they maintain are fit to fly. “That is the moment that we work for,” said Staff Sgt. Robert C. Wuthrich, an aviation electronic technician with the squadron and a Kuna, Idaho, native. “Watching something take off because of the work we do is amazing. That is what makes our hearts beat.”

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NHA Fleet Fly-In Continues Tradition of Success Article by LT Spencer Allen, USN

w e n t y - f i v e N a v y, Marine Corps, Coast Guard and NATO helicopters from across North America arrived at Naval Air Station (NAS) Whiting Field October 18 for the 22nd annual Naval Helicopter

Gearing up for a Fleet Fly-In BBQ.

SeaHawks in a row on the flightline.

Association (NHA) Fleet Fly-In. The event is one of just two national gatherings held by the organization each year. The Fleet Fly-In has grown from just a few local aircraft to a multiday, multi-coast event including all helicopter communities and every type of helicopter in the sea service inventory. It has also become a key gathering of rotary wing leadership and industry. “This is a very exciting time of year for us.” said CDR Hans Sholley, CO of HT-8 and President of NHA Region Five. “The highlights of the event are the indoctrination flights for our student aviators. Our students get their first experience at the controls of fleet aircraft. It also gives fleet pilots a great chance to come back to NAS Whiting Field, where their helicopter careers began.” The fourday Fleet Fly-In began Tuesday afternoon, as the helicopters landed at Whiting Field. Three student fly windows were scheduled around a golf tournament, a 5K run that attracted more than 250 runners, and a Senior

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O f f i c e r p a n e l m o d e r a t e d b y RDML William G. Sizemore, Chief of Naval Aviation Training, all making for a very busy and educational week. The Fly-In culminated on Thursday afternoon with a Soft Patch ceremony for the Navy’s newest rotary wing aviators, who received their Wings of Gold on Friday. This year also marked the first time that the event has featured an Allied helicopter when a Canadian CH-124 made the trip from Nova Scotia, Canada, to participate as a static display. The Fly-In also included industry displays, briefs from community representatives for the students, and social events with the fleet pilots.

USMC CH-46E Sea Knight

USCG HH-60J Jayhawk

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NHA Active & Retired Special Events Dinner By CAPT Vincent C. Secades, USN (Ret)

he NHA Centennial of Naval Aviation (CoNA) Committee has recently expanded the scope of its objectives beyond this year’s CoNA celebration activities. The additional objectives endeavor to support the Navy’s helicopter active duty community, to promote the prestige of the helicopter forces within naval aviation, and to assist in the recruiting of new NHA members from within the active duty and retired communities. Therefore, to reflect more accurately its new scope of objectives, the committee was renamed The NHA Special Activities Committee. The committee pursues its objectives by planning and conducting a variety of projects, including social activities to foster the camaraderie and friendship within our communities. Consequently, the Previously Active Duty and Retired (PAR) functions were

The event was highlighted by the presentation given by Captain Shoshana S. Chatfield, USN, Commander, Helicopter Sea Combat Wing, U.S. Pacific Fleet (HSCWINGPAC). Commodore Chatfield is a graduate from Boston University. She received her commission in 1988 and earned her wings of gold in 1989. She then served tours in HC-1 and HC-11. She was selected for the Joint Staff/OSD Internship Program and served in the Plans and Policy J-5 Directory, Eastern European Branch. Subsequently, she attended the Kennedy School of Government under a Navy’s Pol-Mil scholarship. She received a Master Degree in Public Administration from Harvard University in 1997. After tours with HC-3 and HC-11, Commodore Chatfield served as Assistant Professor of Political Science at the U.S. Air

ommodore Chatfield started her dynamic presentation by discussing the Helicopter Concept of Operations, as framed by the National Security Strategy, the overarching government document spelling our national interests, promulgated by the current administration in 2010... She pointed out how, in the current budgetary environment, difficult trade-offs between modernization, capacity, capability, posture, and risk are necessary parts of these strategies.

integrated into the fold of the Special Activities Committee. Their dinner meetings, coordinated by Arnie Fieser, continue to provide the opportunities to bring ex-active duty and retired helicopter personnel into the NHA fold. The fall dinner meeting was held at the NAS North Island Club on 13 October 2011. Over forty members enjoyed an excellent meal at the Sky Room.

Force Academy. She next became the first Commanding Officer of the newly established Helicopter Sea Combat Squadron TWO FIVE. In 2006, after her squadron command tour, she served as Deputy Executive Assistant to the CNO. In 2008, she commanded a Provincial Reconstruction Team in Farah Province, Afghanistan. Selected for major shore command, she next

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reported to HSCWINGPAC as its Deputy Commander. She assumed command of HSCWINGPAC on 26 August 2011. Her command oversees two fleet replacement squadrons, one weapons school, and ten operational helicopter sea combat squadrons located at NAS North Island, NAF Atsugi, Japan, and Anderson Air Force Base, Guam. The wing staff of 75 military and civilian personnel manages the administrative, operational, and training requirements of more than 3,400 military personnel and 131 helicopters. After expressing her appreciation for the pioneering work done by the members of the gathered audience, Commodore Chatfield started her dynamic presentation by discussing the Helicopter Concept of Operations, as framed by the National Security Strategy, the overarching government document spelling our national interests, promulgated by the current administration in 2010. This strategy fosters stronger cooperation with our partners and allies to meet global challenges, create security, and prevent wars. The renewed emphasis in humanitarian and other noncombat helicopter missions is encapsulated in the new recruiting slogan, “Navy, a Global Force for Good.” Commodore Chatfield discussed the National Military Strategy, and resulting National Maritime Strategy that evolved from the new National Security Strategy. She pointed out how, in the current budgetary environment, difficult trade-offs between modernization, capacity, capability, posture, and risk are necessary parts of these strategies. She provided an overview of the realignment of helicopter wings that began in 2005. In April of that year Helicopter Anti-Submarine Light Wing, U.S. Pacific Fleet (HSLWINGPAC) became Helicopter Maritime Strike Wing, U.S. Pacific Fleet (HSMWINGPAC). Its HSL squadrons began to be redesignated Helicopter Maritime Strike (HSM) squadrons and to transition from the SH60B to the MH-60R helicopters. At the same time, Helicopter Tactical Wing, U.S. Continue on page 28

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There I Was

Pacific Fleet (HELTACWINGPAC) and Helicopter Anti-Submarine Wing, U.S. Pacific Fleet (HSWINGPAC) were merged into HSCWINGPAC. The new wing combined the capabilities of the HS and HC squadrons, which were redesignated Helicopter Sea Combat (HSC) squadrons and began the transition from the SH-60F and HH-60H to the MH-60S helicopters. These new helicopters are equipped to add Combat Search and Rescue, Naval Special Warfare, Anti-Surface Ship Warfare, and organic Airborne Mine Countermeasures to the traditional helicopter fleet support missions. Commodore Chatfield discussed the missions assigned to her wing, and the assets employed to perform these missions. One HSC squadron, together with one HSM squadron from the sister wing, deploys aboard each aircraft carrier. Expeditionary strike detachments also deploy on small surface combatants and at oversea bases. In response to a question from a member of the very interested audience, Commodore

Chatfield related anecdotal information about the sand erosion problems encountered by the wing’s detachments performing medevac missions in Iraq and Kuwait. While explaining the wing’s assets and time allocated to the various missions, she pointed out how the ASW mission has been receiving diminishing attention in recent years, and how the Navy hierarchy has begun to reassess the threat and the need to reverse the trend. She also discussed the personnel management challenges created by the recent drawback in manpower, which makes it difficult to meet the skill set requirements of the wing’s units. Another personnel problem she highlighted is created by the assignment of naval aviators to non-aviation tours in Iraq, Afghanistan, and other bases in connection with the global war on terror. In that regard, Commodore Chatfield commented on the stresses that multiple long tours in Iraq and Afghanistan are imposing on military members and their families. She closed her presentation with an open discussion with members

of the audience about future changes in squadron complements, integration with Fire Scout operations, and a host of related subjects, including ways to cope with budgetary cuts. This very enjoyable and informative evening was made possible by the efforts of Arnie Fieser and members of the Special Activities Committee. They will be working soon on the planning for the next dinner. If you have guest speaker recommendations or other suggestions, or if you have not received past notices and want to be included, please contact Arnie Fieser at akfieser@cox.net. Hope to see you at the next dinner.

There Are No Dull Training Flights Article by LT Mark Klein, USN

he brief was extensive. Following the NATOPS portion, we went over each maneuver in detail leaving no piece of knowledge unexplored. LT Gelsinon and I would be the instructors, LTJG Giuliano and LTJG Winfield would be the students receiving level II SOF cards. The training event would cover en-route TACFORM maneuvers and procedures as well as dual-ship, terminal area maneuvers for insertion/extraction. Both copilots coasted through the knowledge portion as they walked in formation, demonstrating the positions they would take and verbal cues they would give. One last check on the weather showed a new system brewing over Kuwait moving slowly northwest toward our position in Iraq. The decision was made to practice the dual-ship, terminal area portions of

the grade cards at our own airfield in Iraq. We’d save the remaining portions for a calmer day when Kuwait’s weather looked more favorable. Weather in Basrah was forecasted to be calm and clear for at least the next three to four hours. LT Gelsinon and I decided there would probably be no issue with a short two to three hour training flight to get ahead on some of our H2P’s training. And so we set out… Our first indication that Murphy was lurking should have been when a gust of wind blew a cardboard box from behind a HESCO barrier into our rotor system while taxing out of our spot. Needless to say, the box was no match, but since we hadn’t even hit the taxiway yet, it didn’t make much sense to continue without a quick look from maintenance. As the rotor slowed to a stop, small bits of cardboard fell to the hot

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desert ground. Our maintainers gave the bird a quick look and called it “good.” Once again we were on our way to our airfield’s low work hangout - Pad India. As we repeatedly switched positions between dash one and dash two for the dual-ship landings, our H2P’s handled it with ease – their time in the books and chair flying was paying off. A radio call from base informed us a sandstorm was headed our way and that it would be overhead in roughly 1.5 hours. We had only been out for about a half-hour…so much for our four-hour window. As a flight, we made the decision to continue the section approaches and landings for another fifteen minutes and then head back. After all, there was no reason to push it and weather was already proving to develop faster than forecast. Fortunately, we were a five minute air taxi to our squadron’s parking area on Continue on page 29

There I Was: There Are No Dull Training Flights Continued from page 28

the other side of the airfield. We touched down as the lead aircraft during the next round of landings when I heard LTJG Giuliano come over the ICS with, “That’s not good.” As I scanned the flight and mission displays, I replied, “Care to expand?” Her side seat armor had fallen apart at the top bolt. It pivoted on the lower bolt and was now protecting her feet from enemy fire – not so much her torso. We waited for LT Gelsinon’s aircraft to touch down behind us before informing them of our dilemma. My aircrewmen, AWS1 Phillips, AWS2 Black, and AWS3 Fanelli, each took turns searching around the deck of the cockpit for the now missing bolt and remaining hardware. After ten minutes or so we decided it was time to return to our line. The sandstorm was closer than expected and moving quickly in our direction. LT Gelsinon made the decision to take his aircraft back to parking before it was too late. I assured him we’d be just behind them. After another five minutes of searching for the missing FOD, it was time to leave. No big deal. We’d just ground taxi back and call it a day… or so we thought. Unfortunately for us, returning to park meant ground taxiing across the active. As we approached the hold short line we relayed our position and intentions to tower. “Basrah Tower, Dustoff 07, currently on Pad India, request to cross the active and ground taxi to Tango One South for Hotel Parking.” Our Iraqi tower controller replied, “07… sand from west, recommend you go back where you came from.” My thought: “Awesome.” “Tower, Dustoff 07 is currently on Pad India, request to ground taxi across the active to Tango One South and return to Hotel Parking.” “07, Tower - I say again, sand from west, recommend you go back where you came from.” Still awesome. It was at this moment we saw it – a wall of sand straight out of a scene from “The Mummy” approaching from… sure enough, the west. After a quick time critical

ORM session, we made the decision to clear both sides of the runway visually and ground taxi across. We took a good look and radioed our intentions to move across the active. Once clear of the active, we attempted to make a 90 degree left turn onto the taxiway that would lead us to parking. With about 20 degrees of the turn remaining, we found our FOD (or so we thought). The pedals suddenly seemed restricted in movement. LTJG Giuliano made radio calls on base frequency informing our watch and maintenance department of the new developments as I tried to straighten out on the taxiway. There was no reply on the radio. We continued to taxi using left pedal to stay on the taxiway in an effort to outrun the wall of sand now at the edge of COB Basrah’s fence line. All the while the aircraft fought back in an attempt to turn right off the taxiway into the sand. Have I mentioned the wall of sand now was now less than 300 yards away? Halfway down the taxiway, which is parallel to the runway, my crewchief, AWS1 Phillips, yelled “Hover, Hover, Hover! We’re on fire! The brakes are on fire!” At this moment, I took a half a second to consider the options. Pull into a hover (with what I thought at the time were stuck pedals) in an attempt to put out the fire, or remain on deck hoping the fire puts itself out. With a glance at the sand wall now 250 yards away I gently pulled the collective until the aircraft slowly lifted. Now hovering at 10 feet, with what I would later learn were stuck brakes, and a fast approaching sandstorm, AWS1 Phillips informed me the flames were slowly subsiding. “How the hell did the right brakes catch fire when we’ve been using left just to stay on the taxiway,” I thought. The answer was irrelevant, considering the fact that Mother Nature’s fury was still quickly approaching regardless of which side of our aircraft was on fire. The pedals now felt less restricted, but I was less than confident in their ability. I’d later learn that the brakes on my right side had stuck – it actually had nothing to do with the yet-found FOD. We limped forward, inching the aircraft

Rotor Review # 115 Fall ‘11

along the taxiway as if performing a max gross takeoff as the brakes glowed red and the wall of sand sped toward us. LTJG Giuliano again attempted to radio the Battle Watch Captain and maintenance to inform them of our whereabouts and condition, while I explained to the crew that once the sand hit the other side of the runway we were setting it down regardless of our position and waiting it out on deck. Approximately three to five minutes later (what seemed like hours while watching the wall of sand approach) we reached the entrance to Hotel Parking. As we slowly made the turn into Hotel, we were faced with yet another dilemma. Hotel parking was littered with Army personnel feverishly tying their birds and rotors down. If I put the aircraft down where I wanted to, just inside Hotel, I risked a tire explosion and subsequent injury to some unsuspecting Army maintainer. LTJG Giuliano again attempted a radio call to the Battle Watch, explaining, “Our right brakes were on fire, but are now out and still glowing red.” The reply, “You mean the starboard brakes.” “Yes, the right side,” explained LTJG Giuliano. “In the Navy we call them starboard,” explained our helpful watch. This was it…the comment from the watch that set the final, almost humorous tone. We, as a crew, were in a predicament, but doing fine as a team. All external factors, from unpredictable weather, to Iraqi tower controllers, to our articulate Battle Watch well versed in naval terms, were just that – external. We slowly swung the aircraft nose right, placing the tire in a safe direction. The aircrew shut their windows and we gently set the bird down. We went through the shutdown checklist line by line. Just as the rotor brake was applied, the wall of sand fully engulfed us. My plane captain disappeared in its wrath. We made one last radio call before securing the battery, “Base, Dustoff 07, safe on deck.” Time critical ORM is a difficult skill to develop without experience. We all have a lot to learn, but in situations like this, you will find that your experience and knowledge will get you farther than you think.

There I Was

Early Morning Emergency Over Iraq Article by LT James Gelsinon

the situation. We had an urgent patient that required immediate transport, but the weather was well below our minimums for a night launch. After contacting the appropriate channels to inform them of our situation, we were given permission to proceed. As we spun up the aircraft, the sun was just beginning to peek over the horizon. Dustoff 05, flown by our OIC, LCDR Dupin de Saint Cyr, taxied out ahead of us and was quickly off deck for the 2 minute flight to the hospital pad. We completed combat checks and ensured our navigational equipment was set up as we waited for Dustoff 05 to load the patient. After the patient was loaded and Dustoff 05 took off, we formed up on them for the hour flight to the patient’s destination. Weather was calling visibility at 1 ¾ statute miles, but as we flew over the wire, it was significantly lower, holding at maybe a mile. We continued on and were about eight miles north of eather was calling visibility at 1 the field when dash ¾ statute miles, but as we flew one called over the radio and said over the wire, it was significantly a large plume of lower, holding at maybe a mile ... continued white smoke was on and were about eight miles north of the trailing from our aircraft. We had no field when dash one called over the radio cockpit indications, and said a large plume of white smoke but our crew was trailing from our aircraft. We had no chief and second crewman quickly cockpit indications, but our crew chief and identified the #1 second crewman quickly identified the #1 engine. About 10 engine... We immediately turned around and seconds after the completed the engine malfunction in-flight initial radio call, I watched the #1 emergency procedure [and] we radioed to engine oil pressure the other aircraft we were returning to base. drop from 80 psi to 8 psi almost instantaneously, A little after 4 a.m., the radio crackled w i t h t h e corresponding with “MEDEVAC, MEDEVAC, MEDEVAC!” #1 engine oil pressure low caution. I quickly rolled out of bed and threw on my We immediately turned around and flight suit. I struggled to get my boots tied, as my completed the engine malfunction inright leg would always shake due to the sudden flight emergency procedure. After we rush of adrenaline. I ran into our Operations treated the malfunction and were on a Center to throw my flight gear on and find out course back to the field, we radioed to

fter thirteen total months of flying combat MEDEVAC missions in Iraq with the 2515th Naval Air Ambulance Detachment (seven as an H2P and six as a HAC), I’m reminded of Forrest Gump’s famous line as he equated life to a box of chocolates. You never know what you are going to get. At times, standing the MEDEVAC alert can feel like a never-ending “groundhog day,” with the same identical routine day in and day out. Sometimes you will go for two or three week lulls where a call never comes. Other times, you receive three urgent move requests in one 24-hour cycle. Besides scheduled training and PMC transfers, flight time is completely random and sporadic, dictated by the patient’s needs and medical condition. It is exciting to get a call, but that excitement must be tempered with the realization that someone else may be having a horrible day, and the balance of their life might rest on your ability to safely lead a section of aircraft in a challenging environment. Such was the case on April 21, 2011.

Rotor Review # 115 Fall ‘11

t times, standing the MEDEVAC alert can feel like a never-ending “groundhog day,” with the same identical routine day in and day out. Sometimes you will go for two or three week lulls where a call never comes. Other times, you receive three urgent move requests in one 24-hour cycle. the other aircraft we were returning to base. Due to the nature of the patient, dash one was constrained to continue, but did so knowing that we were only a few miles from the field. We declared an emergency with tower and were given immediate clearance to the runway. Though we were able to maintain level flight with one engine, I kept the malfunctioning engine online for the five minute flight back to the field just in case I needed the power to complete the landing. Had we been any further away, I would have shut it down. We came in for a running landing at 55 knots to stay above our safe single-engine airspeed and landed without incident. Dustoff 05 was able to deliver the patient without any problems, ultimately saving his life. After we shut down, maintenance looked at the engine and discovered all the oil was gone. However, there was no oil pooled in the engine bay or streaking down the aircraft. Initially, they thought they would have to remove and replace the engine, but upon closer inspection, they discovered a shattered carbon seal in the inlet particle separator (IPS) blower. In dusty conditions, the IPS is the engine’s last defense to get rid of dirt and other particles before they are sucked into the engine. However, this blown seal allowed all the oil to be shot out of the IPS ducting, directly into the engine exhaust where it was ignited, causing the plume of white smoke which the crewman in the other aircraft had seen. The seal was replaced and a penalty turn completed, with the result being a 4.0 engine. There are a lot of lessons I took from this experience. The first is drilled into you from day one: “aviate, navigate, communicate.” Continue on page 31

There I Was: Early Morning Emergency over Iraq Continued from page 30

When the malfunction first began, time seemed to stand still. Fortunately we were able to quickly act to fight the emergency and get pointed in the right direction. As soon as we were set up, we were able to communicate with dash one, and they let us know they were continuing on with the patient. That whole evolution took no more than about 30 seconds. The crewmen in dash

one did a great job of letting us know something was wrong, which gave us a head start in identifying and fighting the emergency. The second was emphasized to me as I was preparing to make HAC. Your priorities during any flight are first, bring your crew home. Second, bring the aircraft home. Third, complete the mission. Confusing that order can lead

to terrible consequences. Fortunately, we were able to mitigate the risks and complete all three in order, without incident. There will inevitably be groundhog days in the future. Remembering the basics and having a solid understanding of your aircraft will help you get out of tough situations, because you never know what you are going to get.

“What are Your OPNAV Requirements for HAC?” Article by LTJG Philip Saulnier, USN

long the long road from PQM to HAC, we memorize extensive lists of requirements, procedures, limits and a hundred other things. Some of these we use daily, some we rarely see, and some we can reasonably expect to never see. For a junior PQM, “officer in charge of detached unit operations” is safely counted among the unlikeliest of potential duties. Not always. December 15th, 2010: USS George H. W. Bush (CVN 77) is steaming through the channel inbound to Norfolk for the command Christmas party and a holiday standdown. Earlier that morning, HSC-26 Det FIVE had flown off from a two-week Training Carrier Qualification (TCQ). For those unfamiliar with TCQ, it’s basically

– we log many hours in the ‘delta’ while getting the full NATOPS/SOP/CV grilling from our HACs. The MO, maintainers, and myself were scheduled to walk off when the carrier pulled in at 1100. With the ship inside the Hampton Roads bridge-tunnel and tugs alongside, it was everyone’s belief that the CO was joking when he announced the ship was heading back to sea for a MEDEVAC from a submarine. At least, it was everyone’s belief until the ship began a turn to back to sea. At about this time, I, as the senior squadron helo pilot on board (with my PQM designation and five months in HSC-26), was summoned ortunately for me, the TCQ had been to CIC by a productive two weeks. The constant the carrier ’s Operations studying prepared me to answer the O f f i c e r , a Ops O’s questions and help formulate a Captain. He, preliminary plan, based on my knowledge and the three Commanders of ranges, limitations, loiter times, and the present, wanted associated other requirements for lifting an to talk to me injured person from a submarine ... As a very about bringing junior pilot, not only was the experience very the helo det back on board, and instructive, but it was also the first time I had where to position really felt like I was doing something important. the ship for the M E D E VA C itself. DLQs for jet advanced training squadrons, Fortunately for me, the TCQ and a far more complicated proposition than had been a productive two weeks. getting IX-514 underway in Pensacola Bay. The constant studying prepared me to TCQ requires full SAR support, so a helo answer the Ops O’s questions and help squadron mans the starboard delta. This is formulate a preliminary plan, based on a great time for PQMs to train at the carrier my knowledge of ranges, limitations,

Rotor Review # 115 Fall ‘11

loiter times, and the associated other requirements for lifting an injured person from a submarine. Despite a submarine MEDEVAC being an uncommon evolution, NATOPS offers some guidance, which served as a template. By the next morning, when the actual evacuation took place, the final plan looked very much like mine had the day prior. As a very junior pilot, not only was the experience very instructive, but it was also the first time I had really felt like I was doing something important. For a few hours, I acted as the OIC of a SAR Det and coordinated the ship-side of helo recovery from homeguard, mission planning, berthing assignments, and associated administrative details. By the time I was relieved several hours later by the arriving crew, it was with a sense that all requirements had been completed, including my first, exceedingly brief taste of deployed unit operations as OIC, one of OPNAV’s requirements for HAC.

“There I Was” section will continue on page 55

Historical

Rotorcraft Pioneers, Stanley Hiller, the Boy Prodigy. Article by CAPT Vincent C. Secades, USN Ret.

he dawn of the fourth decade of the twentieth century witnessed the birth of the helicopter-building industry in the United States. Igor Sikorsky, the old master with more than twenty-five years of experience designing aircraft, was finally achieving his old dream of building a practical helicopter. Haviland Platt and Lawrence LePage were testing their XR-1 helicopter. Frank Piasecki and Arthur Young were right at Sikorsky’s heels with new, innovative designs. This flare of creative activity was concentrated in the Northeast, Sikorsky in Connecticut, Platt-LePage and Piasecki in Philadelphia, Young in upstate New York. Meanwhile, at the opposite end of the country, in Berkeley, California, a teenage boy with a prodigious mind was gestating his own helicopter-building dreams. In 1942, after completing his freshman year at the University of California, Berkeley, this seventeen years old boy wonder, Stanley Hiller Jr., would not wait any longer. He dropped out of college and embarked in a career that would produce some of the most

innovating Vertical/Short Take-off and Landing (V/STOL) craft ever designed. Stanley Van Winkle Hiller Jr. was born in San Francisco, California, on 15 November 1924. His father, Stanley Hiller Sr., was a distinguished engineer, accomplished early aviation pioneer, an engine and airplane designer who in 1910, at age twenty-one, had designed and built his first successful engine and airplane. Hiller Sr. and his wife, Opal Perkins Hiller, had two children, Patricia and Stanley Jr. It is said that the fruit doesn’t fall far from the tree. Young Hiller’s penchant for invention was wired in his genes, his father, grandfather, and great-grandfather being notable inventors. At an early age he began to display extraordinary talents to understand machines and work with them. At eight years of age he learned to fly on his father’s lap, and began to build model airplanes. When he was ten years old, using his father’s workbench and tools, he salvaged a motor from an old washing machine and built a gocart. He sped down the streets of his neighborhood in Berkeley until he iller formulated his own ideas got in trouble with about how to build a more efficient the local police. In 1938, helicopter. He embraced the at age thirteen, he coaxial approach. At the time none of adapted the small the American designers had adopted the gasoline engine from a crashed coaxial design. This design avoided the model airplane need for the mechanical complications to a toy race car. and the hazard of a tail rotor. In 1942 This model car, Hiller ... founded Hiller Aircraft Co. which could race at speeds near Working out of an automobile repair 60 mph, made shop with three employees, a draftsman Stanley very named Harold Sigler, a welder, and popular among the youth in his an auto mechanic with metal-working neighborhood. He abilities, he set up to build his first began to build and helicopter, the XH-44 Hiller-Copter. sell model cars to his friends. Soon

Rotor Review # 115 Fall ‘11

Stanley Hiller the demand for his Hiller Comet exceeded his manufacturing capacity. Thus, in 1940, at age fifteen, he founded Hiller Industries to mass-produce the Comet. Within a year, he was producing 350 cars per month. With his father’s help, he invented a process to make aluminum castings of his model race cars. With the looming threat of war, this process caught the attention of the War Department for its potential to manufacturer high-strength aluminum parts for U.S. military airplanes. Initially the major aircraft manufacturers hesitated to sign subcontracts with a teenage schoolboy. But soon Hiller Industries was working seven casting rigs in two shifts, producing parts such as window frames for the Douglas C-47 production line. Hiller Industries’ payroll grew to $300,000 a year. In 1941 sixteen year old Hiller graduated from high school and entered the University of California at Berkeley. His interest in helicopters had started a year earlier, when he read about the progress that Igor Sikorsky was achieving with his VS-300. Hiller immediately began to formulate his own ideas about how to build a more efficient helicopter. He embraced the coaxial approach. At the time none of the American designers had adopted the coaxial design. This design avoided the Continue on page 33

Historical: Rotorcraft Pioneers, Stanley Hiller, the Boy Prodigy.

SCAN AND VIEW THE FLIGHT of HILLER 360 Hiller 360 departing Hiller Vertical Challenge 2006. This type was the first helicopter marketed by Hiller Helicopters in the late 40s early 50s Video is courtesy of Flying Object Powered by

Hiller 360 — Stanley Hiller’s most successful helicopter design. Continued from page 32

need for the mechanical complications and the hazard of a tail rotor. Hiller figured that he could patent his ideas and build a helicopter more suitable as a private transportation vehicle. At the university, Hiller became embroiled in a dispute with one of his professors about which one was the most efficient helicopter design. Hiller Senior suggested to his son to build a helicopter to prove his point. In 1942 Hiller, then seventeen years old, dropped from college, sold Hiller Industries, and founded Hiller Aircraft Co. Working out of an automobile repair shop with three employees, a draftsman named Harold Sigler, a welder, and an auto mechanic with metal-working abilities, he set up to build his first helicopter, the XH-44 Hiller-Copter. The biggest obstacle he encountered was the wartime restrictions that prevented him from procuring an engine. After several trips to Washington, D.C., to plead his case, several months of lobbying the official bureaucracy, and many negative responses, finally the War Production Board gave its approval to Hiller’s acquisition of a Franklin 90 hp air-cooled engine. The XH-44 was completed and ready for ground testing in late 1943. With Hiller at the controls, the first run-up was conducted inside the garage where the helicopter had been built. As the rotors came up to speed, they generated enough down draft to cause the glass skylights on the garage roof to implode. Subsequent tethered flights were performed in the driveway of Hiller’s home. As was the case with many early helicopter pioneers, Hiller had to learn to fly his helicopter as he flight-tested it. In one occasion he rolled the helicopter on its side and severely damaged the rotor blades. After repairing the all-metal

blades, he moved his flight learning and testing activities to the football field at Berkeley Memorial Stadium. On 4 July 1944, on the football field, Hiller lifted his XH-44 off the ground, flew forward in a wide circle, and landed back in the same spot. The XH-44 became the first successful American coaxial helicopter, and the first helicopter to fly on the West Coast. Quickly gaining confidence in his flying abilities, Hiller demonstrated his helicopter on the streets of the Marina District in San Francisco, and landed on the roof top of his Berkeley shop. He envisioned an era when his helicopters would become popular as individual transportation vehicles. The success of the XH-44 made this twenty year old youngster, with no engineering degree, in fact with only one year of college, a respected and acclaimed helicopter designer. He became the youngest person ever to receive the Fawcett Aviation Award for outstanding contributions to the advancement of aviation. An XH-44 Hiller-Copter is on permanent display at the Smithsonian National Air and Space Museum. Hiller was drafted into military service that same year. But the Navy, impressed by this remarkable teenager’s achievements, not only cancelled his draft notice, but gave him a small development contract for a bigger coaxial helicopter prototype. Hiller now encountered a common problem faced by pioneering enterprises, the need for new infusion of capital. Fortunately, his public demonstrations of the XH-44 in

Rotor Review # 115 Fall ‘11

San Francisco attracted the attention of Henry J. Kaiser, the shipbuilding tycoon. Hiller and Kaiser reached an agreement, and Hiller Aircraft became the Hiller-Copter Division of Kaiser Cargo. The new company built three prototypes of a larger, two-seat version of the XH-44, designated the X-2-235. The new helicopter was powered by a Lycoming 235 engine and sported very rigid rotor blades, as demanded by the coaxial rotors design. In this design, in forward flight the retreating blade flaps down while the advancing blade, directly below, flaps up. Thus, the greater the blade flexibility, the greater the danger of blades colliding. The Navy acquired one of the X-2235 prototypes for test and evaluation. The Navy also procured a small, remote-controlled version of Hiller’s helicopter with a 1.1 hp gasoline engine. The small helicopter was designated the Sky Hook. The concept was to use this helicopter, which could be packed in a three-foot by six-inch tube fitted aboard life rafts, to lift an emergency radio transmitter 300 feet in the air. Although the project never advanced beyond the experimental stage, this was the first successful gasoline-engine-powered, remote-controlled small helicopter developed for the U.S. Navy. It planted the seed for the naval helicopter drone programs of the future. The Hiller-Kaiser partnership lasted only one year. Kaiser wanted Hiller to move his operations to the East Coast, and refused to increase its funding levels, as required to begin full-scale helicopter production. Kaiser decided that he wanted to produce cars instead. In 1945 Hiller renamed his company United Helicopters and began to look for new financial Continue on page 34

Historical: Rotorcraft Pioneers, Stanley Hiller, the Boy Prodigy. Continued from page 33

backing. Unable to obtain funding from large investors, Hiller sold shares of his company to war-industry workers and whoever else he could lure with his flight demonstrations. During his brief stint at Berkeley, Hiller met the girl that would become his lifelong soul mate, Carolyn Balsdon. They married on 25 May 1946, both being twenty one years old, and settled in Atherton, California. In response to a Navy request for proposals, Hiller submitted a bid to build its first helicopter designed to meet military specifications. His proposal, the HO-346 light transport helicopter, was a five seat coaxial helicopter. Although he lost the competition, he modified his design into a two seat commercial version, designated the UH-4 Commuter. The Commuter was unveiled at the Presidio in San Francisco in 1947. It was marketed for private use as a replacement for the automobile. Sales never materialized and the UH-4 never went into production. Hiller came to the realization that the coaxial design, suffering from sluggish yaw control in a hover, although quite suitable for the civilian private transportation role, was less suitable for many military applications, particularly shipboard operations. In March of 1946 Hiller had unveiled his first single main rotor design, the J-5. However, the J-5 did not use a conventional tail rotor. Instead, it used a fan that blew air down a hollow tail pylon to a lateral nozzle. The J-5 was the precursor of the No-Tail-Rotor (NOTAR) anti-torque control system used in several modern helicopter designs. Hiller abandoned the J-5 design when it proved to rob too much engine power

and created too much drag in forward flight. Hiller went back to the drawing board and, after a period of experimentation with several design models, came up with what would become his most successful design, the Hiller-360, a single two- Hiller flying the Hiller-Copter hands-off at Berkeley stadium bladed main rotor and conventional tail The reader must be reminded that at rotor helicopter. The first 360X prototype that time helicopters did not have hydraulic was completed in November 1947 and servos or automatic stabilization equipment began testing early the following year. of any kind, and all helicopters then in Initially, Hiller encountered the same operation required constant pilot inputs to instability problems that had plagued avoid going completely out of control. Hiller Arthur Youngâ&#x20AC;&#x2122;s teetering rotor models. had a winning design in his hands, but he The first 360X prototype became still needed to build a market for it. He used unstable and crashed during testing. every opportunity, including the rescue of a In a brilliant move, Hiller stranded hiker in Yosemite National Park, to expanded on the stabilizing bar concept gather positive publicity for his helicopter. invented by Young, installing winglets at At the 1948 California State Fair, the ends of the bar. The pilot controlled Hiller flew demonstrations at the racetrack, the pitch angle of the winglets, thus simulating crop-dusting and rescue controlling the attitude of the gyroscope operations. Between shows he kept his formed by the bar and winglets assembly, Hiller-360 parked among the rest of the farm which in turn controlled the pitch angle equipment to emphasize his intent to make of the main rotor blades. This scheme, his helicopters utilitarian farm implements. that Hiller called Rotor-Matic, made At $20,000 each, he hoped to sell them to the Hiller-360 a very stable helicopter. the California farmers. He also was able to I n a f l i g h t sell at the Fair over a million dollars worth of n March of 1946 Hiller had unveiled his d e m o n s t r a t i o n shares in his company. This infusion of new first single main rotor design, the J-5. o v e r M o f f e t t capital allowed him to increase helicopter Field, California, production. However, the J-5 did not use a conventional Hiller and his The 360 received Civil Aeronautics tail rotor. Instead, it used a fan that blew air copilot clambered Administration certification on 14 October down a hollow tail pylon to a lateral nozzle. out of the cockpit 1948, it being the third helicopter in U.S. The J-5 was the precursor of the No-Tail- to the rear while history to receive this certification. Early a photographer in 1949 the then twenty-four years old Rotor (NOTAR) anti-torque control system flying in another entrepreneur flew the last leg of a Hiller-360 used in several modern helicopter designs. a i r c r a f t t o o k demonstration tour from California to New Hiller abandoned the J-5 design when it a picture of the York, arriving in the city and flying around helicopter in flight the big bank and financial firm skyscrapers proved to rob too much engine power and with an empty in Lower Manhattan to show them that, created too much drag in forward flight. cockpit. despite their lack of financial support, the

Continue on page 35

Rotor Review # 115 Fall â&#x20AC;&#x2DC;11

Historical: Rotorcraft Pioneers, Stanley Hiller, the Boy Prodigy. Continued from page 34

Hiller helicopter had succeeded. way to power a rotor system was with prototypes were delivered in 1956. The The 360 began to sell well in the propulsion at the blade tips. With this Navy ordered a single prototype, but never civilian market. Its first incursion into the system, no heavy gear boxes or tail accepted it. military market occurred in 1949, when the rotor would be required. Arthur Young The YH-32 test and evaluation French Army bought two units. When the U.S. had tried that idea, and had failed revealed the advantages and disadvantages entered the Korean conflict in June of 1950, the miserably. But Young had tried to use of the blade-tip-jet-powered concept. The Army issued a contract to United Helicopters to small propellers to generate the desired aircraft was extremely simple and easy to produce a military version of the 360, designated propulsion. Hiller had a more advanced maintain. But the fuel consumption of the the YH-23A Raven. The first Ravens arrived and daring method in mind, the use ramjet engines was shockingly high. With in Korea in September 1950. They were used of small ramjet engines. He had been fifty gallons of fuel, the YH-32’s endurance mainly as medevac and utility vehicles. The working in the development of a small was about twenty minutes. The engines YH-23A initially experienced low availability ramjet engine for a couple of years. were extremely noisy, their response to rates. The YH-23B model that followed in 1951 He developed the tools and procedures throttle changes was sluggish, and the drag solved many of the problems. Hiller delivered to make engine parts from Inconel X, they added to the rotor system during power273 B models in1951. Between off autorotations demanded 1952 and 1955, 453 additional autorotational blade pitch tanley Hiller had a passion for research units were delivered. settings that produced a 49 feet Other customers per second rate of descent, a and innovation, for thinking “out of the included the military and very difficult descent to arrest box.” With the success of the Model 360, police forces of England, just before hitting the ground. he was able to turn to more adventurous and France, Switzerland, Canada, The Hornet program was Holland, and Thailand. The terminated shortly thereafter. risky technology research projects. He created French Army used the YH-23 Several of the grand total of the Hiller Helicopters Advance Research in the medevac and rescue roles seventeen units built became Division (ARD). In the years that followed, during the Indochina conflict. museum pieces. the ARD produced many innovative designs. Valérie André, a French doctor In the early 1950s who joined the French Army Charles H. Zimmerman, a out of medical school and National Advisory Committee became a helicopter pilot, earned the Croix a high heat-resistant but hard to form for Aeronautics (NACA) engineer, formulated de Guerre flying the Hiller-360 in French nickel alloy. Hiller’s 8RJ2B ramjet the theory that a person could use the natural Indochina in the early 1950s. She commanded engine was about the size of a medium human balancing reflexes to control a small a casualty evacuation unit and completed 120 size watermelon, weighed 12.7 pounds, flying machine, similarly to riding a bicycle missions, many under hostile fire, recovering and developed 40 pounds of static thrust. or a skateboard. He called his theory 165 wounded soldiers. It received CAA approval for use in the “Kinesthetic Control.” On 17 September The U.S. Navy procured the 360s, civilian market on 28 October 1954. 1953 Hiller Helicopters received a contract Navy designation HTE-1/-2, as trainers to be The first HJ-1 prototype was from the Office of Naval Research to develop used in Pensacola. During the 1950s Hiller’s unveiled in February of 1951. With a a Flying Platform, which would combine company experienced a phenomenal growth. price tag of $5,000, it was intended for ducted fan technology with Zimmerman’s He changed its name to Hiller Helicopters. the civilian market. A two-seater with kinesthetic theory. Employment levels reached 2,000 workers. a two-bladed, 23 feet diameter rotor, Construction began at the Hiller Production of the Hiller-360 in its various and a height of seven feet, it could fit in ARD in January 1954. The platform models continued until 1965, with more than any house garage. Hiller envisioned the consisted of a fiberglass round duct with two 2,000 units delivered. Hornet as the Volkswagen of helicopters. coaxial counterrotating propellers powered Stanley Hiller had a passion for The production demands created by the by two Nelson H-59 four-cylinder opposed, research and innovation, for thinking “out of Korean War pushed the HJ-1 project two-cycle engines, each developing 44 hp. the box.” With the success of the Model 360, he aside temporarily. However, in 1952 Working in secrecy, the ARD completed was able to turn to more adventurous and risky the U.S. Army ordered twelve YH-32 construction of the 1031 Flying Platform technology research projects. He created the prototypes for evaluation as artillery first prototype in nine months. Its first free Hiller Helicopters Advance Research Division spotters. The YH-32 was a slightly flight took place on 27 January 1955. This (ARD). In the years that followed, the ARD larger HJ-1 with a small tail rotor to flight marked the first time man had flown a produced many innovative designs. The first in improve yaw control in a hover. Three Historical: Rotorcraft Pioneers, Stanley the series was the HJ-1 Hornet. additional YH-32A ULV ultralight units, Hiller, the Boy Prodigy will continue on As other rotorcraft pioneers before designed to be carried by infantry units, page 57 him, Hiller reasoned that the most efficient were added to the contract in 1955. The

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TRAINING IN THE NEW YEAR

Rotor Review # 115 Fall ‘11

t’s the age old adage…”Fly like you train, train like you fly.” That theory holds true more today than ever before as we learn to handle more and more complicated and sophisticated equipment while still managing reduced budgetary constraints. We have the fortune to be at the helm of some of the most expensive and advanced aircraft ever to hover above this Earth. And with that, comes the responsibility to do it better than the rest. On the following pages you will see how we are meeting that demand every day. From a new Aircrew trainer that gives our AWs a better opportunity to experience real life scenarios, to advanced training with the Coast Guard that allows us to meet an entirely new mission set, to our first squadron learning the ins and outs of operating the Fire Scout UAV; it is clear we are evolving into a stronger helicopter force. And the training never ends, as is evident with the multiple exercises and international coordinated events we are participating in on a daily basis while we remain fully involved in defending the world’s oceans and territories that border it. Without the elite level of training we continue to take part in, we would not be able to support so many mission areas with such great success.

Rotor Review # 115 Fall ‘11

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Aircrew Training: “Past, Present, and Future” By: AWSC Ryan Grant and AWC(ret) Jack Hayes, CSI.

or 66 years there was only one way to prepare an aircrew candidate for flight in a helicopter and that was to actually fly that individual in one. Today we finally have the technology and the expertise to give a “taste” of what a flight in a helicopter might look and feel like without ever stepping into a real aircraft. The long awaited aircrewman’s trainer designed by aircrewmen and built for aircrewmen, the Aircrew Virtual Environment Trainer has arrived! The AVET simulator is the only one of its kind in the U.S. Navy and in the world. The PAVET simulator is similar, but is essentially just a raised platform with a single gun mounted on the right hand side. This simulator is soooo much more! My apologies to any PAVET fans. Utilizing a Helmet Mounted Display (HMD) and nine electric actuators, the AVET has the unique ability to submerse the student in a motion based simulation that allows them to experience flying and operating all aircraft mission equipment in numerous world-wide locations. The students can

be safely subjected to aircraft system and weapon system emergencies that cannot normally be duplicated in an actual aircraft without causing injury to the aircrewman, or damage to the system or aircraft. Stepping into the enclosed cab is like stepping into the cabin of the H-60 helicopter. All of the communications gear, SAR gear (gunner’s belts, cable grip, quick splice, etc.) seats, harnesses, and lighting are authentic right down to the cargo hook and access panel. Strapping into the gunner’s seat is strangely reminiscent of Disney Land’s Star Tours … only on steroids. The excitement builds as the actuators extend, it feels much like an express elevator, raising the cab 12 feet into the air.

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The visual system uses an HMD unit connected to the NVG mounting pad on the helmet. The HMD consists of two mini displays that project Call Of Duty 4 quality graphics directly in front of your eyes. It has the same bulk, feel and 40° field of view as NVGs. For this simulation the HMD displays the helicopter taking off from NAS North Island and heading out over the bay to the mountains southeast of San Diego where a misfortunate helicopter crew has crash-landed. Enroute it is discovered that there are four survivors. The plan is to land and pick up the survivors. A signal smoke is spotted. Upon entering the terminal area SWEEP checks are conducted and Continue on page 40

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Continued from page 39

the helicopter is set up for landing on the lower mountain pad. After picking up the first survivor, he directs the crew up the mountain to the crash site where the remaining survivors are. Surveying the area, the crew elects to hoist the Rescue Aircrewman down to assess and assist the survivors. Following a successful rescue, the crew chooses to land at the Balboa Naval Hospital helicopter pad in San Diego to drop off the survivors. With a flick of a switch the crew is turning on spot 5 aboard the LHD USS Essex awaiting breakdown and launch after hearing that two sightseeing aircraft have collided in the vicinity of the ship. Flicking another switch, they are launching on NVG’s on a Low Light search for the missing sightseers. A couple of mouse clicks later, the crew is delivering sling loads from the USS Camden to the USS Princeton in a snow storm with sleet and hail. Yet another mouse click has them conducting a dual ship personnel recovery over bad guy country using low level navigation and landing into a Confined Area Landing Zone. Suddenly bad guys are coming out of the woodwork and they need to lay down suppressive fire and beat feet to the coast to get feet wet, blowing up vehicles and threats along the way. This is just a taste of the realistic training adventures that are in store for you at the AVET. All trainer events include a comprehensive preflight brief to include CRM and mission performance standards and expectations, utilizing NATOPS, NTRP, Joint MDG, OPNAVINST 3710, SOP and applicable publications and instructions. The events are taught utilizing teaching points and scripts derived from syllabus objectives which simulate PIC, PNAC and Controlling agency’s ICS and radio calls. The scripts are approved by the HSC-3 FRS Standardization Board, to ensure updated compliance with applicable procedures,

publications and instructions. All trainer post flight debriefs include evaluation of performance standards utilizing checklist and video feedback. The events are included in HSC-3’s syllabus and are entered in SHARP’s tracking system. Thanks goes out to some of the people who helped to bring this system to life; the design team at Binghamton Simulator Company, who built this system, AWCS Gregg Ott, AWCS Chris Webster, AWS1 Jeffrey Onion, AWS1 (ret) Kevin Kelly and AWC (ret) Mad Jack Hayes, all of whom contributed their vast knowledge as Subject Matter Experts. The first qualified instructors were AWS1 Jeffrey Onion, AWC (ret) Mad Jack Hayes, AW1 (ret) Dave Hewitt, AMS1 (ret) Kenny Gregory and AWC (ret) Tom Miller. Very special thanks goes out to the HSCWING, who had the vision to see the value of well trained aircrewmen and, last but certainly not least, Bill Glasheen who got PMA’s 299 and 205 to pay for it all. There may be some others that I failed to mention. To you and all the commands that support this outstanding simulator, thank you for a wonderful training device.

The AVET simulator is indeed a training tool designed to simulate aircrew helicopter operations in a controlled environment. As previously described, it has the ability to simulate area and aircraft familiarization, Search and Rescue, VERTREP and weapons familiarization flights. HSC-3’s and HS-10’s employment of this trainer is primarily as a building block to bridge the gap between the classroom and the aircraft in a crawl (classroom), walk (AVET) and run (Aircraft) mentality. The staff instructors at HSC-3 and HS-10 have seen a marked improvement on flight cards for the students who have participated in AVET events. No Student who has participated in an AVET event has SOD’ed (failed) the follow-on syllabus flight. Fleet squadrons on the seawall have started utilizing the AVET as a proficiency trainer to ensure their crews remain sharp in the SAR and VERTREP skill areas and maintain proficiency with the M-240 and GAU-21 weapons systems. The ability to count bullets on target and fly events even when aircraft and weather are not cooperating makes the AVET an invaluable tool. In the 9 months that the AVET has been operational we have; trained Continue on page 41

he AVET is the first simulator of its kind for the enlisted rotary wing community. The Navy would like to bridge the gap between aircrew coming from AW “A” school and their first flight in a helicopter. Unlike the fleet replacement pilots who have flight experience prior to arriving at their fleet replacement squadrons, aircrew do not have the corresponding experience. The simulator, a replica of an MH-60S cabin, is a very realistic example of the actual aircraft from the gunner’s windows to actual M-240D and GAU-21 crew served weapons to full motion movement.

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he AVET has the unique ability to submerse the student in a motion based simulation that allows them to experience flying and operating all of the aircraft mission equipment in numerous worldwide locations. The students can be safely subjected to aircraft system and weapon system emergencies that cannot normally be duplicated in an actual aircraft without causing injury or damage to the aircrew, system, or aircraft. The aircrewman is taught the systems and procedures in the classroom. We then put them in the trainer and allow them to put into practice the procedures that they have learned, using the applicable checklist ... Not long ago we were teaching aircrewmen about VERTREP, SAR and weapons in the classroom using a chalkboard, eraser, paper cutouts and a painted cardboard flight deck. In this technologically advanced world, it is warranted that professional crewmen should receive professional quality instruction using the latest in technology. As an OLD SAR DOG, I’ll tell you, the virtual world will never replace the real world when it comes to the rubber meeting the road. Giving aircrewmen an opportunity to crawl, walk, then run, gives the naval aircrew pipeline a much more controllable opportunity to succeed. The AVET sets future aircrewmen up for success, rather than utilizing the proverbial “trial by fire”, “sink or swim” mentality of days of old. — AWC Jack Hayes, USN (Ret)

H-60F/H/S Aircrew Instructor, NAS North Island

Continued from page 40

594 crewmen, completed 1012 syllabus flights, flown 997 mishap free flight hours with 100% mission completion. In the past 43 work days we have conducted 523 hoist evolutions, delivered 443 Vertrep loads, and fired 134,655 rounds. The average gunner has increased their accuracy by 75% in one day of virtual training. After each event we have asked each crewman to fill out a critique, with the following results: • 94% stated that they appreciated the standardized training, event to event and instructor to instructor • 94% cited the training as being very beneficial • 92% cited the training as being very realistic • 85% said the training greatly enhanced their situational

awareness 82% appreciated having the ability to practice emergency procedures and work through malfunctions in a controlled environment Recently the Training Commands for USAF, USCG and USMC have visited the AVET to evaluate the capabilities and fidelity of this simulator for possible acquisition for their respective training departments. Their evaluations were quite remarkable. They were all greatly impressed with the realism and realized firsthand what a boon to increase Situational Awareness and familiarity with standard and emergency procedures this device can provide. In the next few months we expect a visit from the Australian Navy for the same purpose. •

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All in all the AVET is a wonderful tool that has greatly improved the training environment. An environment that, back in the day, had us using the blackboard with tape and paper cut-outs, and hovering (holding) a helicopter ( blackboard eraser) over the landing pad (desktop with cardboard and painted flightdeck) to simulate SAR and VERTERP. Not to make anyone feel old but that is how I remember learning SAR and VERTREP. We have come a long way since then, and it is nice to see modern technology applied to the aircrew learning environment. The proof is in the pudding, as grandma used to say. The test scores, flight card comments, course and device critiques and lack of SOD’s all prove that this is the way to go. The involvement of the seawall commands and nod from the weapons school proves that this is the way of the future. Welcome to the AVET and welcome to the 21st Century! AW’s Rule!

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LAMPS Versus the World Training for Everything. Article By LTJG Sam Oberg, USN

requirements for nine combat crews and of the unique training opportunities. The AMPS versus the World” isn’t major maintenance requirements for the Scorpions’ Fallon Det will return to North just rebranding the title from the aircraft while meeting FRTP timelines. Island immediately following the NSAWC 2010 comic hero comedy Scott Pilgrim vs the More recently, HSL-49 has prepared period to support the SWTI course’s ASW World. It is the recurring theme that all SH-60B detachments to re-deploy as part of the events. Airborne Tactical Officers (ATOs) encounter; Vinson’s surge deployment as well as The successful synchronization whether it is during the initial tactical syllabus two additional detachments deployed to of resources and requirements is achieved at HSM-40, the fleet replacement squadron, or FOURTH Fleet area of responsibility. through HSL-49’s Stakeholder’s Process, during their progress through the Air Combat xpeditionary squadrons an integral cornerstone of the squadron’s Training Continuum (ACTC). In order to truly are seldom afforded the success. Similar to the Military Decision test the tactical ability of both an individual and opportunity to let off the gas pedal. Making Process, squadron leadership works a crew in a multi-mission platform, the training HSL-49 is no exception as it supports in focused groups to address their portion of environment must be realistic and present the deployed detachments and prepares to the mission statement to meet commander’s challenges of multiple threats. While a simple re-deploy detachments; the primary intent. The squadron’s departments and enough premise, the building blocks to prepare focus for the Scorpions is the next set detachments identify the facts, assumptions, combat-ready constraints, crews presents and restraints SL-49 continues to serve as the sole provider of SH- to develop the long standing coordination a n d 60B capability to Naval Strike and Air Warfare Center’s courses of s c h e d u l i n g (NSAWC) Seahawk Weapons and Tactics Instructor action to challenges in accomplish (SWTI) course overland phase at NAS Fallon. Less than two the mission addition to new dynamics posed weeks after HARP concludes, the Scorpions will push a two- s t a t e m e n t . by aging airframes plane detachment to NAS Fallon to support the SWTI course. Key tasks are and constrained identified r e s o u r c e s . as well The Scorpions of HSL-49 leverage diverse of challenges, or in this case, training as an assessment of risks. The process training opportunities to prepare combat- opportunities. In 2012, HSL-49 will involves both the Ready Room as well as capable crews ready to deploy in support of be the last of the SH-60B squadrons in the Maintenance Department khaki. The Pacific Fleet surface combatants by employing San Diego. The Scorpions will provide intent of this process is two-fold. Not only a key stakeholder’s planning process. training resources for HSL-37 and HSL- is communication increased throughout The Helicopter Maritime Strike 51 when 12 combat crews cycle through the command, across the departmental and Helicopter Advanced Readiness Program HARP at SCI’s January period. The detachment lines, but planning is not done (HARP) is the unit-level training exercise January HARP period will consist of in isolation. This process has enabled HSLto prepare squadrons and expeditionary two weeks of anti-submarine warfare 49 to meet aggressive deployment timelines, detachments for deployment. It is a robust (ASW) training events from NAS support fleet training requirements, and series of simulator and flight events that are an North Island followed by another three successfully develop capable aircrews and integral part of both the ACTC program and the weeks of anti-surface (ASU) warfare maintenance technicians. Fleet Readiness Training Plan (FRTP). HSL-49 and aircraft survivability events at SCI As HSL-49 continues to support seeks innovative ways to maximize the training supported with four aircraft. Pacific Fleet expeditionary requirements A d d i t i o n a l l y , H S L - 4 9 with combat-ready SH-60B helicopter and readiness value to aircrews preparing to deploy. Previous HARP periods saw the continues to serve as the sole provider detachments, innovative approaches to meet entire squadron “deploy” to San Clemente of SH-60B capability to Naval Strike diverse training and readiness requirements Island (SCI) to support these requirements. and Air Warfare Center’s (NSAWC) will continue to demand adaptive planning Leveraging the unique training opportunity Seahawk Weapons and Tactics Instructor and coordination in order to leverage presented during CAG-17’s Air Wing Fallon (SWTI) course overland phase at NAS unique training opportunities in a resource period, HSL-49 crews capitalized on integrated Fallon. Less than two weeks after HARP constrained environment. The Scorpions training available at the Fallon Range Complex. concludes, the Scorpions will push a Stakeholder process has proven itself as a Providing three two-plane detachments to the two-plane detachment to NAS Fallon key to squadron success. Carl Vinson Carrier Strike Group’s 2010-11 to support the SWTI course. While at deployment cycle meant the Scorpions had Fallon, HSL-49 crews will integrate into a vested interest in balancing the training available range periods to take advantage

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31st MEU participated in Amphibious Landing Exercise in the Republic of the Philippines Article and Photos by Capt Caleb Eames, USMC

with humanitarian than 2,200 Marines and Sailors, assistance a n d and is comprised of four elements: disaster relief after the Command Element; Battalion Super Typhoon Juan Landing Team 2nd Battalion, 7th devastated areas of Marines; Marine Medium Helicopter Northeast Luzon in Squadron 265 (Reinforced) and 2010, emphasizing Combat Logistics Battalion 31. the importance The 31st MEU provides a o f o u r b i l a t e r a l forward-deployed, flexible, searelationship. based force capable of conducting T h i s w i l l amphibious operations, crisis be the 28th time the response and limited contingency P h i l i p p i n e s h a v e operations in the Asia-Pacific HMM-265 prepare for landing aboard USS Essex hosted PHIBLEX, region. which solidifies the Always ready to respond, pproximately 2,200 importance of bilateral training the 31st MEU is also prepared Marines and Sailors of with the Philippine military and to provide humanitarian aid and the 31st Marine Expeditionary Unit increasing interoperability with our disaster relief when directed. are participated in training exercise allies. The 31st MEU is the only The U.S. and the Philippines continually forward-deployed MEU, PHBILEX, in the Republic of the have enjoyed a historic relationship remains the United States’ force in Philippines, on Oct. 20 - 28. Marines of the 31st MEU that built on the strong ties between readiness in the Asia-Pacific region were training in specific functions our two nations. The U.S. and the and is operating in support of 3rd in the following areas: bilateral Philippines have worked closely Marine Expeditionary Brigade for amphibious unit training at Crow together on a range of issues this exercise. Valley; bilateral amphibious landing including humanitarian assistance, to disasters, and training in San Miguel; bilateral responding combating regional small boat training in Palawan; and community relations, engineering threats to security. and medical/dental civil action The civilprograms at various locations military component of throughout Luzon and Palawan. the exercise promoted The 31st MEU conducted engineer and medical five days of air-ground and operational readiness amphibious training with the Armed while providing Forces of the Philippines to improve services to areas interoperability, increase readiness, where there is need and continue to build professional for structures and and personal relationships. medical care. The 31st MEU assisted The 31st HMM-265 is in-flight of the coast of the Phillipines the Republic of the Philippines MEU includes more

For more information about the deployment of the 31st MEU:

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Rotor Review # 115 Fall ‘11 or visit 45 31 MEU webpage www.marines.mil/unit/31stmeu.

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HSl-60 Jaguars Complete Night AUF Training with the U.S. Coast Guard Article and Photo by LT John Katz, USN

ight AUF is going to be the game changer. The pilot’s use of the HUD increases safety of the flight crews and the suspects aboard the “go-fast” vessel by allowing the pilots to constantly monitor flight parameters while never being required to take their eyes off the suspect vessel to see the internal gauges.

Click on the photo above to play HSL-60 / USCG training video here .

San Diego, CA, have been training with HSL-60 aircrews in order to embark U.S.C.G. Aerial Precision Marksmen (PM-A) aboard Navy SH-60B aircraft and qualify to use night Airborne Use of Force (AUF) against criminals in the 4th Fleet theater of operations. The U.S. Coast Guard and Navy have been executing the AUF mission during daylight hours since 2006. This mission allows snipers to shoot out the engines of hi-speed “go fast” boats suspected of engaging in illegal drug a g u a rs a n d t h e U . S . C o a s t G u a r d or human trafficking. have been busy joining forces Now they to conduct innovative training are looking that will greatly enhance the war on to take the d r u g s a nd fight against illicit trafficking. fight to a new level, During the past few months, members from operating ... U.S. Coast Guard and Navy have taken at night, by the fight to a new level, operating at night, by utilizing specially utilizing specially trained Coast Guard gunners trained and Navy helicopter aircrews equipped with Coast Guard the Head’s Up Display (HUD) modification gunners and Navy to their Night Vision Goggles (NVGs). helicopter

aval Station Mayport based Helicopter AntiSubmarine Squadron Light Six Zero (HSL-60) Jaguars and the U.S. Coast Guard have been busy joining forces to conduct innovative training that will greatly enhance the war on drugs a nd fight against illicit trafficking. During the past few months, members from the U.S. Coast Guard’s Aviation Training Center (ATC), Mobile AL, U.S.C.G. Tactical Law Enforcement Detachments (TACLET) from Miami, FL, and

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aircrews equipped with the Head’s Up Display (HUD) modification to their Night Vision Goggles (NVGs). The Tactical Law Enforcement Detachment (TACLET) gunners undergo a rigorous ground school and flight syllabus which requires shooting moving targets from the air, over open-ocean, and then going against maneuverable hi-speed boat teams both day and night. Night AUF is going to be the game changer. The pilot’s use of the HUD increases safety of the flight crews and the suspects aboard the “go-fast” vessel by allowing the pilots to constantly monitor flight parameters while never being required to take their eyes off the suspect vessel to see the internal gauges. When “operating low over the water on a dark night this is a valuable advantage” said DET 3 Operations Officer, LT John Kadz. In addition to the HUD modification, HSL-60 has procured a special Luminator device to signal messages at vessels refusing to stop prior to employing warning shots across the bow. Instructors from ATC Mobile and other USCG legal representatives recently observed and evaluated HSL-60’s performance and officially signed off on approval for Navy aircraft to engage in the night AUF mission. This is good news for CDR William Howey, HSL-60’s Commanding Officer, as he gets ready to send the Navy’s first Night AUF capable detachment out to sea. Certainly, this new capability will prove effective in the months and years ahead.

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Anti-Submarine Squadron Sixty (HSL-60) Trains for Fire Scout VTOL UAV Deployment Pressed Released by Unmanned Aerial Vehicles (UAV) News

wenty-one Selected Reservists (SELRES) traveled approximately 20,000 collective miles to join Helicopter Anti-Submarine Squadron Light (HSL) 60 Detachment 4 in support of the on going test and evaluation of MQ-8B Fire Scout, a Vertical Takeoff and Landing Unmanned Aerial Vehicle (VTUAV). These Sailors have traveled from as far away as La Puente, California; Boise, Idaho; and many places in between; embarking on a year-long journey to include in-depth training and a work-up phase preceding a sixmonth deployment. In July, these Sailors began reporting to various training locations – dependent on their rates – with the goal of learning the skills needed to test the functional capabilities of Fire Scout in an operational environment. Although unmanned, the Fire Scout needs not only a pilot and aircrew to operate, but also a team of personnel in various aviation ratings to perform successfully. “We had a unique opportunity as a Naval Reserve squadron to offer Selected Reservists the chance at becoming subject matter experts in what will soon be a vital part of the Fleet’s approach to patrol and reconnaissance,” said Detachment Officer in Charge LCDR. Darrel Capo. “Typically we seek augmentation from the SELRES community for projects of this nature. In

this instance, the majority of DET 4 are SELRES with reinforcement from three Full Time Support and three Active Component Sailors.” Billets were advertised through traditional Reserve channels prompting interested Sailors to submit their applications and résumés. HSL-60, together with Commander, Naval Air Forces Reserve, screened applicants and handpicked the very best to be part of this detachment. “This is a very motivated team of Sailors. They are excited to be part

of this program as the Navy establishes the foundation for Fire Scout utilization,” said HSL-60 Commanding Officer LCDR William Howey. “This is a state of the art program and we are getting the chance to learn about and deploy brand new technology that is important in the war on terror. We all want to do our part,” said AM2 Christopher Spiegel. This experience will not just benefit these Sailors’ naval careers. AE3(AW) 3rd Class Paul Sinerco points out, “This training will make me more competitive as both a Sailor and civilian. I am being taught skills the Navy really needs for when I am on duty with the added benefit of more civilian job prospects for me off duty.” HSL-60 Detachment 4 and several Northrop Grumman employees will take Fire Scout on its third at-sea deployment with USS Simpson (FFG 56) in early 2012. These newest Jaguars seamlessly integrated themselves at the command as they immediately embraced HSL-60’s culture of continuing the standard of Operational Excellence.

HSL 60 Reserves take a look at the Fire Scout VTOL UAV at Naval Station Mayport. Photo taken by PS2 Jolene Lajoie Rotor Review # 115 Fall ‘11

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HSL-42.1 “YELLOW BELLIED SLIDERS” HALFWAY Article and Photo by LT Julia Peterson, USN

fter nine ports and 91 days, the HSL-42 DETACHMENT ONE Yellow Bellied Sliders reached the halfway point of their six month deployment aboard the frigate USS Samuel B. Roberts (FFG-58). The ‘Sammy B’ is currently participating in Africa Partnership Station (APS) where she is working with the navies of Eastern Africa to improve their maritime capabilities and promote economic growth among the participating nations. The ‘Sammy B’ conducted classes, embarked foreign officers, hosted receptions, and held community relations projects in support of APS. While visiting APS hub ports, training teams held classes on various topics including Search and Rescue; Visit, Board, Search, and Seizure (VBSS); Fishery Management; Maritime Intelligence; and Shipboard Damage Control and Firefighting. The ‘Sammy B’ integrated officers from Djibouti, Kenya, Tanzania, Mozambique, the Seychelles, and Uganda as parts of the crew for four to six weeks. Each visiting officer was assigned a running mate who mentored and guided them during their time onboard. As a part of their Personnel Qualification Standards (PQS) training,

each embarked partner stood watches and received training on various topics including navigation and maintenance. The Yellow Bellied Sliders also worked with the local populations by participating in community relations projects. The projects included painting, landscaping, and renovating schools and orphanages. Upon the conclusion of the days’ work, the participants enjoyed playing soccer and other games with the local children.

The Yellow Bellied Sliders also displayed their athletic prowess in a few friendly soccer matches with teams from the host nations. Although the matches were hard fought, Yellow Bellied Sliders rarely came out ahead. These games were key in building camaraderie and friendships among the ship, the embarked partners, and the host nations. One of the highlights for the Detachment thus far was the opportunity to visit the Mauritian Police Force Helicopter Squadron while in Port Louis, Mauritius. The Mauritian Police Force hosted the Detachment in a planning conference and meet-and-greet. At the conclusion of the port visit, the ‘Sammy B’ provided the opportunity for the Mauritian helicopter pilots to renew their shipboard landing qualifications. T h e Detachment HSL 42 Det ONE OIC, LCDR Teague Suarez presents a Yellow members have Bellied Sliders T-Shirt to MPF Helicopter Squadron C.O. been busy both in port as well as Misra Shashank.

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at sea. The Yellow Bellied Sliders completed a passenger transfer from a submarine, a critical medical evacuation of a sailor off of the USS Roosevelt, and multiple distinguished visitor transfers. Through the leadership of Detachment’s Maintenance Officer, LT Seth Dinola, and Maintenance Chief ATC (AW/ SW) Jason Kelly, the Yellow Bellied Sliders have executed more than 300 mishap-free flight hours. Through the hard work of the 17 skilled maintainers, the detachment completed two phase maintenance inspections followed by Functional Check Flights, each in a matter of days. The Yellow Bellied Sliders have been hard at work earning various professional qualifications. During the first three months, AM3 Gregg Birkholz, AM3 Andrew Kingston, and ADAN Austin Betourne earned their Enlisted Aviation Warfare Specialist (EAWS) wings, bringing the Detachment’s completion rate up to 94 percent of its personnel qualified with the EAWS breast insignia. AZ1 Michael Causey earned his Enlisted Surface Warfare Specialist (ESWS) pin and 12 Detachment members are currently working towards this qualification. Additionally, the Senior Naval Aircrewman, AWR1 (AW/SW/NAC) Scott Wade, was selected, initiated, and promoted to the rank of Chief Petty Officer. As the Yellow Bellied Sliders transition to the second half of this deployment, they are looking forward to many new opportunities and experiences. The ‘Sammy B’ will be entering the counter-piracy phase of deployment in which they will aid coalition forces in the protection of merchant fishing and shipping. To round out the deployment, the ‘Sammy B’ will take part in CUTLASS EXPRESS, a multi-national exercise with the Kenyan, Seychellois, and Tanzanian Navies focusing on maritime security operations and theater security cooperation. The Yellow Bellied Sliders and the ‘Sammy B’ are looking forward to executing these upcoming missions followed by a safe trip home.

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HSL-42 Detachment One Performs Sub PAXFER

Article By LT Jennifer Holsclaw and LT Julia Peterson Photos by MC2 Felicito Rustique, USN

SL-42 Det One Yellow Bellied Sliders, currently deployed with the USS Samuel B. Roberts (FFG 58), recently had the opportunity to help out a fellow sailor. While flying surface surveillance coordination, Proud Warrior 431 was called on to conduct a personnel transfer for humanitarian reasons. Having previously conducted several passenger transfers and medical evacuations during the deployment, the crew dismissed the idea of a routine event when they were informed the transfer would be from a submarine. The USS Georgia (SSGN 729) requested assistance in the transfer of a sailor who urgently needed to return home to his family. USS Georgia was unable to leave their station, so the USS Samuel B. Roberts immediately began to close Georgia’s position at best speed. After calculating time and distance to the submarine, it was decided that the transfer would take place the following morning in lieu of a night transfer. The crew reviewed submarine transfer procedures and prepared themselves to execute this unique mission. After conducting a thorough preflight brief, Proud Warrior 431 launched just after sunrise and headed toward the USS Georgia.

The combination of winds and sea state were not ideal for the transfer. The course that gave the submarine the most stable deck required a downwind recovery from the starboard sail plane. The preferred recovery from the missile deck would have required a compromise between a headwind component for the helicopter and bow seas for the submarine. Unfortunately, waves crashing over the bow and the missile deck were cause for concern for the sailors who were required to be on deck. After close coordination, the submarine maneuvered to place the winds directly off the bow, providing a more stable deck while also providing a headwind component for the helicopter. The helicopter set up for the approach at approximately one-half mile and 200 feet. Proud Warrior 431 established a 30-foot steady hover, conned into position by the senior aircrewman, AWRC Scott Wade. On deck below the helicopter were the Transfer Petty Officer and the passenger. Three other safety observers were on deck, next to the Dry Dock Shelter (DDS) just aft of the sail. Once in position, the junior aircrewman, AWRAN Robert Dukes, was lowered to the deck of the USS Georgia. Upon arrival on deck, AWRAN Dukes attached a seabag to the rescue

hoist and stayed on deck to give the passenger a safety brief for the upcoming return to the “Sammy B.” AWRAN Dukes connected himself to the hoist, and then the passenger to himself, and both were lifted off deck. Once safely inside the cabin, Proud Warrior 431 was cleared for forward flight and departed to conduct an uneventful landing on “Sammy B.” In the end, it was the close coordination between aircrew and submarine that ensured success of the mission. The professionalism and thorough planning exercised by both crews enabled the entire evolution to take less than ten minutes, from approach to departure. The crew of Proud Warrior 431 took great pride in enabling a shipmate to return to his family in a time of great hardship.

Proud Warrior 431 performs Sub PAXER with USS Georgia (SSGN 729) while on deployment. . Photo courtesy of HSL-42 Public Affairs Office.

Rotor Review # 115 Fall ‘11

Focus

HSC-3 Merlins Detach to Thailand Article and Photos by LT Tom Murray, USN

ou’re probably asking yourself, did I read that title correctly? Yes, you did. A quick background is in order. In April 2006, the Royal Thai Navy (RTN) began discussions with the U.S. Navy over the purchase of MH-60S helicopters, and in June 2007, the RTN agreed to purchase their first two. As the delivery of these aircraft approached, in late 2010, the RTN sent four S-70B (similar to SH-60F) pilots and one aircrewman to HSC-3 to receive transition training. That training was the topic of an earlier Rotor Review article. Due to program delays, Defense Contract Management Agency (DCMA) Lockheed Martin Systems Integration Owego, New York, flight crews delivered the RTN MH-60S to the port of Baltimore on 08 August 2011. Once on deck, the aircraft were put into preservation status; and on 24 August, they were loaded onto a commercial cargo vessel for trans-oceanic shipment to Thailand. That journey would take over two months, including a transfer from one ship to another in Singapore. Having no current MH-60S pilots, qualified maintenance personnel, or functional check flight pilots, the RTN needed assistance to safely integrate their newly purchased assets into the RTN fleet. Via the Foreign Military Sales (FMS) office at PMA-299, the RTN requested USN Fleet support to assist with getting their new helicopters into service. NAVAIR and the RTN requested that HSC3, the west coast MH-60S Fleet Replacement Squadron, provide that Fleet support due to the existing relationship between the RTN and HSC-3. On 07 September 2011 a Feasibility of Support (FOS) request was sent from NAVAIR to PACFLT. On 18 October 2011, PACFLT directed HSC-3 to deploy in support of this FMS case. Specifically, HSC-3 was to support the integration of the MH-60S into the RTN fleet by conducting required maintenance to get the aircraft flying again, complete the full ‘A’ profile functional check flights (FCF), ferry the aircraft to their new home at U-Tapao Royal Thai Navy Airfield, and provide refresher training to the previously trained RTN pilots and aircrewman. From notice of the NAVAIR request on 14 September, HSC-3 had just six weeks to

put together a detachment. W h i l e the many expeditionary readers out there might be thinking, “no big deal,” it must be noted that HSC-3 is not manned or equipped to send detachments h a l f w a y Members of HSC-3 Det TWO and RTN Seahawk Squadron around the TWO towing two MH-60 Sierras two miles through the port world. But facility of Laem Chabang, Thailand. wait, there’s more…we were told to not only create a extent possible, we would be using RTN detachment from nothing in six weeks, tools to complete the maintenance effort. If it but also to do it with the absolute wasn’t complicated enough yet, another layer minimum manning possible while also of complexity was added – these two aircraft taking as little as possible in the way of had been the property of the Thai government tools or equipment. To the maximum Continue on page 49

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Focus: HSC-3 Merlins Detach to Thailand Continued from page 48

since December 2010. That’s right, we were told to go to Thailand to maintain and fly a foreign government’s aircraft. Under the stipulation that HSC-3 controlled all evolutions while we were in country, including complete compliance with 4790 and 3710 series instructions, Skipper Ryan Carron agreed to provide support. Under leadership of detachment Officer-in-Charge (OIC) LCDR Kelsey St. Louis, HSC-3 Det TWO spent the next six weeks in close contact with the FMS team at PMA-299 and members of RTN Seahawk Squadron TWO planning for as many contingencies as we could envision. We decided that our minimum manning consisted of an OIC, det MO, det Chief, four instructor pilots / FCPs, three AWs, two ADs, two AEs, two ATs, two AMs, one AZ, one AO, and one PR. From ordering passports with rushed delivery, to receiving required vaccinations, to determining the best way to ship NVG’s to a foreign country, Det TWO thought of just about everything as we prepared for HSC-3’s first-ever international detachment. With repeated assurances that the worst flooding in Thailand in over fifty years would not affect our mission, HSC-3’s detachment departed San Diego International Airport for Bangkok, Thailand, on 28 October 2011. Two days later, we watched as two brand new shrink-wrapped MH-60S helicopters were towed off a commercial cargo ship and onto the pier at Laem Chabang Port, Thailand. After the required customs inspections were complete, HSC-3 Det TWO and Seahawk Squadron TWO commenced a two nautical mile towing evolution to get the two aircraft into a warehouse at the Laem Chabang port. After two and a half hours in 95 degree heat and near 100% humidity, we arrived at our temporary home for the next week. Once the

RTN had removed the shrink wrap from their newest acquisitions, we towed the aircraft into the warehouse and called it a (very long) day. Over the next five days and under the watchful eyes of O-6s from both the RTN and USN (not to mention countless other curious onlookers), Det TWO maintainers a n d a i r c r e w m e n , (sixteen-strong) completed depreservation, 7 thru 224Day Inspections, logbook review, removal and replacement of two intermediate gearboxes, serial number verification, and FCF preparations for both aircraft. The hard work of Det TWO sailors to complete these many and challenging tasks in only five days truly was a herculean effort. Whether it was establishing a tool control program from scratch or troubleshooting several troublesome gripes, these sailors did the hard work with smiles on their faces while providing training to their RTN maintenance counterparts. The following day, the aircraft were towed to a nearby parking lot for the Det TWO pilots and aircrew to complete full ‘A’ profiles. By the end of that day, both aircraft were FCF complete, full up-round helicopters – less than seven days after being towed off a ship wrapped in plastic! On 07 November, both helicopters were ferried by Det TWO crews from Laem Chabang Port to U-Tapao RTN Airfield. Anxiously awaiting the arrival of these aircraft to their new home, RTN Seahawk Squadron TWO and RTN Air Division leadership greeted us on landing. That afternoon, the RTN AIR BOSS,

Rotor Review # 115 Fall ‘11

RADM Sirisungchai, presented Det TWO personnel with traditional Thai flower garlands in a formal ceremony in front of Seahawk Squadron TWO and Det TWO, with the RTN MH-60S helicopters forming a fitting backdrop. Following the ceremony, the AIR BOSS hosted a reception in Seahawk Squadron TWO’s hangar for both the USN and RTN personnel. Despite the language barrier, there was little difficulty communicating– we were just helicopter bubbas hanging out and having a good time, swapping stories and trading patches. Det TWO spent the next eleven days providing refresher training to RTN pilots and aircrew, while simultaneously providing training for the RTN maintenance personnel. For the pilots and aircrew, we conducted mission planning training and FCF training on the ground. We also instructed day and NVD familiarization flights, an instrument refresher flight, an FCF training flight, and day/NVD SAR flights. The training culminated with day Deck Landing Qualifications (DLQs) on the HTMS Chakri Naruebet (CV 911), the Royal Thai Navy’s flagship aircraft carrier. After just over three weeks in Thailand, Det TWO returned to San Diego on 20 November. As with any evolution of this size and scope, we learned quite a few lessons along the way. More importantly, we had an opportunity to have influence with a foreign military, demonstrating how the U.S. Navy operates and maintains its rotary wing aircraft, while also getting to see how the RTN conducts business. The relationships forged on this detachment, both internal to the det and with our Royal Thai Navy counterparts, will certainly be long-lasting. I know I speak for the entire detachment when I say this was the opportunity of a lifetime, and I consider myself lucky to have been a part of it.

RADM Sirsungchai, Royal Thai Navy AIR BOSS, presents Thai flowers garlands to members of HSC-3 Det TWO at 51 U-Tapao, Thailand on 07 November 2011

Change of Command And Establishment

HMH-461

HSC-23

HSCWL

Ironhorses

HSCWSL

Wildcards

CAPT Paul Esposito, USN relieved CAPT Mike Cashman, USN on November 10, 2011

LtCol Scott Wadle, USMC relieved LtCol S.M. Salene, USMC on September 17, 2011

CDR Robert L. Bähr, USN relieved CDR Donald S. Cunningham, USN on October 06, 2011

CDR Tres D. DeHay, USN relieved CDR Alan M. Worthy, USN on November 10, 2011

HSC-3 SAU

Garudas

CDR Jennifer Hannon, USNR relieved CDR Scott Ruston, USNR on November 20, 2011

HSL-48

Vipers

CDR Tyrel Simpson, USN relieved CDR Donald Kennedy, USN on November 30, 2011

HSL-42

Proud Warriors

CDR Edward T. Anderson, USN relieved CDR Bradley J. Collins, USN on November 22, 2011

HT-8

Eight Ballers

CDR Paul Bowdich, USN relieved CDR Hans Sholley, USN on December 2, 2011

HSM-41

Seahawks

CDR Clayton W. Michaels, USN relieved CDR Shaun C. McAndrew, USN on December 08, 2011

Rotor Review # 115 Fall ‘11

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Focus:

Runaway Hoist! Article by AWR2 (NAC/AW) Patrick Lowther, USN

h e r e is nothing quite like being a Navy Search and Rescue Swimmer. Its glamorous title depicts a dauntless character from a rescue scene in an old WWII movie: the image of a singular airborne sailor, alone but confident, jumping from an aircraft straight into the deep blue sea with the mission to save a fellow sailor from danger. Lives are saved, heroes triumph over adversity, and everyone goes home happy – including the theater full of moviegoers. In actuality, Search and Rescue (SAR) situations do not happen often and when they do happen, HSM/HSL units typically serve as secondary SAR assets. Nevertheless, these units train hard every day in the event that they are called upon to perform a dangerous lifesaving mission (often in challenging conditions) while never really thinking about how it could be one of us that may need rescuing in some future situation. Training hard is exactly what I was doing on October 19, 2011 at Helicopter AntiSubmarine Squadron Light THREE SEVEN (HSL-37). Along with four fellow rescue swimmers, I was preparing for our yearly jump certification and re-baseline for an upcoming deployment. During the preflight brief, the squadron duty officer noted that one of our SH60Bs, EasyRider 51, had a marginal hoist the previous day. However, employing adequate Operational Risk Management procedures, we discussed the hoist problem as a crew and agreed that we would use the aircraft after a thorough hoist check was completed prior to starting our training for the day. Following the NATOPS brief, we loaded up the aircraft with all the gear and I went to the base harbor to set up the safety boat to assist with our SAR jumps

in Kaneohe Bay. ith rescue helmet and mask Once we arrived on station, we ready, I began making my way received the call from to the doorway to facilitate my the Helicopter Aircraft Commander (HAC) night deployment but, just before I could that the hoist passed all slide over to the cabin door, the hoist ground checks and that malfunctioned. This emergency situation they were inbound to start the evolution. The was the first time my crew chief or I had safety observer roger’d ever heard or witnessed this happen. up, “We’re in position. The rescue hoist had a runaway. But Let us know when you’re this was not just any normal runaway. on final for the first set of jumps.” We passed the start signal to EasyRider 51, and the extra time before dark for Medical Evacuation pilot completed a manual approach to stretcher (MEDEVAC litter) operations. I was a 15-foot hover. The rescue swimmers the hoist operator for the litter training, and I completed their jumps and passed a was responsible for teaching one of our newer thumbs-up to the crew chief signaling rescue swimmers how to properly set up and they were ready for pickup. The deploy the MEDEVAC litter to the swimmer swimmers connected in the water and in the water. Once all the litter operations were hoisted up to the helicopter which were complete, EasyRider 51 headed back to was now in a stationary 80-foot hover. airfield to refuel without incident. From my vantage point on the boat, it Daylight transitioned into darkness, looked like the swimmer in the rescue and we switched gears to set up for our most strop had slipped just as he reached the challenging evolution of the day – nighttime cabin door. After he was back in the swimmer deployment. With a full bag of gas, cabin, we called over the radio to see we headed back out into Kaneohe Bay to start what had happened, and the crew chief night deployments. The night jumps require responded that the rescue hoist brake the pilots to fly an automatic approach into had slipped. the wind terminating in an 80 feet hover. The Recalling the pre-op brief on crew chief had to lower me down to pick up this aircraft’s hoist problems, the HAC two other rescue swimmers that were waiting addressed the slip and decided we would in the water. I disconnected my gunner’s belt continue with the training event. The and was handed the double rescue hook by my rest of the day, operations commenced crew chief. With all my checks complete, I with no problems. I left the comfort showed the crew chief I was good to go. He of the boat and continued training gave me the thumbs-up and proceeded to open from the more familiar surroundings the cabin door. I took a seat at the sensor of the helicopter. Since HSL-37 was operator station and started adjusting my mask preparing for our SAR evaluation the and helmet. The helmet was a recently added following month, we decided to use the requirement from the SAR model managers, and this was the first time I had worn the helmet for SAR jumps. Up to this point, I Continue on page 54

Rotor Review # 115 Fall ‘11

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Rotor Review # 115 Fall ‘11

Focus: Runaway Hoist Continued from page 52

found that it was more of a nuisance than a piece of protective equipment, though I would have a different opinion in about 15 seconds. With rescue helmet and mask ready, I began making my way to the doorway to facilitate my night deployment but, just before I could slide over to the cabin door, the hoist malfunctioned. This emergency situation was the first time my crew chief or I had ever heard or witnessed this happen. The rescue hoist had a runaway. But this was not just any normal runaway. It was a runaway back into the rescue hoist, running up instead of down! The limiting switches had failed, and I was pulled out of the cabin at 215 feet per minute. The eight feet of cable that was out of the hoist quickly disappeared into the spool, and I was yanked out of the helicopter like catapult shot. My body whipped out of the open cabin door and my head slammed into the rescue hoist. The limit switches had failed in the hoist and,

if not stopped in time, the hoist would shear itself with me now outside the helicopter in an 80-foot hover. The only thing keeping me from falling was the double rescue hook. My crew chief had no idea what happened, just that something went wrong. His left hand maintained positive control on the rescue hoist cable which was then pulled to the top of hoist almost pinning his thumb in between the double rescue hook and the rescue hoist stop. Relying on training and instinct, the crew chief pulled his hand out of the glove that was caught in the hoist and executed the hoist malfunction emergency procedure. He grabbed me around my waist with his left arm and at the same time with his right hand, de-pressed the backup control switch stopping the hoist. He helped me back

into the cabin, and I unlatched the hook from my harness. We closed the cabin door and relayed to the pilots what events just occurred. Training was terminated for the night, and we returned to base after a close call. The personal protective equipment that we wear contributed to the safe return of the aircrew. The gloves saved my crew chief’s hands from being pinched in the hoist receiver, and the helmet (the new addition to SAR protective equipment) saved my head from being gashed by the hoist mount. Pilots and aircrew cannot predict when an emergency is going to take place. My crew chief’s quick reaction after recognizing the emergency, stopped the situation from becoming a true emergency. So as the saying goes: “Train as you fight”, because you never know when or who will be relying on you to know and perform your job as a hero.

while increasing operational readiness and mission qualifications. Not to mention, it was a great excuse to break the mundane routine of cyclic operations and an opportunity to trade a beer day on the boat for a few nights of liberty in Australia. As a squadron already supporting two other detachments on the USS Cowpens and USS Mustin, HS-14 is well versed on the challenges of detachments and leveraged that experience heavily. In total, 16 maintainers, 14 aircrew, and 12 pilots worked together to maintain, plan and fly from 11 to 25 July. Flying four training events each day for two weeks provided a great opportunity to gradually build upon the complexity of our training and progress from crawl to walk and, finally, run through the PR and SOF syllabi. Initially, we flew day flights to establish currency, identify workable landing zones, develop routes and spider points and build familiarity with the Mount Bundy Range. The Mount Bundy Range provided undulating topography

combined with vegetation ranging from 50 foot trees to light scrub. Grassy plains and silt-laden, dried mud-flats provided the opportunity to conduct confined area landings (CALs) and exercise the mechanics of the tactical no-hover profile. To top it off, a fantastic combat town, located right in the middle of the range, was a great place to practice Helicopter Rope Suspension Training (HRST) iterations as well as in-depth SOF insert, extract, Intelligence, Surveillance and Reconnaissance (ISR) and overwatch scenarios. Wild boar, wallabies, crocodiles and kangaroos were frequent visitors to the LZ’s, and almost every flight encountered them while skirting the tree tops. After three days of warming up, flight operations shifted to high-light night training evolutions before wrapping up with five nights of low-light. When all was said and done, we executed 116.0 hours, completed 54 pilot and aircrew Air Combat Training Continuum (ACTC) cards, including three successful Level III check rides, and nine Level II qualifications in Personal Recovery and Special Operations Forces Support. Thanks to the experience, knowledge, and motivation of the detachment

Going Outback

Article by LT Brian Carnes, USN

S-14 was presented with a great opportunity during the George Washington Strike Group’s 2011 summer patrol of the Western Pacific. While the rest of the strike group was preparing to spend 55 consecutive days at sea, a group of 42 Chargers got the awesome opportunity to detach ashore and train for nearly two weeks in the Australian Outback. If you ever needed a reason to understand why being a helicopter pilot is the best job on Earth, this was it. During the bi-annual TALISMAN SABRE exercise, the U.S. Navy, Air Force, and Marine Corps conduct coordinated training with the Australian Armed Forces. HS-14 supported the exercise by conducting embarked plane guard operations, but also detached three helicopters to Royal Australian Air Force Base (RAAFB) Darwin to support real world Search and Rescue alerts as well as conduct Personnel Recovery (PR) and Special Operations Forces (SOF) training. The exercise provided an occasion for HS-14 to display our exceptional ability to operate out of forward operating bases and still fulfill the mission aboard the carrier. In addition, it provided an excellent opportunity for junior officers to mission plan and fly “in the dirt”

Rotor Review # 115 Fall ‘11

Continue on page 55

Continued from page 54

maintenance team, we executed every one of our 44 scheduled sorties! Working out of RAAF Base Darwin and then into Bundy Range for our training evolutions was refreshingly simple. There was no competition for airspace or waiting until the last minute to get our helicopter on spot. We launched from the transient military ramp at RAAF Darwin and, once clear of the airspace, our only “course rules” were to minimize overflight of the sparse civilian population. Within twenty minutes of takeoff we could drop into the terrain and a contour-flying adventure in the ‘Outback.’ We used the occasional traffic on the highways to simulate OPFOR, and exercise impromptu threat counter tactics. Upon entering the range, the immense target area offered the opportunity to exercise every combination of LZ options and modifiers and the tremendous ‘combat town’ provided ample opportunity for HRST and simulated Call for Fire. Frequently, “hostiles” in the form of ‘red’ kangaroos, wallabies, wild horses and

Focus: Going Outback dingoes would give copilots the chance to hone their FLIR tracking skills from altitude. Range time was limited only by the fuel required to return to RAAF Base Darwin, but the training didn’t end with the departure from the range. The transits back provided additional navigation and contour flight training opportunities before we checked back in with Darwin tower, landed and knocked out a thorough debrief. After the long day and night’s work was done, aircrew and maintainers usually found enough time to exercise their skills in foreign relations and learned a lot about the culture and people of the Northern Territory as well where to find Darwin’s night hang out spots. After two great weeks ashore, the detachment returned to the ship, where we were happy to assume the duties and alerts while everyone else got their beer day.

The Darwin detachment provided a great opportunity for HS-14 to demonstrate our capability to go ashore and operate without detriment to our Plane Guard, ASW or SSC requirements. It is an incredible testament to HS-14’s stellar maintenance department that our three-plane HH60H detachment flew 100% of its scheduled sorties and the result was a tremendous boost to our readiness in the PR and SOF mission areas. Mount Bundy Range is a fabulous training area, and our freshly-made friends in both the U.S. Army and Royal Australian Air Force can’t be thanked enough for their help. We were very fortunate to have the opportunity to put theory into practice and provide invaluable learning opportunities for our junior pilots and aircrew. We also had an AWESOME time! DAY AND NIGHT! LIGHTNING STRIKES!

There I Was (cont)

Desert Hawk Maintenance Article by LT Russell Kratoville Approaching the end of my first operational deployment I had three people check out with me on their way back to the States. These maintainers caused me to reflect on a flight of mine from five months earlier, at the onset of deployment, and consider how much had transpired on HSC-26 Detachment ONE, especially from their perspective.

t was a seasonable day in late March 2011 when I departed to join the Desert Hawks in Bahrain. I was traveling with one aircraft commander, slated to be the detachment Assistant Officer-in-Charge (AOIC), and two of my fellow Pilots Qualified in Model (PQMs). The AOIC regaled us with the legend of his first Bahrain experience and imparted his wisdom on how to survive and succeed on detachment without messing up “his island.” We were so caught up in all of our pilot talk that I did not notice three people on the flight who, combined with the rest of the detachment’s Maintenance Department, would have as profound an impact on my development as a pilot and an officer as the AOIC whose every word we were hanging on. Regrettably, I could have sat next to the maintainers on that flight and would not have known them.

As a schedules officer at homeguard, I had little interaction with the maintenance shops. I started on detachment as the transportation officer (in charge of the detachment’s vehicles) and also dabbled as admin while the job was gapped. This stimulated my interaction with the maintainers, and I began to realize just how invested they were in the success of the Desert Hawks. Those experiences positioned me to have the privilege of becoming the division officer for my final three months, where I learned the daily requirements and effort that went into every flight hour I executed. From May to September 2011, Desert Hawk Maintenance faced a continuous onslaught of challenges that they met and overcame with hard work, ingenuity, and skill. This tale of

Rotor Review # 115 Fall ‘11

perseverance starts with an understanding of our mission, is comprised of the work performed, and was made possible by the caliber of the maintenance professionals on the detachment. While it is easy to see the benefits of a land-based Navy deployment, the unique mechanism of continuously providing reliable, fast, and ever-ready support to FIFTH Fleet is often overlooked. The overarching maintenance mission, as it applies to safely providing well-maintained aircraft, revolves around the ability to maintain four aircraft in order to provide three mission capable aircraft on any given day. The Desert Hawks provide FIFTH Fleet logistics support that calls for two aircraft to execute certain missions. In addition, the detachment mans a 24-hour duty Continue on page 57

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There I Was: Desert Hawk Maintenance Continued from page 55

aircraft for Search and Rescue and other emergency tasking. In order to meet tasking requirements, the Desert Hawks fly enough hours to average over one phase inspection each month. A three-bird commitment, with monthly phase inspections, leaves little room for unscheduled maintenance, and even less margin for down or troublesome aircraft. ENTER: “Christine” and “El Diablo” In the middle of April, detachment ONE was delivered its first two aircraft to be operationally deployed with the Integrated Mechanical Diagnostics System (IMDS), affectionately named Christine and El Diablo. IMDS is designed to perform various monitoring and diagnostic functions, and provide that information to flight crews and maintenance. The system is a valuable maintenance and troubleshooting asset but, as with the implementation of any new system, there are always challenges. At the time the IMDS aircraft were delivered, there was no mention of the system in the NATOPS manual or the Wireless Interactive Electronic Training Manual (WIETEM), and the Pre-Planned Product Improvement (P3I) was a primary source of information. In the first few months, CHECK IMDS lights and tail vibrations became the bane of pilot and maintainer existences alike. However, the initiative of senior maintenance leadership coupled with the expertise of IMDS Technical Representatives eventually mitigated the issues and allowed for the successful, albeit occasionally frustrating, operation of the system. The transfer of helicopters from homeguard to detachment, and vice versa, is a detailed process that requires extensive

he Desert Hawks provide FIFTH Fleet logistics support that calls for two aircraft to execute certain missions. In addition, the detachment mans a 24-hour duty aircraft for Search and Rescue and other emergency tasking.

planning. After receiving both aircraft and preparing them for flight, El Diablo’s post-depot acceptance Functional Check Flight (FCF) still needed to be completed. The troubleshooting and FCFs required on Christine and El Diablo continuously affected detachment maintenance. With both aircraft unable to shoulder their portion of the hours load, the remaining aircraft, “Monster” and “Jenny” were prematurely flown into phase requiring back-to-back phase inspections and FCFs. Thanks to the expeditious and thorough Hawk maintenance team, the wheels that drive the detachment were safely kept well greased. With selfless assistance from the detachment aircrewmen in running the flight line, the maintainers fought heat, complacency, and exhaustion to swiftly, yet meticulously, complete the required maintenance. El Diablo, while adopted by a few pilots and maintainers as their pet project, proved exasperatingly testy. She was apparently biding her time while executing flight hours as all of the phase attention was being paid to the other aircraft. As soon as the other phases were complete, El Diablo showed how ‘high maintenance’ she could be. In a few short weeks, while a main player for tasking, both of her engines required replacements. With expert skill, maintenance performed three engine changes on the scorching summer flight line of Bahrain International Airport (one of the replacement engines proved unable to meet El Diablo’s needs). Fighting heat and dehydration by frequently rotating personnel, the maintainers again pulled through for the detachment and provided a mission capable El Diablo. Desert Hawk maintenance was not only troubled by stubborn aircraft and new systems, but was also tested by their own attention to detail. A few weeks of relative calm following the replacement of El Diablo’s engines allowed them to prepare for the upcoming wing inspection, but only proved to be the eye of the storm. The week of the inspection, maintainers and aircrewmen uncovered deficiencies with

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both Monster and El Diablo during their daily inspections, driving the two aircraft into a 546-day inspection and another vibration FCF, respectively. Undaunted by the continued workload, maintenance stayed strong throughout the inspection. The ‘perfect storm’ that pummeled the Desert Hawks for five months would present a bleak outlook for the success of any detachment. However, the expert and professional manner with which maintenance conducted business laid the foundation for the detachment’s achievements. During this time period, the Hawks executed 1,180 mishap-free flight hours, transporting 1,200 passengers and 350 tons of cargo with a 100 percent operational mission completion rate. The daily professionalism of the Desert Hawks made the difference between the continued, dependable success of the detachment and succumbing to the challenges we faced. Each member of the detachment fed off of the mettle and drive of the others and operated in the efficient, co-dependent manner that has gelled military units since before Alexander’s phalanxes. Rates cross-trained other rates and everyone was involved allowing our shifts to flex to meet any challenge that arose. The aircrewmen were always eager to help run the flight line or perform aircraft washes, and operations always made FCF and ground-turn crews available. Perhaps this is how every Navy detachment operates, and our maintainers typify the drive and determination of the men and women who serve this country – I surely hope so. For me, however, it will always serve as my benchmark for how a unit can work together and learn, across specialties, and up and down the chain of command, in order to reach a common goal. The Desert Hawks got the job done because we did it right the first time, every time; not because everything worked perfectly, but because no matter when the mission came, we were already prepared.

Historical: Rotorcraft Pioneers, Stanley Hiller, the Boy Prodigy. slightly bigger Nelson YO-65-2 engine. The first lot of five units was completed early in 1961. They were shipped to the U.S. for test and evaluation. Three units were evaluated by NASA Ames at Moffett Field, California. The other units were evaluated at the Naval Air Test Center, Patuxent River, Maryland. The second lot of five units remained in Europe and was offered in the civilian market as the Model G-46. In 1963 the Marine Corps cancelled the small rescue vehicle requirement. Thus, the Rotorcycle never went into production. Five Rotorcycles are currently in display at various aviation museums in the U.S. The late 1950s and early 1960s was a period when the U.S. armed forces displayed great interest in the

propellers. Additionally, a Westinghouse J-34 turbojet was mounted near the empennage to provide, through variable vanes, pitch control in a hover and at slow air speeds. Employing ducted fan VTOL vehicle. Standing atop the components from existing airplanes, and platform, a pilot simply leaned in the direction using conventional fabrication techniques, he wanted to move, and the platform would dart the prototype was completed late in 1958. in that direction, leaving his hands free to fire The first in a series of twenty test flights a rifle or operate any portable equipment. On took place on 24 November 1959. During 6 April 1955, CDR Hugh F. McLinden, USN, the final test flight, in July 1961, a crash fly-tested the Flying Platform while serving caused by a malfunction of a propeller’s as BuAer Representative at the Hiller plant. pitch control system marked the end of the In 1971 McLinden would be one of twelve program. Another serious concern with the helicopter pioneers that founded the Naval X-18 design was that the engines were not Helicopter Association. cross-shafted. The X-18, however, provided The U.S. Army became interested invaluable data for the XC-142 tilt-wing in the project, and in 1956 awarded Hiller a aircraft that followed. contract to develop two prototypes of a larger By January 1961, the Army, Navy, version, designated the VZ-1 Pawnee. Similar and Air Force had agreed to participate in in design, the Army platform was the development of a tilt-wing V/STOL n 1954 the Navy awarded Hiller aircraft. The Vought Division of LTV eight feet in diameter and used three Nelson engines. Initially the VZ-1 Helicopters a contract to build was selected as the prime contractor, did not perform well. It was followed with Hiller Aircraft and Ryan Aircraft as two prototypes of a one-seat the two main subcontractors. A contract by an improved version, the VZ-1E, collapsible small helicopter. The to build five XC-142 prototypes was with longer duct skirts. A total of six Army platforms were built. When the Marine Corps was looking for a awarded early in 1962. The aircraft program was terminated, the Navy vehicle that, when folded, could was powered by four 3080 shp G.E. and one of the Army’s VZ-1 platforms T-64 turboshaft engines, each driving be carried in an aircraft, either a 15.5 foot propeller. All four engines found their ways to the Hiller and the Pima aviation museums, where they internally or externally, in a pod were cross-shafted. They also powered still capture the awe of visitors as the that could be parachuted to a a horizontal variable-pitch tail rotor. In closest craft to the mythical magic a hover and at slow air speeds the tail downed pilot behind enemy lines. rotor provided pitch control, differential carpet. The rescuee, without any tools but propeller collective pitch provided roll In 1954 the Navy awarded Hiller Helicopters a contract to build those built into the design, would control, and ailerons in the propellers’ two prototypes of a one-seat collapsible slipstream provided yaw control. During be able to assemble the helicopter forward acceleration an integrated small helicopter. The Marine Corps in minutes and fly it across enemy progressive mixing linkage transitioned was looking for a vehicle that, when folded, could be carried in an aircraft, lines to safety. Hiller’s response from the V/STOL controls to the either internally or externally, in a pod was the Model 1033 Rotorcycle, conventional airplane control surfaces. that could be parachuted to a downed Hiller was responsible for the design and military designation XROE-1. fabrication of this complicated system pilot behind enemy lines. The rescuee, without any tools but those built into of cross-shafts, related gear boxes, the design, would be able to assemble the development of V/STOL aircraft. Two tail rotor, mechanical linkages, and control helicopter in minutes and fly it across enemy concepts were explored, the “tail-sitting” surfaces. Between 1964 and 1967, the Navy lines to safety. Hiller’s response was the airplane and the convertiplane. Hiller and Air Force tested the XC-142 extensively Model 1033 Rotorcycle, military designation had been investigating the tilt-wing in a variety of mission scenarios. In 1966 XROE-1. The Rotorcycle followed the convertiplane concept since the late an XC-142 underwent sea trials aboard USS conventional single main rotor and tail rotor 1940s. His design attracted Navy and Bennington, CVS-20, completing 44 short design, using the Rotor-Matic control system. Air Force interest. In 1957 he received take-offs and landings and six vertical takeIt was powered through a centrifugal clutch a $4 million contract to build a four-ton offs and landings. Although the overall test by a Nelson H-59 engine. The first Rotorcycle payload tilt-wing transport prototype. results were satisfactory, the program was prototype maiden flight took place on 10 Designated the X-18, the aircraft was plagued by a series of mishaps, the most January 1957. Hiller licensed Saunders Roe, powered by two 6,000 shp Allison serious causing three fatalities in May 1967. a British aircraft manufacturer, to build ten T-40-A-14 turboshaft engines, each At the completion of testing, the project Continue on page 59 YROE-1 units. These units were fitted with the driving two counterrotating three-bladed Historical: Rotorcraft Pioneers, Stanley Hiller, the Boy Prodigy continued from page 35

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Historical: Rotorcraft Pioneers, Stanley Hiller, the Boy Prodigy Continued from page 58

was terminated, due mainly to budgetary considerations and revisions of service requirements. In 1959 Hiller Helicopters changed its name back to Hiller Aircraft. Although Hiller’s ARD was quite prolific – at one time it was working simultaneously in thirteen military projects – it was not producing significant revenues. It is ironic that, while by any measure the ARD was successful in translating the most advanced concepts into experimental hardware that performed as advertised, it was never rewarded with a single full production contract. In 1960 the U.S. Army launched a competition for the procurement of a turbine-powered Light Observation Helicopter (LOH). This would be a large procurement that would guarantee financial stability for the winning bidder. In May 1961 the Army selected three designs, the Hiller Model 1100, the Bell Model 206, and the Hughes Model 369, for prototype evaluation. Hiller built five prototypes, military designation OH-5A. The first YOH5A prototype maiden flight took place on 26 January 1963. The OH-5A was powered by a 250 shp Allison T63-A5 turboshaft engine, driving a two-bladed semi-rigid main rotor with an automatic stabilization system. All three competitors, the Bell YOH-4, the Hiller YOH-5, and the Hughes YOH-6, were evaluated at the Army Aviation Test Center in Fort Rucker, Alabama. Although both the Bell and the Hiller’s entries were more capable of fulfilling the LOH performance requirements, in May 1965 the Army selected the Hughes’ very low unit cost bid. In May

1964 Hiller Aircraft had merged with Fairchild Aircraft. In July the FH-1100 received FAA certification. Upon losing the bitterly-contested LOH production contract, Hiller decided to offer the FH1100 in the civilian market in both, a four-seat and a five-seat configuration. Commercial deliveries began in mid1966. 246 units were delivered before production ended in 1974. In 1968 Stanley Hiller left Fairchild Hiller Corporation and created Hiller Investment Co. He put his enormous talent, leadership abilities, and experience to the task of rescuing companies that were failing. He put together a strong management team, capable of revitalizing companies with large capital assets that were not efficiently employed. Rejecting the tag of a venture capitalist, in a press interview he explained, “We roll up our sleeves and get into the companies, so we are not passive investors. We become chairman or chief executive officer, and don’t take our money until employees have a turn around, and company’s shareholders realize their promised returns.” During the next twenty years, in a series of non-hostile takeovers, Hiller turned to profitability numerous companies, including G. W. Murphy Industries, which became Reed Tool Co.; Bekins Co.; Baker International, which merged with Hughes Tool Co. and became Baker Hughes Corporation; and, near the end of his career, York

International, a large air conditioning equipment manufacturer, a division of Borg-Warner. A year after Hiller took control of it, York International reported stable employment, a 500 percent increase in profits, and a 130 percent increase in the price of its stock. In 1998 Hiller created the Hiller Aviation Museum, in San Carlos, California. The museum is dedicated to education and to the preservation of the magnificent contributions to aviation that were originated in the West Coast. The museum was Hiller’s way to give back to the community that had nurtured and supported him during his entrepreneurial years. Hiller was the recipient of many aviation awards during his life. They include the Smithsonian National Air and Space Museum Trophy for Lifetime Achievement, the Helicopter Foundation International Heritage Award, and the San Francisco Aeronautical Society’s Medal of Achievement. He was inducted into the Army’s Aviation Hall of Fame. As this great man grew old, Alzheimer’s disease began to rob his prodigious mind. Finally, on 20 April 2006, that dreadful illness took him away. He was survived by his wife, Carolyn; his sons, Jeffrey and Stephen and their wives; his seven granddaughters; and his sister, Patricia. Stanley Hiller Jr. was an extraordinary man whose prodigious ingenuity, relentless determination, and exceptional achievements earned him a place of honor among the American rotorcraft pioneers of the twentieth century.

Sources 1. Helicopters in Combat, The First Fifty Years, by John Everett-Heath. Arms and Armour Press, London, 1992. 2. The God Machine, by James R. Chiles. Bantam Dell, New York, 2007. 3. Hiller Aviation Museum and Institute. http://www.hiller.org 4. http://www.aviastar.org/helicopters_eng/hiller 5. http://www.aviastar.org/helicopters_eng/fair_fh-100.php 6. http:// en.wikipedia.org/wiki/hiller/ 7. Just Helicopters. Rotorcraft Pioneers, Part III: Stanley Hiller Jr. By Brad McNally. http://www.justhelicopters.com/HELIARTICLES/tabid/433/ID/2536/Potorcraft-Pioneers-Part-III-Stanley-Hiller-Jr.aspx 8. Inventor Stanley Hiller Jr., 81; Pioneer in Helicopter Design. By Patricia Sullivan, Washington Post Staff Writer. www.washingtonpost.com/wp-dyn/.../AR2006042602450.html

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Squadron Update

There is only one, TWO Article by LT Brett Johnson, USN

versatility of helicopters, more squadrons were created, SCAN AND CONNECT each of them with their own WITH HSC-2 ON specific mission. In July 1965, HU-2 was redesignated Helicopter Combat Support Squadron TWO (HC-2). Although they were flying a wide variety of missions, they specialized in plane guard and logistics gathered together on Friday evening for some support for the carrier battle good food and great conversations. Many The message on the squadron’s marquee groups. Throughout the years, of the alumni shared their old war stories welcomes the HU-2/ HC-2/ HSC-2 alumni. HC-2 distinguished itself with with us, the younger crowd, passing on their over 2,000 rescues and a seemingly legacy. On Saturday afternoon the Fleet s the year-long Centennial of insurmountable volume of cargo and Angel alumni gathered at their old hangar and Naval Aviation celebration passengers moved. The HC-2 nears its end, hundreds of alumni of the Fleet Fleet Angels participated in Angels gathered at Naval Air Station Lakehurst, numerous operational and located in the heart of the New Jersey shore, for humanitarian relief missions such as the recovery of astronaut a reunion event. The Fleet Angels were established in LTC John Glenn after his first April 1948 in order to provide utility services orbit around the Earth in 1962, to ships of both the Atlantic and Pacific Fleets. operations during the Cuban Helicopter Utility Squadron ONE (HU-1) and Missile Crisis, and the stand-up Helicopter Utility Squadron TWO (HU-2) of the Desert Ducks in Bahrain. were both known as Fleet Angels and were In January 2006, HC-2 was both stationed at NAS Lakehurst. In her early redesignated Helicopter Sea years, HU-2 conducted a myriad of missions Combat Squadron TWO (HSCranging from plane guard, personnel and mail 2) to reflect the introduction transfers, radar calibration, aerial photography, of the MH-60S Knighthawk. reconnaissance, and torpedo tracking while Today HSC-2 serves as a Fleet HSC-2’s Commanding Officer briefs the alumni. stationed on board aircraft carriers and air- Replacement Squadron for the capable ships. Several detachments of HU-2 Knighthawk and graduates over 200 took a look at what the Navy currently has to also flew combat missions during the Korean student aircrew and pilots each year. offer its pilots. Redhawk 700 stole the day as The reunion weekend kicked the alumni toured the aircraft and got to see Conflict. As the Navy began to recognize the off with the arrival of the future of flying. Most of the alumni were Redhawk 700, a Block in agreement when they saw the latest and III MH-60S, at Naval Air greatest cockpit, stating that there were just Station Lakehurst, New “way too many switches” for them to learn. Jersey. R e d h a w k 700 The reunion weekend was a great was staged in front of success for the HU-2/HC-2 alumni, their Lakehurst’s infamous family, and friends. It was also a powerful hangar 1 which is the site learning process for us. These guys did where the Hindenburg the same job we are doing today, with less disaster occurred. CDR advanced equipment and far greater trust in Marv Carlin, LT Brett their systems, and they did it well. Johnson, and AWSC David Zayas were in attendance LT Brett Armstrong stands with some of the members and representing HSC2. Guests of the reunion of the alumni.

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Squadron Update : HSM-74

Future Foxes

Article by LTJG William Berger, USN

successful event culminated with the ASTAC coordinating a REXTORP ith HSM-74’s transition to the launch from the Swamp Fox helicopter. MH-60R finalized, training While the Swamp Foxes quickly ramped up to include integrating with continued training for traditional several Commander Carrier Strike Group TEN detachment roles at AUTEC, the focus (CCSG-10) assets. Det ONE deployed to the at home shifted to facilitate integration with Carrier Air Wing THREE (CVW-3) for the upcoming 2013 deployment. The Swamp Foxes worked with their sister squadron, the Dusty Dogs of HSC-7, as well as the Seahawks of VA W - 1 2 6 , during coordinated operations totaling 20 flight hours. These flights served many purposes, including determining the role the MH-60S may As a joint flight between a Dusty Dog Sierra and a Swamp play in the Romeo’s Fox Romeo concludes, Magnum 711 of the Swamp Foxes mission of Surface departs. Surveillance and Control (SSC), Atlantic Undersea Test and Evaluation Center utilizing the Romeo in the Sierra’s (AUTEC) to assist the USS San Jacinto (CG- evolving role of Combat Search and 56) during Combat System Ship Qualification Rescue (CSAR), and further determining Tests (CSSQT). In addition to firing a vertically how to integrate both helicopters into launched torpedo and implementing the ship’s carrier and Link-16 operations with the sensor suite, the San Jacinto gained valuable E-2C+ Group II Hawkeye. experience, utilizing the Swamp Foxes to Concurrently, steps have coordinate Hawklink operations with their Anti- been taken to plan for integration Submarine Tactical Air Controller (ASTAC). into CVW-3 and training has evolved Although the San Jacinto had not previously to accommodate ‘carrier days’ to worked with a MH-60R detachment, her crew familiarize the Romeo community with was familiar with its capabilities. The highly carrier ops. This includes practices unfamiliar to the HSL/HSM community SCAN AND CONNECT from starting the auxiliary power unit WITH HSM-74 ON (APU) while being towed, minimizing time starting up on the deck of a carrier, to communications required to fly safely in the USS Harry S Truman’s airspace. While blade fold and spread evolutions

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are a familiar practice with the Swamp Foxes, the timing needed to accommodate the carrier’s flight schedule needs to be addressed in order to operate seamlessly within the air wing. Lastly, HSM-74’s ready room continues to grow. The Swamp Foxes just received their first two east coast trained Romeo FRPs from HSM-40. This addition, along with the high energy of a newly commissioned squadron operating the only airborne ASW asset in the carrier air wing, combine to make the Swamp Foxes a focal point of excitement as they train towards becoming an integral part of the CVW3 Battle Axe team.

Det FOUR’s Magnum 455 on a VERTREP pick. The last Bravo Det returned on 18 September 2011. Picture by MCS1 Steve Smith.

Squadron Update : HT-8

Extreme Makeover: Wardroom Edition

Article by HT-8 Public Affairs Office

SCAN AND CONNECT WITH HT-8 ON

quadron pride has often been displayed in different forms, like a command showbird or embroidered flight suits. The squadron wardoom is one of the essential forms of displaying that pride. Whether through a serious business-like look or a layout bedecked with “character,” a decorated wardroom is a medium of conveying squadron history and ideals. So with no shortage of squadron pride Helicopter Training Squadron EIGHT’s Commanding Officer, CDR Hans Sholley, spearheaded a wardroom makeover with a weekend repaint and a pool table; an apt addition given the squadron’s name of Eightballers. The Skipper was also the brain child of painting one of the bulkheads to match the brickwork and field elevation sign on the control tower’s base. The squadron’s Maintenance Officer, LT Nick Ahlen, helped shoulder the burden of labor by organizing help and adding some innovations of his own, including a red oak bar, a kegerator, and winging class T-shirts adorning the ceiling tiles – of which there are enough to last for another six years. A bulkhead wallpapered with evasion, sectional, and terminal area charts and accumulated

The new look to the HT-8 Wardroom “schwag” from airshows and squadron cross-country events finishes the décor. The pinnacle of this eclectic decoration is a landing skid bar-step salvaged from a destroyed TH-57. This particular aircraft was successfully autorotated to a field by an HT-8 instructor pilot following an actual engine failure two years ago. About 100 man-hours have been contributed to revamping the

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wardroom, which is still a work in progress, but if the wardroom is any measure of a squadron’s pride there can be no doubt of the pride in the Eightballer wardroom and in their mission of “Training the World’s Best Helicopter Pilots.” If you’re in the neighborhood stop by and have a cold one at “The Corner Pocket.” The Eightballers will pick up the tab.

Squadron Update: HSL-46

Grandmasters Begin the HSM Transition Article by LCDR Doyle Flannery, USN

or nearly 25 years the Grandmasters of Helicopter Anti-Submarine Squadron Light FOUR SIX (HSL-46) have deployed combatready detachments in support of worldwide operations in the SH-60B LAMPS MK-III Helicopter. In April, HSL-46 will begin its phase of the Helicopter Concept of Operations and start its transition to the MH60R Multi-Mission Helicopter. Unique to the process and unlike previous squadrons that have transitioned, the Grandmasters will be the first MH-60R squadron to follow SCAN AND CONNECT WITH HSL-46 ON

the Expeditionary Model; continuing to send independent MH-60R combatready detachments aboard cruisers, destroyers, and frigates. Starting in December aircrews from HSL-46 will begin the Category II transition syllabus at HSM-40. At the same time newly winged aviators and Naval Aircrewmen destined to do their fleet tours at HSL 46 will start their initial training syllabi at HSM-40. In early January, Aviation Electronics Technicians (AT) and Aviation Electricians Mates (AE) from HSL-46 will begin their hands-on training on the MH-60R. All of these training pipelines are designed to highlight capabilities, differences ,and upgrades of the MH60R and to create a seamless transition from the SH-60B. HSL-46 is scheduled to receive its first MH-60R in April 2012, and

will maintain a steady influx of the new aircraft until it reaches its total of 10 aircraft towards the end of the year. During the transition HSL-46 will continue to fly the SH-60B and employ it operationally, but the legacy aircraft’s days are numbered on the Grandmaster’s flight line. In May 2012, HSL-46 will be re-designated Helicopter Maritime Strike Squadron FOUR SIX (HSM-46) and begin to employ the MH-60R. The squadron expects to receive it’s Safe to Operate designation in July and will start to send their first detachments out the door in the fall. “There are clearly some challenges ahead over the next few months, but we feel we’ve set ourselves up for success thus far and are excited to make this transition and begin to employ the Romeo under the expeditionary model”, said squadron Operations Officer LCDR Keith Henderson.

Grandmasters Hold Dining Out Article by LTJG Chris Saxton, USN

The HSL-46 Grandmaster Officers’ Mess celebrated tradition and camaraderie by holding a Dining Out at The University Club in downtown Jacksonville on August 4th. The formal dinner is a long-standing Navy tradition that borrows its customs from the Officers’ Messes of the Royal Navy and Regimental Messes of the British Army. By taking part in this tradition, the wardroom links itself to the fraternity of sailors of all nations, past and present, as they meet and honor their units, ships, standards, battles, and their dead. The event, held on the 27th floor of the Riverplace Building, kicked off with a social hour in which the Officer’s and their guests were able to reacquaint themselves while enjoying views of Jacksonville from the South bank of the St. Johns River. For the Officers of HSL-46 Detachment SEVEN, this was especially meaningful since they had just returned from deployment on the

USS Mason (DDG-87) only ten days prior. Additionally, the spouses of officers currently deployed on the USS Anzio (CG-68) with Detachment FOUR attended as guests of the Mess. The evening continued when guests were asked to take their seats by CDR Michael Burd, Commanding Officer of HSL-46 and President of the Mess. (l-r) HSL-46’s Commanding Officer CDR Following the Parading of the Beef, Michael Burd, Retired Jacksonville Jaguar a fine dinner selection was served Tony Bosell and Executive Officer CDR J.P. under the watchful eye of LT John Dunn. Photo Courtesy of HSL-46 Public Affairs Hansen, who served as Mr. Vice for Officer. the evening’s events. The Grandmasters were the field, he has received numerous awards honored to welcome Jacksonville and accolades, including five NFL Pro Bowl Jaguar Tony Boselli and his wife Angi selections. Since officially retiring from as their guests of honor. Mr. Boselli football in 2006, Mr. Boselli has shifted was the second overall pick in the 1995 his focus to non-profit endeavors such NFL Draft and first ever draft pick of as The Boselli Foundation and The Tony the newly formed Jaguars. On and off Continue on page 64

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Squadron Update: HSL-46 / HSC-9 Continued from page 63

Boselli Youth Life Learning Center. The message he conveyed to the Ready Room was one of perseverance and camaraderie. His words were well received by the Officers’ Mess, which enjoyed his personal anecdotes and stories from the playing field. Following traditional toasts proposed by members of the mess, the Grandmasters were dismissed from dinner by CDR Burd and continued to socialize high above the lights of the River City. Mr. Boselli graciously remained to take photos and engage in repartee with the Mess and its guests. The Dining Out proved to be an excellent opportunity to honor Naval tradition and foster squadron relationships.

(in the photo above) HSL-46’s Officer Spouses Club pose with with Tony Boselli and his wife Angi (both in the center).

Photo Courtesy of HSL-46 Public Affairs Officer.

HSC-9 Nov 2011 Squadron Update Article by LTJG Chris Drost

urrently returning home after a seven month combat deployment, the Tridents of HSC-9 will remember this cruise as one of tremendous productivity. This cruise had everything. We supported OEF, we witnessed the drawback from Iraq, we operated or trained in nearly every mission area the HSC community has to offer, and we set the stage for future deployments with the incredible operational and personal experiences of our young Tridents. On board the USS George H. W. Bush (CVN-77) the Tridents completed operational missions to include plane guard, SSC, logistics, MEDEVAC, VERTREP, airborne PR alert, strait transits, and ATFP. We flew an incredible average of eight sorties per day, compiling 3,600 hours through the completion of FIFTH Fleet operations. While plane guard, SSC, and logistics were our bread and butter, ATFP and strait transits were HSC-9’s time in the spotlight. The MH-60S is the go-to air asset during every strait transit. The ASuW specialized Sierra formidably defended the carrier at her most vulnerable times. Meanwhile, two stripped down SCAN AND CONNECT WITH HSC-9 ON

Sierras, six pilots, and ten aircrewmen had the opportunity to enjoy comfortable accommodations and frequent port visits aboard the USNS Sacagawea (T-AKE-2). Det ONE supported the logistics needs of every ship in the Arabian Gulf that coordinated requests through CTF-53 for food, stores, and ammunition. The Tridents became the first east-coast HSC squadron to deploy aboard a supply ship and carrier, swapping crews half-way through deployment and gaining unique experiences and training abroad. While supporting the operational needs of CVW-8, CVN-77, DESRON 22, CTF-53, and CSG-2, our crews maximized training opportunities, completing ASuW syllabus cards, flying TACFORM, and practicing HRSO and HVBSS between fixed-wing cycles. SEAL Team SEVEN visited the carrier for a few days of HVBSS, while EOD Platoon 2-1-1 out of EOD Mobile Unit TWO worked with us on a regular basis. With their help, nearly every pilot and aircrewman participated in live rope operations. The deployment had several opportunities to conduct training overland as well. We maintained TERF currency and completed ASuW and CSAR ACTC training in Culdrose, UK; Djibouti; Udairi, Kuwait;

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Masirah, Oman; and in Abu Dhabi, UAE. Collaboration with SEAL Team ONE yielded great training in flexible SOF infil/extract missions during a four-day detachment of two aircraft. Each time we were within range of land was like a dusty vacation. In addition to visiting foreign lands in the line of duty, the Tridents enjoyed liberty in six ports, so far. En route to the Middle East, we hit Portsmouth, UK; Cartagena, Spain; and Naples, Italy. After reaching the North Arabian Gulf, our young folks enjoyed liberty in Bahrain and twice in Dubai, UAE; gaining an appreciation for cultures different from our own. The first east-coast HSC (CVW) deployment could not have been more successful. The HSC-9 Tridents will return proudly after gaining precious insight into the Navy’s mission in the FIFTH Fleet, maximizing training opportunities while attached to the carrier, seeing the world, and most importantly, accomplishing the mission as a professional team.

SQUADRON UPDATES: HSL-37

HSL-37 Celebrates Heritage Day Article and Photo by LTJG Paul Kraft, USN

“They fought together as brothers in arms; they died together and now they sleep side by side…to them we have a solemn obligation – The obligation to ensure that their sacrifice will help make this a better and safer world in which to live.”-- Fleet Admiral Chester W. Nimitz September 2nd 1945 – Tokyo Bay, Japan

he men and women of Helicopter Anti-Submarine Squadron Light THREE SEVEN, Hawaii’s only Navy helicopter squadron, gathered on the teak wood deck of a sea warrior from a previous century. The USS Missouri (BB 63) or “Mighty Mo” played host to these Sailors, as they took time to honor the victories and the sacrifices of the heroes who had come before. Kicking off a full day of activities, the squadron posed for a group photo in front of the massive sixteen inch guns. The guns, able to hurl objects the size of a sedan well over twenty five miles, forms the perfect backdrop for the crew dressed in their pristine and ever classic Summer Whites. With the SCAN AND CONNECT WITH HSL-37 ON

photo complete, the squadron set out to learn about the mighty warship as the first stop on their Heritage Day. Going back in time, the squadron also visited the Pacific Aviation Museum and the USS Arizona Memorial Park where they saw multiple exhibits that detailed the ferocity of fighting during the War in the Pacific. The Pacific Aviation Museum is not focused solely on WWII; there are many displays that capture the events of Korea, Vietnam, and even present day. Among the exhibits was a piece of HSL-37’s own history, Easyrider 60, a SH-60B Seahawk helicopter donated to the museum in 2010. Easyrider 60 stands as a marker in h i s t o r y

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t o represent HSL-37 and the squadron’s mission of providing combat ready aircraft and crews for deployment on U.S. Pacific Fleet air-capable ships. When deployed, the Seahawk’s primary mission areas are of Anti-Submarine and Anti-Surface warfare. The Easyriders of HSL-37 hail from Marine Corps Base Hawaii (MCBH) at Kaneohe, and operate ten of the Navy’s finest SH-60B “Seahawk” helicopters.

SQUADRON UPDATES: HSC-6

HSC-6 Squadron Update Article by LT Nick Puno, USN

ince transitioning from Helicopter Anti-Submarine Squadron SIX (HS-6) to Helicopter Sea Combat Squadron SIX (HSC-6) in July, the Screamin’ Indians, armed with eight MH-60S helicopters, have ramped up operations to increase qualifications and tactical proficiency in preparation for deploying as part of the new Carrier Air Wing ELEVEN (CVW-11) and Carrier Strike Group ELEVEN (CSG-11) on board USS Nimitz (CVN-68). The first mission for HSC-6 was a Search and Rescue (SAR) Detachment, flying 44.5 hours with two aircraft on board USS Bonhomme Richard (LHD-6) for flight deck certification and various aircraft landing qualifications. Detachment timing allowed the squadron not only to gain initial ship and SAR qualifications for newly acquired pilots and aircrew but also afforded us the opportunity to represent the HSC community with a static display at the Seafair in Seattle, Washington. The squadron further supported USS Bonhomme Richard by dedicating numerous flight hours to executing their weapons on-load by vertical replenishment. The following month the squadron traveled to NAS Fallon and flew 141.3 hours in five aircraft to gain Seahawk SCAN AND CONNECT WITH HSC-6 ON

HSC-6’s Indian 610, “Crazy Horse,” in flight over the Otay Mountains above San Diego, CA Weapons and Tactics Program (SWTP) qualifications for pilots and aircrew and to have the invaluable experience of seeing actual Aircraft Survivability Equipment (ASE) indications and counter-measure deployment on the Electronic Warfare (EW) range. The trip proved even more valuable when the squadron kicked off its Fleet Readiness Training Program (FRTP) with the Helicopter Advanced Readiness Program (HARP). The local portion of HARP enabled us to establish standard tactical procedures with Helicopter Maritime Strike Squadron SEVEN FIVE (HSM-75), our HSM counterparts in CVW-11, while training to fight utilizing the separate Sensor and Delivery platform concept of helicopter Anti-Surface Warfare. Between local

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HARP execution and events in Fallon, Nevada, the squadron took four aircraft on board USS Ronald Reagan (CVN-76) as another SAR Detachment to support both Chief of Naval Air Training (CNATRA) and Fleet Replacement Squadron (FRS) Carrier Qualifications. HSC-6 has taken every opportunity to improve operational tactical capabilities in all mission areas, including Special Operation Forces (SOF) and Personnel Recovery (PR), utilizing training evolutions with SEAL units in the local area. We continue to improve our readiness with the goal of being the most capable, battle ready Helicopter Sea Combat Squadron and look forward to getting underway and doing our part to defend freedom around the world.

SQUADRON UPDATES: HSL-49

The Angry Birds of HSL 49 DET SIX Article and Photo by LTJG Alex Cutting, USN

ince departing North Island on May 6th 2011, HSL-49’s Angry Birds have had a very successful counter drug deployment to the South Pacific. The 9 aircrew and 17 maintainers worked tirelessly to fly 650 mishap free flight hours on their 2 bird detachment. While deployed on board the USS Rentz (FFG-46) the Angry Bird’s hard work and dedication culminated in the disruption and interdiction of over 50 million dollars worth of cocaine. They also safely executed 3 MEDEVAC’s and participated in Community Relations projects, a Columbian communications exercise, and Operation TRIANGULO with the Columbian and Panamanian Navies. The deployment began with an international relations port visit to Hualtuco, Mexico. During this visit the members of the detachment and the USS Rentz participated in a conservation day, which involved planting a tree to symbolize the beginning of a strong relationship between the port of Hualtuco and the US Navy. The Angry Bird’s second international relations port visit was to Malaga Naval Base, Columbia. An informative brief was held by the host nation on their naval forces, and both the Rentz and the Columbian Navy held tours for sailors of the opposite country. One of the highlights of the port was a tour of various confiscated drug smuggling Self Propelled Semi-Submersibles (SPSS) that the Columbian Navy has seized over the years. The USS Rentz held a reception on board for the local political leaders and their families, and in good showing,

the Columbian military reciprocated with a reception of their own the following night.

SCAN AND CONNECT WITH HSL-49 ON

These ports were integral in improving relations between the naval forces of the United States, Columbia, and Mexico, increasing future port visits for other U.S. and allied vessels. Upon their departure from Columbia the Detachment participated in a communications and the Angry Birds successfully participated in exercise with the Columbian Navy. two disruptions and two interdictions. In pursuit Later in the deployment the USS Rentz of these cases the Angry Birds flew over half of picked up ship riders from both Panama their flight hours at night and executed over 600 and Columbia for the Detachment’s key safe shipboard landings. role in Operation TRIANGULO. The The Angry Birds made great progress focus of the operation was on increasing in furthering the US Navy’s relationship with communication and facilitating Columbia, Ecuador, El Salvador, Panama, Costa cooperation between all elements of the Rica and Mexico through various flight ops, CIT presence in Central America. community relations projects and international Over the course of the operations. They also saved lives through deployment the Angry Birds executed 3 MEDEVACs and did an exceptional job at their lifesaving MEDEVACs. Transiting over primary mission, reducing the influx of illegal miles of open ocean the Angry Birds drugs into the United States. The skilled aircrew took their first patient to the USNS and maintainers embodied the unique combination Comfort (T-AH-20), located pier side of the talent, hard work and persistence requisite in Ecuador. With the coordination of the for an outstanding LAMPS Detachment Comfort’s embarked HSC detachment, the patient was safely delivered. The next two MEDEVACs were into Tocumen International, where both patients received much needed medical assistance and were able to make full recoveries. W h i l e underway The Angry Birds spent the majority of their time coordinating with the US Coast Guard Law Enforcement Detachment (LEDET) to counter the flow of illegal drug trafficking in their Area of R e s p o n s i b i l i t y. The hard work and perseverance put forth by the USS CWO3 Shilling (far left) and Lt Nate Ferree (far right) stand with a Columbian Guard while receiving a tour of a drug Rentz, The Coast smuggling Self Propelled Semi Submersible. Guard LEDET

Rotor Review # 115 Fall ‘11

SQUADRON UPDATES: HSC-12

HSC-12 Squadron Update

Article by HSC-12 Public Affairs

he World Famous Golden Falcons of HSC-12 completed three Carrier Qualification (CQ) detachments onboard USS Abraham Lincoln (CVN-72) between June 28 and August 6, 2011. For the first of these three, HSC-12 flew three aircraft up the scenic coast of California, stopping in San Francisco for the night before continuing to NAS Whidbey Island. Although the scenery in Whidbey wasn’t as visible because of lowlying cloud banks (see upcoming Approach article by HSC-12) the det eventually made it to the ship. After meeting up with the Lincoln, the detachment provided two days of plane guard in support of the Lancers of VAQ-131. Shortly after the Whidbey CQ, HSC-12 stood up similar detachments to the Lincoln for CVW-2’s requalification CQ, and SCAN AND CONNECT WITH HSC-12 ON

initial CQ for several fleet replacement squadrons. August brought with it two weeks of challenging flight conditions under extreme heat and high density altitudes in Fallon, Nevada, during the CVW-2’s Air Wing Fallon Detachment. The Golden Falcons trained to multiple skill sets, qualifying pilots in the areas of Personnel Recovery (PR), Special Operation Forces (SOF), Anti-Surface Warfare (ASuW), Convoy Escort, and Combat Search and Rescue (CSAR). HSC-12 then went back to the Lincoln to participate in Composite Training Unit Exercise (COMPTUEX). COMPTUEX consisted of three weeks spent putting the finishing touches on the training conducted during the previous workup periods. Ultimately, the squadron received a score of “above average” signaling their readiness for deployment and finishing the workup periods before deployment. The Golden Falcons are currently supporting technological

advancements to the HSC-CVW community with the installation of the Remotely Operated Video Enhanced Receiver (ROVER). The modification will enable the real-time streaming of video from the Multi-Spectral Targeting System (MTS) to a ship or ground station in need of real-time intelligence. Thirty World Famous Golden Falcons and two aircraft are already blazing a trail onboard the USNS Charles Drew (T-AKE 10) to provide logistics support to CSG-9 and CTF53. Their departure marks the second CLF detachment from HSC-12 on a USNS ship. By the time you read this, the rest of HSC-12 will be over the horizon as well, with the USS Abraham Lincoln Strike Group in order to support Operation ENDURING FREEDOM and Commander Fifth Fleet. See you back at the I-Bar in a few months…

Just Another Week In The World Of Lamps Article by LT Jason Queen, USN

n the summer of 2011, the radio crackled, “Warlord 706, this is Mk V 789. Request immediate MEDEVAC, over.” The Warlords of HSL-51 Det FOUR immediately answered their shipmates’ call for help. This call, however, was only a simulated training call, during one of the many training missions conducted by the Warlords in support of the SWCC’s and SEAL’s of Joint Special Operations Task Force Philippines. Det FOUR and the crew of USS Ford (FFG-54) spent over a week training with JSOTF-P in the waters SCAN AND CONNECT WITH HSC-51 ON

off of the Philippines. During the week, SEAL’s and the Ford’s VBSS team conducted opposed boarding training, while Det FOUR conducted various training missions including sniper overwatch, MEDEVAC’s from both the Mk V’s and RHIB’s of Special Boat Team 12, and live hoisting training. After a day of introductions and safety briefings, the fun began. Using the Ford as its target ship the RHIB’s of SEAL Team ONE raced alongside. Meanwhile SEAL marksmen and MARSOC personnel took careful aim from the door of WL 706 at anyone who would oppose the seaborne raiders. The cover provided by WL 706 allowed the perfect coordination and timely

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execution of the mission resulting in the SEAL’s quickly taking control of the target ship. Over the next few days the Warlords and SEAL’s had boarding down to a science. MEDEVAC training was conducted the following day. Conducting a MEDVAC to the Mk V is a challenging evolution. It requires the pilots to establish a 10 knot creep over the vessel, with no visual reference, using only conning calls from the crew chief to remain in position. Once in position the crew chief must carefully lower the rescue basket to the vessel’s deck, while avoiding all obstacles with the basket and giving correction calls to the pilots. Despite these challenges, the crew of WL 706 completed each Continue on page 69

SQUADRON UPDATES: HSL-37 / HSC-25 Continued from page 68

evolution safely and successfully. MEDEVAC to the RHIB proved to be a far easier evolution. The same template as with the Mk V applied, with one major change. With the RHIB maintaining position on the helo, the need for conning calls was all but eliminated. This reduced the workload on the entire aircrew and paved the way for a faster, more efficient evolution. The time saved as a result could prove vital in the case of a critical injury. The week spent in the waters off of the Philippines proved to be a fruitful one. The lessons learned and recommended procedure changes will help crews in the future. The SH60B proved once again to be a valuable multi-mission platform with excellent performance in every mission. The experience gained by the aircrew and the special operators will undoubtedly pay large dividends in the future. It was just another week in the world of LAMPS.

(pictured left) An HSL-51 SH-60B conducting a personnel hoist.

HSC-28 Squadron Update Article and Photos by LT Gary Pearson, USN

marter, faster, better, safer; HSC-28 lives up to its motto in spades with the safe completion of more than 66,800 hours and ten years of Class ALPHA mishap-free flying. In the recent year, the squadron has flawlessly maintained support for five detachments worldwide providing Search and Rescue (SAR), logistics, special operations and anti-surface warfare capabilities to the fleet. HSC-28’s permanently forwarddeployed detachment continued its strong presence in Europe in direct support of Commander, US SIXTH Fleet and the USS Mount Whitney (LCC/ JCC-20). Detachment ONE, also known as the Ghostriders, supported Operation ODYSSEY DAWN in March 2011 and participated in the Baltic Operations (BALTOPS) in June of 2011. More recently they have supported key international partners during COMUSSOCEUR’s 2011 JACKAL STONE EXERCISE in Constanta, Romania, and US EOD forces deployed to Rota, Spain. This mission provided unique challenges to an expeditionary style detachment that can ‘self deploy’ across Eastern Europe to support day/night HRSO (fastrope), paradrops, day/ night Forward Area Refueling Point (FARP), and multiple VIP transfers, culminating with the Ghostriders providing night time armed sniper coverage for the takedown of a moving maritime

target – a combined operation with two MH-47Gs of the Army’s 160th SOAR. Detachment TWO has been embarked on the USS Bataan (LHD-5) since March of this year and is HSC-28’s first deployment of a fully qualified and equipped expeditionary armed helicopter detachment. This detachment has flown counter-piracy, joint search and rescue, and special operations support missions while supporting national tasking and Operations ENDURING FREEDOM and NEW DAWN. For more on their previous actions with anti-piracy read the OIC, LCDR Armstrong’s professional notes in Rotor Review # 114 (Summer ‘11). HSC-28 detachment FIVE is typically designated and standing by for hurricane Special Operations Forces jump form HSC-28.1 and Disaster Relief tasking; aircraft as part of International Exercise JACKAL

Rotor Review # 115 Fall ‘11

Continue on page 70

STONE over Romaina in September 2011.

SQUADRON UPDATES: HSC-28 SCAN AND CONNECT WITH HSC-28 ON

Continued from page 69

An HSC-28 MH-60S conducts live hoisting to the bow of USS Nitze (DDG94), during her sea trials in June 2011.

however, from 03OCT2011 to 17OCT2011, detachment FIVE was sent to work with Air Test and Evaluation Squadron TWO THREE (VX-23) out of NAS Patuxent River, MD, in support of initial flight deck testing and qualification for the F-35B Lightning II, also known as the Joint Strike Fighter. Detachment FIVE was responsible for transporting senior military officers to the USS Wasp (LHD1) along with parts, passengers and pony between Patuxent River, Norfolk and the USS Wasp when called upon. Detachment FIVE remained on station for an additional week after weather delayed testing. The ability to adapt and complete the mission with constantly changing tasks while prioritizing safety was a perfect example of why HSC-28’s motto is smarter, faster, better, safer.

HSC-85 Receives New Helicopter in Support of New Mission Press Released by www.asdnews.com

Structural Mechanic he Sailors of Jeff L a p i n s k i , HSCHelicopter Sea 8 5 ’ s M a i n t e n a n c e Chief, Combat Squadron said that the HH-60H will be a HSC-85 welcomed the arrival of their valuable asset to our command’s first HH-60H SeaHawk helicopter to their new mission. squadron at Naval Air Station North Island, “Back when we were CA., April 7 as the command begins its HSC-5, we deployed to places transition to special operations mission all over the Middle East to support. provide the SEALs with support The HH-60H SeaHawk, will and transportation,” said Chief replace the command’s previous nonLapinski. “It’s a good tool to combat-deployable MH-60S (Block 1) help us play that role again.” Knight Hawk to better serve HSC-85’s new An HH-60H Sea Hawk arrives at HSC-85. The squadron i s role in global operations. scheduled to receive seven HH-60Hs by the “The squadron is excited to begin the and weapons capabilities. A Forward end of fiscal year 2011, and will reach a final next phase of our transition,” said CDR Jay Looking Infrared (FLIR) is used to scan total of 12 aircraft at the end of the transition Gagne, HSC-85’s commanding officer. “Unlike for lost personnel or enemy vessels period. The squadron will also grow from 280 the MH-60S we have, the HH-60H is combat- and incorporates a laser designator to 470 personnel. deployable. It has Aircraft Survivability for painting targets for up to 4 AGMWhile performing their new mission, Equipment (ASE) and longer endurance 144 Hellfire missiles. Radar and laser the squadron will also continue to serve their unrefueled in addition to providing logistical warning-receivers, infrared jammer and support.” role as a Navy Reserve squadron providing flare dispensers A c c o r d i n g SCAN AND CONNECT logistical support to 3rd Fleet, support for increase the to CDR Gagne, the WITH HSC-85 ON anti-submarine exercises, delivery and pickup HH-60H’s HH-60H has various advanced electronic defensive equipment

Rotor Review # 115 Fall ‘11

survivability. Chief A v i a t i o n

for mobile underwater targets, and firefighting support for the state of California.

Article and Photo by Lance Cpl. Ryan M. Joyner, USMC

arine Heavy Helicopter Squadron 461, known as the Iron Horses, conducted a training evolution that focused on tactical refueling, troop insertions and aerial refueling. Three CH-53E Super Stallions took off from Marine Corps Air Station New River along with two AH-1W Cobras. The mission was to set up a forward arming and refueling point to refuel the Cobras and provide transportation for Marines of 2nd Air Naval Gunfire Liaison Company based out of Marine Corps Base Camp Lejeune. Capt. Jaden Lowry, HMH461 Super Stallion pilot, said a FARP is a temporary facility located close to the area of operation to provide fuel to helicopters. The FARP allows aircraft to rapidly refuel and get back to its missions without having to return to a military installation. While the CH-53E’s were en route to the training objective, Marines conducted helicopter aerial refueling with an Air Force HC-130 from the 71st Rescue Squadron based out of Moody Air Force Base in Georgia, said Lowry. The Super Stallions took turns refueling since only one can refuel at a time, he added. The Super Stallions landed at Blackstone Army Airfield in Virginia to set up the FARP. Shortly after landing at the airfield, two Cobras and the crew immediately started setting up the tactical bulk fuel delivery system to refuel the Cobras. A TBFDS is a large tank and pump in the cargo area of the CH-53E that can hold up to 2,400 gallons of fuel. The TBFDS is what the Marines used to refuel the Cobras, said Lowry.

HMH 461 crew members from the CH-53E Super Stallion pack their equipment and hoses up after completing a Forward Arming and Refueling Point mission at Blackstone Army Airfield SCAN AND CONNECT WITH HMH-461 ON

Rotor Review # 115 Fall ‘11

USMC Updates

Iron Horses do it all

The crew members of the Super Stallions unrolled about 100 feet of hose that was connected to the tanks in the back of the CH53E and ran across the flight line to begin refueling the Cobras. O n c e t h e refueling was complete the AH-1W escorted one of the Super Stallions into the objective area to insert the ANGLICO Marines, said Lowry. ANGLICO Marines are small units that specialize in calling in artillery, naval fire and close-air support. Cobras provided live fire for the ANGLICO Marines during their mission. Once the Super Stallion and its crew had completed their mission, they returned to Blackstone. Lowry said the Super Stallions started their way back to the air station under low-level light conditions shortly after they were cleared for takeoff from Blackstone. The training the squadron received in the cooperation with the 71st Rescue Squadron and ANGLICO made HMH461 them more capable to carry out tactical refueling and Marine troop insertions in a combat environment.

USMC UPDATES: VMM-264

Uncommon Valor, Uncommon Award Article By Cpl. Abigail M. Brown , USMC

our Marines from Marine Medium Tiltrotor Squadron 264 were awarded the Individual Action Air Medals with the combat distinguishing device, Dec. 16, for heroic actions in support of Operation Enduring Freedom. Capt. Thomas M. Keech, the mission pilot, Capt. Matthew A. Cave, co-pilot, Sgt. Justin K. Bartfield-Smith, aerial gunner and observer, and Cpl. John M. Cederholm, crew chief, were awarded the Air Medal for actions during a priority re-supply mission in support of 1st Battalion, 5th Marine Regiment, also known as Geronimo, June 12. According to the summary of action, the mission took place in the Sangin River Valley, Afghanistan, after ground assets were unable to provide the necessary supplies to SCAN AND CONNECT WITH VMM-264 ON

Geronimo due to many improvised explosive devices in the area. Marines on the ground were sustaining heavy casualties and had already required several medical evacuations as well as escort air coverage. One of the escort AH1W Cobras supporting Geronimo earlier that

day had sustained damage from enemy forces to one of its main rotor blades. Despite the danger, when VMM-264 got the call for help they were ready to answer. Keech, Cave, Bartfield-Smith and Cederholm, the aircrew of an MV-22B Osprey with VMM-264 prepared a plan of action to move supplies to the Marines in the fight. After receiving intelligence that enemy forces were near the landing zone, the crew mounted a weapon system to the aircraft before launching on their mission. “Intelligence painted a good picture, but we were flying into an unfamiliar place marked with smoke,” Keech said. “We weren’t sure what to expect.” During their flight to pick up supplies, the crew test fired their ramp mounted weapon system. As they neared their objective, the crew had to ensure their arrival wouldn’t compete with friendly escort aircraft that were directly overhead the landing zone, so they could integrate their aircraft into the objective area, Keech said. As they hit the ground, received fire from insurgents hidden in the tree-

This issue is in an electronic format now. Go to www.navalhelicopterassn.org and see how you can get your digital copy today. Powered by

Rotor Review # 115 Fall ‘11

line bordering the landing zone. Immediately, ground forces and aircraft overhead began to repel the enemy attack while the crew unloaded supplies. As the unloading progressed, enemy fire increased, forcing the crew to immediately lift off. Before leaving the landing zone, they fired engaged the enemy with the ramp mounted weapon system. This marked the first time an MV22B had ever engaged enemy forces in Afghanistan. “This was a humbling experience,” Cave commented. “You always hear of the ‘glory’ of battle, but it’s scary. You do your job and leave, so this medal is for those Marines on the ground.” Other members of the crew felt the same about their role in the successful resupply mission that day. “I feel honored to receive this award, but any Marine in our unit would have done the same thing — we just happened to be on duty that day,” Bartfield-Smith said. “Everything we do is to support the ground troops.” Due to the actions and adaptation of the aircrew that day, the Marines of 1st Bn., 5th Marine Regiment, were able to get their much needed supplies and the Osprey and crew returned unharmed.

USMC UPDATES: VMM-365

Crew chiefs keep Ospreys safe, make missions possible Article and Photo By Lance Cpl. John Suleski , USMC

V-22B Ospreys are a common sight in the blue skies above Marine Corps Air Station New River. The crews operating these Ospreys are usually on training missions perfecting their skills to meet the needs of the Marine Corps. Pilots take direct control of the bird, but what do crew chiefs do? “Crew chiefs are responsible for pretty much everything else,” said Lance Cpl. Danny A. Schumacher, Marine Medium Tiltrotor Squadron 365 Osprey crew chief. This includes ground maintenance when not flying, making sure every part of the aircraft works during a flight and taking care of cargo and other personnel in flight. The responsibility requires crew chiefs to know virtually everything about the aircraft, said Schumacher. Crew chiefs go through a lot of training to fulfill their duties. To earn their gold CONNECT WITH VMM-365 ON

wings, crew chiefs must graduate Naval Aircrew Candidate School at Naval Air Station Pensacola, where they learn water survival and other aircrew techniques, said Schumacher. Then, they check in to the Center for Naval Aviation Technical Training to learn how t o become Osprey Lance Cpl. Marco A. Botero, Marine Medium Tiltrotor mechanics. After learning Squadron 365 MV-22B Osprey crew chief, installs an how to maintain the engine on an aircraft aircraft, the students go on to Marine Medium Tiltrotor Training systems aboard the bird. The more qualifications a crew chief Squadron 204 to pick up the skills has, the better suited he or she is to carry out necessary to be crew chiefs. Marines finally earn their wings the Osprey’s mission of transporting cargo and after graduating the course. However, troops as fast as possible, said Schumacher. after checking into their squadrons, the This mission, once the domain of CH-46 training doesn’t stop, said Schumacher. Sea Knights, is currently shifting to the new Crew chiefs always have something new Ospreys, said Schumacher. to learn, he added. This includes picking up qualifications to crew Ospreys carrying external loads and man weapon

NAVAL HELICOPTER ASSOCIATION, INC

The Navy Helicopter Association, Inc was founded on 2 November 1971 by the twelve rotary wing pioneers listed below. The bylaws were later formally written and the organization was established as a nonprofit association in the State of California 11 May 1978. In 1987 the bylaws were rewritten, changing the name from Navy to Naval to reflect the close relationship of the rotary wing community in the Coast Guard, Marine Corps and Navy, from initial training to operating many similar aircraft. NHA is a 501 ( C ) (7) nonprofit association.

NHA Founding Members CAPT A.E. Monahan CAPT M.R. Starr CAPT A.F. Emig Mr. H. Nachlin

CDR H.F. McLinden CDR W. Staight Mr. R. Walloch CDR P.W. Nicholas

CDR D.J. Hayes CAPT C.B. Smiley CAPT J.M. Purtell CDR H.V. Pepper

Objectives of NHA Provide recognition and enhance the prestige of the United States Naval vertical flight community. Promote the use of vertical lift aircraft in the U. S. Navy, Marine Corps and Coast Guard. Keep members informed of new developments and accomplishments in rotary wing aviation.

Rotor Review # 115 Fall ‘11

USCG Updates

Coast Guard medevacs fisherman near Kodiak

Article by Petty Officer Grant DeVuyst, USCG

Coast Guard Air Station K o d i a k M H - 6 0 J a y h a w k helicopter crew medevaced an injured fisherman from a 57-foot fishing vessel near Kodiak Island on New Year’s Day. Coast Guard Sector A n c h o r a g e watchstanders received a call over VHF-FM

channel 16 at 1:42 p.m. from the crew of the Kodiak-based fishing vessel Captain Kidd reporting that a 27-year-old crewman broke his arm after it became caught in an anchor line. The Jayhawk crew arrived on scene and safely hoisted the man from the Captain Kidd. He was delivered to Kodiak emergency medical personnel at about 2:38 p.m. who transported him

to Providence Kodiak Island Medical Center for further medical care. CONNECT WITH USCGAS Kodiak ON

Coast Guard medevacs Injured Crewman Article by PO3 Jonathan Lally, USCG

Kodiak-based MH-65 Dolphin helicopter crew medevaced a crewman from an 855foot container ship south of Cold Bay Friday. Coast Guard watchstanders received a call Thursday afternoon from the crew of the Antigua and Barbudaflagged vessel Mare Phoenicium requesting a medevac for a 62-year-old Montenegrin crewman suffering from a severed finger on his left hand. The Mare Phoenicium was 575

miles away from the Coast Guard Cutter Sherman at the time of the call. The Dolphin rescue crew, who are forward deployed aboard the Sherman from Air Station Kodiak, pre-staged in Cold Bay Thursday. Once the container ship was within range of the Dolphin, the helicopter crew departed Cold Bay at 10:15 a.m. They arrived on scene about an hour later, hoisted the patient from the vessel, and safely took him to Cold Bay. The man was transferred to awaiting emergency medical services

who transported him to Anchorage for further medical assistance. “Due to the vast area of responsibility of the 17th Coast Guard District we routinely forward deploy Dolphin helicopter crews aboard cutters to help reduce response times for maritime emergencies,” said Petty Officer 1st Class Christopher Gauthier, operation specialist with the 17th Coast Guard District command center in Juneau.

Coast Guard airlifts Injured Woman off Beaver Island

Article by USCGAS Traverse City Public Affairs

Coast Guard rescue helicopter crew airlifted an 82-year-old Beaver Island, MI, resident who suffered an injury after reportedly falling down some stairs Friday evening. The woman’s name is not being released, and there is no imagery from this case. Search and rescue controllers at Coast Guard Sector Sault Ste. Marie, MI, were contacted at 8:41 p.m. by

medical personnel on Beaver Island. They reported that the 82-year-old woman had fallen down some stairs and broke her femur. An aircrew aboard an HH-65C Dolphin rescue helicopter from Coast Guard Air Station Traverse City, MI, was directed to launch and was on scene at 9:59 p.m. They transported the woman to Harbor Springs, MI, and transferred her to EMS at 10:35 p.m. for further transport to a hospital in Petoskey, MI.

Rotor Review # 115 Fall ‘11

The Coast Guard maintains great working relationships with medical personnel at emergency facilities in remote Great Lakes locations, including northern Lake Michigan’s Beaver Island. CONNECT WITH USCGAS Traverse City ON

Nov 27, 1942 – Dec 31, 2011 Any man who may be asked in this century, what he did to make his life worthwhile, can respond with a good deal of pride and satisfaction, ‘I served in the United States Navy.’” - President John F. Kennedy at Bancroft Hall, Naval Academy, August 1, 1963

hil slipped the surly bonds of earth peacefully at home with his wife, Serena, at his side. Phil was born in Springfield, MA to John and Dorothy Poisson. He graduated from Westfield High School in 1961 and joined the Navy where he became an Aviation Electronics Technician. Phil spent the next twenty-eight years advancing from E1 to CWO3, retiring in December 1989. During his military career, Phil wintered over in Antarctica and was the first enlisted person to achieve 2000 hours in the H-2, much of which was with Helicopter Combat Support Squadron Seven in Vietnam. He was later attached to Helicopter Combat Support Squadron Eleven in 1984 where he was the Southwest Regional Individual Bowling Champion. Phil’s awards included 13 Air Medals, Navy Commendation Medal, Navy Achievement Medal with two stars, Navy Arctic Service Ribbon, Meritorious Unit Commendation with three stars, Humanitarian Service Medal

with two stars, Navy Expeditionary Medal, seven Battle “E” Ribbons, Presidential Unit Commendation, Navy Unit Commendation, National Defense Service Medal, Armed Forces Expeditionary Medal (Vietnam), Philippine Republic Presidential Unit Citation, Vietnam Service Medal, Republic of Vietnam Gallantry Cross with Palm Unit Citation, Vietnam Armed Forces Meritorious Unit Commendation, Air Gallantry (Vietnam), and the Meritorious Service Medal. Phil earned a BS in Computer Science in 1989. He worked as an engineer for Digital Wizards Inc., Logicon and Northrop Grumman. He retired again in 2007. Phil’s interests were varied. He completed a Taoist Study Program and was ordained as a Tao Shih in 1995. He then completed training in Reiki and is a founding member of the San Diego Reiki Corps. Phil volunteered for more than ten years at Sharp Memorial Hospital offering Reiki to oncology

In Memory

Phillip T. Poisson, CWO3 USN (Ret)

patients.

Returning to his military roots, Phil was on the Board of Directors for the Navy Helicopter Historical Society, active with the HC-7 Reunion Group and recognized as an Imperial Beach Hometown Hero in 2006. Phil was also presented the NHA Mark Starr Pioneer Award in 2011 by a shipmate of his from 1987, then a LT in HSL-43, and now RADM Earl Gay; Commander, Expeditionary Strike Group Three. In addition to Serena, his wife of 44 years, Phil is survived by his mother, Dorothy Poisson of Southwick, MA; his sisters: Alberta (John) St. Germaine and Ann (Mike) Cameron; sons: Edward (Denise) Young and Phillip (Lynn) Poisson II; daughters: Amanda (D’Arcy) Rigby, Andre (Tom) Raden and Serena (Earl) Harris; grandchildren: Mark Taylor, Samantha Taylor, Alaina (Billy) Brooker, Kathryn (Brent Fox) Young, Kristen Young, Elexus Harris, Helen Rigby, and Ian Rigby. He was predeceased by his son Lyn Young.

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Rotor Review # 115 Fall ‘11

A Perspective on The NHA Survey

NHA Members’ Survey Results Article by LT David Yoon, USN

or those that are not familiar with NHA’s roots, the organization was first founded in 1977 as a charter in California meant to represent the naval rotary wing community at large. Since then, NHA has had its ups and downs, most of which I know little to nothing about in spite of my position as one of the national officers. Not too long ago, NHA was on the verge of bankruptcy, from which the association has since recovered, and we are now a solvent and relatively strong agency (financially speaking). In addition, NHA has a healthy membership base of over 3,000 people. In April of this year, those organizing the NHA Symposium thought it might be worthwhile to canvas willing NHA members and see what they thought could be done to improve our annual Symposium. Originally this was intended to focus simply on the Symposium, but like so many other good ideas, it expanded to include many aspects of our association as a whole. This article aims to give you those results, along with how this year’s Symposium organizers think they should be used to update our annual Symposium format. Although this article is late in its submission, I hope you will be able to draw something out of it. I will warn those reading that my interpretations of the data collected are strictly that; I lay no claim to being a professional at data collection or analysis. Others could look at the same numbers and arrive at much different conclusions. Additionally, this article is not at all objective. Scattered throughout this article you will see my opinions on how and what we could do better as an organization. To begin, the survey was taken by 727 respondents, a good sampling but definitely not all members. Because the survey was primarily circulated amongst San Diego helo squadrons and those attending the Symposium, we were unable to get the membership responses desired. All survey questions were multiple choice, with many of them also having an open comment option. The comments were quite varied, but

there were certain trends throughout. There were a total of ten questions, and the intent of the survey was that all questions be completed by every respondent. All questions have the numerical data in table format and my interpretations of the data included.

NHA Members’ Survey 1. What is your rank?

The intent of this question was to get an idea of who was answering the survey and who makes up NHA as a whole. Although I have not reviewed the complete membership numbers in depth, it appears that those interested are primarily junior officers, followed by O-4s and above, and then the enlisted ranks. This makes complete sense as the membership drives are usually amongst JO’s in the wardroom and there are fewer numbers of senior officers still active in the community. With these numbers in mind, I think the focus of future NHA Symposiums should reflect this. The briefs presented should be geared to the audience. In our current format, it seems that most symposium events are weighted towards more senior officers who are fewer in number. This is a regular complaint amongst JO’s at each Symposium. On the same note, there are very few presentations for the enlisted members, aircrew or maintenance. If we as an organization are trying to incorporate the enlisted ranks then we need to involve them in the Symposium. This also extends to potential USCG and USMC members, who are rarely mentioned and/or recognized. One specific weak point on the membership side is our retired/civilian membership participation. Most members who leave active duty seem to then cut their ties with NHA, and therefore the Symposium. We as an association should be doing more to keep our retired/civilian members part of the organization and involve them in NHA events. This is significant from a historical standpoint as well as a networking one. Additionally, this would potentially expand NHA’s membership base. 2. Are you currently an NHA member?

As the survey was primarily intended for members, I assume that the 27% who answered “No” to this question were other symposium attendees, or previous members who let their membership lapse.

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A Perspective on the NHA Survey Continued from page 76

3. Why did you become an NHA member?

In the open responses for this question there was a trend that some felt there was undue pressure from either commands or CO’s to join NHA, potentially just for the Max Beep Award. I personally would like every last helo pilot, aircrewman, and maintainer to be a member, but not just to receive an award for the command. In my past squadrons there has been pressure from higher level officers for junior personnel to join NHA. To me, this was never forced or mandatory, but it seems others have felt it was. I understand why some may be bitter over this issue. If an individual does not see any benefits to being a NHA member (i.e. not being able to attend the symposium or not finding Rotor Review worthwhile) then why should they have to pay?

4. If your membership has expired, why did you not choose to renew?

In the open responses there were multiple remarks that the membership benefits were not worth the dues. Several stated that Rotor Review was not all that interesting or even applicable to our community. Another recurring theme was that there was simply not enough time to take part in NHA events (particularly the symposium), therefore driving respondents to let their membership lapse. To me this points out two areas of concern. One is the validity of Rotor Review and the other is higher leadership support of NHA events. I believe that both of these can be improved.

5. Do you feel you receive your money’s worth for your annual NHA dues (currently includes quarterly Rotor Review subscription and annual Symposium admission)?

Although the majority says yes, the fact that almost a third of those surveyed are not satisfied with what their dues buy them is a definite concern. To improve the association’s membership numbers this percentage has to go down, potentially by decreasing the cost of membership or increasing benefits.

Rotor Review # 115 Fall ‘11

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A Perspective on the NHA Survey Continued from page 77

6. What do you think your NHA membership dues should buy you?

Comparing the results of this question with question 5 was a bit baffling. Although 29% of those surveyed didn’t think they were getting enough from their dues, only 11% of those who answered this question thought they should receive something more than the current membership setup. Eighty-seven respondents skipped this question, which may contribute to the percentages difference. Regardless, there were still some trends in the open comments. In particular, many thought that the membership dues should be tiered so that a member could select what benefits they received and pay accordingly. An inability for many to attend the annual symposium was the primary comment along these lines. Also, many wanted a nice membership T-shirt or other swag-type item. A number of open responses stated that there should be more social events organized by the association with dues received. I strongly agree with the last statement; I think that NHA events should include than just the annual Symposium. What these other events may be is still to be determined. However, if we do more to involve each member on a regular basis then people will feel more tied into the association. This would primarily fall on regional offices to coordinate; however, it is worth noting that the dues go to the national office do not filter to each region. This is an issue worth looking into. 7. What do you think NHA should focus on most as an organization?

In the open responses many stated that the focus of NHA should be all three options. Another common theme was that NHA should be focused on uniting the rotary wing community in addressing the chain of command, i.e. forwarding the helo community’s agenda in the big Navy scheme of things. By NHA’s charter, we are a “professional organization whose purpose is to: provide recognition and to enhance the prestige of the… Naval vertical flight community, …promote the use of vertical lift aircraft…[and] keep members informed of new developments… in rotary wing aviation.” Although we are not a “social club,” from the data above most would prefer the focus of NHA events to be on social gathering/ networking. This doesn’t have to be in just a “happy hour” type of setting, although I think most members would certainly have no issue with that. Most regions already hold a few golf tournaments and other events throughout the year (Flight Suit Formal, etc.). Lectures or dinners with guest speakers and the retired/civilian sector could be another venue for this, where we can mix business and “pleasure.” Most of these events should be organized on a regional level, and regional NHA members should continue to work on such events. 8.

The intent of this question was to figure out what types of events we might add to the symposium to improve it. In the open responses there were a number of different themes. The first was that more community future briefs given by senior officers would be good, specifically relating to UAVs, areas of operations, SPECWAR, ASW, and joint service integration. Also, many mentioned a desire for historical briefs and reunions, and more of a presence and/or events for Fall retired members. Other responses80 included the importance of Rotor Review # 115 ‘11 a helo flag officer and many enjoyed the JO “bubba” panels.

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A Perspective on the NHA Survey Continued from page 78

All of these recommendations are good ones, and with almost one third of respondents wanting to see something more or new at the Symposium, we should certainly try to incorporate some of these briefs and topics. Changing the format of the Symposium is not necessarily a difficult task, the organizers of future symposiums simply need to initiate this. Often, the coordination for many of these events is the biggest issue, usually falling to a JO or other active duty service-member who is sacrificing his or her free time to do the work. Almost all aspects of the symposium are organized by such individuals. This is one way our symposium differs drastically from Tailhook, with Tailhook primarily using retired association members to do a lot of the setup for their annual event. Without that membership base, NHA does not currently have that option, but we should definitely work on re-engaging our retired members who still have an interest in the community. 9.

This question was posed in anticipation of making the Symposium more of a destination type event. If the symposium were to be held “off-site” and away from one of the three Navy helo concentration areas, it would likely have to be conducted over a weekend to prevent an excessive number of lost work-days. The responses were very mixed. In the open responses many stated they were unwilling to sacrifice time with their family to attend over the weekend. However, many others stated that if it were located at a destination location they would be willing to attend and could turn the trip into a family vacation.

My own opinion is that in the Symposium’s current format, holding it over the weekend would fail and attendance would be down. However, if the Symposium is more enjoyable and held at a fun off-site location, then many more people would be willing to sacrifice a free weekend to travel and attend. The ideal time-line would be to hold the symposium Thursday through Saturday, with the preceding Wednesday for travel and check-in and the following Sunday for return travel.

10.

This question ties into question nine regarding the type of event we want the symposium to be. The responses were again mixed, but I think the primary point to emphasize is that only 11% of respondents would NOT attend a symposium that was hosted outside of a fleet concentration area. Amongst the comments the biggest trend was a request for NALO support to and from wherever the symposium may be held. Others stated they thought getting away from their home base would be ideal in that you can then focus strictly on the symposium and socializing. Still others were wary of NHA “chasing” Tailhook but the largest number of open responses were in favor of the symposium taking place elsewhere.

I think this is a step that is long overdue. The primary benefit is the fun factor: if we hold the Symposium at a destination location I believe people will attend simply because they look forward to it. Make it fun and they will come, even if they have to pay a bit more. Too often, the area members hosting the event are pulled back into the office/ship/ squadron for the day-to-day grind, detracting from the Symposium itself. At an off-site location we would have more of a captive audience. Also, if senior helo leadership commits to support this, commands can set aside TAD/TDY funds for travel and shift training schedules to allow for more members to attend (obviously this does not hold true in all cases, i.e. deployed squadrons or commands).

One reason NHA has not moved the symposium off-site is the anticipated cost. NALO airlifts can be scheduled and setup early on to alleviate some of the cost to individuals. Costs for the event itself (conference rooms, floor space, hotel rates, etc.) can also be driven lower at some of these destinations because their primary income is derived from these types of events. Although we can try to calculate the cost as much as we like, the ultimate success of an off-site Symposium will be based on the attendance numbers, not on the cost. This can’t be determined without actually trying it. The best case scenario is we give it a shot and everyone loves it, at which point we continue to hold the Symposium off-site. The worst case scenario is that we have minimal attendance, at which point we go back to the old way of doing business. Also, if people legitimately enjoy the event we could potentially raise the price of admission for the symposium to cover some of those costs incurred, but I would avoid this if at all possible. I personally don’t think we have much to lose by trying, but everything to gain.

Rotor Review # 115 Fall ‘11

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A Perspective on the NHA Survey Continued from page 79

SUMMARY In regards to membership, it seems there are some things we can do better to keep our members more satisfied. The first is to separate dues, and perhaps have the Symposium be a pay to play event instead of incorporating the cost into annual membership. Secondly, Rotor Review needs to be more pertinent. I would return this back to all members to help us improve our publication; it is from your input that we can have better articles and submissions. If you have something specific you want published, submit an article or ask for it! Third, we need to open up our ranks and incorporate more of the naval helo community at large. Retirees are one resource that remains untapped, and enlisted members another. We also need to branch out to our USCG and USMC brethren to a greater extent. Finally, it seems that most respondents want more from NHA, not necessarily in a dollar sense but in a social networking/gathering of members. Getting together at the symposium and one or two other events a year is the bare minimum, but many stated they would like to see more events more often. In regards to the annual Symposium, there are a couple of take-aways. One is that many are dissatisfied with the Symposium’s format. I believe we should organize more specific briefs or workinggroups catered to different members’ communities or ranks. Also, the presence (or lack thereof) of a helo flag officer is definitely noted; most respondents want higher chain of command visibility at future events. There were mixed opinions for different destinations and

the timing of future Symposiums. Most respondents would enjoy a Symposium outside of a fleet concentration area, but not all would be willing to pay for the experience. I think that if we hosted a Symposium off-site and people came and enjoyed the event that much more, we would have a much higher attendance for follow-on events as people spread the word. This move needs to be supported by the senior helo leadership (COs, Commodores, and above) to be successful. If it’s fun, then people will make it a point to attend. If the venue is family friendly (locale and scheduling, not necessarily the Symposium events themselves) then we can have families make it out for the given timeframe. I know that such a move will require a fair amount of work to setup, but the preparation wouldn’t be very different from what is already done each year in the given fleet-concentration area. On the whole, it’s my opinion that we (NHA) as a community are growing stagnant. I believe the results of this survey indicate that many other members feel the same way. We need to update how we view NHA, what we expect and want from the annual Symposium, and also evaluate how we can improve our association. Soon enough the disenchanted members who don’t see the point in paying annual dues and who are volun-told to write Rotor Review articles will be in positions of higher community leadership and will have little desire to support an antiquated association that fails to evolve with the times and its members. NHA is our association, and it will only remain as pertinent as we, the members, make it.

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