Rotor Review Summer / Fall 2012 #118 HS-10 Sundown by Naval Helicopter Association, Inc

Number 118 Summer / Fall 2012

Last CH-46 Pilot Graduates Gulf Coast Fleet Fly-In Schedule Embracing Life at the Margins

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 network-enabled data links that allow information sharing and instant decision making. One that is operationally proven and in production.

www.mh-60.com

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

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

Number 118 Summer / Fall ‘12

Features Page 20

Editor-in-Chief

LT Scott Lippincott, USN

Design Editor George Hopson

Aircrewman / Special Missions Editor

Embracing Life at the Margins LCDR B.J. Armstrong, USN

Last CH-46 Pilot Graduate LCPL Michelle Piehl, USN

Listen Up! Hearing Protection for 21st Century Helicopter Crews LT Kelley Fitzpatrick, USN

Immediate CASEVAC: The Dragonslayers’ Encounter with Tragedy Aboard the SV Quest LT Seth Sealfield, USN

A Work in Progress — The Armed Helicopter Amphibious Detachment LT Lee Sherman, USN

Focus

AWCM David W. Crossan, USN

HSC / HS / HM Editor

Page 21

HS-10 Sundown

LT Chris McDonald, USN

HSL/HSM Editor LT David Terry USN

USCG Editor

LT Shannon Whitaker, USCG

Page 36

An Early HS-10 Aircrew Perspective AWCS Rudy Carter, USN(Ret)

The Legacy of the HS-10 Maintenance Department MC2 Amanda Huntoon, USN

43 45

The End of An Era LT Joe Hyde, USN and LT Bobby Zubeck, USN

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

Book Review Editor

LCDR BJ Armstrong, USN

A Career of Watching HS-10 CAPT Bill Terry, USN(Ret)

Page 44

Historical Editor

CAPT Vincent Secades, USN (Ret)

The HSC-3/HS-10 Merger:View From the Cabin AWS2 Robert W. Runnels, Jr., USN

Call Sign Calumet: A Historical Perspective CAPT Doug Yesensky, USN(Ret)

The Legacy Will Still Live On LCDR Kristin Ohleger-Todd, USN

In appreciation of our advertisers Printing by SOS 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

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Rotor Review # 118 Summer / Fall ‘12

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................................................. CDR Michael Ruth, USN V/P Corp Mem......................... CAPT Don Williamson, USN (Ret) V/P Awards .......................................CDR Matt Niedzwiecki, USN V/P Membership ...................................................................... TBA V/P Symposium 2013............................................................... TBA Secretary.......................................................LT Rod Laceyna, USN Treasurer ....................................................LT Ryan Klamper, USN “Stuff”.........................................................LT Gabe Stevens, USN Senior NAC Advisor.........................AWCM David Crossan, USN Executive Director.................Col. Howard Whitfield, USMC (Ret) Admin/Rotor Review Design Editor........................George Hopson Membership/Symposium ......................................... Colby Shearer

AgustaWestland Inc. BAE Systems / Electronics Bell Helicopter Textron, Inc Boeing Integrated Defense Systems Breeze-Eastern CAE Inc. Delex Systems, Inc EADS North America ExxonMobil Aviation Lubricants FLIR Systems, Inc. G.E. Aircraft Engines Lockheed Martin Mission Systems and Sensors LSI, Inc L3 Communications / Crestview Aerospace. 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 UTC Aerospace Systems

Directors at Large

Chairman........................RADM Steven J. Tomaszeski, USN (Ret) CAPT Mike Baxter, USNR (Ret) CAPT Chuck Deitchman, USN (Ret) CAPT Greg Hoffman, USN (Ret) CAPT John McGill, USN (Ret) CAPT Dave Moulton, USNR (Ret) CAPT Dennis Dubard, USN (Ret) CAPT Paul Stevens, USN (Ret) CAPT Bill Personius, USN (Ret)

Regional Officers

Region 1 - San Diego

Directors.………………..............CAPT Shoshana Chatfield, USN CAPT David Bouvé, USN President..…............................................... CDR Tres Dehay, USN

Region 2 - Washington D.C.

Director ..…………...…………........CAPT Steve Schreiber, USN President ..................................................CAPT Dan Fillion, USN

NHA Scholarship Fund

Region 3 - Jacksonville

Director .....................................................CAPT Dan Boyle, USN President................................................CDR William Walsh, USN

President...................................CAPT Paul Stevens, USN(Ret) V/P Operations........................................CDR Chris Hewlett, 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)

Region 4 - Norfolk

Director ................................................ CAPT Paul Esposito, USN President .....................................................CDR Pat Everly, USN

Region 5 - Pensacola

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

CAPT Thurman Maine, USCG

President ...........................................CDR Paul Bowdich, USN

NHA Historical Society

2012 Fleet Fly-In.........................................LT Spencer Allen, USN

President...................................CAPT Bill Personius, USN(Ret) COO..........................................CDR Lloyd Parthemer, USN (Ret) Secretary ...........................CDR Joe Skrzypek, USN (Ret) T r e a s u r e r. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J o e P e l u s o

Director........................................CAPT Murray J. Tynch, USN

Rotor Review # 118 Summer / Fall ‘12

Far East Chapter

President..…............................................... CDR David Loo, USN

Departments Number 118 / Summer-Fall ‘12

Editor’s Log

Chairman’s Brief

President’s Message

Aircrewman‘s Corner

NHA Scholarship Fund

Executive Director’s Notes

View from the Labs, Supporting the Fleet

Industry and Technology

LT Scott Lippincott, USN RADM Steve Tomaszeski, USN (Ret) CDR Michael Ruth, USN

AWCM David Crossan, USN Page 16

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

Page 31

Historical Helicopters in the Early Days: The Joys of Driving a New and Unique Machine (Part II) CDR Robert A. Close, USN (Ret)

Change of Command

There I Was Page 70

Page 74 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 .

It Can Happen to You LT Tyler McKnight, USN

Been in the Squadron Since Breakfast LTJG Lynda Pearl, USN

One Overturned Vessel, 22 Souls, 85 Miles North of Mother LT Matt Heidt, USN

Squadron Updates

USMC Updates

USCGAS Updates

Book Review

73 74

Engaging Rotors Salute to our Fallen Heroes

78 80

Stuff

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.

Editors Emeritus

Wayne Jensen John Driver Andy Quiett Susan Fink Tracey Keef Bryan Buljat Todd Vorenkamp Clay Shane

John Ball Sean Laughlin Mike Curtis Bill Chase Maureen Palmerino Gabe Soltero Steve Bury Kristin Ohleger

Rotor Review # 118 Summer / Fall ‘12

Editor’s Log LAST FLIGHT!!

elcome to Rotor Review 118! The last issue of Rotor Review was the annual NHA Symposium Review which focused this year on the next 100 years of Helicopter Aviation. In my editor’s log I mentioned that, just like the rest of the helicopter community, change was coming to Rotor Review. After seven years of being on the Rotor Review staff, six of which I was your Editor-In-Chief, I am sad to say that the time has come for me to step down and pass on the reins. Out with the old and in with the new… These last seven years we have completely revamped Rotor Review. It began when George Hopson joined the staff and brought his brilliant mind to the picture, literally. His graphic designs and vision for this magazine have truly helped it evolve into what it is today. What I brought to the picture was feedback from my fellow squadron mates, friends and you telling me that we needed to bring something new to the table. We wanted to learn what the other communities were doing. In this magazine, we tried to bring as much information to you as possible and help everyone realize that we may fly different platforms, but we are one Naval Helicopter Community. Over the years, I had some amazing help bringing each issue to you. I had some controversial topics (and pictures), a few admirals bantering back and forth, and I had to talk a few Captains into writing articles (thank you CAPT Nettleton and CAPT Criger). I could not have done this without the help of Chip Lancaster, Kevin Colon, Sandi Kjono, Jen McCullough, Julie Dunnigan-Hendricks, Todd Vorenkamp, LCDR Ken Colman, LCDR Doug Hale, LT Ryan Gero, Capt Vanessa Clark, LT Anthony Amadeo, LT Tom Murray, LT Chris McDonald, LT Dave Terry, LT Shannon Whitaker and, of course, your new Editor-In-Chief LT Scott Lippincott. Scott has already brought some great ideas to the table and I know he will serve you well as the new Editor. My last issue, coincidentally, coincides with the Disestablishment of HS-10, the focus of this issue. I have also had the privilege of flying with the Warhawks for the last seven years. It has been a great ride… In this issue you will read several articles about HS-10, its history and what is yet to come. I hope you enjoy this issue as much as I have and I look forward to reading about you and your squadrons in the future. LCDR Kristin Ohleger-Todd, USN Rotor Review Editor-in-Chief from RR94 - RR117

s the entire Naval Helicopter community closes the chapter on a great century of Naval Aviation and opens a new door into the next 100 years, so does Rotor Review. I have the honor and pleasure to take the controls as your new Editor-In-Chief but it is not a role I take lightly. I have huge shoes to fill as LCDR Kristin Ohleger moves on from more than 7 great years with the magazine! I challenge you each to dig through all your old magazines and look at the transformation the magazine has taken over the course of that timeframe. Your Rotor Review has evolved from a simple newsletter style format to one of the premier magazines in all of Naval Aviation. And the good news is…it just keeps getting better! With new technology comes new ways we can reach everyone in the community, from Nugget to Veteran. Our biggest change (as you can read about on pg. 51) is the addition of the digital version. With this, your magazine truly comes to life! Not only will you have a full color magazine with photos and stories you can access on your phone or other portable device, but you can also see videos and multimedia links to all things Navy Helo related. We are also working on adding features that help instill better involvement amongst NHA membership like Regional event calendars. Hopefully we can continue to reach out across all borders and draw in more articles and readership from our Marine and Coast Guard brethren in addition to gaining insight from the HTs and those briefly away from the community on a Disassociated Sea Tour. One critical area we continue to strive to improve is with our Aircrewmen involvement. Rotor Review is not just a pilot magazine but an entire aircrew community magazine. We have a great start on this front but still have a long way to go. Remember, the bottom line here is this is YOUR magazine. Our goal is to continue bringing you the same great stories and features you have grown to love, while building on that foundation and taking the community into the next generation. So please, stay involved and give us your feedback. Keep up the great submissions and don’t hesitate to contact me or any one of the Rotor Review Staff members if you have suggestions towards this evolution. With that, I want to give another well earned thanks and congratulations to LCDR Ohleger for all her hard work and for bringing the magazine to the great product it is today! Well done! I look forward to working with you all as I learn the ropes but thanks to the tremendous Rotor Review Staff, I know it will be a smooth transition. Enjoy Rotor Review #118 as we get a chance to reflect on another transition in Naval Aviation with the “Sundown” of HS-10. Stay Classy Helo Bubbas! LT Scott Lippincott, USN

Rotor Review Editor-in-Chief

Rotor Review # 118 Summer / Fall ‘12

Chairman’s Brief

n 12 July I had the privilege of attending the HS-10 Disestablishment Ceremony at NAS North Island, CA. HS-10’s commanding officer, Skipper Bill Murphy, was our host and master of ceremonies and the guest speaker was Commodore Paul Esposito. Yes, it was a bittersweet day. This edition of Rotor Review will be covering the “Legacy of the Warhawks” and their 52 Years of Excellence. I was the skipper of the HS-1 Seahorses in 1989, the year that HS-10 assumed the challenge of being the first SH-60F Fleet Replacement Squadron. In 1990, the long-standing squadron

Seahorses conducted their last flight 28 May 1997 at NAS Jacksonville). At the ceremony were a gathering of former Taskmasters and Warhawks: aircrew, maintainers, former pilots, CO’s and XO’s. Captain Al Monahan, who commanded HS10 in July ’62, was there leading the Leadership Legacy brigade. It was a day to remember. Enjoy the articles about

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, and his deputy, Captain Jim Fisher, USN, the “Fly-In” introduces prospective naval aviators to fleet aircraft. We are anticipating dozens of fleet helicopters, from over 15 squadrons from both coasts, to participate in this signature event.

CDR Murphy, CMC James Ward and other former HS-10 Commanding Officers

C D R B i l l M u r p h y, H S - 1 0 L a s t Commanding Officer nickname of “Taskmasters” was changed by skipper Mike Charley and his wardroom to Warhawks, underscoring the commitment to training aircrews in the marinized version of the Seahawk helicopter. In time, HS-10 transitioned eight entire fleet HS squadrons in addition to the normal replacement pilot/ aircrew load. It was a most remarkable achievement (for the record, HS-1’s 46year history came to a close when the

HS-10’s history in this edition. You’ll learn something about what “legacy” truly means in Naval Aviation…the heritage and tradition of professional excellence and integrity at every level.

Briefing Notes: The Gulf Coast’s 23rd Annual “Fleet Fly-In” and Naval Helicopter Association Reunion (23-26 October) will once again bring fleet helicopters, pilots and crews to NAS Whiting Field to interact with the Student Naval Aviators (SNAs) of Training Air Wing Five. This annual interactive training event by fleet aircrews complements the experience

“There is nothing like this in all of Naval Aviation.” Skipper Paul Bowditch, USN, HT-8, REGION 5 NHA president, and his “Fly-In” lead, LT Spencer Allen, will be executing what can only be described as an extraordinary rotary unrestricted training experience. Hot wash of all events in RR 119. Changes of Major Commands: On 14 September, Admiral William Gortney, USN, relieved Admiral John Harvey, USN, as Commander, US Fleet Forces Command, onboard USS Harry S. Truman (CVN-75), at Naval Station Norfolk. On 20 September, Vice Admiral David Architzel, USN, Continue on page 6

Rotor Review # 118 Summer / Fall ‘12

was relieved by Vice Admiral David Dunaway, USN, as Commander, Naval Air Systems Command at NAS Patuxent River. On 4 October Vice Admiral Dave Buss, USN relieved Vice Admiral Al Myers, USN (prospective OPNAV N8) as Naval Air Forces; Commander, Naval Air Force, U.S. Pacific Fleet onboard USS Nimitz (CVN-68) at NAS North Island. I mention these three events as they represent 2 of the 3 members of our Naval Aviation Enterprise (NAE). Along with LtGen Robert Schmidle, Deputy Commandant for Aviation, VADM’s Buss and Dunaway plan and execute your Naval Aviation Enterprise Strategic Plan. This Plan focuses on five strategic objectives: (1) Enterprise Culture and Communication, (2) Current Readiness, (3) People, (4) Future Readiness, and (5) Cost Management and External Integration. The NAE’s mission statement: “Advance and sustain Naval Aviation warfighting capabilities at an affordable cost...today and in the future.” As rotary wing represents one half of Naval Aviation this is important

to know. One common thread expressed in each change of command ceremony was the need for affordable, sustainable platforms and capabilities. As Naval Aviation prepares for the 5th generation Joint Strike Fighter, the F-35 Lightning II, which replaces the venerable, 4th generation Hornet, where are the plans for a 5th generation rotor craft? With unmanned rotary wing Fire Scouts flying off Navy destroyers and Navy requiring an U n m a n n e d CarrierLaunched Airborne Surveillance and Strike aircraft — or UCLASS — to fly off its carrier decks by 2018, we need a plan now for future maritime vertical lift. More on this in future briefs. Fleet Forces Command sidebar: There were two static displays present on Truman’s hangar for the change of command. Some 4th generation fighter and a sparkling helicopter from the Grandmasters of HSM-46. Pilots on static display show & tell duty? None other than the XO, CDR Mike Weaver and LT Frank Cona. Nice job, gentlemen.

Rotor Review # 118 Summer / Fall ‘12

Finally, this is LCDR Kristin Ohleger’s last issue as RR Editor-inChief. Kristin shipped out to Naples, Italy late this summer with her family. Kristin, formerly with HS-10, has done a remarkable job during her tenure with RR making our publication stand out among association publications. On top of all that she was a pleasure to work with! From all of us on the NHA staff, WELL DONE and thank you, Kristin! Bella Fortuna in Napoli. LT Scott Lippincott (HSM-41) will take over as editor –inchief beginning with RR 119. Welcome aboard, Scott! Till our next brief, fly well and… Keep your Turns Up! RADM Steve Tomaszeski, USN (Ret) NHA Chairman

President’s Message

elo Bubbas! From where I sit on the Left Coast, my observation is there is much happening in the world of rotary wing. Just saw CVW-9 pull a quick turnaround and then back out to cover the global hot spots. I’m watching and hearing about loading up the M-197, 20mm weapon and that a Quick Reaction Assessment is being conducted on 2.75” unguided rockets. . .Yes, yes! You Link-16 wizards are figuring out more ingenious ways to employ that system. The TrackBall Interface (Pointer Device)/CDU configuration is arriving from the factory, providing a faster, safer (less headsdown time) way to navigate the ever-growing aircraft menus/capabilities. All good stuff. HSM/HSC Integration marches on, the honeymoon’s over, it works, and many smart JOs from both communities are building on the synergy that the MH-60R/S employed together, provides to the warfare commander. . . .Looking forward to seeing torpedoes hanging off the MH-60S in the near future, to improve that synergy and be that force multiplier! As I write this we are making preps to get down to NAS Whiting Field for the Gulf Coast Fleet Fly In 23-26 October. I hope to see many of you there. What a great opportunity to communicate ideas, share sea stories and most importantly get those young Student Naval Aviators pumped up about helicopter aviation! “A toast to HS-10, a class act, whose legacy will live on.” I’m going flying. . . CDR Michael “Babe” Ruth, USN NHA President

Aircrewman’s Corner

elcome Fellow Aircrew! As you will read in the following pages, we also have sundowned our legacy SH-60F Fleet Replacement Squadron - HS-10. The remaining pipeline has been merged with HSC-3, and will remain so for the continued sustainment of our Fleet Transition as required. Another reminder that our Navy/ Marine Corps Team, NHA, and the Rotary Wing Communities continue their great service in newer airframes, and with newer training that comes along with them. For an AWCM, reality also reflects that we are training future leaders in the Aircrew Ratings. Different experiences, new perceptions, a host of ideas, and the ability to apply newer or different technologies. Take time to reflect while reading through the following articles, on the many services our HS-10 counterparts performed in their history, which now becomes our history. More historic celebrations are approaching. The Gulf Coast Fleet Fly In, 23 to 26 October 2012, which will be supporting 65 years of U.S. Marine Corps Rotary Wing Aviation, in conjunction with the Marine Aviation Centennial. Expectations are high and well deserved to be so. Our Marine Corps Team has always been notable for its heritage and history. Marine Corps Aircrew also have been most deserving of our admiration and professional fellowship. The “Wings of Gold” we have earned may differ in some applications, but they do not differ in scope of pride! Congratulations to the USMC Aircrew – from your Navy Team of brothers and sisters. Looking at the contributions made from the Aircrews of HS-10, and those who entered the Community through the HS-10 Halls, you will see an entire spectrum of excellence and dedication that are difficult to match. This is true of our legacy platforms, and the Aircrew Leaders who served in them. It’s what we do. We train to be the best at what we do, then we pass it onto our relief. Taking the time to recognize what part HS-10 played in those roles, is the well respected appreciation those who served there deserve. Each of you continues to significantly contribute to our Future! There are still updates and systems changes / upgrades that are being developed, tested, and adapted for each of the rotary wing platforms. We must continue to train and execute our existing responsibilities, while being flexible enough to accept even more in the future. To be honest, it’s no different than those who trained us over the years. They too adapted, flexed, and trained to an ever growing set of challenges. Our heritage as Aircrew continues to be a daily reminder. VTUAV is approaching rapidly as an FRS, the next phases of CV-TSC is approaching along with continued progression in our helicopter platform transitions. New systems, sensors, communications, and greater integration among rotary wing assets continue to move forward. Naval Aviation Schools Command is pushing pipeline aircrew students successfully. Each FRS is producing at or above capacity. Weapons Schools are developing our warfighting skills. Other POST-FRS learning sites are contributing in specialized training. The Fleet is a busy place to be, accepting new challenges and executing with distinction. All combined, represent the Enlisted Aircrew Community at its finest. Keep ever vigilant, expect the unexpected, and train to be the best at what you do! Fly Safe AWCMReview David W.#Crossan USN 9 Rotor 118 Summer / Fall ‘12 NHA’s Senior Naval Aircrewman Advisor

NHA Scholarship Fund

ebruary 15th marked the end of our 2012 scholarship application cycle and I’m happy to report that the number of applications from both family and active duty personnel has risen again this year. As the word gets out to the Naval rotary wing community, we expect those numbers to increase significantly in the next cycle. Paralleling that increase is the number of scholarships we expect to give out this year. Thanks to the Charles Kaman Charitable Trust, the Naval Helicopter Historical Society (NHHS), the Mort McCarthy Memorial Scholarship Fund and our parent NHA, we look to award up to 15 scholarships totaling nearly $35, 000 this year. I might add that all who read this column can play an active role in helping us get the word out to both potential applicants and contributors that we want you to join us in “NHA’s most worthwhile endeavor”. As we work through the selection process, I would like to recognize and thank NHA’s Regional Presidents for the work they do every year in picking the “best of the best” for our awards. This is no easy task considering the high level of academic performance and community service our applicants achieve. Simply put, without the efforts of our regional selection committees, the NHA Scholarship program could not exist. I usually save the last part of my column to talk about the many, many ways that our rotary wing family can contribute to our scholarship fund. While your financial support is needed, there is also a need for volunteers to help us with this important work. Our national committee here in San Diego is staffed by a few outstanding active duty lieutenants that volunteer more than their share of free time to administer the Fund. I am always looking for former and /or retired rotary wing personnel in the San Diego area to help us grow the Fund. If you’re interested in having an impact on the future of the NHA Scholarship Fund, email me at pstevens.nhasf@cox.net . Hold Fast, CAPT Paul Stevens, USN (Ret) NHA Scholarship Fund President

Executive Director’s Notes

he “Gulf Coast Fleet Fly-In”, October 23-26, that NHA has helped sponsor in the past has been slightly modified this year. The legal staff at NAS Whiting Field and CNATRA recommended to the CO, NAS Whiting Field, that we more clearly separate the two aspects of the Fly-In. That is, the active duty part of the event that includes the three services, Navy, Marine Corps and Coast Guard, flying to NAS Whiting Field fleet rotary wing aircraft and the various service briefings. Concurrently, but separate, the NHA portion of the Fly-In called, “NHA Reunion”, that includes industry sponsored events such as the Welcome Aboard Barbecue, 5K Fun Run, and the NHA Scholarship Fund Golf Tournament. This is the 23rd annual fleet rotary wing fly-in. The theme this year is a salute to the Centennial of Marine Aviation. The Fleet Fly-In has been very successful and motivational to both student naval aviators and flight instructors by providing the latest rotary wing aircraft in the fleet to be seen and flown in along with briefings on typical fleet missions. In addition, the opportunity for all to hear from their senior, active duty, rotary wing, fleet leadership as part of a senior officer’s panel is unique. The Fly-In also provides an opportunity for the NHA Board of Directors, both active duty and retired, to hold their semiannual meeting in a great flying environment. It is truly a chance for a memorable NHA reunion as many of us spent years at NAS Whiting Field both as students and as flight instructors. As you have seen, we also have a new NHA President, CAPT (Sel) Mike “Babe” Ruth, CO, HSC-3. Mike has hit the deck running with his infectious enthusiasm. Welcome aboard skipper! Col. Howard M. Whitfield, USMC (Ret) NHA Executive Director

Rotor Review # 118 Summer / Fall ‘12

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

n my last column, I “reported out” from this year’s Navy League Sea-Air-Space Symposium regarding what our seniors telling us about the future direction of the Navy, Marine Corps and Coast Guard. For those of you who read these columns online, you may have found the links to some of the publications that undergird much of what these senior leaders shared at this event. For those of you who have worked in the Washington, DC, area, and for others who know this generally just from “walking around knowledge,” within the Department of the Navy, the Navy’s policy branch N3/5 is responsible for maintaining the big picture and publishing strategic guidance regarding major trends that will impact National and Navy strategy in the years ahead. While much of this guidance is, of necessity, classified, N3/5, and more specifically, N513, does occasionally issue unclassified guidance. Reviewing this unclassified guidance reveals that while there are many possible strategic futures where Navy, Marine Corps and Coast Guard rotary wing assets will need to operate, and there is a wide degree of uncertainty as to what these futures might bring, there are three primary trends that will characterize the international system over the next several decades. N513 conducted an environmental assessment to determine the key ‘forces’ that would drive the U.S. Navy’s future strategic environment. They identified three clear trends at the unclassified level that the Navy believes will characterize the future security environment. According to their analysis, these three trends have the greatest potential impact on the future environment and are additionally very likely to characterize the future. The trends are: 1. The U.S. military will see its

relative power decline as other militaries gain in power. 2. Worldwide energy demand will continue to increase, amplifying the importance of energy security and efficiency. 3. The world will become even more dependent on cyberspace networks. Each of these trends has important and unique consequences for Navy, Marine Corps and Coast Guard rotary wing communities.

Decline:

In the first trend listed above, the U.S. military will see its relative power decline as other militaries gain in power. The U.S. military remains the largest and most well-funded military force as compared to those of other nations. However, there are two emerging issues that are behind this U.S. Navy assessment of the relative decline in U.S. military power – the increasingly shrinking U.S. defense budget and the increasing dependence of many nations on the international global market. First, the U.S. budget situation is inducing increasing pressure to reduce discretionary spending, and defense spending makes up a lion’s share of this discretionary spending. According to TechAmerica, the DoD budget is forecast to decline in constant year dollars from Fiscal Year (FY) 20122015, and then remain relatively flat in FY 2016-2022. The DoD and DoN have already been affected in FY 2011 and FY 2012, with actual budgets below the Five-Year Defense Plan and Presidential and DoD requests. The Pentagon’s recent the Defense Budget Priorities and Choices (DBPC) document, published as a biannual update to the QDR, states that the DoD’s FY 13 budget plans call for a reduction in, “The size of the active Army from a post‐9/11 peak of about 570,000 in 2010 to 490,000, and the active Marine Corps from a peak of about 202,000 to 182,000.” Coupled with the Budget Control Act of 2011,

deeper discretionary cuts such as those in the DBPC are likely. According to TechAmerica, the Center for a New American Security’s (CNAS) Hard Choices: Responsible Defense in an Age of Austerity, and other seniorranking DoD officials, we are only at the beginning of the budget reductions. Furthermore, operations and support accounts will take a larger percentage of the DoD topline budget, substantially impacting the investment accounts, namely research, development, test and evaluation, and procurement. As the U.S. defense budget shrinks, other nations are increasing their spending on building up their military forces to meet their own national security concerns. Nations such as China and India have increased their defense spending and continue to build up their naval fleets. As the Quadrennial Defense Review notes, these efforts are shaping, “An international system that is no longer easily defined – one in which the United States will remain the most powerful actor, but must increasingly work with key allies and partners if it is to sustain stability and peace.” The DSG and Quadrennial Roles and Missions Review (QRMR) highlight that as the United States military draws down, it will no longer be able to sustain largescale and prolonged stability operations on its own, meaning that future engagements that resemble those in Iraq and Afghanistan will need to be pursued with our key allies.

Energy: The second major trend above is energy. The continued growth and dependence on worldwide energy usage in the future has strong implications for the types of technologies and strategies the U.S. military must pursue. Worldwide energy demand will continue to increase, amplifying the importance of energy security and

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efficiency.” Vice Admiral Cullom, Deputy Chief of Naval Operations for Fleet Readiness and Logistics, has echoed this belief by stating, “This [energy security and efficiency] is not a fad. This truly is commitment; it is here to stay.” As Chief of Naval Operations Admiral Greenert has stated, “Energy is a gap. It’s a vulnerability. [We’re working toward energy security and efficiency] for one thing: to be better war fighters.” Reflecting this emphasis, the DoN’s Energy Program for Security and Independence stresses the importance of increasing the Navy’s ability to support energy-related human capital investments and skills. The document states that the DoN “will also develop its human capital resources and invest wisely in cultivating skills that deliver energy excellence. This includes identifying the necessary competencies to manage energy across DoN and train staff in the energy disciplines.” There are a number of factors which drive the continued increase in demand for energy. Primary among the factors is globalization. As nations increasingly import and export, the demand for energy used for shipping increases. In addition, the industrialization of nations like the BRICs comes with an increase in demand for all sources of energy. Resource concerns will also drive the demand for energy up. Water resources may present an increasing vulnerability for many nations in the future, since as the climate changes sources of water will likely shift. Water is a key factor in any civilization and as such, nations will expend energy resources to increase water availability. The demand for energy will also be exacerbated by demographic pressures as populations increase and strain local resource chains. The competition over energy sources will likely increase as new powers rise. The shifting of power centers will naturally place great strain on traditional energy sources, and energy transportation routes, increasing the incentive for state actors to look for and exploit new energy sources. This increased demand for energy will also increase the geopolitical importance of nations such as Iran and Egypt that

control strategic energy transportation routes.

Cyber: The third major trend above is the increasing importance of cyber. The world will become more dependent on cyberspace as the future strategic environment unfolds, breeding new opportunities to leverage the cyberspace domain while simultaneously increasing threats that the U.S. Navy will be required to manage. This increasing focus on cyberspace has been reflected in all recent high-level strategy documents, including the National Security Strategy, the Quadrennial Defense Review, the National Military Strategy, and the Joint Operational Access Concept (JOAC). The JOAC identifies cyberspace as an emerging trend that is of “critical importance in projecting military force” into contested domains. The identification of cyberspace as a critical emerging trend has prompted the DoD to take concrete action in signaling its commitment to investing in cyber-security, such as declaring the cyber realm a new domain of warfare, standing up U.S. Cyber Command, and moving to implement a comprehensive “Cyber 3.0” strategy. In contrast to the DoD topline budget, investments and spending in cyber and cyber-security are anticipated to gradually increase in the coming years. As former Deputy Secretary of Defense William Lynn has stated, “Cyber is a new challenge. We don’t fully understand the threat and determining how to address it is a significant institutional challenge.” Thus, strategic and budgetary support for this domain will be critical. The phenomenon of globalization is underpinned and hastened by cyber networks and capabilities. Indeed, the Defense Science Board has cited the information revolution – which would not have been possible without widespread cyber networks – as being “at the core” of globalization. As such, globalization has significantly impacted the world’s dependence on cyberspace networks. First, the growing interdependence

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of nations and peoples is reflected in the cyber realm, and this has created new vulnerabilities while raising the importance of cyber assets. Second, globalization has greatly increased the availability of, and expertise with, the tools of the cyber trade across the world. The emergence of new power centers and the rise of non-state actors’ influence are also driving an increase in the world’s dependence on cyberspace networks. In both cases, investment in cyber assets is seen as a method to bolster asymmetric capabilities, serving as a cost-effective (in terms of both monetary and political capital) way to increase their relative level of power. The difficulty of attribution makes this prospect even more appealing. These three trends define our future security environment and will strongly influence everything the Navy, Marine Corps and Coast Guard rotary wing communities do for the next several decades. While I can’t offer you a point solution regarding how our community can thrive in this environment, I’m convinced that between our community’s senior leadership and the innovative ideas of you future leaders, we can ensure we’ll be ready to fly, fight and win.

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Industry and Technology

Ducommun Awarded Contract from Bell Helicopter for AH-1Z Cobra Program

Press released by www.shepardmedia.com

ucommun Incorporated (NYSE: DCO) has received a contract from Bell Helicopter, a unit of Textron Inc. (NYSE: TXT), to produce titanium firewall and baffle assemblies for the AH-1Z Cobra – the U.S. Marine Corps’ newest attack helicopter. Ducommun AeroStructures will produce the assemblies at its Coxsackie, N.Y. facility through 2013. “We’re very pleased to expand our relationship with Bell Helicopter to support the AH-1Z program,” said Anthony J. Reardon, chairman, president and chief executive officer of Ducommun. “Our expertise in forming complex titanium structures ensures these assemblies will retain their strength in extreme high-temperature operating environments. We are proud to support a key customer, Textron, in this important application. The U.S. Marine Corps is replacing the two-blade AH-1W with the AH-1Z, which features a new four-blade composite rotor system, upgraded landing gear, and a fully integrated glass cockpit. The AH-1Z will serve a primary role in assault support along with air reconnaissance. The attack helicopter will also play a supporting role in anti-air warfare, electronic warfare, and control of aircraft and missiles.

Northrop Grumman to offer AW101 for US programs

Press Released by Tony Skinner in National Harbor, Courtesy of www.shephardmedia.com

orthrop Grumman plans to offer the AgustaWestland AW101 for two key US helicopter programmes, under a teaming agreement announced at the Air Force Association’s Air & Space conference. The two companies will offer a US-built AW101 for both the US Air Force’s Combat Rescue Helicopter (CRH) and the US Navy’s programme to develop a new ‘Marine One’ Presidential Helicopter. Speaking to Shephard at the conference, AgustaWestland chief executive officer Bruno Spagnolini said that the same

essential platform would be developed for both programmes and would feature an increase of US content. Under the teaming agreement, Northrop Grumman will act as prime contractor and will be in charge of systems integration, including the development of the defensive aids suite. The aircraft will also feature the GE CT7-8E engine and Rockwell Collins cockpit display system. Spagnolini said the aircraft’s volume, cabin space and one engine inoperative (OEI) performance exceeded the key performance parameters as currently understood by industry of the CRH project to replace the 112 existing HH-60G fleet. ‘The AW101 is the most modern aircraft in its class, there are no new designs coming out from other manufacturers that are more capable than this aircraft,’ Spagnolini argued. ‘It exceeds the current requirements – we are offering something that goes beyond what was outlined in the draft RfP [request for proposals] so there is growth potential there. If the RfP comes

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out and it says they are looking for an H-60, then that is not a competition.’ AgustaWestland used the AFA conference to display a representative cabin, configured to meet the original CSAR-X requirement. As well as a significantly larger internal volume than the current HH-60 Pave Hawk, the cabin featured space for six litters and can be reconfigured mid-flight if needed. The draft RfP for CRH was issued in March and there is some expectation that a final RfP will be released before the end of the year – although the shadow of sequestration continues to hang over any new-start programme. AgustaWestland had teamed with Lockheed Martin for the CSAR-X programme but the latter in 2010 announced it was teaming with Sikorsky to offer the UH-60M for the requirement.

Industry and Technology

Raytheon to Supply MH-60R Targeting Systems

Press released by Raytheon Public Affairs

he U.S. Navy has granted a contract to Raytheon to provide 24 multispectral targeting systems for the Sikorsky MH-60R Seahawk. The $22-million agreement covers a targeting system that uses a turreted sensor package to provide laser designation, longrange surveillance, range-finding, target acquisition and tracking for NATO and tri-service laserguided munitions. The contract runs until October 2013.

Raytheon More about

Raytheon is a technology and innovation leader specializing in defense, homeland security and other government markets throughout the world. With a history of innovation spanning 90 years, Raytheon provides state-of-the-art electronics, mission systems integration and other capabilities in the areas of sensing; effects; and command, control, communications and intelligence systems, as well as a broad range of mission support services.

Boeing Demonstrates Autonomous Ship-based Capability of Unmanned Little Bird Rotorcraft Press Released by ASDNews.com

he Boeing [NYSE: BA] Unmanned Little Bird H-6U successfully performed 14 autonomous takeoffs and landings from a ship during flight tests in July, a significant milestone for a mediumsize vertical-takeoff-and-landing unmanned airborne system (UAS). For the tests, conducted from a private ship off the coast of Florida, Boeing integrated a commercial-off-the-shelf takeoff-and-landing system with Unmanned Little Bird’s automated flight control system. Two safety pilots were aboard the optionally piloted aircraft to maintain situational awareness and to be able to take control of the aircraft, though that was not required. The aircraft accumulated 20 flight hours with 100 percent availability. “Unmanned Little Bird performed flawlessly, proving not only its reliability as a mature platform but its adaptability for various missions and continued innovation,” said Debbie Rub, Boeing vice president Continue on page 15

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Gulf Coast Fleet Fly-In & NHA Reunion

NAS WHITING FIELD 65 Years of Marine Corps Rotary-Wing Aviation

October 23-26, 2012

SChedule of Events

For more information, contact LT Spencer Allen at spencer.allen.usn@gmail.com

OCTober 23rd

OCTober 24th Cont.

1100-1600 Aircraft Recovery Window 1100-1800 CBQ/Rental Car Check-In 1100-1500 BBQ/Sports Sign-up 1500 Course Rules Brief

1200 NATOPS Brief 1200-1600 Industry Display Open 1230 NHA Scholarship FFI Golf Tournament 1300-1600 INDOC Fly Window 1730 Ready-Room Crawl

OCTober 24th

OCTober 25th

0700 Course Rules Brief (late arrivals) 0630 5K Run 0730-0830 Open Remarks/ Industry 0730-0830 Industry Display Open Open 0800 Community Briefs Rotor Review 16 Aircrewman) 0800 NATOPS Brief# 118 Summer / Fall â&#x20AC;&#x2DC;12 (USN, USMC, USCG, 0900-1200 INDOC Fly Window 1030-1200 Senior Officer Panel 0830 NHA Director Meeting 1200-1600 Navy Reserve- SelRes Brief

OCTober 25th Cont. 1200-1600 Industry Display Open 1200 NATOPS Brief 1215-1615 Rotary ESC 1300-1600 INDOC Fly Window 1415-1615 VTUAV Briefing 1630 HT-8 / HT-18 SNA Soft-Patch Happy Hour

OCTober 26th 0800-1700 Aircraft Departure Window, Aircrew Rental Car Return 0800-0900 Fleet Aircrew Breakfast 1300 Winging Ceremony

Industry and Technology: Boeing Demonstrates Autonomous Ship-based... Continued from page 13

and general manager of Missiles and Unmanned Airborne Systems. “By successfully demonstrating this maritime capability, we are able to provide warfighters with a critical unmanned solution to meet their missions.” Introduced in 2004, Unmanned Little Bird is a variant of the highly successful MD-500 series helicopters, which have accumulated 14 million flight hours over five decades. Unmanned

Little Bird benefits from this legacy, demonstrating numerous capabilities on a platform that is affordable to own, operate and maintain. The aircraft’s missions include intelligence, surveillance and reconnaissance; precision cargo resupply; weapons delivery; and manned-unmanned teaming. In addition, Unmanned Little Bird continues to be used as a technology

demonstrator, rapidly prototyping new capabilities for multiple platforms. Unmanned Little Bird is one of Boeing’s many C4ISR capabilities that provide a seamless flow of information -- from collection to aggregation to analysis -- for customers’ enduring need for situational awareness.

Bell-Boeing Obtains V-22 Engineering Contract

he U.S. Navy has granted Bell-Boeing’s Joint Project Office a $22.2-million contract for non-reoccurring engineering with the CV-22 Osprey’s Block 20 upgrades. The work will center on the beyond line of sight communications system and includes the design and testing of an improved Air Force CV-22 communication system. The system is designed for trans-oceanic air traffic control and tactical communications. The agreement runs through December 2015.

Bell-Boeing More about

The Bell Boeing V-22 Osprey is the first aircraft designed from the ground up to meet the needs of the Defense Department’s four U.S. armed services. The tiltrotor aircraft takes off and lands like a helicopter. Once airborne, its engine nacelles can be rotated to convert the aircraft to a turboprop airplane capable of high-speed, high-altitude flight.

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Industry and Technology

USMC Looks at K-Max in Afghanistan to September 2013; Wider Mission Profile Possible Article by Andrew Drwiega, Military Editor, www.aviationtoday.com

he U.S. Marine Corps is not letting go of its K-Max unmanned aerial system (UAS). Having deployed two K-Max K-1200 UAS and three ground control stations in November 2011, with the aim of trailing them until May 2012, that deadline was extended up to the end of the fiscal year of Sept. 30, 2012. However, USMC has just issued a further extension of another six months beyond that (with an option for a further six months) which could keep the capability in-theatre until September 2013—which will mean nearly a two-year deployment. The two-ship deployment had by the end of July 2012 clockedup 485 sorties, flying 525 hours and lifting over 1.6 million pounds of cargo, with an average of around 4,500 lbs of cargo per mission. Flights were conducted during the night.

The unmanned K-Max is a joint venture between the aircraft manufacturer Kaman Aerospace and Lockheed Martin, which provides the mission management and control system. It was fielded as a result of a Joint Urgent Operational Need identified by the USMC in 2010. In May this year, Marines attached cargo to the UAS while it hovered above them—a ‘first’ during the deployment. This had not been tried before in 20 years of K-Max operations. This success gave the Marines the capability to send cargo back and not just receive it as had been the case to date. Speaking from Naval Air Systems Command, Patuxent River on July 10, NAVAIR Commander Vice Admiral David Architzel stated: “Every time you can eliminate even a portion of a convoy, you eliminate the possibility of someone losing their

life from an IED on the roads.” He further praised the integration of the project. “We accomplished our mission, collected test data and proved that Cargo UAS is a viable capability,” said Major Kyle O’Conner, the commander of the VMU-1 cargo detachment, whose mission was not only to fly routine scheduled cargo missions to build data but be of practical use to the Marines in their daily fight through external cargo delivery. O’Conner highlighted the experienced reliability of the K-Max: “It was fully mission capable 90 percent of the time.” Bad weather and maintenance accounted for the other 10 Continue on page 17

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Industry and Technology: USMC Looks at K-MAX in Afghanistan... Continued from page 16

percent. However he revealed that their maintenance figures indicated “less than two hours needed per flight hour” which he said was a low cost. Missions lasted around one hours with a 20-minute turnaround time during which the aircraft was shut down, refuelled, the cargo hooked up and then restarted. It allowed for around six sorties per night. Feedback from the field included challenges in the areas of flight clearance approvals to changes in the original plan, safety zone restrictions and the over-simplification of the operator interface. According to O’Conner: “The challenge was that we had a simplified system with highly trained operators who could have handled a lot The K-MAX is doing heavy-lifting at Yuma Proving Ground. Photo by Eric Storm, www.milpage.com more control of the UAS ... however we made a conscious decision to stick with the simplified from the start [Ed]. O’Conner’s further suggestions included the development of a standardized system because we wanted to validate the concept as written.” No bad thing— platform with modular components. He said that mission width could be expanded by the better to have the ability to increase the addition of a camera pod for ISR missions, a hook and long line for cargo pick-up, longcomplexity rather than be overloaded range fuel pods and the potential weaponization of the platform.

George Galdorisi Books on Sale at NHA $1500

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Rotor Review # 118 Summer / Fall ‘12

Features

Embracing Life at the Margins Article by LCDR B.J. Armstrong, USN

ur rotary-wing community faces a number of challenges as we drive the ship deeper into the 21st century. In his article, “MH-60 Sierra’s Future Marginalized or Vitalized?”, CAPT Doug Yesensky, brings up a number of significant questions worthy of discussion. The rebalancing of American naval forces back to the Pacific theater, the continued challenges in the 5th FLEET AOR, the development of AirSea Battle’s operational concept, as well as a continued global struggle with non-state actors and extremists, all impact our tactical, operational, and strategic level outlook. Three solid suggestions have been made that will help make Sierras more viable for a blue-water naval conflict. Adding the capability to drop torpedoes in support of Romeo-led anti-submarine warfare would make a significant difference in the undersea fight. The Romeo’s airframe is already heavy with the fuel and sensor suites required for sustained dipping operations. Developing a hunter/killer tactical concept, where Romeos detect and isolate an undersea threat and

Sierras conduct the engagement, just makes sense. The H/K concept can and should be developed into antisurface warfare as well. Doing so would require another increase in the Sierra’s weaponeering options with the development of a true anti-ship missile. The Hellfire simply isn’t up to the job with range which is too short and a warhead that is too small. Finally these new tactical concepts would be assisted by the development of more robust sensing and downlink capability. For example, organic video-scout systems provide Sierras the capability to link their MTS imagery back to the ship at medium ranges and would be a significant improvement over basic use of an SSC checklist and radio. All of that being said the Sierra’s current capabilities cannot be, and should not be, discounted. Adding significant new systems, like RADAR, will take up space and add weight, which limits the great versatility and the modularity that has become an

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important part of today’s naval systems. The CNO, ADM Greenert, recently wrote of the importance of payloads over platforms in the U.S. Naval Institute’s Proceedings, and the Sierra’s modular and kit-based systems fit perfectly in his vision.1 The inshore fight will still matter in the coming decades, as will the aircraft’s SOF support capabilities. Having deployed as OIC of an Armed Helo DET that conducted operations with an ARG/MEU team in support of UNIFIED PROTECTOR off Libya and maritime security in the 5th FLEET AOR, I can say there is still ample opportunity for employing the capabilities that we have already fielded.

East Asian Considerations

The current weapons loadout for the gunship rigged MH-60S heavily favors near-shore operations and the engagement of Fast Attack Craft and Fast Inshore Attack Craft (FAC/FIAC). Iranian tactics, techniques, and procedures (TTPs) are frequently used as the starting point for Continue on page 19

Features: Embracing Life at the Margins Continued from page 18 discussions of the Sierra’s use. Multiple trips through the Straits of Hormuz by CVNs and LHDs escorted by both Sierras and Romeos (in the CVN case) have demonstrated these aircraft are vital to maintaining the defensive posture of Strike Groups. These are not special operations missions, as force protection for straits transits are a classic maritime mission and every Strike Group should be capable of conducting these organically without reliance on outside units. However, Iranian TTPs and order-of-battle aren’t the only ones to consider. The People’s Liberation Army Navy (PLAN) of China has continued a significant force buildup. Much of the attention has been on the former Soviet

killer.”3 Likewise the North Korean naval forces rely heavily on FAC/FIAC vessels. Sierra FAC/FIAC TTPs using targeting cues from Romeos to engage the PLAN FAC concept of operations and disperse the flotilla is a worthwhile use of the systems and weapons that have already been developed. While there has been much writing and discussion of the naval arms race in Asia’s undersea elements, the rapid construction of FAC’s and Offshore Patrol Vessels has been a secondary part of many Pacific nations’ building plans.4 The ground strike capability brought to the inshore fight by Hellfirearmed Sierras also shouldn’t be overlooked. In any struggle for the first island chain, and just beyond, mobile shore-based anti-ship cruise missile

ll of that being said the Sierra’s current capabilities cannot be, and should not be, discounted. The CNO, ADM Greenert, recently wrote of the importance of payloads over platforms in the U.S. Naval Institute’s Proceedings, and the Sierra’s modular and kitbased systems fit perfectly in his vision.1 Having deployed as OIC of an Armed Helo DET that conducted operations with an ARG/MEU team in support of UNIFIED PROTECTOR off Libya and maritime security in the 5th FLEET AOR... there is still ample opportunity for employing the capabilities that we have already fielded. aircraft carrier Varyang and larger ships.2 However, the place with the greatest growth in the PLAN has been in the Flotilla. The Chinese see vulnerability in American forces which they believe FACs are uniquely suited to exploit. Construction of the Houbei class FAC has continued unabated over the last several years and the PLAN missile boat Flotilla is approaching triple digit numbers. CDR John Patch, an instructor at the U.S. Army War College, has written about the threat they pose and has labeled them a “thoroughbred ship

(ASCM) batteries are going to play a role. The ability for maritime assets to engage these ASCM sites, once they are located, will be vital. Just as Sierras flew patrols of the Libyan littorals during Operation ODYSSEY DAWN there is a potential they could be used in Asian waters as well. These are missions for which we are already training. Obviously, the antiair threat environment will dictate a part of the scenario, since the enemy always gets a “vote,” however as PLAN forces push beyond their established bases the anti-air umbrella will be harder for

them to maintain. Because much of the fixedwing strike inventory is likely to be busy with missions of longer range, rotary-wing assets will be needed to contest the islands, shoals, cays, and other areas in the littoral region.5

Irregular Challenges

It is unlikely our armed forces will become involved in large-scale counterinsurgency conflicts in the near future. However, new strategic approaches like offshore balancing will continue to require rotary-wing support for special operations forces, even as the general purposes force’s (GPF) involvement ashore becomes less common. ADM McRaven and Special Operations Command have already announced their intended programs to “Take SOF Global.” These kinds of wide ranging SOF mission will require two things from the navy’s rotary-wing community. First, SOF exercises and the training of both American and allied SOF units is heavily reliant on training support from rotary-wing assets of the GPF. The Army’s 160th SOAR and the Navy’s HSC-84 and -85 are likely to continue to get the call for the majority of preplanned operational missions. However, much of the time they are busy with operational flying. The requirement for rotary-wing support for SOF unit level training and multinational exercises is commonly assigned to the helicopters of the GPF HSC Expeditionary squadrons. Without this training support, SOF forces will start to lose their sharply honed edge. Using examples just from the squadron where I am currently assigned, HSC-28 DET 1 in Europe and DET 2 in the Gulf of Aden regularly supported SOF training evolutions with SEALs, EOD, allied SOF, and Joint Special Operations Task Force units during the past year. Second, the regular training and integration between SOF units and GPF rotary-wing assets provides a back-up force in waiting for operational missions. The world is a big place, and forward deployed naval forces can provide assets already in theater when a crisis emerges. There may not always be the time or resources available to fly dedicated SOF helicopter assets (160th, 84 or 85) to the scene of a rapidly developing crisis. Naval helicopter detachments that have spent time

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Features: Embracing Life at the Margins Continued from page 19

training with SOF are capable of providing the extra “bandwidth” that is sometimes needed for crisis response. Does this happen often? Admittedly, it does not and nobody likes being the perennial “also ran.” However, since the training support is needed by the SOF community for their unit level and operational level training there isn’t any reason why the Sierra community shouldn’t continue to train for SOF support.

At The Margins

The renowned strategist and naval author Alfred Thayer Mahan wrote that we should consider two things when approaching naval affairs. What is the worst case scenario? What is the most likely scenario?6 Preparing for the potential AirSea Battle, and looking at the near-peer competitors of potential future conflicts, is the worst case scenario and does require us to assess ways to improve the TTPs and weaponeering options for the MH-60S. However, the most likely military operations in the coming decade are smaller “offshore balancing” type operations, which have been conducted in the Horn of Africa region and elsewhere. These operations will occur at the margins of the world and a helicopter with a proven capability at the margins will be needed to support them. (Endnotes) 1. Jonathan Greenert, “Payloads Over Platforms,” U.S. Naval Institute’s Proceedings, Vol 138, No. 7, July, 2010. 2. David Millar, “China’s Aircraft Carrier: Why it Matters,” The Huffington Post, 8 August 2011. 3. John Patch, “A Thoroughbred Ship Killer,” U.S. Naval Institute’s Proceedings, Vol 136, No. 4, April, 2010. 4. Abraham M. Denmark, “Below the Surface: The Implications of Asia’s Submarine Arms Race,” World Politics Review, 6 December 2011. 5. For more discussion of the possible inshore fight see Wayne Hughes, “Is there a connection between your strategic and tactical assertions?” Information Dissemination, 25 June 2012. http://www.informationdissemination.net/2012/06/isthere-connection-between-your.html 6. Alfred Thayer Mahan, “Preparedness for Naval War,” in The Interest of America in Sea Power, Present and Future (Boston, MA: Little, Brown, and Company, 1879): 180.

Last CH-46 Pilot Graduates

Article and Photo by Lance Cpl. Michelle Piehl, USMC (l-r) Maj. Gen. Andrew W. O’Donnell Jr., the CG of 3rd MAW, congratulates 1st Lt. Zerbin Singleton .

irst Lt. Zerbin Singleton qualified as the Marine Corps’ last CH-46 Sea Knight pilot with Marine Medium Helicopter Training Squadron 164 aboard Marine Corps Air Station Camp Pendleton, CA, May 23. The MV-22B Osprey is replacing the Sea Knight, making the accomplishment of Singleton particularly noteworthy. Several local news stations came out to record the event. “[The CH-46 has] been the backbone of the Marine Corps assault support program since about 1966,” said 1st Lt. Brian

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Heeter, a CH-46 pilot with HMMT-164. “That proves that it’s a workhorse, and that it has done great things for the Marine Corps and the United States as a whole.” The CH-46 has been used in military missions for nearly 50 years, and now is passing the torch to the Osprey. The versatility of the tiltrotor aircraft to serve as both a traditional helicopter and a propeller plane has deemed its worth in replacing its historical counterpart. “I think it’s an honor to carry on the legacy of those before us whom have flown [the Sea Knight] into combat,” said Heeter. “All the hard work it’s done for the Marine Continue on page 21

Features: Last CH-46 Pilot Graduates Continued from page 20

Corps makes it an honor to fly.” The 3rd Marine Aircraft wing is home to three remaining CH-46 squadrons. With only a handful of squadrons left, all Sea Knight squadrons will eventually transition to Marine Medium Tiltrotor Squadrons Earning the title pilot was no small feat for Singleton. He dutifully worked to keep his dream alive amongst the struggle of a drug-addicted mother’s arrest and the untimely death of his father Singleton would not be

defeated. Despite unfortunate circumstances, the Decatur, GA, native was a star athlete and valedictorian in high school. He continued his courageous journey while attending the Naval Academy in Annapolis, MD. Now he holds another honor, CH-46 pilot. “It’s just an amazing feeling,” said Singleton, the Marine Corps’ newest and last CH-46 pilot.

“I was in the right place at the right time and I was ready for the moment. But really I’m standing on the shoulders of so many before me. I know there are a lot of men and women who gave their life to make this the platform they did today.” Living his lifelong dream, Singleton can proudly claim a piece of history as the last CH-46 pilot.

Listen Up! Hearing Protection for 21st Century Helicopter Crews Article by LT Kelley Fitzpatrick, USN

very aviator is familiar with the sound. Each year we are required to sit in a glass box waiting patiently for those barely perceptible tones that are so quiet they could have been a figment of our imagination. Hearing tests occur hundreds of times a day across the Fleet, and every day dozens of Fleet aviators are advised of a “Hearing Threshold Shift”. This has become a massive problem for the Navy and the Department of Defense as a whole. Hearing loss bridges the gaps of almost every aviation community and is blind to the separate services. The Department of Veterans Affairs reports hearing loss and tinnitus as the number one and two claims for service related injuries, respectfully, and

related benefits totaling over $1.1 billion in FY09! At HSC-2 alone, between July 2006 and August 2011, there were 138 cases of permanent hearing loss. Permanent hearing loss is irreparable and no amount of disability will restore the ability to enjoy a quality of life afforded through undamaged hearing. We owe it to ourselves, and the Navy is obligated to its sailors to ensure permanent disabilities are kept to a minimum. This is an expensive problem; however, the solution is much less so. DOD is actually wasting money by not fixing this problem. The cost of a set of commercial-off-the-shelf active noise-

reducing (ANR) ear-cups is approximately $190. The potential benefits far exceed the alternative of spending billions of dollars on healthcare and disability. This system will ensure aircrews enjoy a higher quality of life both during and after their service. Many of us may have heard of, or even used, the Communications Ear Piece (CEP). While it was a good alternative five or ten years ago, technology has advanced. Not only has the need for long hours at a flight station with plastic jammed into one’s ear canals become unnecessary, but the discomfort and equipment failures increase the risk of distracted aircrew missing developing hazards and key Continue on page 22 Continue on page 22

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Feature: Listen Up!

he worst part of Naval hearing protection is that many pilots and aircrew decide against the use of double-hearing protection. Whether due to excruciating discomfort caused by poorly fitting CEPs or difficulty understanding radios when wearing “foamies”, far too many members of our community fly with only the HGU84 helmet’s ear-cups to protect their hearing. Unfortunately, too few realize that when exposed to the noise environment of a modern helicopter without a secondary method of protection, permanent hearing damage will occur in as little as an hour and a half. HGU-84 helmet’s ear-cups to protect their hearing. Unfortunately, too few communications. CEPs are prone to wiring realize that when exposed to the noise failures, tips becoming lodged in ears, speakers environment of a modern helicopter getting clogged with sweat, and, for many, without a secondary method of protection, permanent hearing damage repeated use creates hotspots that can make will occur in as little as an hour and them unbearable. The tips themselves can be a nightmare for supply departments to maintain a half. In fact, for flights involving as they seem to be constantly running out or a weapons firing, open doors, or degraded soundproofing, damage may occur in as particular size (inevitably the size you use) is little as 30 minutes! unavailable. All of these failures contribute to ANR alleviates many, if not one thing: the breakdown in CRM we read about all, of the issues discussed. The system in mishap reports and HAZREPs year in and year integrates into existing HGU-84 ear-cups out. In the middle of a 10-hour VERTREP or and, with quick release options and talk SOF operation with men and equipment dangling through capability, can easily be repaired from the aircraft, a crewmember should not be or used in the event the ANR component required to devote critical moments of attention fails. This technology has been in use away from the mission. The worst part of Naval hearing in the Federal Airways system for over 10 years; the testing and development protection is that many pilots and aircrew decide process has already been completed in the against the use of double-hearing protection. Whether due to excruciating discomfort caused skies above our nation. Several models by poorly fitting CEPs or difficulty understanding have been tested on carrier flight decks with no electromagnetic interference radios when wearing “foamies”, far too many (EMI) for operators, and some available members of our community fly with only the units produce no EMI Permanent hearing loss is irreparable and no in their operation. amount of disability will restore the ability to enjoy Additionally, plates can be installed to a quality of life afforded through undamaged shield the system hearing... DOD is actually wasting money by not from external emitters. fixing this problem. The cost of a set of commercial- The cost associated off-the-shelf active noise-reducing (ANR) ear- with installing ANR cups is approximately $190. The potential speakers is, for the most part, a one-time benefits far exceed the alternative of spending evolution with the billions of dollars on healthcare and disability. exception of nine-volt Continued from page 21

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batteries, which last up to 25 hours, and repairs, which are no more costly than those to current ear-cups and CEPs. The benefits of an ANR system far outweigh the costs. The system is available and ready for large-scale distribution, and the total cost of outfitting every aviation command would be less than the costs incurred by the VA for one year of disability benefits. Incorporated sound attenuation is comparable to and covers more low range frequencies than CEP or double hearing protection. There are very few reasons not to transition to a more effective, comfortable, and robust system such as ANR ear-cups. The technology is here and has been for over ten years. Now is the time for the Navy to step into the 21st century and meet the standards set by civilian aviation to ensure our Fleet aircrews do not lose this precious, irreplaceable gift!

Feature

“Immediate CASEVAC”: The Dragonslayers’ Encounter with Tragedy Aboard the S/V Quest Article by LT Seth Saalfeld, USN

n the morning on February 18th, 2011, in the Gulf of Aden, the S/V Quest, a sailboat containing four American citizens attempting to sail around the world, came under the attack of Somali pirates. Since 2006 the Horn of Africa has become plagued with pirates that hijack merchant traffic, hold crews hostage, and demand ransom. During this incident, nearly 30 vessels and 660 innocent mariners were under the control of pirates. The treatment of these hostages has increased in brutality and the amount of the ransom now averages $5 million. These large ransoms are often secured by the pirates who reap the benefit of well-insured merchant companies. Captured individuals brought to the ungoverned shores of Somalia can experience long hostage ordeals. One such case involved a British sailing couple who were finally released once a ransom had been paid after 388 days. Becoming aware of the attack, the Quest made a distress call that was responded to by a Danish member of a multinational coalition of warships presiding over the Gulf of Aden and Indian Ocean aimed at limiting the success of the pirates. The warship arrived on scene to find a pirate mothership providing support to those already aboard the Quest. With the Quest having been successfully commandeered by the suspected pirates, the warship aimed to intercept the mothership and capture those aboard. In the process, all but two suspected pirates on the mothership escaped into the water to be picked up by the pirated Quest. In all, 15 suspected pirates held control of the 58-foot sailboat as it began to head for Somalia. In the following days, four U.S. Navy warships, including the USS Enterprise (CVN-65) with its embarked helicopter squadron of the HS-11 Dragonslayers and additional Special Forces, would arrive to aid the Americans held hostage. Flights to exercise tactics between the Special Forces and the HH-60H Seahawk helicopter, a proven U.S. Naval Special Warfare asset, would factor into further planning to free the American hostages.

In the middle of that rescue plan is where we found ourselves on the morning of February 22nd. Dragonslayer 614 would be the helicopter in the position of airborne mission lead. Also aboard 614 were a communication specialist and two pararescuemen. The primary casualty evacuation (CASEVAC) aircraft would be Dragonslayer 615 with a medical specialist and two pararescuemen in the cabin. The same flight had been briefed and flown the day before, as while hundreds of sailors watched from the Enterprise catwalks, the Special Forces boat crews were seen practicing nearly the same maneuvers they would employ in earnest the next morning. This was all in plain view of the Quest, from whom no reaction was observed as it continued its westbound creep, shadowed by two U.S. warships on each side with the USS Enterprise always nearby. Communication and staying out of each other’s way were emphasized between the two Dragonslayer flight crews during the briefing, with the understanding that we were to respond to anything needed by the Special Forces whose specific plans were not known at the time. The crews were prepared for the possibility that nothing would occur on this flight just as nothing had happened the day before. Fully briefed and with the aircraft prepped, the crews stood by ready to be airborne within five minutes of getting the call to go. Dragonslayer 614 experienced issues starting one of their engines and continued to troubleshoot as 615, with both engines running, established communications with a mission commander in the tower and the boat force commander. Lastminute discussions took place with the pararescuemen who revealed the goal of the day was to render the Quest’s outboard motor unusable, thereby frustrating the pirates’ efforts to make it

to Somalia. This sounded like a promise of some activity; however, no one could have known the events that would soon take place. At 0851, the call came to launch as the Special Forces boat crews were ready to depart. Dragonslayer 615 was the first off deck outbound to an overwatch position well behind the Quest and the shadowing warships while Dragonslayer 614, the mission’s lead helicopter, was still delayed with engine problems. The forward looking infrared (FLIR) camera on the nose of the aircraft was trained on the scene as the boat crews took a position behind one of the warships that had just completed a wide circle to put itself nearer the Quest. Only 20 minutes into the flight and almost immediately as the warship’s turn was complete, radios lit up with chatter “RPG fired, RPG fired!” A rocket-propelled grenade had been fired at the USS Sterett (DDG-104). “Shots fired, shots fired on board!” came seconds later. The boat crews sprung out from behind the ship and quickly approached the Quest. As swiftly as they arrived, Special Forces boarded the sailboat just as the FLIR showed a weapon being thrown from the deck of the Quest. The suspected pirates had opened fire on the four American citizens. Dragonslayer 614 had arrived during this initial response and was now, through communication with 615, trying to determine the full scale of events as a dynamic scene appeared to unfold in front of them. “Immediate CASEVAC! Slayer 615 immediate CASEVAC!” There would be no time to draw a picture, we were inbound. Conditions of the casualty evacuation (CASEVAC) were quickly relayed and it was agreed, in the aircraft, to insert the pararescuemen to Continue on page 24

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Feature: Immediate CASEVAC: The Dragonslayers’ Encounter with Tragedy... Continued from page 23

assist. A 15-foot hover was going to be the best method. “Standby to deploy swimmers!” “Jump! Jump! Jump!” These were standard calls on this anything-but-standard mission. Now in the water, the pararescuemen were immediately picked up by a special boat crew and delivered to the Quest. As the aircraft came to a 70-foot hover, a patient pickup was soon coordinated with the boat force leader. A boat positioned itself below the helicopter and hoisted the first MEDEVAC in a litter. The Dragonslayer aircrewmen smoothly brought it aboard and the medical specialist went to work on Phyllis Macay, a 59-year-old sailing enthusiast from Seattle, Washington. Macay, a member of the Seattle Singles Yacht Club, had recently joined her friends on the Quest. 615 departed the hover and used all the speed the helicopter could deliver in returning to the aircraft carrier where more medical assistance stood informed and prepared. At 0935, the medical specialist and patient were received by the USS Enterprise medical team. The specialist would stay with Macay. With no delay, 615 lifted off and hustled back to the scene where 614 was now standing by to assist. “Slayer 615, Immediate CASEVAC!” was heard again. Our relative position and role as primary CASEVAC brought the call, but with our medical specialist back on the Enterprise with Macay, we had no dedicated medical personnel aboard. That meant one of our pararescuemen would come up with the patient. A 70-foot hover was maintained again as the aircrewmen hoisted the victim and pararescuemen simultaneously to the aircraft. Bob Riggle was also a member of the Seattle Singles Yacht Club who had recently joined the others on the Quest. As a veterinarian, Bob often volunteered at the Seattle Animal Shelter. Rescue breathing was performed by the Dragonslayer aircrew during the short transit as the Enterprise was now much closer.

At 0945, the ince 2006 the Horn of Africa MEDEVAC patient and has become plagued with pirates pararescueman were delivered, that hijack merchant traffic, hold both leaving with the medical crews hostage, and demand ransom. team. 615 was again airborne. The treatment of these hostages has Dragonslayer 614 was called increased in brutality and the amount in for a MEDEVAC soon after of the ransom now averages $5 million. 615 had left the scene with Captured individuals brought to the Bob Riggle. This time they ungoverned shores of Somalia can lowered a litter for the patient experience long hostage ordeals... to the boat and then quickly hoisted the third MEDEVAC. Scott Adam, from A 24-hour guard in full dress Marina del Rey, California, was retired uniform would be manned by young sailor and in his 60s. He had started off on and Marine volunteers as long as Jean and a quest with his wife to sail around Scott Adam, Bob Riggle, and Phyllis Macay the world delivering Bibles on a remained aboard, a shining representation of mission through their Santa Monica the American spirit. The same was shown church. They had been sailing full- in their departure. Complete with scripture time to remote regions of the world readings, prayers for their families, and since 2004. Throughout the past the choir singing “Amazing Grace,” over a few days he had maintained a line of thousand personnel of the USS Enterprise communication between himself, his and Carrier Air Wing ONE lined the path to captors, negotiators, and leadership of the plane that would take the foursome back the U.S. Navy ships with the sailboat’s to the United States. radio. En route to the Enterprise, the It was clear the events of the Quest pararescueman performed lifesaving had become emotional for many. For the efforts until 0950 when he was delivered Dragonslayers of HS-11 it would not be to medical personnel. the last piracy encounter. Less than four At the same time, Dragonslayer weeks later Dragonslayer 612, an SH-60F, 615 was repositioning for the fourth call successfully interrupted a hijacking of a for CASEVAC and again recovered foreign merchant vessel. They received the litter in the same manner as before. and returned fire during the event while the Jean Adam, also in her 60s, had called suspected pirates successfully evaded to their the Quest home along with her husband mothership. The track of the mothership Scott. They were continuing their would be lost overnight as concern turned chosen mission with their friends on to the possibility that other suspected pirates their way from India to Oman before could have still been on the merchant being hijacked. She was delivered to vessel. medical personnel at 0955. The actions involving the Quest Both aircraft remained hijacking and that of the merchant vessel, airborne to help coordinate the transfer along with the results of charges brought of the captured pirates. Thirteen of the upon all suspected pirates will continue to 15 hijackers left the Quest alive to face shape U.S. policy. On August 13th, 2012, charges along with two more that had Mohammad Saaili Shibin became the been previously captured. Dragonslayer twelfth of the fifteen captured hijackers to be 614 and 615 would both land before sentenced to life in U.S. federal prison. The noon. remaining three defendants are accused of The hours and days to follow firing the shots that killed the four Americans would bring up many questions. But and are being prosecuted for murder. there would be no question as to the The brutality and scale of piracy loyalty and reverence shown to four activities is clear, and the efforts of the fallen Americans. coalition and U.S. military to reduce these None of the four former activities will continue. We all hope for their hostages survived the gunshot wounds success. they received from the pirates.

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Feature

A Work in Progress — The Armed Helicopter Amphibious Detachment Article by LT Lee Sherman, USN

Editor’s Note: Last quarter we published an article on the this topic written by LT Clint Johnson from HSC-23. Below you will find some creative approaches to the same problems proposed by LT Lee Sherman from HSC-28. Despite writing from opposite coasts, the two authors have encountered similar growing pains as the HSC-Expeditionary community attempts to determine its identiy within the Amphibious Ready Group. get to perform a limited amount of nontraditional ISR with blue/green intelligence recently returned from my assets. Additionally, the detachment squadron’s first MH-60S proved themselves and the MH-60S as a “Armed Helo Detachment” on board counter-piracy platform during the rescue USS Bataan (LHD-5). We deployed of the M/V Caravos Horizon. early in response to the civil war that Unfortunately, no matter how broke out in Libya. Everyone in the many weapons you put on it, or how HSC Expeditionary community was much you train the pilots, the MHexcited about the chance to employ 60S detachment on an LHA/D is still our new “Armed Helicopter” and pigeonholed as the “SAR DET”. With demonstrate our tactical acumen to the that stigma comes the unwillingness or fleet. Our predecessors from HSC-22, inability for ARG, MEU, Ship, or ACE on board USS Kearsarge (LHD-3), and leadership to release the HSC detachment HSC-23, on board USS Peleliu (LHAfrom airborne SAR and logistical duties. 5), had introduced the new capability to The Armed Helicopter was created so a the fleet and had already created a solid theater or other mission commander could reputation for the community within the say, “Yes. I do have a tactical asset for the 5th and 6th Fleet areas of responsibility. job.” Unfortunately, supporting the ACE’s Unfortunately, due to NATO assuming flight operations consistently take priority. What the Navy’s operational recently returned from my squadron’s first MH-60S “Armed Helo and HSC Expeditionary community Detachment” on board USS Bataan (LHD-5) [...] in response to the leadership has failed to recognize is civil war that broke out in Libya. Everyone in the HSC Expeditionary that their tactical asset is tied to a short community was excited about the chance to employ our new “Armed leash called the “Starboard Delta.” If Helicopter” and demonstrate our tactical acumen to the fleet. Our we seriously want to be a player in predecessors from HSC 22 and HSC-23 had introduced the new capability the strike and anti-surface warfare community, the Navy needs to make to the fleet and had already created a solid reputation for the community some changes to the way it structures ... Unfortunately, due to NATO assuming command of Operation Unified its MH-60S detachments on board Protector, HSC 28 Detachment TWO was never operationally employed.

command of Operation UNIFIED PROTECTOR, HSC-28 Detachment TWO was never operationally employed in the Mediterranean. Our follow-on orders directed us to 5th Fleet and the Gulf of Aden. The GOA and Horn of Africa region is a haven of opposition forces from terrorist training camps to Somali pirates. This operational environment is an ideal proving ground for both the maritime and overland tactical mission capabilities of the Navy’s MH-60S armed helicopter. There was work to be done and tactical missions available, but again, Detachment TWO and their new armed helicopters were employed at a minimum frequency in such a warfare role. On the plus side, we did

Continue on page 26

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Features: A Work In Progress —The Armed Helicopter Amphibious Detachment Continued from page 25

LHA/Ds. Changes include established mission roles and priorities, detachment composition, intelligence resources, berthing and work center spaces and even the detachment’s name.

Community Identity Let’s start with the simple concept of identity. A whole unit broken into multiple autonomous parts is generally weaker. Giving each part a different name weakens it further. For example, when we deployed, we assumed the detachment name of HSC28, DET 2 Warrior Kraken (at home, we are the Dragonwhales). The problem with this is that everyone we worked with had to learn our new DET name. Additionally, once the deployment ends and the detachment dissolves, nobody will likely hear that name again. All of our hard work and reputation as a reliable community asset will also disappear. If we always use the squadron’s name, operators will come to know who we are and our reputation will precede us. All squadron detachments should only carry the squadron name plus “DET X”. The other benefit to having a consistent name is that it would help in deterring the “SAR DET” label. You would never call a CVN squadron the “SAR Squadron.” They have a squadron name and provide several tactical capabilities besides SAR. When I was deployed on board USS Harry S. Truman (CVN-75), our H-60 Squadron was HS-7, the Dusty Dogs. I never once heard them referred to as the “SAR DET” and I imagine they would take great offense to such a label. Now that Expeditionary HSC detachments train to tactical missions and embrace a warfare mindset, the question of what our primary mission is needs to be addressed. Is our primary “mission” SAR? Or is it the simply a part of our daily routine? HSC Expeditionary detachments have worked hard to match the capabilities of our CVN counterparts and have earned the right to no longer be referred to as the “SAR DET”.

Detachment Structuring

nfortunately, no matter how many weapons you put on it, or how much you train the pilots, the MH-60S detachment on an LHA/D is still pigeon holed as the “SAR DET”. With that stigma, comes the unwillingness or inability for ARG, MEU, Ship, or ACE leadership to release the HSC detachment from ASAR and logistical duties. The Armed Helicopter was created so a theater or other mission commander could say “Yes. I do have a tactical asset for the job.” Unfortunately, the ACE’s flight operations (often only training or proficiency ops) always take priority.

T h e current HSC expeditionary d e t a c h m e n t ’s two-bird, threecrew skeleton structure is not sufficient to support both SAR and tactical missions simultaneously. One of the issues that ship and MEU/ ACE leadership are rightfully concerned with is having a daily SAR asset. The SAR requirement should not even be a consideration when planning a mission such as an opposed boarding, in which the H-60 could play a very useful role. Since LHA/D H-60 detachments man a 24-hour SAR alert, two of their three crews are now unavailable for other missions. There needs to be daily SAR crews to mange SAR so the tactical mission crew(s) can focus on the tactical mission. The problem gets exacerbated when you have a med down pilot, especially if he/she is one of your SWTP-qualified mission commanders. Furthermore, many of our mission profiles require a two-helicopter composition. With the two-bird detachment, even if you did not have a SAR requirement during the mission time, detachments are still burdened with the “two to make two” problem. Aircraft often go PMC/ NMC due to scheduled or unscheduled maintenance. Without a backup aircraft, your high-priority mission may end up scrubbed. Dependability is the cornerstone of any new community that is trying to gain recognition and validity, especially with the special warfare communities. The minute that we fail to provide the services that we advertise, customers will stop calling us. The bottom line is that we have always stretched our minimalist structure thin and wide. As we have expanded our mission capabilities, we have outgrown our current detachment structure. The mission demands of the modern day

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expeditionary detachment require a minimum of five crews and three armed helicopters. Of course with additional crews and aircraft comes an increased OPTAR requirement. In the current LHA/D Detachment structure, detachments are allotted 120 flight hours per month. This allotment yields an average of 40 hours per month for each pilot and aircrewman. It is my belief that 30 hours per month per crew is sufficient for training, currency, and proficiency needs. Thus an OPTAR increase to 150 flight hours per month would be adequate for five crews. From a maintenance perspective, that’s six total phase inspections (for an average seven-month deployment) spread over three aircraft. One major advantage here is avoiding the timeconsuming and labor-intensive “D” phase.

Real Estate A larger detachment will require more overall real estate. Additional aircraft require additional hangar and deck space. For each aircraft added, there will be an additional ISU-90 container, a larger PUC/AVCAL and more maintainers to maintain them as well as additional work spaces. Increased flight and maintenance crews require increased berthing. Furthermore, a DET with such a vast mission set needs a proper place to plan and brief missions. Other squadrons have this. It’s called a ready room. For years, the “SAR DET” has been stuffed into random closets aboard the LHA/D. If you want us to become a professional and tactical unit, we should be treated accordingly. Nothing is more unprofessional, let alone embarrassing, than inviting the senior leadership to your broom Continue on page 28

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Rotor Review # 118 Summer / Fall ‘12

Features: A Work In Progress —The Armed Helicopter Amphibious Detachment

he HSC expeditionary community has entered into the tactical arena and brought the MH-60S Armed Helicopter with them. The result is a community that is not ... close to realizing its full potential. If the community wants to thrive as a true warfare asset, it needs to focus on what its mission truly is and place an identity to it. [A]rmed helo detachments need to deploy on a smaller ship such ... where their focus can remain on the tactical mission at hand rather than being perpetually pigeon holed into supporting the ASAR and logistical requirements of the big deck amphib. Continued from page 26

closet for a brief. Again, look to the CVN side. HS/HSC squadrons have a ready room, just like their fixed wing counterparts. Why should the expeditionary side be any different? On our LHD, when the Harriers went on strike alert, they manned it in their ready room. When the SAR helicopter went on alert with them, they manned it in their broom closet and staterooms. That is unsatisfactory. The LHA/D air department will tell you that they are running out of real estate. There is definitely some truth to this, but the need for more real estate still exists. Perhaps, if there is not enough room for a complete three aircraft detachment on the LHD, we need to look for other platforms to embark. Perhaps a good option is a four-bird DET with two on the LHA/D for SAR/PMC and two embarked on the LPD for tactical operations. Perhaps we need to utilize the existing aviation ships within the ARG more efficiently and commit to using amphibious ready groups as they are designed and not splitting them in theater. I am confident that there is a solution, even if it has not been thought of yet.

Intel Support Tactical missions require intelligence. Every TAC AIR and CVN HS/HSC squadron has an Intelligence Officer as well as a couple of enlisted Intelligence Specialists. Carrier Air Wings have an Intel staff. On CVNs there is a dedicated work center (CVIC) in which to gather and disseminate Intel from various sources. On LHA/D deployments, the Marine MEU/ACE embarks with a large Intel staff as well. Currently, HSC expeditionary squadrons have no internal source of intelligence. Not one single Intelligence Officer or Intelligence Specialist either at home guard or on detachments. On the LHA/D, all

we have access to is the ship’s Intel staff. Unfortunately, they are not accustomed to working with the aviation side of the Navy. The ship’s intelligence department is neither experienced nor trained to support potential missions of the current HSC expeditionary detachment. Thus any intelligence they gather is focused around the ship’s own specific mission. Any useful intelligence that may trickle down to the HSC detachment is in actuality a secondary or tertiary effect. In addition to human resources, there is no workcenter dedicated to blue airside intelligence. If there is no space available to allocate to us, then HSC detachment staterooms and existing workspaces should have high side and low side LAN drops installed (which is not the standard on all LHA/D’s). The bottom line is that we, the HSC expeditionary community, need to become self-sufficient, just as our CVN and Marine counterparts are. We should not have to beg, borrow and steal from outside resources on a regular basis. Every expeditionary squadron should have at least one Intel Officer at home guard to manage overall intelligence related needs of the command and deployed detachments. Additionally, a competent and experienced Intelligence Specialist should deploy with Armed Helicopter detachments. Furthermore, amphibious ship intelligence departments need to learn how to integrate with their blue team aviators in order to become a more effective team overall.

Conclusion The HSC expeditionary community has entered into the tactical arena and brought the MH-60S

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Armed Helicopter with them. Unfortunately, we did so without setting up the supporting infrastructure required for true success. The result is a community that is not currently close to realizing its full potential. If the community wants to thrive as a true warfare asset, it needs to focus on what its mission truly is and place an identity to it. Only then can you properly structure the armed helicopter detachment with three aircraft and five crews. Once the detachment is built, it must be supported with a suitable maintenance department, intelligence support and enough funding to maintain currency and proficiency. After that, determine to where and on what assets armed helicopter detachments will embark upon. It is my opinion that the LHA/D may not be the ideal vessel for the armed helicopter; at least not until higher echelon leadership commits to some aggressive doctrinal changes. It is my stance that armed helo detachments need to deploy on a smaller ship such as an LPD where their focus can remain on the tactical mission at hand rather than being perpetually pigeonholed into supporting the SAR and logistical requirements of the big deck amphib. Looking back, our deployment lasted an unprecedented 322 days, from March 23rd, 2011 until February 7th, 2012. In nearly a year at sea, our armed helicopter detachment was employed “tactically” just eight times. Two of the missions consisted of fairly benign NTISR, which actually yielded very positive results. Two were anti-piracy missions performed jointly with allied forces, and four were ATFP/ ASUW missions. Of note, the second antipiracy mission launch was delayed due to a conflict between the operational mission at hand and the SAR requirements for a training mission. The fact that a training mission was even a concern, let alone cause for delay, when lives were at stake, is entirely unacceptable. It’s a fact that there was an abundance of missions in theater where the Naval helicopter asset could have been employed effectively. In all, had we not been pigeonholed into the SAR role, we (the ARG, MEU, Ship, and Detachment) could have had a far greater footprint within our AOR. This begs the question: Is the Navy truly getting much of a return on their investment in the MH-60S Armed Helicopter and the extensive training required to employ it? Will they ever? Only time will tell.

Coast Guard Aircrew Awarded For 1988 Alaska Rescue Article and Photos by PO3 Class Jonathan Klingenberg, USCG

RADM Ostebo gives recognition to the crew of a Coast Guard HH-3F Pelican helicopter, for a 1988 rescue from the fishing vessel Wayward Wind 115 miles southwest of Kodiak.

ADM. Thomas P. Ostebo gives recognition to the crew of a Coast Guard HH-3F Pelican helicopter, for a 1988 rescue from the fishing vessel Wayward Wind 115 miles southwest of Kodiak, during a ceremony at Air Station Kodiak Thursday, July 19, 2012, in Kodiak, Alaska. The each of the aircrewmembers was awarded an Air Medal for their heroic

actions that resulted in two lives saved. RADM Thomas P. Ostebo reads an honorable citation to Petty Officer 1st Class Marty Heckerman at Air Station Kodiak Thursday, July 19, 2012, in Kodiak, Alaska. Heckerman, an aircrewman aboard the Coast Guard HH-3F Pelican helicopter, was involved in a rescue that

saved the lives of two people from a sinking fishing vessel in 1988. Debra Neilson, one of the two survivors of the sinking fishing vessel Wayward Wind, gives her thanks to the Coast Guard HH-3F Pelican helicopter crew who rescued her more than 24 years ago Thursday, July 19, 2012, in Kodiak, Alaska. Neilson later explained that the aircrew also saved the life of her future daughter whom she was carrying at the time of the rescue. CDR Joe Mattina, the aircraft commander aboard the HH-3F Pelican helicopter that saved the lives of two people aboard the fishing vessel Wayward Wind that sank in 1988, receives an Air Medal from RADM Thomas P. Ostebo during a ceremony at Air Station Kodiak, Thursday, July 19, 2012, Kodiak, Alaska. Mattina and his crew conducted the rescue at a time before rescue swimmers at Air Station Kodiak and executed some very challenging maneuvers in 15-foot seas, 40 mph winds and blowing snow during the rescue.

Photos (l-r) show Debra Neilson, one of the two survivors31 thanking theRotor crew;Review standing withSummer the RADM is CDR. # 118 / Fall â&#x20AC;&#x2DC;12 Joe Mattina (l), the Officer-in-Charge during rescue; and the RADM reading a honorable citation to PO1 Marty Heckerman.

Rotor Review # 118 Summer / Fall â&#x20AC;&#x2DC;12

The Joys of Driving a New and Unique Machine (Part Two) Article by CDR Robert A. Close,, USN (Ret)

Historical

HELICOPTERS in the EARLY DAYS

s I mentioned in the last Rotor Review, there are many sea stories from my cruises to many places and on many ships – Norfolk, Key West, the Med, Norway, France, Gitmo (Guantanamo Bay Cuba), USS Missouri, USS Midway, USS Palau, etc. The point I made the last time is that my experiences were very routine for the time and stage of helo development. We were all volunteers. Most times we were the first helo on the ship, or to visit a town or country. As very junior officers and detachment O-in-Cs, we were the "experts" and were proud of never missing a flight and always being willing to see just how far we could push the machines. The pilots who manned the machines on the Icebreakers for seven months in the Antarctic for the annual International Geophysical Year Expeditions, or the five months in the Arctic, or to Africa and South America on the hydrographic survey ships like USS Tanner – they are the ones with the most hairy survival stories. Once again, our helos had no control boosts, no ASE (automatic stabilization equipment), only a turn-and-bank indicator (useless), no artificial horizon (useless in a helo since aircraft attitude is no indicator of flight path), one VHF radio (good for about 15 miles at our usual over-water altitude of 100 feet), no directional gyro – just an automobile-like magnetic compass sitting on top of the dash board swishing back and forth some 30 degrees.

Here is a continuation of my more interesting sea stories Failed Baby Step Toward Amphibious Vertical Assault The following is a brief account of the first stumbling baby steps in the development of amphibious operations using helos, and the trial of defensive tactics where a tactical nuclear bomb might be used by or against our forces. The largest helos the Navy and the Marine Corps had in the early 1950s were the six Piasecki HRP-1s, a pipe and canvass-covered banana with twin tandem rotors and a carrying capacity of, I think, nine troops. A real dog, but fun to fly if most things worked. In November 1950 a major amphibious exercise was planned off New River, NC. Part of it was the usual ship-

to-shore movement of troops by boats. For the first time, a simulated ship-toshore movement by helo from USS Palau (CVE-122) was planned, along with a simulated enemy A-bomb drop in the landing area. One HRP-1 Harp was to be used to move the troops, and an HO3S-1 Horse would drop the A-Bomb simulator, a 75-pound firecracker that puffed out a bang and a mushroom cloud of smoke. LCDR “Hawk” (his name I will keep anonymous), supposedly our squadron alcoholic, flew the Harp banana. I flew the A-Bomber Horse. There was one other HO3S to stay with Palau for plane guard and utility duty. The three helos departed Lakehurst

together. Now, going from Lakehurst to New River required fuel stops at Chincoteague and Norfolk. En route to Norfolk we had to land twice because pieces of the Harp’s canvas tore and flapped into the rotors. The crewman merely took a knife and cut off the canvas pieces. One additional stop was made necessary because an engine mount on the Harp broke. Hawk honked the Harp handily (euphonious, isn’t it) down alongside a country gas station. The station mechanic broke out his welding equipment and welded the mount back together. We remained overnight at Norfolk and flew down to New River the next day. Hawk landed on Palau, and I put in to New River to figure out how to Continue Continue on on page page 32 32

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attach the fire cracker to my machine. Next day was to be the big day. I was airborne on time, heading off to drop my bomb. This part of the exercise went fine. The Harp, poor Hawk, was brought topside on the forward elevator. The six blades were unfolded, and Hawk fired her up and engaged. At this point someone decided to lower the elevator. Of course, the machine barely fitted in the elevator sitting diagonally, meaning that four of the six blades hung over the deck. With a great crunch, the blades were shredded and the machine was badly bent. Thus, the first helo troop ship-to-shore exercise demonstration was dead. Since my part of the program went over successfully, I was circling the ship waiting for the clearance to land. The deck was pretty foul, so the ship told me to return to New River. Figuring that Hawk, a LCDR to my LT, would want to take my Horse away from me after the chaos cleared, so he could get home, I headed for land, passed over the New River tower and continued speedily north, reporting my departure to New River rather than to the ship. By the time the ship knew I was gone, it was too late to recall me. The commanders in the ship never complained. I guess they were too embarrassed by the goof to bother. By the time Hawk got back to Lakehurst, he was already being processed out for his boozing. Again, those were great days and everyone went and did the job with enthusiasm and élan. We were all proud of our role in pushing the helo forward.

My Times with Frank Piasecki Upon completion of my tour in HU-2, I was looking for a new assignment. LCDR Jim Manning, an LDO who had been Assistant Maintenance Officer at HU-2, and was now Assistant BAR (Bureau of Aeronautics Representative) at the Piasecki Helicopters Corp., Morton, Pennsylvania, convinced his boss, CDR Jim Klopp1, AEDO, BAR Morton, to ask me if I would come to the BAR and fill a new slot. Of course I was delighted to accept and reported on August 1951 as Contracts

Administration and Industrial Security Officer, number three in a three-officer BAR office. Incidentally, in the late 1950s Piasecki left his own company, which changed its name to Vertol Aircraft Corp. Vertol was acquired by Boeing in 1960, and became the Vertol Helicopter Division of Boeing Aircraft, and finally Boeing Helicopters. Thanks to Jim Manning, I got the company’s attention right off. To explain how, I must go back three months, while still in HU-2. It was 24 April 1951, and we had just recently received the Piasecki HUP-1 (H-25), scheduled to replace the Horse. I got my check-out flight in the HUP with LT Johnny Johnson. It was in the number two machine, which was suffering from locked brakes and couldn’t taxi. We decided to go anyway since we were permitted to take-off from (but not to land on) the “spot” outside the hangar. At the end of the 45-minute checkout flight, after I landed out on the mat, just clear of the spot area, Johnny decided to try and break loose the brakes rather than shutting down and letting the ground crew worry about getting the machine in. He started slowly pumping the rudder pedals back and forth and adding power until the tail wheel came off the ground. Suddenly this machine, which Piasecki assured the Navy had no ground resonance problems, which had plagued all other helos, went into ground resonance. For the uniformed, ground resonance occurs when the period of the blade hydraulic lag dampers and the period of the landing gear oleos get in sync due to a rocking of the helo on the ground. About seven or eight sympathetic oscillations and the machine breaks apart. There are two solutions: If it occurs just after touchdown (the usual occurrence) while you still have power and rotor rpm, jerk the mother into the

air. Once clear of the ground, the oleos are out of the picture and resonance is no longer possible. If it occurs at lower power and rpm, say in taxiing (although rpm should not be allowed to be low), the only course is to chop power and pray. I, like every other rotor head, had experienced at least mild resonance in the HO3S-1. Thus, I recognized it right away. In the couple of seconds (literally) that it took Johnny to react, my head (no crash helmets in those days) had broken out the pilot’s window, and window parts were flying. Even so, I managed to grab the mixture control and kill the engine as Johnny dumped the collective pitch stick. In less than ten seconds the crewman, standing leaning on the back of our seats, was bounced all the way aft in the cabin, breaking the door latch, and ended up on his face out on the mat. The right tire was flat; the left wheel had broken off and we ended up with the left wheel strut dug four inches into the macadam mat – plus the aft pylon twisted off kilter about 10 degrees. A real mess. The next day most of the big wheels from Piasecki were over at Lakehurst: Lee Douglass (VP Engineering); Harry Pack (VP Sales); Wes Fryzstacki (VP Contracts); and the Chief HUP Project Engineer, Norm Taylor. The ready room was cleared. Our skipper, CDR Fred Dally; the XO, CDR Frances McClanahan; Chris Fink (Maintenance Officer); Johnny and I, plus all the Piasecki people sat around a green-cloth-covered table (felt like a Court Martial). Johnny and I repeated our story. As soon as we said “ground resonance,” everyone from PHC except Norm Taylor started hollering that the HUP couldn’t get into resonance and we didn’t know what we were talking about. Johnny was somewhat subdued, in a detached, amused sort of way, chomping away on his ever-present cigar. Me?, I lost my temper, jumped up, stuck my finger in Harry Pack’s (the loudest shouter) face and barked that no paper-pushing, glad-handing salesman was going to tell me I can’t recognize what’s going on in a helo. The skipper got things back under control and the PHC people seemed to Continue on page 33

Editor note. James W. Klopp was the third U.S. Navy Officer to qualify as a helicopter pilot. As a LCDR, he soloed the HNS-1 at the USCG Helicopter Training School, Floyd Bennett Field, New York, on 19 December 1943. His instructor was LCDR Frank Erickson. By an administrative oversight, neither him, nor Navy helicopter pilots number one, two, or four (CDR Charles T. Booth, LCDR John M. Miller, and LT W. V. Gough) ever received a designation number.

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agree that maybe we might have hit resonance, just barely maybe. As the meeting broke and everyone was filing out of the ready room, I heard Wes Fryzstacki whisper to the skipper, “They weren’t in resonance because the HUP can’t get in resonance.” I grabbed his arm, spun all six-foot-five-inch of him around, and called him a “know-nothing, back-stabbing, son-of-a-bitch.” That was the end of that. Three months later I reported to the BAR office at Morton. At the end of the first week, Jim Manning called me into his office, handed me a slip of paper and whispered, “Don’t let anyone know where you’re going, but ease on down to the photo lab and have ‘Joe’ run this film for you”. I did, and Joe did. It was a movie of tests run by the company on a bailed (plane signed over to the contractor for required tests and/or trial modifications) HUP1 in the tie-down test rig. This slow-motion movie was taken two weeks after Johnny’s and my incident. They repeated Johnny’s “brake breaking” maneuvers, and sure enough, the HUP went into resonance. Before the cabled snubbing device could stop it, the plane shed its blades and the tail pylon broke almost completely off. I took the film and stormed into Harry Pack’s office (Wes Fryzstacki was there also), slammed the reel on his desk and said they all owed Johnny, the squadron, and me an apology for their arrogant attitude at the HU-2 session. Within the hour, Hart Miller (President of PHC) and Lee Douglass (VP Engineering) were at my desk making the formal apology and assuring all of us that word would be sent officially to BuAer of the ground resonance problem, just as soon as the data was fully analyzed. Thanks to Jim Manning, I had no trouble in dealings with the company afterwards. Jim Manning handled the Navy contracts, which included the Army version of

the HUP, the H-25. I handled the Air Force contracts for the procurement of the YH-21 and H-21A helicopters for both, the Air Force and the Army. As the only helo pilot there, and no Air Force presence, USAF Air Material Command, Wright Field, Dayton, OH, designated me as the Air Force Acceptance Test Pilot for their contracts. Therefore, I can claim that I performed the acceptance test flights on the first 21 twenty-onepassenger H-21 helicopters. Actually, my log book shows 21 acceptance test flights on 18 H-21s. The reason is that I blew the windows out of three machines during full power runs and did re-tests after repairs. I took one little side trip on TAD to NATC Pax River for an abbreviated Test Pilot School. I spent one day at the school, then was pulled over to Service Test, since they only had one helo pilot, my old buddy John Cole, to work four helos. Thus, for the next month, I did service test on the Sikorsky HRS-1 (H19) and the Marine Sikorsky HO5S-1 – a real underpowered dog. Then back to BAR Morton. During my two plus years in the BAR, Frank Piasecki and I became quite good friends, and had remained so over the years. He was still a bachelor in those days, as was I. He lived in a big old house with his mother, so his at-home activities were quite restricted. I was living with three other bachelors in a big house in Wynnewood, a fancy suburb of Philadelphia. Frank frequently came over on Sunday night with a car full of Bryn Mar college girls. They would sit on the floor around his feet and gaze raptly into his eyes as he played his violin. Their only movement t the end of the 45-minute checkout flight, after was to get up to I landed out on the mat, just clear of the spot hit our liquor area, Johnny decided to try and break loose the supply. We, brakes rather than shutting down and letting the ground working stiffs, crew worry about getting the machine in. He started had to be up slowly pumping the rudder pedals back and forth and early Monday. adding power until the tail wheel came off the ground. Thus, one by Suddenly this machine, which Piasecki assured the one, we would ease off to our Navy had no ground resonance problems, which had rooms, trying plagued all other helos, went into ground resonance. to fall asleep to

the sounds of violin music and gurgling bottles. Until I put a stop to it, Frank occasionally had me take a girl from his number-two list to fancy functions, such as the annual aviation ball, while he took a socially acceptable lady from his number-one list. “After the Ball,” as it were, he would deposit the number-one girl at home, come back to the hotel, or where ever, and relieve me of the number-two-list dog, err, lady, for whatever plans he had for the rest of the night. One of my duties, as the only helo pilot in the BAR, was to sign for and ride shotgun whenever Frank wanted to fly one of the bailed HUPs. He was a self-taught helo pilot, and due to very few hours, a rather poor one. Not a great way to spend an afternoon. He soon learned not to argue when I took control away from him. Just before I got to the BAR, at the Navy’s insistence, DuPont interests had forced Frank to resign up the company’s President job and give up operational control. He was left as director of the R&D department, supposedly working up the designs for the next generations of helos. He really was just interested in the way-out stuff, not just some follow-on design that the company could sell. Eventually (it was shortly after I left) Frank Piasecki was relieved of even his R&D duties. He started a second company, called Piasecki Aircraft Company. That’s when Piasecki Helicopter changed its name to Vertol Aircraft. In December 1958 Frank married Vivian O’Gara Weyerhaeuser, the daughter of Frederick Weyerhaeuser, the owner of the Weyerhaeuser Lumber Company. Soon thereafter, the newly married couple started producing children. Frank became very straight-laced and upright, very intolerant of the sinful ways of us, bachelors.

The Rest of my Career After my tour at BAR Morton, I served a tour with Tactical Air Control Squadron THREE, San Diego, CA, where I served as Helicopter Operations Officer and Nuclear Weapons Employment Officer. While in TACRON 3, I participated in Operation Passage to Freedom, serving in the Amphibious Task Force under RADM Lorenzo S. Sabin. I also served during the evacuation of the Tachen Islands. I attended the Naval Postgraduate School, Monterey, CA, where I took a course in Continue on page 34

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Nuclear Energy Effects (RZ). From Monterey was 25 hours for a whole month. If we job. At the last minute, the Admiral decided I went to Washington, DC, to serve a tour were down in the tropics (Puerto Rico, we needed a couple of S2F planes to help with the Aircraft Reactors Branch, Division of etc.), our ASW hovering was essentially us in the search. In my opinion, this was Reactor Development, United States Atomic at full power, with engines popping and ridiculous, because of the low ceilings and Energy Commission (USAEC). I returned spitting carbon. It was most distracting visibility. Anyway, to launch the Stoofs, the to sea duty with Helicopter Antisubmarine when the sonar man would start cursing ship needed to turn into the wind. In making Squadron THREE, out of Norfolk. on the intercom that sharks were again the turn, the ship got caught in the trough of Not much to say about this HS-3 scratching off barnacles by rubbing the waves and damn near rolled over. My tour, flying the HSS-1. I was Maintenance against the sonar cable. That ruined four helos were well secured on deck with Officer, then Administration Officer, and any chance of locating anything. Also, double boots on each blade. But the wind then relieved classmate George O’Shea as the sharks loved to swim around in the tore the boots loose and damaged the blades. Operations Officer. On the East Coast there shadow of the helo on the water. Talk By the time the ship struggled out of the were three ASW Task Groups: Alfa, Bravo about engine “night noises!” trough and headed back down wind, any and Charlie. Alfa, using HS-7 (our sister Actually, the duty was mostly chance of a launch was done for that day. Of squadron in Norfolk), was the hotshot, new tedium, broken by one trip to the Med course, with the water temperature as it was, development group working aboard USS and two to the Caribbean, and one well the seven men in the water were certainly Valley Forge (CVS-45). We were in Bravo publicized rescue of a crewman from the dead by then, and the 28 others were safe on Group, in USS Tarawa (CVS-40). HS-5 broken tanker, Pine Ridge. It was one the stern section. was in Charlie Group, out of Quonset Point, of those things that could have turned Next morning, about 0400, I took RI, embarked in USS Bennington (CVS- really sour. When the Ridge broke in my division of four machines and headed 20). The three groups rotated ASW for the wreck, arriving just at first duty around Point Pete, off South light. I took a look at the stern ne of my duties, as the only helo section and saw no immediate need Carolina, two weeks out, four weeks pilot in the BAR, was to sign to try pickups until after we had in. That is, until Bennington had her explosion. The new H-8 high for and ride shotgun whenever searched the waters. I set a search pressure hydraulic catapults had with myself at the outermost Frank wanted to fly one of the bailed line a habit of bursting lines. About end, but soon realized that there HUPs. He was a self-taught helo pilot, was no chance of finding anything September 1959, one such series of ruptures filled the ventilation system and due to very few hours, a rather alive. About this time a message with hydraulic mist and something poor one. Not a great way to spend an came from the carrier that the stern set it off. Most of the deaths were section had a man with a badly afternoon. He soon learned not to argue broken leg, and to pick him up. forward in officers’ country, where the helo squadron officers lived. when I took control away from him. Since I was quite a way from the We lost quite a few friends. Also, hulk, I told whoever was closest to the hangar deck flamed, taking out do the pickup. Each of the three most of their helos. We flew our squadron to half off Cape Hatteras, we were off the helos tried in turn, but could not get a sling Quonset Point, and went out aboard USS Lake Jacksonville coast in Valley Forge, just down on the wildly heaving stern. When I Champlain (CVS-39) as a replacement for starting to head home. The weather got there, I had my crewman reel out all the Charlie Group. Consequently, Alfa and Bravo was ghastly – 200 feet ceiling, wind hoist cable, 160 feet, and we got it laid on a Groups went on a two weeks in and two weeks from the south at over 30 knots, sea flat corrugated shed roof aft of the stack. I out rotation for a while. monstrous. Word of the breakup came didn’t try to maintain position, but let the ship One of the problems in these three in about 1400. We were asked if some bounce around as it chose underneath me. A ASW groups was that fresh-caught aviator helos could get up there before dark couple of crewman dragged the injured man Rear Admirals were given these Task Groups to look for seven men, including the out on the roof and got him in the rescue horse as their first flag command. It seemed that Captain, who had been in the forward collar. I told my crewman not to try to reel each tried to outdo the other in total flight section of the ship when it broke off and the man up. Instead, I had been timing the hours on a cruise. With sixteen helos, we had sank. Some 28 others were on the still- ships gyrations and when I figured she was to keep four on station and four on standby on floating after section. We figured if the rolling under me, I two-blocked everything deck from half hour before sunup until after carrier continued barreling north (going and lifted straight up. The man came off neat dark. There were times when you landed from downwind the ship was riding well), we as a whistle, with no further damage. Once one flight and you were already 30 minutes could take off about 1600 and arrive on clear, my crewman reeled him in. Since the late for manning another machine for standby the scene and have about 30 minutes of man was in great pain, I headed back to the duty. The tempo was exhausting on crew, search time before dark, and then make Valley Forge, telling the rest of the division pilots and machines. Forty hours in a two- it back to the ship. My division was the to try some pickups but not to push it. week month were not unusual; normal tempo next scheduled to fly. Thus, I got the Continue on page 35

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I dumped off the injured man and headed back out. The others had not been able to get anyone up. I picked up one more survivor and took the division back to the carrier – gas was low. Once I got back to the ship, I was hustled up to CIC where a conference call had been set up with the CNO’s office, the Chief of Information, and CINCLANTFLT. I explained how dangerous trying to do pickups was, and that the people in the stern section were perfectly safe. After some hemming and hawing, it was explained that the Navy was taking great criticism for the rather devastating fire in USS Constellation, the newest CVA, in the Brooklyn Navy Yard. It was hoped that this rescue would take the Connie’s fire off the front pages. Finally, the CNO representative asked if we were willing to try. I looked at my CO (HS-3’s skipper, whom I shall leave nameless). Since he was relatively recent to helos, he said it was up to me. I told the CNO representative that, if we used only our few experienced former HU-1/HU-2 pilots and CNO accepted the possible loss of a machine, we would do it. We received the okay. During the day, with the weather and seas easing, we got everyone off with no casualties. The climax was that the last

thing we did – and this at the Pine Ridge owners’ insistence – was to put the First Mate and one other sailor back aboard the hulk in order to prevent salvage claims by the shipwreck vultures that were heading out. CHINFO really went hog-wild on the publicity, and did get the Connie’s fire off the front pages. After six months at the Armed Forces Staff College in Norfolk, I went back to Lakehurst, NJ, as XO to classmate Searle J. Barry in HU-4. He was the second CO after HU-2 had been split. Gene Moyers was the first. HU-2 provided all the rescue/utility helos to the carriers of the Atlantic Fleet, while HU-4, with 30 machines of four different types, supplied all the nonaviation ships – cruisers, supply ships, hydrographic survey ships, Navy and Coast Guard ice-breakers, and most anything else that floated. I took over as CO in June 1962. During this tour, which was really great, I got paid-back in spades for the worries I must have caused my COs when I was a cruising pilot back in 1949-51 in HU-2. I was

blessed in having and outstanding XO in Claude Coffey. He carried the load. My final sea duty was as Operations Officer in USS Okinawa (LPH-3) from 1963 to 64. I turned down the XO job, since the then skipper, Mad Dog, was the only man to give me an ulcer. Further, I would be required to stay through his tour plus six months. I spent my final active duty year as Chief of Systems Engineering, R&D Section, Division of Military Applications (the nuclear division), USAEC. Following the Navy, I spent two years as a sailing bum on my 42-foot molded fiberglass Ketch-rigged Trimaran, two years at North Caroline State for an MS in mathematics, one year as math teacher at the Marine Military Academy, and finally fourteen years as Assistant Professor (one year as Department Head) of Math & Computer Science at Pan American University, now the University of Texas at Pan American, in Edinburg, TX. All-in-all, I thoroughly enjoyed my time in helicopters and feel privileged to have been flying them in the early days with an outstanding group of pioneering officers and men.

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Focus Rotor Review # 118 Summer / Fall â&#x20AC;&#x2DC;12

HS-10 SUndown

Helicopter Anti-Submarine Squadron TEN (HS-10) served as the single-site Fleet Replacement Squadron for the indoctrination and training of pilots and enlisted aircrewman in the SH-60F/HH-60H aircraft and their associated warfare operations. As the squadron closed its doors on July 12, 2012, the Warhawkâ&#x20AC;&#x2122;s legacy will always BE remembered throughout the fleet. Enjoy reading the following pages displaying this squadron 52 years of naval helicopter history in different perspectives.

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A CAREER OF WATCHING HS-10 Article by CAPT Bill Terry, USN (Ret)

recognize today. The fleet squadrons each had sixteen helicopters assigned, and HS-10 had a few more if I recall correctly. While the squadrons had fifty-plus officers, I think HS-10 probably had around thirty instructors. My first squadron (HS-4) had not yet transitioned into the H-3, so there was no rush to push me through the program. Flying did not start in earnest until October, about three months after I joined the squadron, and I completed the eighty-hour syllabus in November under a new program the pilots hated. (Yes, I really did fly 80 hours in two months.) My class was the first to suffer under a brand new program called NATOPS, an acronym the instructors said meant not applicable to old pilots. By the mid-1960’s the Vietnam War had a huge impact on just about everything happening at Ream Field, and that included the syllabus in HS‘12 40reporting for duty 10. Four years after

n a very real sense, the history of HS-10 is the history of the HS community on the West Coast. If memory serves me right, the squadron came into existence in mid1960 and transitioned to the H-3 in 1962. I’ll let historians sort out the command history and concentrate, instead, on my experience with the squadron from a pilot’s perspective.

After receiving my wings in 1963 and attending Justice School in Newport, RI, I drove to San Diego. I arrived in July and entered a small student pool. Several things struck me right away. Since joining the Navy, I had never known anything except the student/instructor relationship. HS-10 proved quite different. For the first time in my military experience, I was treated as an equal—a naval aviator, and I was even given a job beyond just being a student. I was the assistant legal officer. That was my introduction to the real world of life in the Navy. Later on students were seldom given meaningful jobs, but HS10 continued to provide far more than simple airframe introduction. The squadron I first knew nearly # 118 little Summer / Fall fiftyRotor years Review ago resembled we would

as a student, I returned as an instructor. We had a heavy student load, and forty-hour months were routine. Unfortunately, higher authority directed that we push every student through the program, and some less than qualified pilots continued on down the street, a decision the receiving squadrons were not happy about. Fleet squadrons were deeply committed to combat SAR, and we significantly altered the flying syllabus to meet mission needs. That included incorporating mountain flying and water landings flights to acquaint the students with additional aircraft capabilities. The heavy student load we carried did not exempt the squadron from additional responsibilities similar to what every helicopter squadron knows well. When President Johnson decided at the last minute to fly to San Diego and go aboard the USS Constellation for a meeting, we provided the on-call helicopters for three days of frantic operations. I think an entire book could be written about that one mission. The Marines flew the president, and we provided support. The country nearly lost the Commander in Chief three times while trying to get him safely aboard Connie on a dark, rainy night with no navaids. Another squadron tour and PG School followed before I returned to HS-10 for the third time in 1975. Aside from the aircraft and Continue on page 40

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Focus: A Career of Watching HS-10

The First Three Commanding Officers of HS-10

CAPT W. Metzger III JUL 1960 - SEP 1960 Continued from page 38

familiar faces, little else resembled the HS-10 of old. The lack of funding in a post-Vietnam era created a huge student backlog. Most nuggets were spending more than a year in the squadron before reaching their ultimate commands. With more than 3,000 hours of H-3 time, no one was interested in pushing me through the entire flight program. I flew one flight in March, one in April, four flights in May, and three flights in June before moving down the street to a fleet squadron. Too many students, too few parts, and old airframes continued to plague the community. A year later, while in my department head tour, I screened for command. The commanding officer of

was the requirement to provide an FMC aircraft to train maintenance students. The maintenance officer seldom met the requirement, and A S W W I N G PA C constantly beat us about the head and shoulders to force compliance. To meet the training CAPT L.G. Wade CAPT W.L. Bennett requirement, SEP 1960 - SEP 1961 JUL 1961- SEP 1962 the maintenance department took on the task of building a helicopter from salvaged parts. The nose HS-10, CDR John Daily, decided the section came from one helicopter, the cabin traditional method of selecting the XO from another, the tail pylon was rebuilt from the ranks of commanders who had by a reserve metalsmith who worked at not screened was unacceptable. Instead, the NORIS rework facility. We salvaged a he requested a screened lieutenant wiring harness and many other parts from commander, and I returned once again to HS-10 for my fourth tour. Little had an HH-3 that rolled down a hill on Camp changed from what I observed the year Pendleton. Somehow they even managed before except for the dynamic leadership to get NARF to paint the helicopter when of the new CO. There remained a huge the work was completed. The engines were backlog, and there never seemed to be borrowed, and I learned years later that the sufficient assets to get the job done right. transmission was stolen, but it all worked. With imaginative scheduling and a lot I would have gladly flown it, but we could of hard work, the student load started not get permission to even engage the rotors. It pained me over the years that followed down. One of the major sticking to watch the helicopter that had been so points that caused constant bickering painstakingly rebuilt once again fall into between Training and Maintenance Continue on page 41

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Focus Continued from page 40

disarray and become pretty much what we started with. Over the next year we managed

was not uncommon for the instructor to induce an emergency and have the student reply, “I am not afraid to die.”

y the mid-1960’s the Vietnam War had a huge impact on just about everything happening at Ream Field, and that included the syllabus in HS-10... Fleet squadrons were deeply committed to combat SAR, and we significantly altered the flying syllabus to meet mission needs. That included incorporating mountain flying and water landings flights to acquaint the students with additional aircraft capabilities.

to work through the backlog, and we returned to a normal workweek with the students moving down the street in about six months. My most vivid memories of that time are of the high quality junior officers passing through our doors. In the year I served as XO, I can count eight nuggets who went on to command squadrons of their own, and I’m sure there were others. No HS-10 instructor in those days could ever forget the foreign students that passed through the training wickets. Foremost were the Iranians. It

Fortunately, it was a crew served aircraft, and they lost the vote every time. The Peruvian students that came later were far less of a challenge. We moved to North Island and Hangar 340 in 1976. The move was a major disruption to the training schedule, and I don’t think many in the helicopter community wanted to leave Ream. In December that year, I left the squadron, but it was not my last tour with the Taskmasters. In the thirty-three years I spent in the Navy, no tour was as much fun

as commanding HS-10. I returned in 1981 following a stint with the black shoes across the bay. Having spent as much time in HS-10 as I had, the question of quality leadership in the ranks never came up. Everyone seemed to simply take it for granted. As the commander, however, I had to rank the officers. Only then did I fully appreciate the incredible talent the squadron possessed. Once again I watched many of the attached officers go on to commands of their own. I have to say command of HS-10 was one of the easiest jobs I faced in the Navy. Not everything was without pain and suffering. Near the end of my second week on the job I sat eating my lunch in the wardroom when someone ran in and said, “Skipper come quick. A car ran into one of our helicopters. It fell over on the car, and the driver is dead.” They always say ignore the first report, and that is good advice. Yes, a car had run into one of our helicopters. It tore off the port sponson, and the helicopter toppled over onto the car. The driver had an epileptic seizure. He was not dead, but that’s only because I could not get to him. He wasn’t even an HS-10 sailor. It was sad to see the disestablishment of a squadron that had played such a significant part in my career and that of many others. Gone, but not forgotten truly applies. HS-10 will remain one of my fondest memories and the highlight(s) of my career.

An Early HS-10 Aircrew Perspective Article by AWCS Rudy Carter, USN(Ret)

S-10 was commissioned in 1960, about the same time the community was switching from the SH-34J Sea Bat to t h e S H - 3 A Sea King. Prior to HS-10, all squadrons did OJT within their own squadron for flight syllabus and all other maintenance training areas. Prior to HS-10 the crewmen were assigned to maintenance to fly and to maintain the Sonar equipment, with a few of the crewmen assigned to Operations. The crewmen were selected from the squadron personnel and Sonarmen were ordered to the squadron from Sonar school. The Sonarmen were responsible

for training the other crewmen to operate the Sonar equipment because at that time there was no formal sonar training other than Sonar “A” School. After HS-10 was commissioned FASOTRAGRUPAC (Fleet Aviation Specialized Operational Training Group Pacific) was assigned the duties of training all crewmen as Sonar Operators, and NAMTRAGRUPAC (Naval Aviation Specialized Operational Training Group Pacific) trained the maintenance personnel scheduled for the fleet squadrons. This worked great in the early days of HS ASW with the aircrew maintaining ASW and Search and Rescue training to remain qualified

to fly and repair sonar equipment. As the equipment became more diversified with active and passive Sonar to maintain qualifications for ASW, other Continue on page 42

Rotor Review # 118 Summer / Fall ‘12

Focus

he same time the community was switching from the SH-34J Sea Bat to the SH-3A Sea King. Prior to HS-10, all squadrons did OJT within their own squadron for flight syllabus and all other maintenance training areas. Prior to HS-10 the crewmen were assigned to maintenance to fly and to maintain the Sonar equipment, with a few of the crewmen assigned to Operations. The crewmen were selected from the squadron personnel and Sonarmen were ordered to the squadron from Sonar school. The Sonarmen were responsible for training the other crewmen to operate the Sonar equipment because at that time there was no formal sonar training other than Sonar “A” School. Continued from page 41

advanced training efforts were needed. One central individual to train all crewmen in HS-10 and all fleet HS squadrons in the San Diego area was needed. In June 1985 the Navy funded a contract for DARTS (Diversified Acoustic Readiness Training System) and a representative was hired. The person was Rufus “Rudy” E. Carter AWCS (ret.). Rudy Carter spent his entire naval career with the HS fleet squadrons and two tours with HS-10. Senior Chief Carter, retired is still training the HS community in the art of finding that elusive submarine. Besides the huge ASW responsibility the HS community has a tremendous requirement for in-flight Search and Rescue, rescue swimmer training, weapons qualifications and night goggles flying. About the same time HS-10 was commissioned the navy approved the NATOPS program which really assisted the HS community in implementing a standard procedure for all flight requirements and flight qualifications. Rufus, “Rudy” Carter, AWCS, USN RET, active duty he served in HS10 and Pacific Fleet squadrons, contract simulator instructor (CSI) and DARTS Program Manager. Rudy entered the HS community assigned to HS-8 in 1958. He retired from the Navy in the mid-1980’s and has worked training HS FRS aircrewmen and pilots until the present; that is 54 years training aircrews and pilots in the science and tactics of ASW and other helicopter missions. No others have surpassed his many years of honorable service.

Rotor Review # 118 Summer / Fall ‘12

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The Legacy of the HS-10 Maintenance Department Article by MC3 Amanda Huntoon, USN

fter 52 years of dedicated naval service, Commander, Helicopter Anti-Submarine Squadron TEN (HS-10) closed its hangar bay doors and disestablished on July 12th, 2012. The Maintenance Department anticipated the event by downsizing in preparation for the “Sundown” of the squadron as they reflect on a job well done. HS-10’s mission statement read, “To serve as the single site Fleet Replacement Squadron for the indoctrination and training of pilots and enlisted aircrewmen in the SH60F/HH-60H aircraft and associated warfare operations.” Their superior Maintenance Department supported HS-10’s mission throughout the years, and their excellence was reflected through numerous sailors’ accomplishments and maintenance awards received. “Thousands of pilots have come through here, along with thousands of maintenance personnel,” said Aviation Ordnanceman Master Chief James Thompson, HS-10’s final Maintenance Master Chief. “When you think about 52 years of Naval Aviation Service, specifically rotary wing, HS-10 has ensured the successful mission accomplishment for every rotary wing command on the East and West coast.” Many Sailors that served at HS-10 were very junior aircraft mechanics or airframers, just out of their rate-specific school and had never seen a helicopter up close. HS-10 was able to safely train these Sailors and turn them into trustworthy, capable, and educated technicians. “HS-10, as an organization is all about training and productivity,”

said LT Steven MacGillis, Aircraft Division Officer, prior to the squadron’s assimilation into HSC-3. “The atmosphere at HS-10 fosters learning skill sets at all levels. Its Maintenance Department is one of the best in the U.S. Navy.” The accomplishments of the Maintenance Department have been displayed by the number of flight hours, phases and major aircraft inspections, maintenance support resulting in thousands of trained and qualified Fleet

Replacement Pilots and Aircrewmen, and also by the eleven Golden Wrench Awards that the Maintenance Department earned over the years. The Golden Wrench Award was created in 1995 by Pratt and Whitney to recognize outstanding achievements in maintenance around the world; HS-10’s significant maintenance accomplishments resulted in eleven awards since the inception of the award. “Simply put, the Warhawk Maintenance Team has been nothing short of remarkable under the leadership of CDR Ken Parnell, MO; LT Mike Gnacinski, MMCO; Continue on page 44

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Photo courtesy of HS-10 Public Affairs Office

but these awards prove that. It’s very good, for a shore-duty command, to receive a maintenance award that typically goes to sea-duty squadrons; it proves that you’re the best,” according to Thompson. “Our hard work is displayed by our safety record, flight hours, and the accomplishment HS-10’s H-3 Group. of meeting our training requirements Continued from page 43 and AOCM James Thompson, MMCPO,” said even while we are in the process of CDR William Murphy, the last Warhawk Skipper. disestablishing and losing aircraft, while “From our most junior wrench-turners, to our also merging with another squadron. CPOs, we are talented, dedicated, and committed We have done a lot, and we have been asked to do a lot, and we always excel at to the mission. We shall finish strong.” every single task.” Throughout t is very emotional for me, our aircraft the past few years, HSare known as legacy aircraft, and as 10 has been downsizing with anything legacy is a huge title... I their helicopter fleet have worked on this aircraft for 26 years, to prepare for the and to see it going away can bring a tear disestablishment. They have reduced their fleet to your eye, but as with anything else you from 25 to 8 helicopters: must look forward... some of them have been placed in other -- AOCM James Thompson squadrons; some have HS-10 Maintenance Master Chief moved to various bases to become model “We have earned back to back Golden commemorative helicopters; others Wrench Awards because we work hard. We have been retired and sent to the “bone have been not only told that we are the best, yard” at Davis-Monthan Air Force Base in Tucson, Arizona. Most former HS squadrons have been moved into Helicopter Sea Combat Squadrons (HSC) because of the Navy’s transition from the older SH-60F Seahawk and the HH-60H helicopters to the newer, more advanced MH-60S. HS-10 followed and merged with the HSC-3 Merlins in July. The antisubmarine mission of the HS community will be taken over by the Helicopter Maritime AM2 John Redshaw and AMAN Alex Steverson, both Strike Squadrons (HSM) with perform scheduled maintenance on the tail of an H-60F the new MH-60R airframe, helicopter. Photo by MC3 Amanda Huntoon, USN replacing the SH-60F.

Rotor Review # 118 Summer / Fall ‘12

“It is very emotional for me, our aircraft are known as legacy aircraft, and as with anything legacy is a huge title,” according to Thompson. “I have worked on this aircraft for 26 years, and to see it going away can bring a tear to your eye, but as with anything else you must look forward, and I am looking forward, and I am moving on to the increased capability of the Sierra and the Romeo platforms.”

ADAN Marcus Aaron, measures the amount of movement on the main rotor head scissors on an H-60F during regular maintenance procedures. Photo by MC3 Amanda Huntoon, USN Sailors have been required to gain a qualification that only applies to the SH-60F and HH-60H, in which the maintainers have become very familiar with. The transition could potentially mean that the Sailors will have to re-qualify on the new helicopter models and some will have to complete additional schools, according to Thompson. “They have more avionics-capable aircraft, but the airframes and powerplants side is about 90 percent common, so there will be very little schooling for them,” according to Thompson. “With new aircraft come increased capabilities in your avionics and weapons systems. They are state-of-the-art, 21st-century technology and those people will require additional schooling, but I have no doubt in my mind that these people will excel.” The HS-10 Maintenance Department grows smaller by the day as Sailors receive their orders for different squadrons around the world. The remaining Sailors and some of the equipment will all be moved to HSC-3. “What I take from HS-10, is that the Maintenance Department is absolutely the best Maintenance Department I have ever Continue on page 45

Focus Continued from page 44

worked with,” according to Thompson. “Now as HS-10 goes away and is sundowned, due to budget constraints, those maintenance people, and everything that they learned here, are going to go across the whole spectrum of the sea wall. We are sending people to every squadron on the base and the experience they learned here is going to make those squadrons better.” None of HS-10’s accomplishments would have been possible without its safe and dependable Maintenance Department. From its commissioning in 1960 to the present, HS-10 has maintained an outstanding “can-do” reputation; though it was disestablished this year it will be remembered in this same regard for years to come. “I want HS-10 to be remembered with a smile. When you hear the term HS-10 whether it is with the old name, which was the Taskmasters, or with the newer name, the Warhawks, there is history with this command, and we are a living part of that history,” according to Thompson. AM2 Dennis Sayson removes panel screws on the side of an H-60F helicopter during scheduled maintenance. Photo by MC3 Amanda Huntoon, USN

The End of an Era Article by LT Joe Hyde, USN and LT Bobby “BT” Zubeck, USN

uly 2012 brought about a historic end and a promising new chapter in rotary wing Naval Aviation. Already the Navy’s largest helicopter squadron, the Merlins of Helicopter Sea Combat Squadron THREE (HSC-3) merged with the Warhawks of Helicopter AntiSubmarine Squadron TEN (HS-10). The merger marked the beginning of the end of the HS community as we know it, as the last of the HS squadrons will soon be transitioning from flying the SH-60F/ HH-60H to the new MH-60S airframe. Prior to its disestablishment, HS-10 was the single-site Fleet Replacement Squadron for the indoctrination and training of pilots and enlisted aircrewmen in the SH-60F/ HH-60H aircraft and associated warfare operations. Since its commissioning, the squadron trained more than 2,000 pilots, 2,000 aircrew, and 6,450 maintenance personnel in the operation, and 47 tactics,Rotor maintenance of Sikorsky SH-3 Sea King

helicopters. HS-10 closed its chapter on the SH-3H helicopter with more than 70,000 flight hours when the last students completed in June 1989. The squadron immediately began operations with the Navy’s newest aircraft, the Sikorsky SH-60F Seahawk, a derivative of the successful Army UH-60 Blackhawk. On October 1st, 1989, HS-10 assumed the challenge of being the first SH60F Fleet Replacement Squadron. In 1990, the long-standing squadron nickname of Taskmasters was replaced with Warhawks, illustrating the renewed commitment to training the best and brightest for battle in the newest series of “Hawks.” Since that time, HS-10 transitioned eight entire fleet HS squadrons in addition to meeting the Fleet demands for replacement pilots and aircrew. Furthermore, the Warhawks provided training for Navy Helicopter Combat Special Support Squadrons (HCS), U.S. Coast Guard personnel in their initial transition to the HH-60J Jayhawk, Navy Station Review # 118 Summer / FallSearch ‘12 and Continue on page 46

Focus

In 2005, HS-10 established the Expeditionary Sea Combat Unit to provide operational detachments to Commander, Joint Task Force 515. These detachments of thirty personnel and two HH-60H helicopters provided direct support to the Commander, Joint Special Operations Task ForcePhilippines for Operation Enduring Freedom-Philippines, an essential front in the Global War on Terrorism. The Warhawks’ ability to train students in a variety of critical mission areas, including Anti-Submarine Warfare, Combat Search and Rescue, Surface Warfare, Naval Special Warfare, and logistical support, has provided the Continued from page 45

Rescue pilots and pilots from Germany’s Naval Air Arm. In 2007, the squadron began training pilots and aircrew of the Singapore Air Force and in 2011 trained pilots of the Brazilian Navy in the SH-60F. In addition to providing training support for numerous organizations, HS-10 had a secondary role of operational Search and Rescue. In its 52-year history, HS-10 successfully completed more than 100 rescues of both civilian and military personnel along the coast of Southern Rotor Review # 118 Summer / Fall California.

flexibility needed to meet the challenges and requirements of the U.S. Navy well into the twenty-first century. HS-10 has been awarded numerous awards since its inception, including Meritorious Unit Commendations in 1989 and 2002, four Chief of Naval Operations Aviation Safety Awards, eleven Sikorsky ‘Excellence in Maintenance’ Awards and two Theodore Ellyson Aviator ‘12 48 Awards in 2003 Production Excellence

and 2010. In 2010, HS-10 was also awarded the Golden Anchor for excellence in retention and personnel programs. The origins of HSC-3 began much like HS-10, with Helicopter Combat Support Squadron THREE (HC-3) being established on September 1st, 1967 at NOLF Imperial Beach. At the time, HC-3 was the only West Coast vertical replenishment (VERTREP) squadron. In July 1973, HC-3 moved to its present location aboard NAS North Island and in 1982 became the Continue on page 47

Continued from page 46

single-site FRS for HC platforms, training pilots and aircrew in shipboard landings, VERTREP, Search and Rescue (SAR), Night Vision Devices (NVDs) and tactics. In 2002, the first MH-60S student completed training and HC-3 concluded H-46 training with the last Phrog pilot produced that September. It transitioned to its new designation as HSC-3 in April 2005. The Merlins administer a number of programs in addition to providing trained pilots, aircrew, and maintainers to the Fleet. As the Chief of Naval Operations (CNO) SAR Model

Manager, HSC-3 evaluates the training and equipment requirements for all Naval SAR operations. HSC-3 also conducts annual evaluations for the NATOPS programs of HSC squadrons as the NATOPS Model Manager for the MH-60S. Additionally, Merlin instructors train all Pacific Fleet Helicopter Control Officers (HCOs) and Landing Signalman Enlisted (LSEs). The benchmark of HSC-3’s success is its dedication to outstanding

performance and safety. Since 1974, HSC3 has accumulated over 248,000 Class “A” mishap-free flight hours. The squadron’s safety record coupled with superior operational performance has earned the Merlins seven Commander, Naval Air Force Pacific Fleet Battle Efficiency Awards. Both of these distinguished histories merged into one in July. HSC3 received 8 aircraft and 90 personnel from HS-10, making the Navy’s largest helicopter squadron even larger. While most of the emphasis will be on the training of MH60S pilots and aircrewmen, the squadron will continue to be tasked with training H-60F/H operators as well as these aircraft will remain operational for years to come. Watch the Video HS-10 Sundown ceremony on

LT Aaron Lee tacks his nametag to the wall in the I-bar after HS-10’s last flight. Photo by LCDR Kristin Ohleger-Todd, USN

Rotor Review # 118 Summer / Fall ‘12

Rotor Review # 118 Summer / Fall â&#x20AC;&#x2DC;12

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The Commanding Offficers of HelantiSubron Ten 52 years of Leadership Forty-sixth Commanding Officer of HS-10

First Commanding Officer of HS-10

CAPT W. J. P. Murphy

CAPT L.W. Metzger III

March 2011 - July 2012

July 1960 -September 1960

CDR L.G. Wade September 1960 - September 1961

CAPT A.L. Trysgland June 1974 - June 1975

CAPT R.B. Ormsbee July 1991 - July 1992

CAPT W.L. Bennett, Jr. September 1961-July 1962

CAPT J.S. Daly June 1975 - July 1976

CAPT D.F. Steuer July 1992 - July 1993

CAPT A.E. Monahan July 1962 - September 1962

RADM J.J. Higginson July 1976 - January 1978

CAPT M.T. Fuqua July 1993 - November 1994

CAPT O.R. Toon September 1962 - August 1963

CAPT N.L. Ruppert March 1978 - March 1979

CAPT C. D. Robertson November 1994 - July 1996

CAPT H.W. Pepper August 1963 -December1965

CAPT D.G. Richmond March 1979 - August 1980

RADM G.M. Mauer, JR July 1996 - March 1998

CAPT G.E. Smith December 1965- June 1966

CAPT D.R. Steiner August 1980 - November 1981

CDR S.C. Linnell March 1998 - June 1999

CDR D.J. Hayes June 1966-August 1967

RADM W.E. Terry November 1981 - February 1983

CAPT B.J. McCormack June 1999 - December 2000

CAPT R.A. Bruning August 1967-December 1967

CAPT R. Grant February 1983 -May 1984

CAPT L.J. Cortellini December 2000 - January 2003

CAPT R. Reckwith December 1967 - January 1969

RADM J.S. Walker May 1984 - June 1985

CAPT J.W. Smith January 2003 - December 2004

CAPT G.B. Holcomb January 1969-January 1970

CAPT M.A. Thomas June 1984 - September 1986

CAPT B.A. Goodly December 2004 - June 2006

CAPT R.A. Bruning January 1970 - January 1971

CAPT J.D. Ellington September 1986 - January 1988

CDR M.D. Homan June 2006 - July 2007

CAPT J.M. Purtell January 1971 - January 1972

CAPT M.M. Staley January 1988 - January 1989

CAPT M.D. Horan July 2007 - August 2008

CAPT C.B. Smiley January 1972 - March 1973

CAPT M.B. Charley January 1989 - July 1990

CAPT J.R. Nettleton August 2008 - December 2009

CAPT E.O. Buchanan March 1973 - June 1974

CAPT W.D. Young July 199051 - July 1991

CDR P.V. Foege

Rotor ReviewDecember # 118 2009 Summer / Fall â&#x20AC;&#x2DC;12 - March 2011

Change of Command And Establishment

CNAF

COMHSMWINGLANT MCMRON 7

VADM David H. Buss, USN relieved VADM Allen G. Myers IV, USN on October 4, 2012

NAS Lemoore SAR

Wranglers

CAPT Eric Venema will be the first Commanding Officer on October 19, 2012

CAPT Daniel E. Boyles, USN relieved CAPT Douglas J. ten Hoopen, USN on August 3, 2012

USCGAS

Detriot

CDR J.E. Deer, USCG relieved CDR M.E.Platt, USCG on May 17, 2012

CAPT Mark A. Truluck, USN relieved CAPT Dan W. Brune, USN on September 6, 2012

USCGAS

Washington

CDR F.M. Messalle, USCG relieved CAPT K.J. Benz, USCG on June 29, 2012

USCGAS

Kodiak

COMHSMWINGPAC

CAPT M.L. Rivera, USCG relieved CAPT W.C. Deal, USCG on July 20, 2012

VMM-265

Dragons

Lt Col William L. Pue, Jr., USMC relieved Lt Col Damien M. Marsh, USMC on June 12, 2012

CAPT David W. Bouvé, USN relieved CAPT Jeffrey W. Hughes, USN on September 28, 2012

HMH-464

Condors

Lt Col Matthew B. Robbins, USMC relieved Lt Col Alison Thompson, USMC on June, 2012

USCGAS

CDR K.P. McTigue, USCG relieved CAPT R.A. Hahn, USCG on July 6, 2012

CDR W.E. Sasser, USCG relieved CAPT E.C. Langenbacher, USCG on July 11, 2012

CDR M.J. Brandhuber, USCG relieved CDR F.C. Riedlin, USCG on June 22, 2012

Port Angeles San Francisco New Orleans

HSC-7

HSL-51

Warlords

CDR David Loo, USN

relieved CDR ‘12 David Rotor Review # 118 Summer / Fall Walt, USN on September 13, 2012

HSL-49

Dusty Dogs

Scorpions

HSMWSL

CDR Scott Knowles, USN relieved CDR David Yoder, USN on August 3, 2012

CDR William R. Sherrod, USN relieved CDR Jason A. Burns, USN on August 16, 2012

CDR Raymond B. Marsh, III, USN relieved CDR Andrew D. Danko, USN on September 7, 2012

HSM-70

Spartans

CDR Christopher H. Herr, 52 CDR Amy USN relieved N. Bauernschmidt, USN on September 20, 2012

HSC-9

Tridents

CDR Brad L. Arthur, USN relieved CDR Brian K. Pummill, USN on October 4, 2012

HSC-25

Island Knights

CDR Ruben Ramos, USN relieved CDR John Compton, USN on October 15, 2012

A Message from Rotor Review Editor-in-Chief Have You Gone Digital on

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The HSC-3/HS-10 Merger: View from the Cabin Article by AWS2 Robert W. Runnels Jr., USN

n July 2012, Helicopter AntiSubmarine Squadron TEN (HS-10) disestablished and the SH-60F Seahawk continued its gradual retirement from the fleet. This is the end of an era for some of us and the beginning of bigger and brighter things for the Aircrew in the fleet. I had the opportunity to be part of HS-10’s Fleet Replacement Squadron twice, once as a student and another as an Instructor at the schoolhouse. As a student, I sat in the back of the room and kept a low profile. I attempted to stay under the radar of the instructors and focus on my training. The FRS marks the last phase of schooling for an Aircrewman before going out into the fleet, and like many of my classmates, I wanted to stay in San Diego after I completed. To receive the orders that

I wanted, I had to be at the top of my class and it was very competitive. Every class, flight, and simulation we did was graded, so we had a responsibility to do the best that we could every single day. During the seven months of this school, the average day consisted of classroom-based lectures, simulation trainers, and actual flying. The trainers are a mock-up of the aircraft. They do all of the same things that a regular helicopter does, except fly. The classroom instruction and flight simulators are taught and graded primarily by civilian contractors, and the higher-ranking Aircrewmen instruct and oversee the students’ flights. The goal of this school was to instruct a person who has never flown before and get them NATOPS-qualified.

found that both experiences were very rewarding in different ways. As an Instructor I have grown to appreciate the stress that I felt as a student. We are training students to save lives, which is something that requires focus, strength, and commitment... If I could go back and be a student again... I would be active in my education, rather than trying to get by unnoticed. It has been very interesting being on the other side. As a student everything is organized for you; now I am the one organizing everything. It has been a very valuable learning experience.

When I arrived in 2005, there were more students in each graduating class. The phasing out of the SH-60F and the HH-60H and the transition from HS squadrons to HSC squadrons has caused the manning requirements of this platform to decrease. In addition, there were at least 13 HS squadrons that we needed to provide knowledgeable Aircrewmen for; today there are only 3 remaining. Back then each class had about 5 to 8 students, but there were at least 9 or 10 classes going on at the same time. Now each class has 4 to 5 students, and we only have 3 or 4 classes going on at once. This allows for much more one-on-one time with the instructors, which is something I wish that I would have had as a student. I found that both experiences were very rewarding in different ways. As an Instructor I have grown to appreciate the stress that I felt as a student. We are training students to save lives, which is something that requires focus, strength, and commitment. The classroom structure has not changed much since I attended in 2005; we still have civilian contractors teaching most of the classroom lectures and simulations. If I could go back and be a student again, I would not sit in the back of the room and I would be more attentive. I would be active in my education, rather than trying to get by unnoticed. It has been very interesting being on the other side. As a student everything is organized for you; now I am the one organizing everything. It has been a very valuable learning experience. Continue on page 54

Rotor Review # 118 Summer / Fall ‘12

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There are not many differences that I see when comparing HS-10 in 2005 to HS-10 today. There used to be more aircraft in the squadron and a lot more students in the schoolhouse. Now many of the aircrew students are dropouts of the Navy’s Special Forces programs like BUD/S or the Navy Diver program; when I came through, this was the primary career choice for all of us. I also believe that the maintenance department has improved, which is a reflection of the Skipper and the chain of command, and this keeps morale high and increases productivity. I will be transferring over as an instructor to the schoolhouse at HSC-3. I have well over 500 hours flying the MH-60S, since I flew the MH-60S for

two years prior to arriving at HS-10, so the knowledge base is there. A lot of the components are the same and the differences were emphasized during my syllabus. I am eager to continue sharing my knowledge of the aviation warfare rate to the junior fleet replacement aircrew on this new platform. Over the years, HS-10 has contributed a great amount to the fleet. When recollecting all the outstanding things that the HS community aircrews have accomplished, one has to remember that those crewmembers came through HS-10 first. Our steadfast training of the basics at HS-10 have developed aircrew who have become our fleet qualified aircrew who made things happen over the course of HS history. The disestablishment of HS-

10 and the phasing out of the SH-60F is very emotional for me. I have spent my career learning, teaching, and growing with this command and this aircraft. I am grateful for all of the knowledge and experience that I have gained from HS10, and I will bring that with me on my journey in the Navy and into the next chapter of my life with HSC-3.

Call Sign Calumet: A Historical Perspective Article by CAPT Doug Yesensky, USN (Ret.) The Journey Ends

ust what is a calumet? Ask any CAT I Replacement Pilot and you usually get the Reserve salute—a shoulder shrug. A bright RP once told me it is a baking soda, true, but not this calumet. It turns out a calumet is a highly ornamented, ceremonial, long stem pipe used by American Indians as a token of peace. For many years HS10 called themselves Taskmasters, but with the introduction of the SH-60F, they became the Warhawks. I have always thought the call sign Calumet and the squadron name Warhawks were a dichotomy of terms. But now it does not matter. The skies over San Diego will no longer hear someone check in as Calumet. The Calumets will be missed; they served honorably for more than fifty years with great pride. I’d like to tell you about my experience with the Taskmasters, but this story cannot be told without also examining the HS community at large.

My Taskmaster Beginning Compared to many of you

who had multiple tours as a Calumet, I had only two—once as a CAT I RP and my second time from 1981 to 1984 as a department head. During my HS10 CAT I time, in 1972, the squadron was commanded by Commander C. B. Smiley. My training time was rushed in a shortened syllabus. I was quickly designated pilot qualified in model and sent off to Viet Nam. Unless the RP was going HS, there were no tactical training flights other than a mountain pad flight

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and a water-landing event. The Taskmasters flew the venerable SH-3A/G/D Sea King, we wore Mae West inflatable life vests and used a navigation system that was a bug driven by wheels, cables, and pulleys that scratched your track on a piece of paper. The other navigational choice was the ancient MK-6 plastic manual “MO board” and grease pencil. The most unusually designed and scary piece of survival equipment was the one-man raft we wore strapped to our lower backs and Continue on page 55

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fastened with a belt-like device around our waist. To me the uninflated raft looked too big to get out of the pilot’s escape window for anyone except a skinny midget. A safety measure in case of accidental in-flight inflation was a locally manufactured item called the “Toad Sticker,” which was a sharpened aluminum tube for stabbing the raft. While I was in HS-10 another CAT I had his raft inflate in-flight forcing him against his harness and collapsing his lungs. Unable to breathe or reach his Toad Sticker, he instantly became unconscious. The aircrew moved forward stabbed the raft and had to render CPR all the way to Balboa Naval Hospital. Back then, HS-10 also provided CAT Is with career enhancing duties such as standing Shore Patrol at the Tijuana, Mexico border or downtown San Diego in Dress Blues or Summer Whites. This duty afforded us the opportunity to savor “bluejacket liberty hounds” in the local watering holes. Welcome to HS10, “nuggets.” Taskmaster Instructor Pilots were professional as I quickly found out when I hung my Mae West incorrectly from a wall peg and had to wear it for a week while in my khaki uniform. Flight suits were not worn unless going flying, so I looked like John Wayne right out of a WWII movie walking around the squadron area in khakis and Mae West. My second failure came when I downed

the first Sea King I preflighted. Seems the helo had an articulated rotor head. I had no idea what that was and I saw two spread rotor blades close to each other and the other three far apart—clearly a down helo. Got to love nuggets.

Community Historical Hesitation After the war in Viet Nam ended, like at the ending of all wars, the Navy enacted steep budget reductions that impacted the total force. By the late 1970s the HS community struggled to justify their mere existence as a tactical platform. Those holding the purse strings wanted to strip the SH-3 of its tactical suites and just have flying SH-3 “Trucks” supporting the Carriers’ PMC,

plane guard, and holy helo missions. Greatly impacting the HS community’s share of the defense dollar was the VS community’s introduction of the carrier-based S-3A Viking that on paper appeared able to provide air ASW protection of the Battle Group. The HSL community, in conjunction with the Surface Warfare community, was moving to acquire the SH-60B LAMPS MK III to add enhanced rotary-wing over-the-horizon ASW and surface surveillance capabilities from our small boys. In early 1978 I completed the syllabus in HS-1, the east coast H-3 FRS, and reported to HS-7. Both East and West Coast HS squadrons had to operationally justify their community’s future as a tactical ASW helicopter and were both undergoing many Measure of Effectiveness evaluations. HS-10 Taskmasters and HS-1 Sea Horses ramped up their ASW curriculums by modernizing and acquiring supporting tactical training devices. The onboard processors for MAD, sonobuoys, and the SONAR were improved. For pilots the most noticeable improvement was the ASN130 tactical navigation system (TACNAV). This Doppler-based navigation system vastly improved the accuracy of our dip-to-dip navigation, often placing the dippers on top of the submarine. The HS community found an ASW niche called the inner zone that was best protected and exploited with their ever-present variable depth dipping SONAR. The threat of dismantlement of the HS community faded. The Beginning of the Era of Transition Continue on page 56

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The question was posed, should HS-10 continue to only teach square patterns, singleengine landings, practice autos, “up dome,” and “down dome” for the coveted pilot qualified in model designation, or should they explore tactical growth in their training? The Taskmasters recognized increasing readiness demands for the HS community’s projected operational environment during the early 1980s. After graduating from the Armed Forces Staff College I was assigned to HS-10 as a department head from mid-1981 through mid-1984. I spent many months of my last two years in HS-10 working future HS community programs. I will discuss the early 1980s and the Taskmasters’ evolutionary transformation from not only providing NATOPS qualifications, but also providing expanded tactical training and qualifications. Ronald Reagan became President of our nation and declared the Soviet Union the evil empire. His selection for Secretary of the Navy, John Lehman, was ready to take on the Soviet Navy and he pushed his plan to expand the Navy to 600 ships. This naval force structure expanded far beyond our post Viet Nam years and President Jimmy Carter’s hollow force. CINCPACFLEET declared ASW the Pacific Fleet’s number one war-fighting priority. Locally in San Diego, HS10’s immediate superior in command was a twostar that commanded COMASWWINGSPAC. This flag staff oversaw all Pacific Fleet seabased air ASW assets and aviation utility support squadrons. This left FRS commanding officers, like HS-10’s, to manage their own community. For those who understood, no matter their platform, there was money and opportunity to grow the community. Some in the North Island’s I-Bar were heard to be singing, “We’re In the Money” at happy hour. Within just a few months after my arrival, Commander William E. Terry, a highly decorated Viet Nam veteran and well-known HS community leader, assumed command of HS10. I was undergoing IUT training and was the assistant operations officer. Soviet submarines were fast and exceptionally quiet. Our old, large, and slow Sea Kings clearly lacked state-of-theart technologies, but the dipping helo remained a proven winning concept. HS leadership on both East and West Coast ramped up the “noise” for a new dipper. No one person led the HS community’s evolution of change, but there were many on both coasts, from the major staffs to the worker bees in the five-sided building who made it happen.

COMASWWINGPAC was directed to provide a Requirements Statement to CINCPACFLEET describing a replacement helicopter for the SH3H. HS-10 and HS-1 coordinated like requirement statements from both coasts. I went TAD to COMASWWINGPAC to co-write the PACFLT statement. The Requirements Statements from both coasts reflected a larger helo than any helo currently manufactured in the United States. The Requirements Statement closely mirrored the larger European EH- 101. We wanted something like the H-3 only newer. To better coordinate the joint effort, Skipper Terry and I flew a reworked H-3 to Pensacola where an HS-1 helicopter took us on to Jacksonville. After agreeing on the concept needs, we flew on to the Sikorsky plant and were introduced to the Army UH60A Blackhawk. While touring the plant we saw the HSL community’s prototype SH-60Bs undergoing final assembly. Both of us flew Sikorsky’s Army Blackhawks and received briefs on aircraft capabilities. Others in the community followed, and Sikorsky commenced the full court press to win fleet acceptance of their proposal. After Commander Grant relieved Commander Terry as commanding officer of HS-10 the decision to replace the HS helo with the SH-60F was announced. To ensure everyone was onboard, Commander Grant received a phone call from a military three-star liaison officer at the White House, “We are building a 600ship navy in the United States and are not going to buy a foreign helicopter.” The political action committees of United Technologies and Sikorsky clearly influenced the decision of the White House and the Secretary of the Navy. (Note: having been a SH-60F/H simulator instructor for the last 12 years, in my opinion the H-60 Foxtrot/Hotel decision was one of the community’s finest moments.) There was another factor that spelled the demise of the venerable SH-3H. The Reagan Administration was building a 600-ship navy, which increased the number of battle groups,

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air wings and thus HS squadrons. During this time frame HS-14, HS-16 and HS-17 were commissioned. There just were not enough H-3s to go around. In 1984 as I watched my crashed H-3 burn up at NAS Imperial Beach I knew we were another Sea King short of the fleet requirement. Get the SH-60F on line! The helicopter Fleet Replacement Squadron communities recognized the needed for better training devices if the FRS was going to meet the tactical training requirements. The first helicopter visual- and motion-based trainers for the H-2, H-3, and H-46 communities came on line. The HS10 training department embraced their new trainer by sending Lieutenants Mike Fackrell and Curt Wessel to Tampa, Florida to test and accept the SH-3H trainer. HS-10 also brought on line long-needed ASW tactical trainers. Insightfully, HS-10 was expanding tactical events and getting funded by congress. Did I not say the Reagan years were good? Two other expansions of training at HS-10 occurred during this time frame. Being the mayor of the west coast HS community, HS10’s Skipper Terry, in concert with fleet HS fleet squadron commanding officers, knew the FRS should be transferring RPs to fleet squadrons with more than just a NATOPS qualification. Under the old concept, a graduated RP showed up at their fleet squadrons with zero readiness points. There was no ship-landing qualification in HS-10’s syllabus. Coming from the AMPHIB community Skipper Terry found deck time and deployed HS-10 detachments on large-deck AMPHIBs for day and night CAT I RP qualifications. Until its sundown, HS-10’s CNO syllabus ensured every RP is small-deck day- and night-qualified before reporting to their fleet squadrons. The second expansion of tactical roles for HS-10 was torpedo drops. As operations officer I was tasked to find a range where HS10 RPs could drop qualifying torpedoes. The East Coast HS community had the Andros Island ASW range in the Bahamas. I found the Nan Noose torpedo range that our SSNs used in British Columbia north of NAS Whidbey Island. We began flying CAT I RPs from San Diego to Whidbey Island with two MK-46s slung under the helo. Along the way we really got some strange looks while re-fueling at Coast Guard Air Station Coos Bay, Oregon. During the flight north the torps were hard-wired to the aircraft with no jettison option. All the Continue on page 57

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way up I kept looking out to make sure both torps were with us and not in some Oregon forest or in downtown San Francisco. While I was attached to HS-10 we did this twice. In so doing, HS-10 demonstrated that torpedo training was a vital training requirement for the FRS. For the remainder of its existence, each RP from HS-10 was routinely Torpqualified on the SCORE range. The commanding officers of Pacific Fleet sea-based ASW aircraft commands established a requirement for an ASW University. The Navy’s effort to grow a 600-ship navy offered the perfect opportunity for the sea-based air ASW community to implement their own tactical institution. Skipper Terry volunteered me, his Armed Forces Staff College graduate, to write a formal Staff Study demonstrating the feasibility of an ASW University. The paper outlined procedures to create this university, but strongly stated that without a tactical instrumented underwater ASW range there would be no means of determining the effectiveness of the training. After he took command of HS-10, Commander Rick Grant sent me TAD to COMASWINGPAC as the range program manager with the charter to build an ASW range on the west side of San Clemente Island. With an operating underwater range Sea-Based Weapons and Advanced Tactics School (SWATS) became the ASW University. By the late 1980s the underwater

range conducted ASW training and SWATS coordinated training of tactical sea-based ASW aircraft. Later SWATS was disestablished. Today, each community now has Weapon Training Units (WTU) to conduct fleet squadron weapons events, tactics training and TAC D&E studies. These programs grew HS-10’s tactical curriculum and IPs in the FRS periodically undergo WTU tactical evaluations. As this dynamic transition era of the 1980s drew to a close and the 1990s arrived, three major changes were implemented to enhance future HS-10 roles and missions in the HS community. The Helicopter Master Plan was published, female pilots and aircrew were integrated into fleet squadrons and the SH-60F/H replaced the SH-3H. Twenty years later the HS-10 mission remained the same, only the training is far advanced over what I underwent in 1972.

The Next Era and Sun Down

HS-10’s CNO-approved syllabus expanded with the SH-60F/H, modernization of tactical systems, training devices and range time. No longer does an RP of any FRS leave with just a pilot qualified in model designation. HS-10’s SH-60F/H curriculum grew to possess 14 ASW simulator events, one torpedo event on

range, two Hellfire/laser/FLIR simulator events, tactical training seminars, and NVG TERF flights. Expansion of tactical flights has greatly increased over the past 30 years. RPs now transfer with small-deck qualifications and Torp qualifications. Many transfer with Level II and Level III combat readiness qualifications. Commander THIRD FLEET, VADM Michael “Wizard” McCabe, visited HS-10 a few years ago and I told him, “They are no smarter than we were, but they are significantly better trained and prepared for their fleet duties then we were.” The HS-10 Taskmasters turned Warhawks evolved to better meet fleet training demands. Many professionals have led this enrichment of training of their fleet replacement pilots. No Rotor Review article can completely capture the many significant advancements and contributions HS-10 has made to the Navy and the Nation. This is not only a sun down article for HS-10—it is also sun down for the HS community, the oldest tactical helicopter community in the United States Navy. Farewell to a great legacy. Bravo Zulu Taskmasters and Warhawks. Captain D. A. Yesensky, USN, RET, past HS-10/HSC3 simulator instructor and Naval War College faculty.

There I Was

It Can Happen to You

Article by LT Tyler “Lyle McStyle” McKnight, USN

his is an article dedicated to the nuggets: all the pilots and aircrewmen making their way through the Fleet Readiness Squadron (FRS) and the new check-ins to their first fleet squadron. The FRS has and will give you a baseline of knowledge that will set you up for success for your first sea tour and beyond. The systems knowledge you learn and the emergency procedures that you memorize are not useless tidbits of trivia, but information you will need to apply both during mundane flights and more extreme situations. Be prepared, even if it is your first flight in the

command. You never know when you will need it. As a senior junior officer on my way out of the squadron, I was the Helicopter Aircraft Commander for a moonless night plane guard hop with a brand new copilot. It was actually her first night flight in the command. I had a senior crewchief in the back with a rescue swimmer that was equally as new as my copilot. We thought we were about to finish a relatively uneventful plane guard hop. We were holding in Port Delta in anticipation for our scheduled hot pump/crew swap time, with two jets to

recover. My copilot was at the controls, when all of a sudden I saw the attitude gyro pitch up and right, and our altitude jump up about one hundred feet. I immediately grabbed the controls. My initial thought was that my copilot was getting squirrelly on me and was either losing SA or getting vertigo. As I jumped on the controls, I saw the “light show” appear on the caution/advisory panel, and I felt an increase in control pressure. My copilot pulled out the pocket checklist, we notified the aircrewmen in back, and I continued to fly the aircraft. As suspected, we experienced a Continue on page 58

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There I was: It Can Happen to You

ooking back, everything went as seamlessly as it could have in a situation like that. That is not to imply that it was an easy situation. It went seamlessly because both the helo and the crew functioned as they should have after years of proper maintenance and training. After the countless times I flew and landed boost off, I knew how the aircraft would handle and how to fly it. Continued from page 57

hydraulic leak in the #2 hydraulic system. Thankfully, the leak isolation system worked exactly as advertised. The system sensed a leak in the Pilot Assist Servo Assembly and shut off hydraulic fluid to it in order to prevent further depletion of hydraulic fluid. The bad part was that we were now flying boost off, overwater, at night, with no moon to help us. I was relying on my instruments and the glow of the carrier to maintain SA and keep the helo upright. We notified Tower that we would need an immediate landing to Spot 9 after the fixed wing recovery was complete.

Once the final two jets had recovered we were cleared to land to Spot 9. We started our approach further out than normal to allow ourselves plenty of time to set up a controlled approach to the carrier. We established a hover at 20 feet, rode the bull for a moment as the aircraft settled down, and then executed a firm military landing to minimize our time over the spot. After maintenance conducted their investigation into the matter it was discovered that the #2 hydraulic pump was faulty and was actually creating too much pressure. Excessive force was exerted on one of the quick disconnects, which led to a failure of the factory installed safety wire. The quick disconnect barely moved from its normal position, but it was enough for the hydraulic fluid, which is pressurized to 3000 PSI, to squirt out and totally deplete the reservoir. Looking back, everything went as seamlessly as it could have in a situation like that. That is not to imply that it was an easy situation. It went seamlessly because both the helo and the crew functioned as they should have after years of proper maintenance and training. After the countless times

I flew and landed boost off, I knew how the aircraft would handle and how to fly it. The aircrew did their job. They pulled out the NATOPS, backed us up on gauges and lights, and ensured we were well clear of any obstacles before landing. If I can trust them to get me to land in a confined area landing zone, a big open deck on a carrier is a joke. Lastly, the big take-away for all the new pilots and aircrewmen is this: remember, you are part of the crew as well. Be ready to help in a similar situation. I had enough trust and faith in my copilot that I let her deal with the checklist items so I could focus on flying and communicating. There is a reason we fly with two pilots. In a situation like that it is very easy for an individual to get task saturated. I might not have trusted her to get me to the chow hall on the ship, but I knew I could count on her to help as a member of the crew during an actual aircraft emergency. Remember, it can happen to you…

“Been in the Squadron Since Breakfast” Article by LTJG Lynda Pearl, USN

t’s been two weeks. Two weeks into deployment and two weeks since I’ve been in the squadron. I’m still trying to figure the ins and outs of my new command, and still not even sure of more than one way to get from my stateroom to breakfast. I’m at the controls hauling a helicopter of a monetary value unbeknownst to me towards a SAR datum dialed in by the Helicopter Aircraft Commander (HAC) and I can hear the crew chief and rescue swimmers going through their procedures, dressing out in their rescue gear and thought, “is this seriously happening?” I knew the voices over the radios weren’t testing me when they repeated: “This is an actual SAR.” The HAC, LT Adam “Shep” Sheppard, had been my sponsor and point of contact throughout the months leading up

to my arrival to HS-5. He had been an invaluable source of information and mentorship when it came to making the transition from leaving the training command to checking into my soon to deploy fleet squadron. After transferring passengers to and from the USS Dwight D. Eisenhower (CVN-69) and French carrier Charles De Gaulle (R91), we were scheduled for a routine plane guard flight as the fixed wing aircraft conducted their cyclic operations. As soon as we lifted off the deck from “Ike” we immediately found ourselves in the scenario we have been trained so frequently to perform, but in reality is so rare. Shep had our navigation needle pointing directly to the survivor location before it even sunk in what we

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were on our way to do and AWRC Jonathan Showerman, AWR2 Brad McCutcheon, and AWR3 Justin Tolbert were already unstrapping and prepping the cabin for the rescue. A French pilot had ejected during a day fighter maneuvering flight and we were the SAR unit en route. For a few minutes it was almost surreal to witness the countless hours of training be put into motion and how seamlessly the entire event played out. I realized I had it easy when I only had to focus on flying the aircraft to the survivor. The coordination between Shep and the F-18/F Hornet already on scene appeared effortless. He was requesting and receiving the essential details of the situation with clear, concise, and professional radio transmissions. I remember wondering what Continue on page 59

There I Was: Been in the Squadron Since Breakfast Continued from page 58

would be going on if I were sitting in his seat. The interaction was seamless between our helicopter and the jet circling overhead. Because of the precise coordinates and detailed description of the scene passed from the Hornet, we were able to pick up the survivor expeditiously and safely. Shep was on the controls for a 10-foot, 10-knot creep as AWR3 Tolbert jumped out of the aircraft to the French pilot. I

resumed control in the right seat as we stabilized in the hover for the rescue while AWR2 McCutcheon operated the hoist and verbally positioned the aircraft over the swimmer and survivor with clear and direct calls over the internal radio. AWRC Showerman continually updated the status of the rescue and communicated the medical evaluation of the pilot once he was safely on board. Each individual executed their responsibilities without hesitation and by the time we had delivered the French

pilot back to the Charles De Gaulle I couldn’t remember a time I felt more humbled. The professionalism and composure I witnessed in that one flight established a standard for which I will strive in the future. Congratulations to the HS-5 Nightdippers on continuing to stand by your motto: “we rescue, we protect, we deliver.”

One Overturned Vessel, 22 Souls, 85 Miles North of Mother…Go! Article by LT Matt “Show” Heidt, USN

day that will live in infamy. 70 years earlier the Japanese attacked the United States at Pearl Harbor, but on 7 December 2011, both the US Navy and the Japanese Navy worked together to rescue 22 survivors in the Gulf of Aden. After an early morning frocking of three of our Petty Officers and the presentation of a Navy Achievement Medal for one of our Aircrewmen, the Warrior of HSC-28 DET 2 made their way back to their spaces before a General Quarters drill that was about to kick off. As we settled down for the day, which

we expected to be just another day of duty crew operations, things quickly changed. The ship received notification via a Japanese Navy P-3 of an overturned vessel located approximately 30 miles south of the coast of Yemen. As an H2P, it seemed very similar sitting across from the other HACs and OIC in a room for a Mock HAC Board where they would pass the same information, “You just received info regarding an overturned vessel… Go.” Only this time it wasn’t a training scenario and there were actually people in the water. As we gathered more

information regarding the SAR, we quickly found out that the vessel was approximately 85 miles to the north, and there were an estimated 19 to 22 survivors, 8 with life jackets in the water, and 11 without life jackets on top of the hull of the vessel. We ensured we grabbed an extra life raft to deploy for those without life jackets, and grabbed an extra Rescue Swimmer to assist in the rescue of this many individuals. After the entire crew gathered all the information and extra equipment we needed, we headed up to the aircraft, Kraken 45, to get going. After starting the #1 engine we found a #1 Oil Filter Bypass caution light, Continue on page 60

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and thought, “you have to be kidding me!” The other aircraft was just starting its FCF from getting out of phase, and we could possibly be delayed in conducting this SAR due to the malfunction. We shut down the engine and our crewman jumped up top to check on the filter and luckily there wasn’t a popped PDI, so we started back up again and the caution had cleared. We launched at 0830 local from the USS Bataan (LHD-5) and proceeded in the direction of the vessel. Due to winds we had a 45-minute transit to the scene, which gave us plenty of time to take a breath, relax, and start briefing how we were going to effect this SAR. We decided how we were going to deploy the raft, our swimmers, and how many people we could safely get in the aircraft. The numerous training evolutions and crew experience involving simulated searches, swimmer deployments, 70-foot hovers, and hoisting would quickly be put to realworld use. We made contact with the Japanese Navy P-3 and began getting an update of the situation. The USS Bataan and USS Mesa Verde (LPD-19), part of the BATARG, continued to steam in the direction of the vessel, and On Scene Commander duties were passed to the Mesa Verde. We kept track of both ships via LINK 16 because sooner than later we knew we would lose traditional navigation and communications signals from both ships as we continued over the horizon, but with LINK we could continue to build our overall situational awareness. We eventually lost communications with both the Mesa Verde and the Bataan and continued inbound maintaining communications with the Japanese P-3. At 0915, we arrived on scene to see that a local fishing vessel was approaching the scene to render assistance. We decided that it was still best to deploy our Rescue Swimmers, AWS3 Joshua Teague and AWS3 Ryan Rampi, via a “15 and 0” so they could render immediate medical attention to those in need. After our swimmers signaled they were safe, we maneuvered out of the way up to a 70foot hover to keep an eye on our Rescue Swimmers and survey the scene. They immediately began to assess the medical

needs of all survivors in the water, and after finding that all survivors were in good condition, and consultation via radio with the aircraft, we decided it was best to load them into the fishing vessel due to legal guidance we received while en route. After everyone was safely onboard the fishing vessel, Teague and Rampi began to search the overturned dhow by banging on the hull to see if they could hear anyone that may have been trapped inside. They searched the area around and below the dhow and made sure no one was left in the water. While they continued their efforts in the water, in the aircraft, Aircraft Commander LT Wesley Johnson and I updated our bingo and continued to pass information to the Mesa Verde via the Japanese P-3. When the Rescue Swimmers were convinced the vessel was clear of all survivors, they signaled for pick-up. Our Crewchief, AWS2 Carlos Llongueras, called us into position and we recovered both Rescue Swimmers at 0945L. With their assessment and the use of the FLIR we proceeded to get a count of how many people were on the fishing vessel and confirmed that number with the Japanese P-3 overhead. With some language barriers, we were unsure if all the survivors made it aboard the vessel, so we headed back to the overturned dhow, and began an expanding square pattern to search the area. We searched the area until 1115L when we determined that no one else was in the water and had confirmation with the Japanese P-3 that all survivors had been on board the fishing vessel as we approached bingo fuel. At that point we left the scene for to the Mesa Verde, which now appeared on the horizon, for fuel before Commander, Amphibious Squadron Six instructed us to head back to the Bataan. Heading back to the Bataan, we felt a sense of accomplishment and pride that we in fact aided in the rescue of those individuals even if it meant helping to make sure they all made it aboard another vessel. Our Rescue Swimmers worked as a team that day in the water and personified the Rescue Swimmer motto, “So others may live…”

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We landed back onboard the USS Bataan at 1230L and continued the day just like any other, ready for whatever would happen next.

Article by LT Rachel Barton and AWS1 Laci Hall

The aircrew from the “All Female ‘Tow’” Flight

une 22, 2012 marked a milestone for the MH53E community and the Blackhawks of the U.S. Navy Helicopter Mine Countermeasures Squadron FIFTEEN (HM-15), on deployment in Manama, Bahrain. Home-ported out of Naval Station Norfolk, VA, HM-15 maintains a permanent detachment in Bahrain, flying the Sikorsky MH-53E Sea Dragon. The primary mission of the MH-53E is Airborne Mine Countermeasures, where the aircraft hovers safely above the water while dragging a wide variety of mine hunting and mine sweeping gear through the water. Though the Blackhawks have been in existence for 25 years, up until this summer they had never witnessed an all-female “tow” crew. The first female American solider in the military dates back to the Revolutionary War where Deborah Sampson enlisted in the Continental Army as a solider under the name of “Robert Shurtliff.” Since that time, the role that women have played in SCAN AND LIKE HM-15 ON

the military has increased with both the number of women in service and the billets that are available to them. Beginning in the American Revolution, women served their country as nurses supporting the men who were fighting. It wasn’t until World War I that women were allowed to serve in restricted line billets. In the Women’s Armed Services Integration Act of 1948, women were finally granted permanent status in the Regular and Reserve forces of the US military. In 1974, women reached a milestone in the military when the first Navy women earned their military pilot wings, paving the way for those of us who serve today in naval aviation. While opportunities continued to grow, it wasn’t until 1994 when the combat exclusion law was repealed, that things really began to change. Ninety-five percent of the billets in the Navy are now open to women, which is a vast change from being allowed only to serve within the Nurse Corps. As of January of 2012, more than 64,000 women are serving in the Navy. Those women comprise 15.8 percent of total officers, 4.8 percent of naval aviators, and 16.7 percent of enlisted Sailors. Of those, over half of the Sailors are in aviation technical ratings.

Squadron Update

HM-15 Squadron Update: A First for AMCM

Historically, the AMCM community has been comprised primarily of men, but since 1994 the number of females attached to the two AMCM squadrons has continued to increase. While the number of females in the squadron grew over the years, this was the first time there were enough qualified females in the same location to be able to comprise an Airborne Mine Countermeasures (AMCM) flight solely with female pilots and aircrew. On June 22, 2012, the first all female “tow” flight commenced, conducting AN/AQS-24A minesweeping mission in the Arabian Gulf. The flight crew members included the Commanding Officer of HM-15, CDR Sara Santoski, LT Rachel Barton as Aircraft Commander, AWS2 (NAC/AW) Laci Hall as the Crewchief, AWS2 (NAC/AW) Sharon McCracken as the Controller Operator, AWS2 (NAC/AW) Alyssa Gifford as the Rampman, AWS3 (NAC) Brianna Rich as the Handler, and AWS3 Tarah Snow as the Recorder. In addition to the flight crew, this flight served as a milestone for the maintainers attached to the squadron as well. This particular event had an all female maintenance crew of trouble-shooters that included AO1 Kathleen Ringenberg, AM1 Anna Richardson, AD2 Elizabeth Pruitt, AM2 Maygan Mitchell, AEAN Stephanie VanWart, AMAN Arielle Corbett, PR3 Brickell Thaggard, MN3 Kaela Diaz as the tactician, and AZC Carla Gilbert from Maintenance Control for Safety of Flight. Women serving in active duty billets have become so accepted over the last 18 years, that most people serving in the military don’t stop to think about it as they go about their daily tasks. But on days like June 22, 2012, it’s nice to take the time to appreciate the road that was paved by those who served before us, the opportunities that women in the military now have due to their legacy, and the role we play in paving the way for future generations.

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Squadron Update

A Perfect Record: HSL-51 Hits 125,000 Class “A” Mishap Free Flight Hours Article by LTJG Tim Prechter, USN

AF Atsugi, Japan – The U.S. Navy’s Helicopter Anti-Submarine Light Squadron FIVE ONE (HSL-51) reached a tremendous milestone on Wednesday, January 25, 2012, successfully surpassing 125,000 Class “A” mishap-free flight hours. No easy or quick achievement, HSL-51 arrived at this significant milestone after 20 years, the duration of the Squadron’s existence. According to the Naval Safety Center, the HSL community averages a Class “A” mishap every 73,500 hours. HSL-51 has far surpassed this trend demonstrating the Warlord’s unyieldingly high standards as professional aviators and aircraft maintainers. Established on 3 October 1991, HSL-51 is one of eight squadrons that make up the Pacific Fleet’s Helicopter Maritime Strike Wing (CHSMWP). Known as the “Warlords,” the members of HSL-51 are the Navy’s only permanently forward deployed Sikorsky SH-60B Seahawk LAMPS (Light Airborne Multi-Purpose System) Mk III helicopter squadron, providing combatready helicopter detachments to ships deployed in the Western Pacific region.

HSL-51 is additionally responsible for providing executive transport for the Commander of U.S. Seventh Fleet in two passenger configured SH-60F Seahawk helicopters. The Naval Safety Center defines Class “A” mishaps as incidents resulting in $2,000,000 or more worth of damage to an aircraft, the destruction of an aircraft, and/or permanent total disabilities or fatalities. Achieving this mishap-free milestone is even more remarkable given the consideration that most of the SH-60B detachments fly in the demanding small deck environment, landing on the flight decks of destroyers, cruisers and frigates often under poor weather and night time conditions. Since its inception, HSL-51 has safely completed over 49,000 shipboard landings, over 18,000 of which were at night. HSL-51 reached the benchmark during a day fundamentals flight piloted by LT Jake Reed as aircraft commander and LTJG Tim Prechter as copilot, and crewed by AWR3 Zachary Rogers. When asked of his thoughts, Rogers remarked, “It’s a pretty amazing thing to be a part of a squadron that has 125,000

mishap free flight hours, and it’s even more amazing to have been on the flight that helped the squadron make its mark.” The Commanding Officer of HSLSCAN AND LIKE HSC-51 ON

51, CDR David Walt, is proud of his sailors, asserting that “reaching this milestone is a direct reflection of the dedication to safety, Operational Risk Management and leadership of every single Warlord Sailor over the past twenty years. It speaks volumes about the professionalism and pride of every single member of the Warlord team, past and present. It truly is a team effort involving dedicated individuals from the top to the bottom every time they walk through the front doors. The current generation of Warlord Sailors is fully dedicated to carrying on the commitment to safety, both on and off the job, that allowed us to reach this aviation safety benchmark.”

HSC-22 Squadron Update Article and Photo by LTJG Allen Hartley, USN

elicopter Sea Combat Squadron TWO TWO (HSC-22) has been busy with two deployed detachments supporting fleet operations around the world. Currently the Sea Knights back at homeguard are preparing for their next

AGM-114 Hellfire missile shoot in late August. In July HSC-22 hosted Rear Admiral Lescher, the future Commander of Expeditionary Strike Group FIVE, providing an MH-60S capabilities brief, static Armed Helicopter display, and Armed Helicopter aircraft

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familiarization flight. HSC-22 Det ONE deployed in March 2012 and embarked in the USS Iwo Jima (LHD-7) as part of the Iwo Jima Amphibious Ready Group. The IWO has Marines from the 24th Marine Expeditionary Unit on board Continue on page 63

Squadron Update: HSC-22 / HSM-35 /HS-5 Continued from page 62

and is currently supporting Maritime Security Operations for FIFTH Fleet. HSC-22 Det TWO departed in June 2012 embarked aboard the USNS Robert E. Peary (T-AKE 5), providing logistical support to the USS Dwight D. Eisenhower (CVN-69) Carrier Strike Group in the FIFTH and SIXTH Fleet Areas of Operation. Detachment TWO will depart the Peary in September 2012 to relieve our friends from HSC28 on the USNS Supply (T-AOE 6) and continue providing logistical support until the spring of 2013.

Rear Admiral Lescher checks out Crusader 22 on his July visit to the squadron.

CALLING ALL MAGICIANS!! Article by LT Shaun Turner, USN

n December 4, 1992 following 19 years of steadfast service to our nation, Helicopter AntiSubmarine Squadron Light THREE FIVE was decommissioned onboard Naval Air Station North Island, San Diego, California. The World Famous Magicians maintained a legacy of valiant war-fighting excellence and extraordinary support to Naval Aviation and the Fleet. Now 20 years later, Helicopter Maritime Strike Squadron THREE FIVE (HSM 35) shall return to usher in a new era of Rotary Wing excellence and service while embracing the legacy SCAN AND LIKE HSM-35 ON

of their predecessors. The THREE FIVE Magician name was recently adopted to honor one of the significant torch bearers of rotary wing aviation. Pre Establishment Unit THREE FIVE (PEU 35) established July 1, 2012 and will formally commission on April 2013. The HSM-35 Magicians will be Naval Aviation’s newest Rotary Wing Squadron assigned to train and operate out of NAS North Island and forward deploy to the Pacific Theater. Under the leadership of CDR Chris Hewlett, HSM-35 will form the first HSM Composite Expeditionary Squadron planned to include both the Navy’s most technologically advanced helicopter, the Sikorsky Multi Mission MH60 Romeo and the Fire Scout MQ-8 B/C, a Vertical Unmanned Aerial Vehicle System. Both assets will embark the U.S. Navy’s premiere Littoral Combat Ship (LCS) Class recently introduced to the San Diego Fleet.

(l-r) AWR1 Hampton Trainer and HSM-35 PCO CDR Chris Hewlett after training Prospective Commanding Officer, CDR Hewlett invites all Magicians past and present to commemorate an exciting new era in Naval Aviation and the much anticipated return of the World Famous Magicians to NAS North Island. Please direct all correspondence to LT Shaun Turner, shaun. turner@navy.mil, and we look forward to reunite past and future Magicians in April 2013!

HS-5 Nightdippers Embark on Final Deployment Before SH-60F/HH-60H Sundown Article by LTJG Lynda Pearl, USN

t 1000 on June 20th, 2012 nearly 6,000 officers and sailors waved goodbye to their families, friends, and loved ones as the USS Dwight D. Eisenhower (CVN-

69) pulled away from the pier at Naval Station Norfolk. This deployment has deeper meaning to the 182 pilots, aircrewmen, maintainers, and support staff that comprises the Nightdippers of

Helicopter Anti-Submarine Squadron FIVE as they embark on their final deployment with the SH-60F/HH-60H model helicopter. Upon returning from their nine-month cruise,

Continue on page 64

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Squadron Update: HS-5 Continued from page 63

the Nightdippers will transition to the newer MH-60S airframe, which will include an improved cockpit featuring computerized avionics as well as improved mission capabilities. “Our transition will not just be a one-for-one swap. We will be flying new aircraft, but the next time we deploy an MH-60R squadron will be part of our Air Wing. They will take over our ASW responsibilities, and we will have extra capacity to execute missions requiring the unique armed helicopter capabilities of the MH-60S,” said CDR Dennis Vigeant, commanding officer of HS-5. HS-5 is no stranger to transition and throughout the years has proven the ability to adapt seamlessly to its everevolving platform. Born into the Navy on 3 January 1956 as an Anti-Submarine Warfare (ASW) platform, HS-5 began its first chapter in history with the HSS1N helicopter, which proved capable of flying over water at night without visual reference to the ocean, coining the squadron’s nickname Nightdippers. In 1963, HS-5 transitioned to the first twin jet-turbine helicopter, the SH-3A Sea King and five years later was presented with the Sikorsky Safety Award for over 25,000 consecutive mishap-free flight hours. The Nightdippers further evolved as the latest ASW technology advanced. In 1978, HS-5 transitioned to the SH-3H and surpassed 14 years and 44,000 hours of mishap-free flight hours by 1992. Award winning maintenance along with support from all facets of the command is credited for these phenomenal achievements. Most recently, 1995 further proved to be an example of HS-5’s ability to adapt and overcome. The HS-5 transition to the H-60 Seahawk came during a period of rigorous predeployment work-up cycles and the Nightdippers still completed their transition three months ahead of schedule while completing all of the operational commitments demanded during deployment. After 17 years of unparalleled multi-mission capabilities and service, the SH-60F/HH-60H missions will

The HS-5 rescue crew after receiving their awards from CAG. From left to right, AWR3 Justin Tolbert, AWR2 Brad McCutcheon, AWRC Jonathan Showerman, LTJG Lynda Pearl, LT Adam Sheppard. Read more on the rescue crew in “Been in the Squadron Since Breakfast” on page 58. be improved upon and fulfilled by her evolving brethren. Although HS-5 will be saying goodbye to the ASW mission, the squadron will continue to support our Navy with more advanced means of Combat Search and Rescue (CSAR), Anti-Surface Warfare (ASUW), and logistic support through Vertical Replenishment (VERTREP), all while retaining the unique capabilities of rotary wing aircraft such as Search and Rescue (SAR) and Medical Evacuation (MEDEVAC). CDR Vigeant adds, “HS-5 has a proud legacy of protecting our carrier’s inner zone from the submarine threat. The transition will divest us from that mission set, but HS-5 will continue to be known by our motto: we rescue; we protect; we deliver.” The Nightdippers concluded their demanding work-up schedule in May 2012 with over 680 flight hours and 275 sorties completed throughout TSTA and COMPTUEX. The squadron, whose aircraft have an average of nearly 8,000 hours flown on each airframe, will complete their current deployment in March of 2013 and upon return will

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look forward to the MH-60S upgrade. “It’s an exciting time to be a Nightdipper. We are looking forward to our transition but recognize that we still have an incredibly important job to do with our SH60Fs and HH-60Hs. Once we return from deployment, then we will be able to proudly put these fine machines out to pasture,” said CDR Vigeant. The Nightdippers are ready to begin this new chapter in their storied history and will no doubt continue the excellence and professionalism this squadron has always exemplified.

Squadron Update: HSM-78

Newest Maritime Strike Squadron Established Article by LT Ryan Campoamor, USN

he Blue Hawks of Helicopter Maritime Strike Squadron SEVEN EIGHT (HSM-78), led by Commanding Officer, William H. “BUD” Bucey III, recently became the newest MH-60R squadron in the United States Navy. The establishment ceremony took place on March 1, 2012 onboard Naval Air Station North Island in San Diego, California. In attendance were military guests including Captain Jeffrey Hughes, Commander Helicopter Maritime Strike Wing Pacific, family, friends, and numerous Blue Hawks from Helicopter Attack Squadron Light FIVE. The original Blue Hawks name dates back to June 1977 when Helicopter Attack Squadron Light FIVE was commissioned at Point Mugu, CA. Flying the HH-1K Huey helicopters, the Blue Hawks of HAL-5 served honorably and performed with great distinction in special operations support and light attack missions. The light attack mission in rotary wing aviation has evolved into the maritime strike mission as we continue to operate in the complex and dynamic maritime littoral environment. The Blue Hawks of HSM-78 are eager to follow in the intrepid footsteps of the

Skipper Bucey addresses the Blue Hawks during the establishment ceremony. original HAL-5 Blue Hawks and are proud to honor their legacy of maritime strike dominance by adopting the Blue Hawks name. The HSM-78 insignia colors are a link to the values, passion and history which will be the basis of all Blue Hawk traditions. The hawk is the preeminent bird of prey and symbolizes the fierce lethality and unmatched aerial skill HSM-78 and the MH-60R bring to Naval warfare. The black background

represents the all weather, day/night capabilities of the multi-mission MH-60R. The blue color of the hawk embodies the proud traditions and heritage of maritime strike excellence within rotary wing aviation. The white and blue lettering represents the pure spirit of the warrior and the honor and integrity all Blue Hawk men and women strive to demonstrate on a daily basis while accomplishing the mission. The Blue Hawks that wear this insignia are proud, honored and ready to grow the legend while endeavoring to set the standard within the HSM community and Naval Aviation. The Blue Hawks are the fourth HSM fleet squadron established at Naval Air Station North Island. When fully operational, HSM78 will consist of 40 pilots, 20 aircrewmen, over 200 maintenance and admin personnel, 11 MH-60R helicopters and are slated to deploy with Carrier Air Wing SEVENTEEN (CVW17) on board the USS Carl Vinson (CVN 70). SCAN AND LIKE HSM-78 ON

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Squadron Update: HS-14

HS-14 Chargers Return From Successful Summer Deployment Article by LT Evan Cook, USN and LTJG Patrick Griffin, USN

The Chargers and CVW-5 conduct a PHOTOEX during a tri-lateral exercise with JMSDF and South Korean Navy.

he Chargers of HS14 recently returned home following a successful summer deployment which saw an abundance of training opportunities as well as the ability to enhance regional partnerships. HS-14 is forward deployed to Atsugi, Japan, as part of Carrier Air Wing FIVE (CVW-5). After getting underway in late May, CVW-5, embarked on the aircraft carrier USS George Washington (CVN73), headed to the island of OkinoDaito-Jima (ODJ) to conduct weapons training. While there, the squadron conducted four live Hellfire exercises, as well as an Airwing CSAR exercise, greatly increasing readiness. “It’s always a pleasure to see all of the studying and prep work pay off during a live event resulting in a successful ordnance release,” said LT Chris Aldrich, a copilot for one of the Hellfire shots. The Chargers enjoyed port

calls in Hong Kong and Busan, South Korea, and also participated in numerous exercises with the Japan Maritime Self Defense Force (JMSDF) and the South Korean Navy. We were able to train directly to every single mission area and remained fully qualified across the board throughout deployment. During routine operations, an accidental man overboard called the Chargers into action to rescue a shipmate. An Alert-15 crew consisting of LT Scott Kellerman, LT Matthew Young, AWR3 Jonathan Bader and AWR3 Thomas King launched in seven minutes and quickly recovered the sailor. AWR3 King found the survivor awake, coherent, and cooperative, and both personnel were recovered to the helicopter via rescue hoist. “It was a huge adrenaline rush as soon as we got called away, but we stuck to the procedures and ended up saving a life,” said King about the rescue.

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While on the return leg to Japan, HS-14 had the opportunity to conduct another BADMAN CSAR event at the training areas in Okinawa. “The opportunity to conduct Airwing CSAR events in Okinawa and elsewhere are vital to a forward deployed squadron that does not undergo the standard NAS Fallon work-up cycle,” said LT Brian Carnes. In total, HS-14 executed 415 sorties totaling 1,186 mishap-free flight hours during their two-month summer deployment. HS-14 will spend a few weeks in Japan before leaving on their fall patrol in mid-August. SCAN AND LIKE HS-14 ON

Article and Photos by LCpl. Martin R. Egnash, USMC

he Marine Corps has been training with the MV-22B Osprey for more than 10 years. In 2005, the Marine Corps began transitioning from CH-46D Sea Knight to the Osprey, a transition that is still going on today. The Marines who fly and work on the Osprey began at Marine Medium

VMMT-204 conducted flight training

USMC Update

VMMT-204 Trains Future Osprey Crews

Tiltrotor Training Squadron 204. “It all starts here,” said Maj. Jason N. Myers, VMMT-204 operations officer. “Anyone who flies an MV-22B Osprey in the Marine Corps has come through our doors.” VMMT-204 trains pilots and crew chiefs to operate the Osprey. Myers estimates 120 pilots are trained by the squadron each year. “It is paramount to provide the Marine Corps with well-trained Osprey pilots,” said Myers. “That’s why we train all the time.” Myers said the dedicated Sgt. Joshua L. Fairchild, a crew chief Raptors instructors routinely train with VMMT- 204, stows gear during flight students on weekends and holidays training to ensure mission success. The Raptors furthered the training of two to make sound decisions in a stressful pilots and two crew chiefs during a environment. routine flight May 3. “We ask our crew chiefs and “We’re doing multiple scenarios pilots to make decisions in various during this flight,” said Capt. Matthew situations on every flight,” said Dwyer. T. Dwyer, VMMT-204 instructor pilot. “After a month or so of daily emergency “We will also be calling out emergency procedures, the students cover a wide procedures along the way for the variety of topics.” students and crew to react to.” While Dwyer trained the future While en route to a confined Osprey pilots, the crew chiefs trained area landing scenario, they reacted to in the back of the aircraft. The crew a simulated external load suspension Continue on page 68 systems failure, to train the students

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USMC UPDATES: VMMT-204 Continued from page 67

chief students familiarized themselves with pre-flight inspections, in-flight procedures and post-flight checklists. Crew chiefs also make use of night vision goggles and other equipment essential to working in the back of an Osprey. “The crew chiefs go through a lot of training,” said Sgt. Charles R.

Bishop, VMMT-204 instructor. “After almost two months of ground training, we take them up on flight after flight to get them used to different missions.” Bishop said that by the time most students graduate, getting their aircrew wings is one of the highlights of their careers. “We’re extremely proud of

them,” said Bishop. “They go off to fly around the world and do great things, and we know that we helped make that happen.”

VMM-365 Resumes Training After Afghanistan Deployment Article and Photos by LCpl. Martin R. Egnash, USMC

VMM-365 MV-22B Osprey aircraft training before deployment.

arines with Marine Medium Tiltrotor Squadron 365 conducted confined area landing and low altitude tactics training, Aug. 28, after recently returning from Afghanistan a few weeks earlier. For many of the crew, this was the first flight in the local area since they left for Afghanistan seven months ago. “This is kind of like stretching our legs again,” said Capt. Mark A. Stefanski, VMM-365 pilot. “This happens to be my first flight as well. I think operating in this area is going to be a good change from where we were last month.”

The Marines flew two MV22B Ospreys during the training. The first half of their flight consisted of confined area landings in a landing zone enclosed in a wooded area north of Marine Corps Air Station New River. According to Stefanski, VMM365 practices confined area landings so they can get into hard to reach areas to accomplish various missions. “Confined area landings allow us to utilize the Osprey’s speed to get in and get out quickly,” said Stefanski. “In

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Afghanistan, properly using confined area landings helped us to do things like casualty evacuations and tactical inserts.” After the Marines were done practicing landings, they flew north into Virginia to practice low altitude tactics training above the mountains. “Flying above the mountains adds a lot to the training,” said Sgt. Jonathon Rooney, a VMM-365 crew chief. “When you fly low to the ground Continue on page 69

USMC UPDATES: VMM-365 SCAN AND LIKE VMM-365 ON

Continued from page 68

above mountains, you have to maneuver inbetween them. It’s a more dynamic flight.” During the low altitude training, the Marines flew just above the tree line, navigating left and right over the peeks. Stefanski said VMM-365 conducts low altitude tactics training so they can hone their skills at avoiding hazards. “Flying low to the ground helps us when we need to avoid enemy threats or unsafe weather,” said Stefanski. “It’s good that we get to practice low altitude tactics training with mountains here in the states because overseas a lot of the terrain is mountainous.” The flight helped reintroduce the Marines of VMM-365 to flying over the United States after many months away from home.

Marine ‘Ironhorse’, Army ‘Steel Brigade’ Train Together Article and Photos by Lance Cpl. Manuel A. Estrada, USMC

“The whole point of the arines Corps Air the helicopter and getting them ready to fire as quickly as possible, said operation is to go from pickup zone Station New River Hagwood. Marine Heavy Helicopter Squadron Continue on page 70 461’s Marines conducted a joint services training exercise with the Army’s 18th Fire Brigade aboard Fort Bragg, N.C., Aug. 23. The unit’s aviation assists are currently deployed and the Marine’s of HMH-461 took this opportunity to help out the Army, learn how the Army operates normally, and complete some training goals for themselves, said Capt. Bryant Hagwood, HMH-461 pilot training officer. The companies the Maries where supporting were getting evaluated on their ability to rig M777 Howitzer for Two CH-53Es with HMH-461 joined up with the Army’s 18th Fire Brigade to support transportation, attaching them to them out with a field exercise aboard Fort Bragg, N.C.

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USMC UPDATES: HMH-461 Continued from page 69

operations, gun in zone, rounds on target, and re rigging the M777 to be place back in the pickup zone,” said Hagwood. The Marines transported 5 M777 Howitzers across Fort Bragg. “It was great training for both us and the Army,” said Sgt. Caleb Dye, HMH-461 crew chief. “Lifting actual gear adds another level to the training.” Once all the Howitzers were moved, the soldiers needed to be transported to operate them. The Marines took this opportunity to brush up on their troop movement skills as well. More than 80 soldiers were taken to the cannons that where just moved. The Marines also trained with the medics of B Battery, 3rd Battalion, 321st Field Artillery Regiment, to perform simulated medical evacuations and called in for air evacuations. “The casualty evacuation gave us exposure to deferent type of missions set,” said Dye. “Then when you start adding different services we can see where uniformity of the missions and where one service differs from another. It was great we saw how they operate and they learned how we do thing.” The entire operation took 10 hours to complete, including travel time to Fort Bragg. The operation took more planning and communication then the normal operation the squadron does every day. “We were flying in an unfamiliar air space, which requires a more detailed level of planning,” said Hagwood. “For us to fly somewhere were not used for us to flying is good planning practice. It changes everything, it changes how fast we fly, and it changes all of our planning considerations. It is different and operating in a different is good. When we are overseas nothing is going to be exactly like it is in the air station.”

HMH-461 performing casualty evacuations and troop movement The soldiers also learned how to work with the Marine Corps. “Them coming out and helping us out like this really help out the cohesion between the Marine Corps and the United States Army,” said Army Sgt.

Vincent Cole, a gunner with C Battery, 1st Battalion, 321 Field Artillery Regiment. “The pilots and chew chiefs have done an excellent job.”

MV-22 Osprey Arrive at MCAS Iwakuni

Article by 1st Lt Justin Jacobs, USMC

welve MV-22 Osprey tiltrotor aircraft arrived via commercial shipping at the port facility at Marine Corps Air Station Iwakuni on July 23. The aircraft were safely off-loaded from the commercial ship and moved to an aircraft parking location at the air facility. The MV-22 is a highly-capable aircraft with an excellent operational safety record. Pilots, aircrew and maintenance personnel will perform required servicing, maintenance, and other ground-based operations, to include starting the engines and

turning the rotors, in order to prepare the aircraft for flight. This work is needed to prepare for the departure from MCAS Iwakuni to MCAS Futenma in Okinawa once approved for flight operations. The preparation is also prudent in the event aircraft need to be relocated from MCAS Iwakuni should destructive weather become a factor. In recognition of the remaining questions the Japanese government has about the aircraft, the Marine Corps will

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refrain from any air operations of the MV-22 in Japan until the results of the investigations are presented to the Japanese government and the safety of flight operations is confirmed. The Defense Department anticipates presenting this information to the Japanese government in August. The MV-22 Osprey has an excellent safety record, and has surpassed 115,000 flight hours. About one third of the total hours were flown during the last two years. The Osprey Continue on page 71

USMC UPDATES: VMM-265

arine Medium Tiltrotor Squadron 265 MV-22B Osprey aircraft fly from Marine Corps Air Station Iwakuni, Japan, to Marine Corps Air Station Futenma, Okinawa, Japan, Oct. 1, 2012. The Osprey flies twice as fast, carries nearly three times the payload and has four times the range of the CH-46E helicopter, enhancing the U.S.-Japan security alliance

WATCH THE VIDEO OF ARRIVAL TO MCAS FUTENMA on

- Cpl. Charlie Clark Continued from page 70

achieved these flight hours performing combat operations, humanitarian assistance, training, and test and evaluation missions. Basing the Osprey in Okinawa will significantly strengthen the United States’ ability to provide for the defense of Japan, perform humanitarian assistance and disaster relief operations and fulfill other alliance roles. The United States Marine Corps (USMC) is in the process of replacing

CH-46E helicopters worldwide with MV-22 Osprey aircraft. The MV-22 combines the capability of a helicopter with the speed and range of a fixed-wing aircraft. The MV-22 is twice as fast, carriers nearly three times the payload and has four times the range of a CH-46 helicopter. MV-22s have successfully assisted in humanitarian assistance/ disaster relief operations in Haiti, participated in the recovery of a downed U.S. pilot in Libya, supported combat

operations in Iraq and Afghanistan, and conducted multiple Marine Expeditionary Unit (MEU) deployments. SCAN AND LIKE VMM-265 ON

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USCGAS Update

Coast Guard Makes A Wish Come True Press Released by USCGAS Barbers Point Public Affairs

USCGAS Barbers Point welcomed 15-year-old Trey Erwin, and took him and his family on an tour of air station and up in a MH-65 Dolphin.

oast Guardsmen from Air Station Barbers Point, working closely with the Make-A-Wish Foundation, helped make a young man’s wish to fly aboard an MH-65 Dolphin helicopter come true, Thursday. Trey Erwin, a 15-year-old from Memphis, Tennessee, and his family were given a tour of the air station. During the visit, the family met with Coast Guard pilots and rescue swimmers. Trey, his mother and younger brother were given flight suits, boots and pilot’s helmets to wear during their flight. After getting suited up, they were taken to the airfield where the Dolphin helicopter awaited. The family met with their pilot, LT. Jason Gross, and their flight mechanic, Petty Officer 2nd Class Ryan Lilkendey, an avionics electrical technician. The Erwin family was given a safety brief before climbing aboard. The family was then taken on a flight around Oahu.

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.

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Book Review by LCDR BJ Armstrong, USN

Book Review

The Aden Effect

The Naval Institute Press doesn’t normally publish fiction. Their catalog is generally filled with history, policy and strategy books. However, on rare occasions they find fiction that fits a certain niche that they think their members and readers will like. They have published some of the naval thrillers that have come to define the genre, including Tom Clancy’s The Hunt for Red October and the aviation classic Flight of the Intruder by Stephen Coonts. This October they’re introducing a new author and new naval thriller hero with the release of The Aden Effect: A Conner Stark Novel, by Lieutenant Commander Claude Berube. Rotor Review received an advance copy, and the book is an exciting contemporary thriller with many of today’s common naval challenges. Pirates, political and diplomatic intrigue, international maritime crime, humanitarian assistance missions, and Chinese and Indian naval ambitious all play significant roles in the storyline. When the U.S. Ambassador to Yemen makes a desperate move to save her mission Commander Conner Stark, a former surface warfare officer who left the Navy in disgrace following a court martial and served as a maritime security mercenary for an oil company, is pulled from his quiet retirement and forced back into the diplomatic, cultural, and maritime intrigues of the Horn of Africa Stark assists the Ambassador negotiating a new diplomatic and commercial treaty, trying to help his friends in the oil industry, as Al Qaeda operatives, pirates, smugglers, and diplomats take turns trying to kill him or negotiate with him. Between firefights with local terrorists, pirate attacks off shore, and a frustrating series of run ins with an agent of the Diplomatic Security Service, Stark begins to emerge as what author Stephen Pressfield has called “the toughest, brainiest and most interesting new hero since Tom Clancy’s Jack Ryan.” The world of Berube’s imagining is a world in the near future where cuts to naval spending and force structure, and the redeployment of ships to the Pacific to face China and the Persian Gulf to face off with Iran, has left the Gulf of Aden and most of HoA without any significant naval presence. Pirate gangs run unchallenged in dangerous waters as the USS Bennington sails nearby, a Cruiser on its last deployment before being retired because of expensive uncompleted maintenance. With a Commanding Officer that causes his junior officers to read and quote The Caine Mutiny, the only USN asset in the region sails in search of calm waters to hide from the challenges. It isn’t long before Stark and the crew of Bennington get to know each other. It shouldn’t be a surprise to any NHA members that some of the heroes that emerge in the storyline are the SH-60B pilots from Bennington’s HSL detachment. The author isn’t a Naval Aviator, so if you’re looking for the expert handling of the flying and procedures that we all love in Flight of the Intruder, you’re not going to find it. However, how many of us who have spent time in the skies over HoA in the past decade have dreamed of putting the “Master Arm” switch in the right position and taking care of some pirates? The “Lost Boys” of Bennington’s Det get to do just that. There’s a little suspension of disbelief required, but nothing that isn’t true of all military thrillers. The Aden Effect is a fun read. It’s edge of your seat suspense that leads from terrorist attacks ashore, to life at sea, to true to life maritime security operations, all of which are colored with an occasional glimpse of an author who has obviously been there. Lieutenant Commander Berube is currently a history and political science instructor at the Naval Academy, but has served as an intelligence officer in 5th Fleet, worked at the Office of Naval Intelligence and deployed with ESG 5. If you’re looking for a fast paced and exciting novel this fall to counter the sleep induced by reading your NATOPS, The Aden Effect is a great book and a portion of the proceeds from the book are going to the Horses for Heroes, so you can feel good about your purchase. Personally, I’m looking forward to the next Conner Stark novel. I just hope we get some Sierras instead of Bravos next time.

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Rotor Review # 118 Summer / Fall ‘12

The newest naval helicopter pilots going out to the fleet

GRADUATING CLASS JULY 13, 2012 First Row: CDR. Jeffrey D. DeBrine, USN; 1st Lt. Pamela R. Whalen, USMC; 1st Lt. David A. Axel,

USMC; 1st Lt. Katherine T. Bray, USMC; 1st Lt. Gilmer L. McMillan, USMC; LTJG Alexander C. Lipscomb, USN; LTJG. Daniel J. Moorman, USN; LTJG. Daniel E. Kutz, USN; ENS Olufemi S. Lawrence, USN; LTJG Christopher D. Cady, USN; LTJG. Liam T. Roddy, USN; and LTJG. Jessica L. Johnson, USN. Second Row: CDR Christopher L. Pesile, USN; Ensign Christine N. Mayfield, USN; LTJG. Kristen M. Keelor, USN; LTJG Jeffrey M. Hayden, USN; ENS Trevor M. Dunn, USN; ENS Myles F. Wasson, USN; LTJG John A. Montana, USN; LTJG. Joseph R. Moffit, USN; LTJG Anthony R. Peters, USN; Ensign Jared M. Good, USN; LTJG. Kenneth L. Hyman, USN; and CAPT. David Schnell, USN. Third Row: CDR Paul D. Bowdich, USN; 1st Lt. Ryan R. Pusins, USMC; 1st Lt. Nathan T. Anderson, USMC; 1st Lt. Royce A. Parrish III, USMC; 1st Lt. Jason M. Cannon, USMC; 1st Lt. Jared G. Szaroleta, USMC; ENS Christopher M. Campbell, USN; ENS Michael R. O’Grady, USN; LT James E. Cepa, USCG; Ensign Jason P. Gaidis, USN; LTJG Nicholas R. Hanley, USN; and Col. James D. Grace, USMC.

GRADUATING CLASS JULY 27, 2012 First Row: CDR Christopher L. Pesile, USN; LTJG Daniel A. Emma, USN; 1st Lt. Patrick Healy, USMC; 1st Lt. Christop Herlihy, USMC; ENS Matthew Blair, USN; ENS Jacob D. Kyzer, USN; ENS Katherin Wallace; and 1st Lt. Scott M. Feran, USMC. Second Row: Lt. Col. Robert S. White, USMC; LTJG. Samuel C. Lada, USN; LTJG Raymond Keffer III, USN; LTJG. Andrew J. Metcalf, USN; LTJG Charles Munro, USN; 1st Lt. Nicholas Harve, USMC; ENS Mark N. Edson, USN; ENS Willis W. Hobson, USN; and CDR David J. Yoder, USN. Third Row: CDR Paul D. Rotor Review # 118 Summer / Fall ‘12 76 III, USN; LTJG. Benjamin Reed, USN; 1st Lt. Timothy Murphy, USMC; 1st Bowdich, USN; ENS Travis R. Schallenberger, USN; LTJG. Joseph B. Johnson Lt. Luke J. Albi, USMC; 1st Lt. Geoffrey Troy, USMC; LTJG Drake E. Arnold, USN; and Col. James D. Grace, USMC.

Continued from page 74

GRADUATING CLASS AUGUST 10, 2012 First Row: CDR Christopher L. Pesile, USN; LTJG Stefano Ara, Marina Militare; ENS Joseph E. Decker, USN; ENS Justin T. Medlin, USN; LTJG Evan S. Rutherford, USN; LTJG Amanda M. Berlinsky, USN; and CAPT John K. Winkler, USN. Second Row: Lt. Col. Robert S. White, USMC; ENS Kyle T. Stringer, USN; ENS Christopher A. Ames, USN; LTJG Jonathan D. Karunakaran, USN; LTJG Patrick J. Boensel, USN; LTJG Cameron Z. Caraway, USN; and CAPT James J. Fisher, USN. Third Row: CDR Paul D. Bowdich, USN; 1st Lt. Blake S. Medeiros, USMC; LTJG. Ivan V. Chernov, USN; ENS Jonathan D. Feazell, USN; ENS Aric J. Myers, USN; ENS Richard O. Waters III, USN; and 1st Lt. Joseph W. Sewell, USMC.

The Next Issue of the

focuses on Inaugural Photo and Video Contest. All photo and article submissions need to be no later than November 16, 2012 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435-7139 or rotorrev@simplyweb.net

Rotor Review # 118 Summer / Fall â&#x20AC;&#x2DC;12

Continued from page 75

GRADUATING CLASS AUGUST 24, 2012: First Row: CDR. Christopher L. Pesile, USN; 1st Lt. Aron D. Sullivan, USMC; LTJG Ryan P.

Brennan, USN; ENS Daniel J. Kamensky, USN; ENS Ryan J. Carwile, USN; LTJG Timothy A. Blundell, USN; and the Honorable Jeff Miller, Florida First Congressional District. Second Row: Lt. Col. Robert S. White, USMC; 1st Lt. Neil M. Quinn, USMC; 1st Lt. David A. Faville, USMC; CWO2 Bradley A. Morgan, USN; LTJG Andrew W. Burdg, USN; LTJG Matthew W. Arnold, USN; LTJG Samuel H Reno, USN; and Col James D. Grace, USMC. Third Row: CDR Paul D. Bowdich, USN; 1st Lt. Johnathan J. Lorraine, USMC; 1st Lt. John E. Willett, USMC; ENS Daniel J. Walkemeyer, USN; ENS John S. Carter, USN; ENS Chad. K. Callender, USN; LTJG. Matthew C. Nicholson, USN; and ENS Gregory M. Papp, USN.

GRADUATING CLASS SEPTEMBER 14, 2012: First Row: CDR Paul D. Bowdich, USN; ENS William D. Leight, USN; 1st Lt. Brett D. Carlson, USMC; 1st Lt. Douglas A. Robertson, USMC; 1st Lt. Benjamin J. Vigil, USMC; ENS Hans W. Toohey, USN; LTJG Alexander Charalambous, USN; 1st Lt. Sean M. Fuhrmann, USMC; and Col. James D. Grace, USMC. Second Row: Lt. Col. Robert S. White, USMC; ENS Christopher M. Lewis, USN; LTJG. Kristin M. Bowen, USN; LTJG Karl Scheimreif, USN; ENS Colin M. Ivey, USN; Ensign Matthew R. Merrow, USN; 1st Lt. Austin J. Thomas, USMC; 1st Lt. Mitchell R. Pederson, USMC; and Master Sgt. Wesley S. Greene, USMC. Third Row: CDR Christopher L. Pesile, USN; 1st Lt. Nicholas R. Ishii, USMC; LTJG. David G. Gorski, USN; ENS Kevin A. Mazzella, USN; Chief Warrant Officer Jordan T. Wiermaa, USN; LTJG. Rotor Review 118Renato Summer / Fall â&#x20AC;&#x2DC;12 78 RSNF; and Col. Duncan S. Milne, USMC. Ashley I. Lewis, USN;#LTJG. Samano, USN; ENS Sultan S. Al-Shehah,

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Rotor Review # 118 Summer / Fall â&#x20AC;&#x2DC;12

Two Heroes from HM-15 O

n 19 July 2012, an MH53E Sea Dragon from HM-15 crashed 58 miles southwest of Muscat, Oman, while conducting heavy lift support operations. The accident claimed the lives of Chief Sean P. Sullivan, 40, and AWS1 Joseph P. Fitzmorris, 31. Chief “Sully”, from St. Louis, Missouri, first enlisted as an Aviation Structural Mechanic in 1992 before AWS1 Joseph P. Fitzmorris being redesignated as a Naval Aircrewman. He completed tours at HT-8, HC-4, and Naval Recruiting District St. Louis. He is survived by his wife Amy and his parents Timothy and Kathy.

AWSC Sean P. Sullivan

AWS1 Fitzmorris, who went by “JP”, had been in the Navy since 2004, starting out as an Aviation Electrician’s Mate before also transitioning to be a Naval Aircrewman. He worked at HT-8 and HT-28 before moving on to HM-15. He is survived by his wife Jacquie and his mother Florence.

Get Your Cameras and Video Cameras Ready and be apart of our inaugural Photo and Video Contest. The winning photos and videoes will be featured in our next Rotor Review (RR119). Please send submissions to navalhelicopterassn@gmail.com. Photo and video submissions have to be in no later December 18, 2012 Please send information about the photo(s) and/or video(s), including your name and squadron, unit or air station. Please ensure that submissions meet the following requirements: (1) Unclassified; (2) No depiction of sensitive actions or personnel; (3) No “outside” SWTP or SOP manuvers or actions or said actions that could be perceived as violating procedures; (4) All submissions shall be tasteful & in keeping with good order and discipline of the Department Rotor Review # 118 / Fall ‘12 80 Marines, USCG and individual units in the best light. of the Navy; and Summer (5) All submissions should be portray the Navy,

Perspective on preserving The Past

The Legacy Will Live On

Commentary by LCDR Kristin Ohleger-Todd, USN

legacy will live on in Sea Stories that I’m sure will be told at NHA reunions or reminiscing over a beer. There was the time that we took that awesome Cross Country to Memphis and did a fly-by of the annual BBQ festival. What about the time that guy jumped on the top of the helo to try to put out an APU fire while leaving his student all alone in the spinning aircraft next to it? Remember the JO ski trips? Remember when that student landed on the wrong pad at IB? Did you ever hear of the heroics of the Expeditionary Sea isestablishing a squadron I was talking to CAPT Steve Bury, USN Combat Unit? Do you remember isn’t anything new. We’ve (ret), who was the Skipper of HS-17 your 3rd Friday? Lastly, the legacy and done it several times in the past and things when it decommissioned in 1991. He traditions will carry on across the just seemed to continue on as they did mentioned that after shutting down his Naval Helicopter Community. before. For some reason, this time it felt squadron, they didn’t know what to do As I mentioned earlier, just about a bit different, and not just because it was with half of the memorabilia. I’m not half of the current community my first time involved in such an event. going to say that he might have some Several retirees have mentioned to me, on stuff in his basement, but this got me flew with HS-10 at some point more than one occasion, that the day HS- thinking about the legacy of a squadron. in their career. The knowledge 10 went away, a little piece of them would I spoke with a few more individuals and skills they learned there will go with it. Not only did we just sundown who mentioned they had some old be passed on to generations of helo pilots and a 52 year-old squadron, we shut everal retirees have mentioned to me, the doors to an institution that aircrewmen on more than one occasion, that the day to trained almost half of the pilots come. and aircrewmen that grace our HS-10 went away, a little piece of them As Skipper flightlines today. Through the u r p h y would go with it. Not only did we just sundown M articles written in this issue, you mentioned in a 52 year-old squadron, we shut the doors to an his speech at may have seen the sheer number of people that were trained in institution that trained almost half of the pilots the Sundown HS-10 and the contributions and aircrewmen that grace our flightlines today. C e r e m o n y , they have made to the helo the time has community. When she closed come for us to her doors, the squadron was at an all time squadron stuff in their garages and come together as one helicopter high. Every Warhawk looked forward to attics, just because they couldn’t bear to community. We should strive coming to work every day and was sad to see it thrown out. The Naval Helicopter not to point out the differences between shut her down. She ended on a high note. Historical Society and places like the us, but learn from each other. The But what happens next? The USS Midway can only take so much. merger of HSC-3 and HS-10 shows what aircraft and half of the staff and students Luckily, not much will be lost from is possible when people are working have been transferred to HSC-3, while others HS-10, as Skipper Ruth has graciously together for the good of the community. are spread across the rest of the aviation accepted most of the Taskmaster and We are one team one fight. community to impart their knowledge. As Warhawk memorabilia and plans to keep Fair Winds and Following Seas mentioned in earlier articles, HSC-3 will the spirit alive, making it part of HSC- Warhawks!! continue training pilots and aircrewman in 3’s history since the two squadrons have the SH-60F and HH-60H for several more merged. Today, you can find HS-10 years. But what happens to the legacy of pictures hanging on the walls throughout the Warhawks? the Merlin hangar. At the NHA Symposium this year, Of course, a big part of the

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