Rotor Review Fall 2013 #122 by Naval Helicopter Association, Inc

Rotor Review # 122 Fall â&#x20AC;&#x2DC;13

HSC-6: Any Ship, Any Time LTJG Bryan Criger, USN

Features

US Navy Returns to Rotary Wing Attack LCDR “Spike” Neuhart, USN, and LT “Dori” Kruse, USN

Adapt and Overcome LT David Eckhart, USN

HSTs Bring the Heavy Guns LCpl Shaltiel Dominguez, USMC

Editor-in-Chief

How Do I Apply? Advice from the Scholarship Fund’s President and a Scholarship Recipient LT Allison Fletcher, USN

Design Editor

Marines Conduct Vital Site-Survey LCpl Anne Henry, USMC

Phrogs Finish Final Flight LCpl Natalie Rostran, USMC

Cover Art by George Hopson NHA Design Editor

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LT Allison Fletcher, USN George Hopson

Aircrewman / Special Missions Editor

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Focus

AWCM David W. Crossan, USN

Back to the Future: How Far Naval Rotary Aviation Has Come and Where It’s Going

HSC / HS / HM Editor LT James Thomas, USN

HSL / HSM Editor LT Erin Pursley, USN

USMC Editor

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Capt Rebecca Hagner, USMC

USCG Editor

LT James Cepa, USCG

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

Historian / NHAHS

CAPT Vincent Secades, USN (Ret) CDR Joe Skrzypek, USN (Ret)

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Printing by SOS Printing, Inc. San Diego, California

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: navalhelicopterassn@gmail.com 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 by email to: rotorrev@simplyweb.net; or by mail to: Naval Helicopter Association, Inc., P.O. Box 180578, Coronado, CA, 92178-0578, call (619) 435-7139 or FAX: (619) 435-7354.

Back to the Future: Introduction Rotor Review Editors

Into the Future: Update from the Test Community CDR Timothy Burke, USN

MH-60T: An Orders of Magnitude Upgrade LCDR Will Walker, USCG

The Dragon Reborn: IMDS and Blue Force Tracker Breathe New Life into an Aging Airframe LTJG Tony Leguia, USN

Masters of Our Domain LT Justin Cobb, USN

BLACK DART 2013 LCDR Ben Newhart, USN

The Spartans Bring Upgrades: Updates on ARPDD Radar, Ku-band Hawklink, and CV-TSC Manning with CVN-77/CVW-8 LTJG Anthony Peters, USN

HSM-72 Spearheads H-60 Mode 5 Testing During BOLD QUEST LTJG Ryan Nelson, USN

MH-60S Full Motion Video Update LT Ian Braun, USN

In With Guns LT Mary Hesler, USN

Forward Firing Cannon Makes East Coast Debut with Dusty Dogs LTJG Justin Vitalis, USN

Exploring the Ethics of Weaponized Unmanned Aerial Vehicles CAPT Bob Schoultz, USN (Ret)

Does the Navy Need UAS Type Commanders (UAS TYCOMs)? Mr. Chris Fitzgerald

Organic Airborne Mine Countermeasures (OAMCM) CDR Matthew Horr, USN

Perspective of the Now : Fear Not the Firescout LT Joe Fritzgerald, USN

In appreciation of our advertisers

Lockheed Martin AgustaWestland University of San Diego Navy Mutual Aid Association USAA CAE Sikorsky Aircraft Corporation

Page

C2 25 27 44 54 C3 C4

Rotor Review # 122 Fall ‘13

Naval Helicopter Association, Inc.

Corporate Associates

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

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

National Officers

AgustaWestland Inc. BAE Systems / Electronics Bell Helicopter Textron, Inc. Boeing Integrated Defense Systems Breeze-Eastern CAE Inc. EADS North America FLIR Systems, Inc. G.E. Aviation Kongsberg Defence Systems 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 Rosemount Aerospace, Inc. Sikorsky Aircraft Corporation Telephonics Corporation USAA

President.....................................................CDR Brad Garber, USN V/P Corp Mem......................... CAPT Don Williamson, USN (Ret) V/P Awards ............................................CDR Wilmer Gange, USN V/P Membership ......................................LCDR Ryan Hayes, USN V/P Symposium 2014..........................CDR Todd Vandegrift, USN Secretary..........................................................LT Matt Rigler, 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 .........................................Kerri Dowling

Directors at Large

Chairman.....................RADM William E. Shannon III, USN (Ret) CAPT Chuck Deitchman, USN (Ret) CAPT Dennis DuBard, USN (Ret) CAPT Greg Hoffman, USN (Ret) CAPT John McGill, USN (Ret) CAPT Dave Moulton, USN (Ret) CAPT Bill Personius, USN (Ret) CAPT Paul Stevens, USN (Ret)

Regional Officers

Region 1 - San Diego

Directors.………………........................CAPT David Bouvé, USN CAPT Jack Schuller, USN President..…............................................CDR Chris Hewlett, USN

Region 2 - Washington D.C.

Directors ..…………...…….…….................CAPT Pete Brennan, USN ..................................................Col Paul Croisetiere, USMC (Ret) President ...........................................................CDR Roe Howell, USN ..................................................................CDR Pat Jeck, USN (Ret)

NHA Scholarship Fund President........................................CAPT Paul Stevens, USN (Ret) V/P Operations........................................LT Jonathan Wendt, USN V/P Fundraising ..........................LT Gretchen Rybarczyk, USN V/P Scholarships ........................CAPT Kevin “Bud” Couch, USN V/P CFC Merit Scholarship.................LT Jonathan Wendt, USN Treasurer...............................................LT Sean Purdy, USN Corresponding Secretary............................LT Alexa Bestoso, USN Finance /Investment..............................CDR Kron Littleton, USN (Ret)

Region 3 - Jacksonville

Director ..........................................................CAPT Dan Boyles, USN President.................................................CDR Sil Perrella, USN

Region 4 - Norfolk

Director ................................................CAPT Todd Flannery, USN President .............................................CDR Todd Vandegrift, USN

NHA Historical Society

Region 5 - Pensacola

Directors..................................................CAPT James Fisher, USN Capt Thurman Maine, USCG President ....................................................CDR Matt Bowen, USN 2013 Fleet Fly-In.................................LT Mark Cunningham, USN

President............................................CAPT Bill Personius, USN (Ret) Secretary ..........................................CDR Joe Skrzypek, USN (Ret) Treasurer..............................................................................Joe Peluso San Diego Air & Space Museum ...........CAPT Jim Gillcrist, USN (Ret) USS Midway Museum .................CWO4 Mike Manley, USN (Ret) Webmaster...................................CDR Mike McCallum, USN (Ret) NHA BOD....................................CAPT Dennis DuBard, USN (Ret)

Rotor Review # 122 Fall ‘13

Region 6 - Far East

Director..............................................CAPT Murray J. Tynch, USN President..….................................................CDR David Loo, USN

Number 122 / Fall ‘13

Departments Editor’s Log Page 10

Page 33

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Chairman’s Brief

President’s Message

Aircrewman’s Corner

NHA Scholarship Fund

View from the Labs

Industry and Technology

Historical The Birth of Naval Helicopter Aviation CAPT Vincent C. Secades, USN

Change of Command

Command Updates

Engaging Rotors

A Salute to Our Fallen Heroes

Everyday NHA

Stuff

Editors Emeritus

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

Page 71 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 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 the expanding rotary wing community.

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

Rotor Review # 122 Fall ‘13

Editor’s Log

he “Back to the Future” issue is inspired by the extraordinary accomplishments of our rotary predecessors and the amazing challenges, failures, and successes that built what we know as naval rotary aviation today. In celebration of our 70th anniversary, we take a step back with the historical highlights of the firsts of the rotary community and learn more about the adversity rotary aviation faced from the start. Just seventy years ago, only a brave few supported the potential of helicopter utility in military missions. Although the effectiveness of rotary craft was quickly proven upon entry to the services, the missions and applications continue to grow and prove more relevant each day. Our focus articles deliver news about the ideas, tests, and implementation of the latest technologies, concepts, and even ethics behind the latest advancements of rotary aviation. A few of the articles even take the lead to question and critique the direction we are heading. I am proud to see, through the eyes of our contributors, that we are still inspired to continue to challenge ourselves to be better. As we heard at the end of this focus’ namesake, one of America’s favorite movie series, the “future hasn’t been written yet. No one’s has. Your future is whatever you make it. So make it a good one.” Now, let’s see what we’re making of it… Enjoy. LT Allison Flectcher, USN Rotor Review Editor-in-Chief

Editor’s Note: “Letters to the Editor” are welcomed and encouraged. Please let us know how you are enjoying our content and what you think about our contributors’ ideas, stories, and experiences. We would also appreciate any other inputs, opinions, or submissions that you would like to share with our staff. Please send all letters to navalhelicopterassn@gmail.com.

Chairman’s Brief

reetings! As I write this, summer has drawn to a close and the new normal of government shutdown and sequestration is fast approaching. By the time you read this in late October, I’m sure we will still be trying to understand what we do, or don’t, have in the way of an FY-14 Budget. Also approaching in October is the annual NHA Fleet Fly-In. My next brief will carry highlights of that event. I’m really looking forward to getting back to the “nest” and meeting the next generation of Naval Helo Pilots.

Just a few notes this time around: 1. CAPT Michael “Babe” Ruth has completed his tour as NHA President and is headed off to be XO of the USS Boxer. Congratulations and thank you, Babe, for your dynamic leadership of NHA during a challenging period of sequestration and travel restrictions. 2. Welcome aboard to our new NHA President, CDR Brad “Weeman” Garber. Like all of the great leadership in NHA, Weeman has come out of the gate running and has already proposed some great ideas for improving communication and membership. 3. Speaking of great leadership, our Executive Director, Howie Whitfield, has indicated to me that he intends to retire next year. I asked him to stay on until the NHA Symposium in May, and he has agreed. Howie has been our Executive Director since 2000 and has been the driving force behind NHA’s growth in membership and financial stability. We are currently in search mode for Howie’s relief and have set up a 5 person search committee to review potential candidates for the position. I expect to have Howie’s relief in place by early spring next year so they can get a good turnover during the lead-up to the NHA Symposium. 4. Can’t sign off without mentioning that 16 October marks the 70th anniversary of Naval Helicopter Aviation. I’m reminded of a conversation I had back in 1980 with one of the original flight engineers for Piasecki Aviation. He told me that, in the early days, the helicopter transmissions were taken from automobiles and had a tendency to overheat. He described how he knew when the transmissions were overheating. They had no indicators for transmission temperature so he had to use an “innovative” technique. Turns out the transmissions used leather seals and they were lubricated with a fish oil based lubricant. The engineer told me that when it started to smell like a fish fry he knew it was time to land. I’ll contrast that with a note I got last week from CAPT Jim Glass, the Navy H-60 Program Manager. He wanted me to know that they are on track to deliver M-197 20mm Fixed Forward Firing Weapons to the H-60 fleet and that they are also on track to deliver Digital Rocket Launchers with a new guided 2.75 rocket system called Advanced Precision Kill Weapon System (APKWS) by Mar 14 for MH-60S and Jan 15 for MH-60R. He also reported that the MH-60R APS-147 Advanced Radar Periscope Detection and Discrimination (ARPDD) capability is ahead of schedule, under budget and demonstrating outstanding performance. We’ve come a long way!! That’s all for now. See you at the Fly-In!! RADM William E. Shannon III, USN (Ret)

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NHA Chairman

President’s Message

ubbas! I’m one foot out the door on my way to the Surface Navy, but before I strap on the flashlight, ear plug holder and brick, I wanted to leave you with a couple of thoughts. . . •

•

First: I hope all of you still wearing the flight suit are clawing and scratching for every flight hour you can get. “Why yes, I will volunteer for that weekend FCF.” Get out there and fly whenever you can. Secondly: I was having an interesting conversation the other day with some fellow helo pilots regarding

over-controlling the aircraft. If you notice your copilot (or yourself) having to constantly muscle the flight controls around, not using the trim properly, or, conversely, always on the trim, then the aircraft is more than likely flying you instead of you flying the aircraft. Speaking for the H-60, the multimillion dollar flight control system is more than capable of doing the hard work. You tell it where to go smartly, and it will go there. Particularly, don’t let the new guys build bad aircraft control habit patterns. If you are fighting the aircraft the whole flight, all you end up with is some uncomfortable crew members and maybe a

•

new callsign like “Plumber” or “Chef.” Finally: It is my pleasure to welcome the new NHA National President and longtime supporter of NHA, CDR Brad “Weeman” Garber. We are privileged to have him come aboard as our president and he will certainly help lead NHA to the next level. Welcome Aboard, Weeman! Fly Safe & Best Wishes, CAPT Michael “Babe” Ruth, USN NHA President (2012-2013)

A Message from the New NHA President

elo Warriors, It is an honor to assume the helm as NHA National President from CAPT “Babe” Ruth. He has done a superb job leading our organization for the past year. I wish him the best as he moves his office from North Island to 32nd Street and USS Boxer. Walking through the hangar at HSM-41 yesterday, I ran into a group of young aircrewmen who had just returned from their first gun hop. To say the least, they were smiling from ear to ear. The experience reminded me of two things:

1. What we get to do for a living on behalf of the nation is pretty special and a lot of fun. 2. With the quality of folks we continue to recruit into Naval Aviation, our future is very bright! There truly has never been a better time to be a member of NHA. 16 OCT marks the 70th Anniversary of Naval Rotary Wing operations. The 70th anniversary offers us a chance to look back at how far we have come and a chance to look forward to see where we are heading in the Naval Rotary Wing community. I look forward to serving you as the NHA President over the next year. My goal is to continue to strengthen NHA and ensure we are helping to build the camaraderie of the Naval Rotary Wing community, which includes all of our Navy, Marine, and Coast Guard brothers and sisters. Our future is br ight! Fly Safe, CDR Bradley “Weeman” Garber, USN NHA President

Rotor Review # 122 Fall ‘13

Aircrewman’s Corner

ellow Aircrewmen Once again, the theme of a Rotor Review issue from an “old” guy’s perspective brings a little joy....

“Back to the Future: How Far Naval Rotary Aviation Has Come and Where It’s Going” isn’t going to be about Marty McFly and Doc Emmett Brown climbing into a DeLorean circa 1984 traveling back to the future to make sure that Biff doesn’t in fact have the copy of the Sports Almanac, thus effectively ruining life as we know it because he’s simply a jerk. He should really just stick to putting the second coat of wax on the car... I digress... Rather, what the issue is about is what improvements we’ve enjoyed over the last 70 years, lessons learned, ho w those lessons are applied to what we own today, and how the current upgrades, systems, and future developments will continue to keep rotary wing aviation on the forefront of mission accomplishment. Some of you, our newest Aircrewmen, won’t know much about legacy airframes. You’ll only know what benefits you enjoy now and what’s coming on the horizon. That being said, it’s not about who’s flying what now; it’s about how we (collectively, “old” and “new”) share the best practices and ideas and then take those skills to fight and win when called upon to do so. Truly, this is what brings strength to our organizations. This brings me to note the completion of CAPT Ruth’s tour as the NHA National President and the welcoming of CDR Garber into the position. I would like to start by saying what an absolute pleasure it has been working for CAPT Ruth. In addition to all of the great things NHA has achieved under his charge, CAPT Ruth has been instrumental in the focus of Enlisted Aircrew issues. He vigorously worked on how to improve, socialize, develop, and overcome any obstacle if required, and he did so passionately, as well as in my professional opinion, with complete SUCCESS!!! Luckily, CDR Garber is

no stranger to myself and many others in the same regards. He has a long history of being a staunch supporter and advocate to Enlisted Aircrewmen. Experienced as a leader and as energetic as his predecessor, he will no doubt work diligently to ensure NHA continues to thrive in its futur e, as well as champion any cause that promotes the visibility and professional gains to the Rotary Wing Enlisted Aircrew Community. This example reminds me that I too will be approaching a transition soon back to the East Coast, destined for HSM-40, following the recent retirement of one of our finest, AWCM Rich Quallio. Rich also is leaving behind a legacy of success, culminated from his 30 year career. He certainly dedicated himself as HSM-40 continued to transition to MH-60R, while still maintaining production of SH-60B pilots and aircrewmen. AWCM Quallio’s shoes will be hard to fill from my perspective. He has been a mentor to many of us in the helicopter community. I will say I will absolutely keep a humble perspective following what was his final tour in the Active ranks and will work as hard as I can to contribute to the great team in place th ere. We see great examples of leaders creating positive growth in our commands everyday in what we do. We develop ourselves and others using our positional seniority and experience through

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practice and application in our assigned billets. Then we must transfer, allowing some turnover, but finally passing the torch to those behind us to continue to improve upon and accomplish. That is what we in rotary wing aviation have d one for 70 years. Not only has our profession developed, but so too have our airframes, their capabilities, how we employ them now and build on them in the future. We are always working toward giving those behind us a better product. We look to the future, challenging ourselves and those newest to our community to take on new roles, while still keeping vigilant in the historical lessons that are so relevant to our progress. You, fellow Aircrew, have had and will continue to be vital in maintaining diligen ce in those roles. Just like in t he process described above, you will invest your efforts in yourselves, in your peers, and in your subordinates. You will finely tune your skills to expertise, and train your reliefs. Then you will transfer, most likely to a greater instructional role, gain and accept greater scopes of responsibility, and repeat the cycle further. We are always getting better, always looking to the future. Try to imagine what you will contribute by the end of your footprint, if it’s a single enlistment or that of a career. What changes have you observed? What are we doing today that is different from

when you started? What capabilities do we have today that are new compared to what we were able to accomplish then? Althou gh we don’t have hoverboards, deep down we all know everyone wants to fly and have the ability to hover. Some of us are just smart enough to actually act on it. Doc Brown was a super smart guy having invented time travel. If he were as smart as we are,

he would have used a helicopter to do it in. 88 miles an hour is not a challenge, nor is generating electricity for a would-be fluxcapacitor. Anyone who’s ever assisted a rescue hook in being grounded and who can therefore describe what they thought was 1.21 gigawatts running through them at the speed of “ouch” will testify to the same fact. Mr. Fusion with a small nuclear

reactor might be a little farfetched from where we stand today, but the recycling efforts in future aviation bio-fuels are not. In 1984 by the way, SH60B’s were pretty freshly new. H-1’s, H-2’s, H-3’s, and H-46’s were all well established. SH60F’s and HH-60H’s weren’t in the Fleet at all. Armed helicopter ’s weren’t a thought on any funding or accounting lines. I’d say we’ve come pretty far in recent history alone, much less since the beginning of rotary wing aviation. Those legacy airframes did their jobs well. They provide much foundation of our current capabilities, as will our newest airframes toward those that will someday replace them. As always, my best to each of you - Fly Safe! AWCM David W. Crossan, USN NHA Senior Naval Aircrewman Advisor

NHA Scholarship Fund

r e e t i n g s from your scholarship desk. Well, our new scholarship application cycle has started and we will be accepting applications until 31 January. Please help us get the word out to all that may be eligible that we being giving out thousands of dollars in scholarships to Navy, Marine and Coast Guard personnel who have served in the rotary wing community. We are particularly interested in getting more applications from our active duty people this year and will be adjusting the number of scholarships available to active duty personnel accordingly. For all those filling out our online application, please remember the application is not complete until transcripts, letter(s) of recommendation, and eligibility documents are forwarded to our scholarship office.

In other news, we have started working towards establishing a memorial scholarship in the names of those who lost their lives while flying on active duty. There is lots of work yet to be done to bring this to fruition, but what’s needed m ost now are your donations. We got off to a good start thanks to donations received during our last NHA Symposium, but m uch more will be needed to m ake this scholarship a lasting memorial to our fallen aviators/ aircrew. We recently sent out a letter to our retired membership identifying this scholarship as an important goal for the Fund this year. Those donations are st ill coming in and many thanks to those who stepped up to help make this goal a reality. For our active duty folks, please remember the NHA Scholarship Fund during the

upcoming Combined Federal Campaign (CFC). Our ID is still 10800 and we are part of most local area CFC ‘s this year. Unfortunately, we could not meet the deadline in the Pensacola and Washington, D.C., area this cycle, but they can still support the Fund by providing their tax deductible donations via our website or directly to our scholarship office. Thanks in advance for supporting “NHA’s most worthwhile endeavour.” Hold fast, CAPT Paul Stevens, USN (Ret) NHA Scholarship Fund President

CORRE C T IO N : Sc hol ar s h i p R e c i p e n t Forre s t Bu s s l er w as missing in the N HA Scholarship R ecipient page in R R121, page 26. C ongratulations and best wishes to Forrest .

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

Are You Really Necessary?

he focus of this issue of Rotor Review is, Back to the Future: How Far Naval Rotary Aviation Has Come and Where It’s Going. I suspect that, as we recognize seventy years of naval rotary-wing aviation, other articles in this issue will celebrate that milestone and review the manifest accomplishments of our community in peace and in war. Still other articles will also likely talk about the enormously bright future for the naval rotary wing community. Our prospects look dazzling indeed. My intention in this piece is not to be a buzz-kill but rather to plant the seed that beyond the immediate horizon, it may be time to begin and informed dialogue among our community leaders as to where and whether our pilots and aircrewmen will need to be part of rotary wing’s future. The reason I’m raising this is due to the astounding advances in unmanned or autonomous aerial vehicles. At some not-too-distant point, people will ask, “Can’t a drone do this better and cheaper?” You’ll recall in my last column, we looked at what Admiral James Stavridis had to say about the future of unmanned systems. To recap, he noted unmanned systems (UxS) were part of warfare’s “new triad:” The second capability in the New Triad is unmanned vehicles and sensors. This branch of the triad includes not only the airborne attack “drones” that are endlessly debated at the moment, but unmanned surveillance vehicles in the air, on the ground, and on the ocean’s surface. They also operate at depth in the world’s oceans, both in the water column and on the ocean’s floor. For example, the use of “underwater drones” might someday allow attacks on enemy shipping or ports, as well as the exploitation of underwater fiber-optic cables deep on the ocean floor. This could one day provide a rich environment for

intelligence collection, “blinding” communication pathways, and the conduct of cyber-operations. While expensive, such systems have the obvious advantage of not requiring the most costly component of all: people. Also, without people operating them, they can perform in far harsher environments and hold a higher degree of political deniability for covert and clandestine operations. And they are highly accurate, are largely networked together via overhead systems, and can provide direct feeds to conventional and special operations forces.

Unquestionably, one of the most rapidly growing areas of technology adoption involves unmanned systems. In the past decade the military’s use of unmanned aerial vehicles (UAVs) has increased from only a handful to more than 5,000, while the use of unmanned ground vehicles (UGVs) has exploded from zero to more than 12,000. The use of unmanned surface vehicles (USVs) and unmanned underwater vehicles (UUVs) is also growing as USVs and UUVs are proving to be increasingly useful for a variety of military applications. The expanding use of armed, unmanned systems is not only changing the face of modern warfare, but is also altering the process of decision-making in combat operations. Indeed, it has been argued that the rise in drone warfare is changing the way we conceive of and define “warfare” itself. These systems have been used extensively in the conflicts in Iraq and Afghanistan, and will continue to be equally relevant – if not more so – as the United States’ strategic focus shifts towards the Asia-Pacific region and the high-end warfare this strategy requires. The exploding use of UxS is already creating strategic, operational, and tactical possibilities that did not exist a decade ago. As with most things in life, the key is to find the right balance, that is, to carve out the right roles and responsibilities between manned and unmanned systems. One example is way the Navy intends to integrate the P-8 Poseidon and the MQ-4C Triton UAS. Another one closer to our community is how the Navy intends to integrate the MH-60R/S with the MQ-8 Fire Scout. But these are just the first steps. For the long haul, our community would be well-served to have an in-depth, informed, bottomsup discussion regarding just what roles and responsibilities will require pilots and aircrewmen in the flying machine and what roles and responsibilities can be left to UxS.

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The capabilities required to find this “just right” balance must leverage many technologies that are still emerging. Without putting too fine a point on it, we must decide what we want to achieve with manned aircraft and what we want to achieve with unmanned aircraft so we can field both manned aircraft and UxS in the right balance. A crucial issue will be the task load of the manned helicopter versus the autonomy of the unmanned system as well as the balance and interaction between the two platforms. The Defense Science Board report, The Role of Autonomy in DoD Systems, had this to say about how the issue of autonomy plays into all of this: Instead of viewing autonomy as an intrinsic to execute their mission, which is frequently property of unmanned systems in isolation, handicapped by poor design…A key challenge the design and operation of unmanned facing unmanned systems developers is the systems needs to be considered in terms move from a hardware-oriented, vehicle-centric of human-systems collaboration…A key development and acquisition process to one that challenge for operators is maintaining emphasizes the primacy of software in creating the human-machine collaboration needed autonomy. A large part of this autonomy for unmanned systems resides in their ability to “sense and adapt.” This will enable unmanned systems to achieve much greater speed in decision making than is currently possible, and allow “blue forces” to act within an adversary’s OODA (Observe, Orient, Decide, and Act) loop. Thus, as the environment and/or mission changes in unpredictable ways, the ability to sense and adapt will allow unmanned systems to find the optimal solution for achieving their mission, without the need to rely on constant human operator oversight, input and decision-making. But are we ready for unmanned systems to operate without our decision-making, to operate inside our OODA loops? “The combat potential of UVs (unmanned vehicles) is virtually unlimited … There is no question that the Fleet/Forces of the future will be heavily dependent upon UVs.” Roles of Unmanned Vehicles Naval Research Advisory Committee Report, March 2003

“The Department of Defense’s vision for unmanned systems is the integration of diverse unmanned capabilities that provide flexible options for Joint Warfighters while exploiting the inherent advantages of unmanned technologies, including persistence, size, speed, maneuverability, and reduced risk to human life. DoD envisions unmanned systems seamlessly operating with manned systems while gradually reducing the degree of human control and decision making required for the unmanned portion of the force structure.” FY 2011-2036 Unmanned Systems Integrated Roadmap

I’d suggest we all take this DSB report - as well as the quotes above - to heart and recognize that the “default” mode and DoD mandate it to assume a UxS can do it cheaper and better! That’s going to be a challenge going forward. So going back to the P-8 Poseidon, the MQ-4C Triton, and the MH-60R/S with the MQ-8 Fire Scout UAS examples above, as we consider upgrades to our current/building MH-60R/S fleet and our next helicopter, the ability to work with UxS and provide that right degree of humansystems collaboration - as well as carve out niches that only manned rotary wing aircraft can perform - will be crucial if we want to continue to have pilots and aircrewmen who “slip the surly bounds of earth,” as opposed to only operating UxS with a joystick. The key is to find the right balance.

“Goldilocks went for a walk in the forest. Pretty soon, she came upon a house. She knocked and, when no one answered, she walked right in. At the table in the kitchen, there were three bowls of porridge. Goldilocks was hungry. She tasted the porridge from the first bowl. “This porridge is too hot!” she exclaimed. So, she tasted the porridge from the second bowl.” This porridge is too cold,” she said. So, she tasted the last bowl of porridge. “Ahhh, this porridge is just right,” she said happily and she ate it all up.” From Goldilocks and the Three Bears By Robert Southey Our last issue of Rotor Review captured the highlights of our 2013 Symposium. Perhaps the companion issue next year will report that the 2014 Symposium featured an informed dialogue on this important subject. Are we going to be the “Goldilocks Community” and drive just the right mix of manned and unmanned rotary wing assets to support Naval Aviation - or let someone else be responsible for it? Our future is in our hands.

Rotor Review # 122 Fall ‘13

Industry and Technology

AgustaWestland AW609 TiltRotor Aerodynamic Improvements Set To Boost Performance

g u s t a We s t l a n d , a Finmeccanica company, is flight testing a number of aerodynamic improvements that will boost the performance of the AW609 TiltRotor. On the 25th of July 2013 AgustaWestland undertook the first flight of a modified vertical tail fin on AW609 TiltRotor prototype #2 at its Cascina Costa flight test facility in Italy. The modified vertical fin is one part of an extensive package of product improvements which also include a new, more aerodynamic, design for the engine exhaust nozzles and changes to the prop-rotor spinner cones. Together, these modifications reduce the drag factor of the AW609 TiltRotor by approximately ten percent, as well as deliver a significant weight reduction, with a resulting performance increase. Clive Scott, AW609 Programme Manager, said “These aerodynamic improvements, new avionics, new cockpit display system and a large number of other improvements will together give the aircraft greater performance and mission capabilities, making it even more

attractive for carrying out a wide range of missions which can benefit from its much higher cruise speed, high altitude cruise capability and longer range, when compared to existing helicopters or other proposed high speed rotorcraft.” An upgraded version of the Pratt & Whitney Canada PT6 engine is being used on the AW609 TiltRotor and will include the latest in technological developments, providing the aircraft with increased performance capabilities as well as the latest safety enhancements. Rockwell Collins is supplying a fully integrated cockpit for the AW609 TiltRotor based on its Pro Line Fusion system, allowing AgustaWestland to adopt the very latest in commercial aircraft cockpit technologies, including 14 inch (35.5 cm) touch screen displays, integrated flight management systems with satellite based navigation, synthetic and enhanced vision systems and Head-Up-Display interfaces; all of which will be integrated with the aircraft’s own avionics management systems. This cockpit suite will provide the crew with increased situational awareness

First Production AW189 Performs its Maiden Flight

gustaWestland is pleased to announce that the first production AW189 8 tonne class twin engine helicopter performed its maiden flight at Vergiate plant (Italy) today. The aircraft is expected to be delivered to Bristow Helicopters Ltd. by year end to carry out offshore transport missions in the North Sea, with operational readiness planned in early 2014. Additional two AW189 helicopters are currently under assembly in Vergiate. Daniele Romiti, CEO, said “Completing the very first AW189 which will enter operational service is a tremendous programme achievement to [us] and to our customer. With this event we’ve brought to life the first and only new generation production aircraft in its category with an extremely reduced time to market, meeting the most stringent requirements set by the relevant authorities and by market. With many orders by a number of major customers already logged to date, we’re confident that this will be just the first of hundreds to be delivered in coming years.” The AW189 Type Board Meeting, the most important milestone in the completion of Type Certification activities, was successfully held at the EASA headquarters in Cologne the last week of September. It provided further evidence of the outstanding cooperation

between EASA and AgustaWestland that has enlivened the qualification program since the very beginning, and involved all of the specialist from the European Authority and AgustaWestland in multiple working sessions concerning all the disciplines and the certification subjects. As for the foreseen meeting exit criteria, a plan toward the Type Certification release focused on the accomplishment of remaining duties. These typically include the final EASA validation activities on board of the first, fully representative production aircraft which is now ready to fly at AgustaWestland Vergiate plant. Two pre-production helicopters have been devoted to the development of offshore and SAR configurations and mission kits. This will allow making basic mission kits immediately certified and available to customers once the aircraft are delivered, reducing the time for customers to get crews and aircraft operationally ready. Also, initial support services have just been made available with an AW189 Flight Training Device (FTD) recently qualified by an EASA / ENAC joint team to FTD Level 2 as per CS-FSTD(H), installed in the new simulation building (also with an AW189 Full Flight FFS). A second AW189 final assembly

and will reduce pilot workload. BAE Systems is providing an upgraded Flight Control Computer at the heart of the AW609 TiltRotor’s triple redundant fully digital fly-by-wire flight control system. The computer will include not only the AgustaWestland control laws and flight control software but also the digital engine control system. These modifications are an integral part of the overall AW609 TiltRotor programme re-baselining aimed at reducing customer acquisition and operating costs, coupled with delivering performance and technology improvements. The AgustaWestland US subsidiary, AgustaWestland Tilt-Rotor Company, based in Arlington, Texas, is the Type applicant for the AW609 TiltRotor supported by an Integrated Development Team, based both in Arlington and in Cascina Costa, Italy. The first prototype is continuing with envelope expansion activities in the US whilst the second prototype is flying from Cascina Costa, with nearly 800 flying hours completed on these aircraft. A further two prototypes are under final assembly in Italy.

line is being established at AgustaWestland’s Yeovil facility in the UK, which will initially build the AW189 helicopters that will be used for the UK’s new Search and Rescue service. The AW189 is designed in response to the growing market demand for a versatile, affordable, multirole medium helicopter. The new 8-tonne class, twin engine helicopter is optimised for long range offshore transport and SAR missions and has already received orders for more than 80 units making it the market leader in its class since its launch at Paris Air Show in June 2011. The spacious cabin is configured with 16 seats as standard. Seating options: a high density 18 seat or a long range 12 seat layout. The AW189 is unique in having a 50 minute ‘run-dry’ capable main gear box, exceeding current certification standards and offering unmatched safety and reliability for long range offshore operations. It is part of the AgustaWestland Family of new generation helicopters including the AW139 and AW169 models. These all possess the same high performance flight characteristics and safety features and share a common cockpit layout, design philosophy and maintenance concept. This commonality will allow more effective operations for customers operating helicopter fleets across the 4 to 8.5 tonne categories.

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Features

HSC-6: Any Ship, Any Time Article by LTJG Bryan Criger, USN

Screamin’ Indians are ready for any task...

hen the final jet of the night caught the three wire on board the aircraft carrier USS Nimitz (CVN 68), everyone, including the Indians of Helicopter Sea Combat Squadron SIX (HSC-6), believed the day’s flight operations had concluded. The plane guard helicopter, Indian 613, landed on spot six to shut down for the night. During 613’s shutdown checks, the crew was interrupted by a radio call from the Squadron Duty Officer (SDO). The SDO told the crew to refuel the aircraft and prepare for immediate re-launch. The aircraft commander, LT Rebecca “WISCA” Bennett, quickly proceeded to the squadron ready room to gather amplifying information about the unscheduled event while LT Ralph “Rut” Roe remained at the controls of the spinning helicopter. When Bennett arrived in the ready room, she learned that her crew would be conducting a medical evacuation (MEDEVAC) flight from Royal Navy destroyer HMS Dragon (D35), operating in the vicinity of Nimitz.

P h o t o c o u rt e s y H S C - 6 P u b l i c A ff a i rs O ff i c e

A sailor on board Dragon was in need of immediate medical care beyond their ship’s capabilities. As Bennett made herself familiar with Dragon’s approach pattern and deck markings, one of the two squadron corpsman, Hospital Corpsman 2nd Class Nicolas Davis, arrived in the ready room to set his gear down from his previous flight. Davis was instructed to proceed to Indian 613 and prepare the cabin for medical transportation. Within minutes the entire crew had the helicopter manned and ready for the unplanned MEDEVAC. Indian 613 became airborne as soon as clearance was received from the tower. Roe bustered toward Dragon as Bennett briefed the crew on the configuration of Dragon’s landing area. Immediately following the quick brief the aircrewmen acquired the deck of and guided the pilots down to a hover over the deck. With the assistance of the aircewmen, the pilots set the helicopter onto the Dragon’s deck. As soon as Indian 613 touched down, the British crew secured the helicopter to the rolling deck and Davis

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proceeded inside the ship where he was greeted by the ship’s medical officer and briefed on the patient’s condition. With the help of the crew chief, Naval Aircrewman 2nd Class Thomas Fortney, the patient was loaded into the cabin of the helicopter. Once the patient was secured for transportation, the crew lifted from Dragon and proceeded back to Nimitz. Once on board, Indian 613 was greeted by an emergency medical contingent and transported to the ship’s medical facilities for treatment. When notified of the unscheduled MEDEVAC, the crew reacted quickly, calmly, and without hesitation. The daunting task of transporting an ailing sailor from an unfamiliar ship in the middle of the night could have overwhelmed the relatively junior crew, but with focus and determination, they rose to the challenge. As a result of the impromptu MEDEVAC, the sailor was given the requisite medical treatment and recovered without any further complications.

U.S. Navy Returns to Rotary Wing Attack Article by LCDR “SPIKE” Neuhart, USN, and LT “Dori” Kruse, USN

he Mission Is Attack! The Tridents of HSC-9 made Naval Aviation history during a Carrier Air Wing EIGHT (CVW-8) weapons detachment to Naval Air Station Fallon in June 2013. For two weeks, the squadron transformed their multi-mission MH-60S aircraft into AH-60S gunships. Breaking a 40 year draught, HSC9 became the first Navy helicopter squadron since the HA(L)-3 Seawolves in Vietnam to fly with fixed forward firing rockets and guns. On the night of June 14th, a section of Trident helicopters launched from NAS Fallon for the Naval Strike and Air Warfare Center (NSAWC) B-16 range. Onboard and aviating were CDR “Redman” Arthur, CDR ”Peeps” Peeples, LCDR “SPIKE” Neuhart, LCDR “Cowboy” Upright, LCDR “Nuff” Ottot, and LT “FROOT” Loop. Each aircraft was laden with a lethal mix of nineteen 2.75” rockets and 600 rounds of 20mm ammunition. Fifty minutes later, they returned “winchester,” making history and preaching the squadron’s mantra: “The Mission Is Attack!” The success of HSC-9 employing these weapons is not a recent story. Long has the SEAWOLF staff at NSAWC labored to convince both the fleet and the command

structure that forward firing guns and rockets were the next logical and low cost step for increasing the lethality of Navy helicopters. The Chief of Naval Operations (CNO), recognizing the vital role and unique attack capabilities inherent in USMC helicopters, decided to accelerate the process and increase the weapons payload of Navy Helicopter Sea Combat (HSC) squadrons attached to carrier air wings. This decision resulted in the fleet rapidly introducing the M197 20mm chain gun and LAU61 2.75” rocket pod. Although two other HSC (CVW) squadrons have already fired the M197 with great success, HSC9 is the first rotary wing squadron to be equipped with both rockets and guns. While in Fallon, the squadron fired 247 rockets and over 4000 rounds of 20mm ammunition, initially qualifying 13 pilots on the two weapon systems and greatly increasing the combat capability of the squadron, CVW-8, and Carrier Strike Group TWO (CSG-2). HSC-9 had been involved with 2.75” rockets since the squadron’s Quick Reaction Assessment (QRA) in the winter of 2013. Commanding

Officer CDR Brad Arthur and LT Lassen Loop spent several weeks at NAS Patuxent River, MD, with one of HSC-9’s modified helicopters to assist the Commander Operational Test and Evaluation Force (COTF) with the first rocket tests against moving overwater targets. The addition of the new weapon systems to the AH-60S has had several profound effects ranging from increased platform visibility and tasking by the aircraft carrier (CVN) chain of command to the beginning of a new tactical applications discussion for traditional missions. The old categories of combat search and rescue (CSAR) and special operations forces support (SOF) missions can be widely expanded to include self-escort attack helicopters along with the traditional recovery and assault aircraft. The ease of use and effectiveness of the new weapons systems is also staggering. Using proven USMC tactics developed by the UH-1 community and skills developed in the advanced aircraft handling maneuver flights taught by NSAWC the accuracy of the first shots at Fallon impressed the

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Feature crowd of onlookers including the Air Wing Commander and various Weapons School representatives. Old School Targeting The weapons are targeted using primarily a piece of duct tape for day engagements and the laser target marker (LTM) incorporated into the MH-60 multi-spectral targeting system (MTS) for night operations. For day sight alignment, the pilots lock the MTS forward and match the FLIR reticle location to a sight picture through the windscreen using a piece of duct tape. For night alignment, the co-pilot locks the MTS in the forward stow position and fires the LTM when the aircraft is aligned with the target. Also available at night is an IZLID laser attached to the M197. Follow-on day and night heads up displays (HUDs) with Constantly Computed Impact Points (CCIPs) will greatly enhance the accuracy of the initial rounds and increase overall hit percentages. Either pilot can fire the weapons via an upgraded cyclic by depressing a new double detent on the guarded weapons switch near the top. The M197 gun system offers some significant advantages over both “smart” and “dumb” rockets, the foremost being force escalation opportunities. The relative accuracy (12 milliradians) of the mounted M197 (when compared to dumb rockets) and the point and shoot ability (when compared to smart rockets) allow Fleet Commanders to satisfy rules of engagement (ROE) by ordering the aircraft to lay down warning shots in front of approaching targets. NSAWC initially recommended the M230 30mm gun system, which offered significantly smaller dispersion (0.6 milliradians), a higher capacity magazine, and a more effective high explosive dual purpose (HEDP) warhead. However, the M197 does provide a robust initial strafe capability to the fleet and will provide for many lessons learned when the Navy makes the logical upgrade to the M230. The “dumb” unguided rockets have proven very effective and will certainly have a place in the armory even with the promise of follow on

“smart” laser-guided rockets. The ability to point the aircraft at a group of targets and blanket the area with a mix of unguided rockets and gun strafe cannot be underestimated and should not be discounted and abandoned completely in favor of a high tech one-weaponto-one-target pairing solutions. The allure of the elegant solution promised by new expensive “smart” weapons must be weighed against the reality that, in a quick reaction battle fought in close quarters, often times a simple, inexpensive, and proven lead pipe is the best weapon pairing. In other words, a reliable blunt object in close combat is preferable to the newest high-tech gadget. After several days dedicated to gun and rocket qualifications, the Tridents reset their sights for longer range shooting. Fully loaded for close air support (CAS), the squadron rifled off sixteen AGM-114 Hellfire missiles in a two-day period, shooting fourteen of them in a single day. The crews hit their targets with all sixteen missiles while under positive NSAWC joint terminal attack controller (JTAC) control, setting a new precedent and earning a compliment from the NSAWC Forward Air Controller (Airborne) or FAC(A) program manager as the “best helicopter CAS squadron he has seen.”

ammo can where the linked rounds are strung from side to side across two supports much like a suspension bridge. When the gun was being developed for AH-60S, for mounting it was intended that the ammo be loaded into the ammo can while the can was already in the aircraft. However, the cans are loaded externally ashore or in shipboard magazines and then transported to the aircraft full for loading in the combat arming and loading area (CALA) ashore or once spotted on deck while at sea. During the transport from the loading point to the aircraft, the ammunition in the can tends to be bounced around. This puts stress on the bottom links and causes the top links to move out of alignment. With the warhead side heavier than the propellant side, the bullets “slump” and the warhead shifts away from a level attitude in the chute. The result is a high jam rate. Because it is a powered internal and external gun system, there are no in-flight failure to fire procedures aside from bringing the gun home. Modern linkless systems use ammo drums or modified cans that flow the ammo through chutes or races, thus eliminating the problems caused by links and reducing overall ammo weight. In his after action report, Mr. Bill Tarter, the Navy’s helicopter gun guru, reported that 11 of 16 sorties were affected by this ammo can problem. This would only be an issue during land based detachments; on the CVN, the ammo only travels up a short distance from the magazine on an elevator and out to the aircraft. Overall, this loading problem resulted in a 52 percent initial failure rate of the gun. Some possible fixes being considered include a styrofoam insert or an expandable rod allowing the ammunition to be more snugly packed to avoid shifting during transport. Additional problems are in the overall loading difficulty of the system.

Program IOC Jitters Executing missions with a “brand new” 40-year-old weapons systems sounds straightforward but there were many technical difficulties. While the gun itself was reliable, there were a few problems that were found in the initial trials. The M197 utilizes linked 20mm ammunition, a rarity in modern aircraft he success of HSC-9 employing gun systems. Most these weapons is not a recent story. other Department of Long has the SEAWOLF staff at Defense (DOD) 20mm gun systems (including NSAWC labored to convince both the the M230 30mm) use fleet and the command structure that linkless feed systems that forward firing guns and rockets were are more reliable with the next logical and low cost step for less chance of jamming. increasing the lethality of Navy helicopters. Additionally, the M197 uses an oversized special

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The ammo can is extremely heavy when loaded and the process of setting the gun for action requires all Aviation Ordnancemen (AOs) on deck to bring the rounds to the gun and then set the timing. Additionally, there is no quick process to reload the ammo can. Once the aircraft goes “winchester” or “bent,” the aircraft must be shut down. The gun is then disconnected from the ammo can, the ammo can is removed, and a new ammo can may be inserted. Then the gun must be completely reset for action to include a new timing set. The total process requires over an hour with the aircraft completely shut down. New Maneuvers and New Non-Combat Expenditure Allocation (NCEA) A new system requires new training standards to be developed for both initial qualification and proficiency. Starting with the squadron weapons and tactics instructors (WTIs), the initial cadre

performed simple maneuvers beginning with aircraft handling maneuver flights during the day and then at night. The “pop” maneuver, which is the preferred maneuver for both ease of targeting and overall flight safety, greatly resembles several other maneuvers that Navy helicopters perform strung together into one smooth maneuver. Once the maneuvers were defined, the cadre took the systems into the air and flew dry profiles before going live. Day and night overland shots proved simple, as did day overwater flights, as the ground or water provided plenty of reference. Night overwater flights require more illumination or two smokes to provide a discernible two point light source. NCEA will always be difficult for fleet squadrons and HSC-9 found that fewer rounds over several flights produced top results. The approved qualification syllabus for HSC-9 was 300 rounds of 20mm (a half can) and eight rockets

(approximately half of a rocket pod) both day and night. This allowed two pilots to become qualified on each fully loaded sortie. Given the success of the initial qualification, more rounds for each initial qualification will not be necessary. Hopefully the community will move to initial qualifications in the fleet replacement squadron (FRS) and leave fleet squadrons to improve proficiency, as in the proven model of the Navy strike fighter community. Regarding tactics, techniques, and procedures (TTPs) under which we will operate and employ ordnance, HSC-9 worked closely with the weapons schools and the Marines to adapt proven Huey and Cobra TTPs for safe and effective AH60S employment tactics. It is a great time to be involved in helicopter aviation as we make our way back into The Mission: Attack!

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Rotor Review # 122 Fall ‘13

Feature

Adapt and Overcome Article by LT David Eckardt, USN

n November 26, 2012, HSC-12 sent its first wave of personnel from San Diego, California, to Atsugi, Japan, as part of the Golden Falcons’ permanent duty station (PDS) transition. While our initial five sailors and two officers may have left in November, the planning stages began in February while HSC-12 was in month three of an eight-month, twice-extended deployment to the North Arabian Sea aboard USS Abraham Lincoln (CVN 72). The Lincoln left in December 2011 on a scheduled fourand-a-half month surge deployment, but, due to operational requirements in 5th Fleet, the aircraft carrier remained at sea until August. Our return from deployment may have moved to the right, but our departure date for Japan stayed fairly constant throughout the transition planning, greatly compressing our time in San Diego to complete numerous inspections in preparation for the move. The Saberhawks of HSM-77, our sister squadron in the air wing, were also scheduled to transition to Japan a few months after our homecoming. As a team, we sought various avenues to reduce the workload after returning to San Diego. Detailers from Naval Personnel Command were flown out to the Lincoln in March to begin identifying Sailors who did not meet the requirements to transition overseas. From PRD or EAOS time restrictions to the number of dependents and medical disqualifications, the detailers drafted follow-on orders for approximately 60 HSC-12 Sailors who would not make the move to Japan. Furthermore, with the help of the HSC-12 and HSM-77 corpsmen, the Carrier Air Wing TWO (CVW 2) flight surgeons completed the overseas medical screenings for every service member making the transition as either single Sailors or geographic bachelors. Members planning to transition with their dependents were

required to complete additional medical screening with their families at Naval Medical Center Point Loma. After our post-deployment leave period, HSC-12 regrouped at the end of August to begin tackling what we thought would be our remaining six months in San Diego. One of the biggest hurdles we encountered was the technicality known as the “effective date.” Simply put, our effective date was the date when HSC-12 would no longer exist as a squadron in San Diego and would now be recognized as a Japan-based squadron for all administrative purposes. We interpreted this February 15th date as the day when we could begin moving to Japan. However, after a meeting with PSD representatives, we learned that every member of HSC-12 had to be in Japan by the 15th. In a nutshell, this meant our February 15th effective date was now an end point, not a starting point. Select squadron members and their spouses conducted a NAF Atsugi site visit in October 2012 to meet base and air wing leadership and gather valuable information to send home to the PDS transition team.

A member of an HSC-12 aircrew conducts a preflight inspection.

These members included our senior lieutenant, command master chief, chief yeoman and our ombudsman. The most important piece of information they passed back to us was the current housing crunch experienced at NAF Atsugi. HSC-12 was moving to Japan to relieve the Chargers of HS-14 so they could return indefinitely to San Diego and transition to the MH-60S. HSM77, on the other hand, was moving to Japan as an entirely new entity, without a squadron to relieve. This resulted in an additional 500 people arriving in Atsugi while HS-14 was still on location conducting our turnover. The solution to mitigate the influx of personnel was an 11-stage phase plan spanning from late November 2012 to early March 2013, phasing 40 members and their families (between the two squadrons) into Japan every two weeks. A waiver was approved to keep a handful of personnel in San Diego until March to turn our spaces over to Helicopter Sea Combat Wing Pacific.

P h o t o c o u rt e s y H S C - 1 2 .

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The phase plan was a finesse game; we had to maintain operational readiness in San Diego while concurrently establishing ourselves in Japan and losing approximately 30% of the squadron to other commands. Setting a realistic goal of when we wanted to start flying in Japan allowed us to determine when key personnel could make the move. The phase leadership was an integral part of the transition and was crucial to maintaining accountability of our Sailors as they moved across the world. Moving our personnel was only half of the challenge. The other half was the movement of all of our aircraft and maintenance equipment. Our first two aircraft left San Diego in September on a Russian AN-124 Antonov aircraft, commonly used for large airlifts. The next four aircraft left in the middle of January on another Antonov, and the final four aircraft left at the end of January on an Air Force C-5. Our support equipment was transported on Air Force C-130s, C-40s and a Boeing 747 cargo aircraft. In total, we moved over 160 tons of equipment, including ten MH-60S helicopters, split between nine different cargo aircraft. Five of the nine aircraft were NALO flights, which transported over 45,000 pounds of cargo at no cost to HSC-12 or HSCWINGPAC allowing signficant savings to the Navy where addtional flights were not required. While already fully immersed in the transition process, HSC-12 went through seven different inspections in a four-month period. In brief, these inspections included our Industrial Hygiene Survey, Navy Occupational Safety and Health (NAVOSH) Inspection, and Material Condition Inspection (MCI) in September, Search and Rescue (SAR) Evaluation in October, Naval Air Training and Operating Procedures Standardization (NATOPS) Evaluation and Helicopter Advanced Readiness Program (HARP) Evaluation in November, and Maintenance Program Assessment (MPA) in December. While strategically advantageous to conduct these inspections in San Diego, this required our maintenance department to put in long hours to maintain an increasingly demanding flight schedule and prepare for MCI and MPA, all while losing personnel on a daily basis due to the transition. We owe our ability to maintain operational readiness during those four months to the incredible amount of hard work put forth by our maintainers. Working together as a team, they accomplished what may have seemed impossible to many outsiders. After witnessing the camaraderie demonstrated by our young Sailors, there’s no doubt that we were destined to succeed despite the onerous schedule. After the final wave of Golden Falcons arrived in Japan, it was humbling to see how much work had been accomplished in the preceding months. In November, the hangar walls were green and yellow in a scheme reminiscent of a former tenant, and our two newest pilots were acting officers-in-charge. One day we had no furniture, and the next day everyone was assembling more desks than we knew what to do with. Within two weeks after our aircraft arrival, we started our first functional checkflight. By March, we were fully operational and preparing for our upcoming Aviation Maintenance Inspection (AMI) and deployment. From the extended deployment to the manning crisis, the biggest lesson learned from our PDS transition was the necessity of adapting and overcoming obstacles. The PDS transition team consisted of squadron leadership from all departments along with the Commanding and Executive Officers. They continuously provided us comprehensive insight about how our decisions would affect individual Sailors and every divisions. While some situations were beyond our control, the PDS transition team undoubtedly kept everyone’s best interest in mind when making decisions regarding a member’s transition. The PDS transition was a continuous learning process. We learned about new intricacies regarding the PDS transition process on a daily basis, even after we arrived in Japan. However, there are some key learning points to take away from our move: 1. Organization:. It was important that we, as a PDS team, were organized and knowledgeable about everyone’s transition timeline and how far along they were in their transition paperwork. We created PDS move folders for every officer and Sailor in the command, which included an in depth pre-departure, enroute and arrival checklist, their orders, plane tickets, overseas medical screening, NAF Atsugi housing application, and dependent entry approvals (as required), in addition to Narita shuttle bus instructions, pet veterinary requirements, and passport application requirements. The transition was undoubtedly stressful at work and the home front, so to provide each 3. squadron member with a step-bystep process to ease the transition to Japan was the best thing we could do to relieve stress from other aspects in Rotor Review # 122 Fall ‘13 their lives. 2. Knowing your people and being

involved in their move: involved division officers and chiefs were the greatest asset for the PDS transition team. While the PDS team organized the move, the proactive leadership within the divisions made sure their Sailors were ready to join their phases for departure. If a unique situation arose, the division officer or chief almost always brought it to our attention in a timely manner. The PDS team would then adjust the phases as necessary and continue with the planning process. The more involved the divisional leadership, the earlier we found out about potential hurdles, and the earlier we could begin overcoming them. Squadron unity: for all intents and purposes, HSC-12 and HSM-77 moved to Japan as a single unit. We shared information with each other, coordinated family information 18 bounced ideas off sessions together, each other, and designed our phase

plans together. NAF Atsugi was receiving two squadrons already on a unified front, all having the same information upon arrival. 4. Working as a team: the PDS transition was undeniably a team effort. The PDS transition team was assembled to develop a plan, but getting the squadron to Japan was an all hands effort. From the departmental leadership to the individual Sailors, we left as a team, arrived as a team, got established as a team, and later deployed as a more unified team. The administrative workload for all 232 HSC-12 Sailors and family members was astronomical. Maintaining accountability for the 320,000 pounds of inventoried cargo as it moved across the world was a masterpiece in organization. Setting up shop and passing AMI while severely undermanned and on a compressed timeline was a true sign of squadron pride.

Feature

Flight deck personnel depart the area after connecting an external load. Pho t o c o u rt e s y o f H S C - 1 2 .

As we continue to settle into our new home in Japan, we are immersed in the accelerated lifestyle of the forward deployed naval forces, and the PDS transition is just another benchmark in HSC-12’s rich history. It was due to the efforts of every Golden Falcon who came from San Diego that we now fly to Mt. Fuji instead of East County, and we thank everyone for making the transition a positive piece of HSC-12 history.

HSTs Bring the Heavy Guns during WTI Article by LCpl Shaltiel Dominguez, USMC

elicopter Support Teams with Landing Support Company, Combat Logistics Regiment 17, 1st Marine Logistics Group, displayed their capabilities by rigging ammunition, weapon systems and other supplies to CH-53E Super Stallions in support of Weapons and Tactics Instructor Course 1-14 near Yuma, Ariz., Oct. 5, 2013. The WTI course is a biannual, graduatelevel Marine aviation instructor training course designed to provide pilots with training on aviation weapons systems and qualify them as WTIs. Once certified, the Marines return to their units to pass on their knowledge. An HST is a team of landing support specialists that manage the activities at a landing zone and attach equipment and supplies to rotarywing aircraft for transport. Throughout WTI 1-14, the HSTs were responsible for attaching loads to the aircraft, in order to assist in the pilots’ training.

A CH-53E is conducting Helicopter Support Team Training. P h o t o b y L C p l S h a l t i e l D o mi n g u e z , U S M C .

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“It’s just a rapid way to transport any class of supply, whether that be ammunition, food, water or artillery equipment,” said 1stLt Nick Boling, platoon commander, LS Co., CLR-17, 1st MLG. “It’s a rapid way to deploy our fighting capabilities to long distances.” In addition, the HSTs were essential in providing ground units with training equipment and resources throughout the course. For example, they supported Marines with Golf Battery, 2nd Battalion, 11th Marine Regiment, 1st Marine Division, by rigging three M777 Howitzers for a mock firing drill. To sustain their high operational tempo, each HST consists of at least eight Marines: Two experienced noncommissioned officers to ensure the safety of the Marines under the helicopters, several Marines attaching the equipment, one Marine grounding the static discharge from the helicopter and two Marines guiding the pilots onto the loads. “It’s a learning experience for

the younger Marines, and it’s good to get practice lifting different equipment,” said Boling, a native of Columbus, Ohio. The NCOs, however, have experience conducting HST operations. For example, Cpl Travis E. Nemeth, a landing support specialist with LS Co., CLR-17, used the knowledge he obtained while serving in Operation ENDURING FREEDOM to teach his Marines how to properly transport loads, maintain proper safety and security and conduct other landing support operations. “We did this in Afghanistan on actual firebase missions in support of the infantry, said Nemeth, a native of Prescott, AZ. “With one of the [howitzers], we deliver 9,300 pounds of firepower to be exact. We’ve conducted operations like this in the battlefield and it’s definitely good training for everyone involved.” “This is my first WTI and the first time I’ve actually lifted a M777 howitzer under a [helicopter],” said Private First Class Jake Ziebell, a landing

HSTs practice moving Howitzers during WTI near Yuma, AZ. P h o to s by LCpl Sha lt i el Dom i nguez , USM C .

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support specialist with LS Co., CLR17. “[My NCOs taught] me to make sure that we take our time.” Landing support Marines continue to provide services and supplies, not only to the pilots and ground units participating in WTI 1-14, but also to the rest of the Marine Corps’ expeditionary units, extending their capabilities and allowing them to accomplish the mission no matter where it might be.

Feature

How Do I Apply?

Advice from the Scholarship Fund’s President and a Scholarship Recipient Interviews conducted by LT Allison Fletcher, USN

irst, we interviewed CAPT Paul Stevens, USN (Ret), the NHA Scholarship Fund President, who has been involved with the fund since 2008. He agreed to an interview to help inform candidates about the fund. Next, we interviewed LCDR Ron Martin, USN, who won one of the active duty graduate level scholarships this year. He shared his valuable first-hand advice about applying. INTERVIEW WITH CAPT PAUL STEVENS, USN (RET)

AF: Good morning, CAPT Stevens. Thanks for joining us for this interview. Please tell us how you got involved with NHA’s Scholarship Fund. PS: I’ve been a reasonably active member of NHA since 1973 and there is no doubt that my involvement and association with NHA and its members made a positive difference in my career. It only seemed right when asked to serve as the Scholarship Fund President that I willingly volunteered. I don’t kid myself in thinking that I alone was responsible for my success in the Navy. I had a lot of help from those I served with. I wanted to give back and volunteering to serve in the Naval Helicopter Association was a way to do it. The service men and women of the Navy, Marine Corps and Coast Guard that the Fund has helped remind me every year that I made the right choice to serve in this capacity. AF: Who is eligible for the scholarships? PS: A couple of years ago we changed eligibility requirements to make our scholarships “helo centric.” That is, they target only those in the naval (USN, USMC, and USCG) rotary wing communities. Specifically, those who are serving or have served in the naval rotary wing community, their kids, grandkids, and spouses are eligible to apply. That includes pilots, aircrew, maintenance, and support personnel. AF: How many scholarships are available? PS: Last year we gave out 18 scholarships totaling more than $33,000. Awardees represented individuals from all three services, officers and enlisted, for both graduate and undergraduate studies. AF: When is the application cycle this year? PS: This year’s cycle started September 1st and will end on January 31st, 2014. AF: What is required in the application package? PS: The application form is completed online at www.

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nhascholarshipfund.org. However, certain documents are required to be sent to NHA headquarters, and those include official transcripts, letter(s) of recommendation, and proof of eligibility documentation. They must reach headquarters by 31 January. The website has specific guidance on what is needed. AF: What advice do you have for applicants about how to put together a strong package? PS: Make sure you complete all parts of the application to include those documents that are required to be mailed to the office. Don’t be bashful in writing your personal statement. We need to know who you are and why we should pick you. For active duty applicants, a letter of recommendation from your CO is required. For all: transcripts, your personal statement, letters of recommendation and involvement in extracurricular activities (like sports or community service) outside of school or work are heavily weighted when choosing our winners. AF: Can applicants expect a response about their package receipt? Will they receive a letter indicating whether they won or not? PS: We generally don’t notify applicants when applications are complete, but we will respond to emails asking if everything has been received. Scholarship winners are notified by email they have won, usually by May. We also ask for a picture of the awardee before checks are mailed. AF: What led to last year’s winners’ selection over the competition? PS: Competition was tough! Transcripts from high school seniors clearly showed we

are looking at some of the best students in the nation. Transcripts from those already in college show they can handle workload. Applications are first vetted by our NHA Regions, and then headquarters matches available scholarships with selectees. Some selection committee members put strong emphasis on service in addition to academic performance. Generally, our winners looked strong in all of the areas I mentioned earlier. AF: How are the scholarships funded? PS: We receive funding from a variety of sources, but our most consistent funding comes from our corporate contributors: Lockheed Martin, Sikorsky, Northrop Grumman, Raytheon who generously endowed the fund several years ago, and L-3/DP Associates who has done the same through years of significant donations. We also have a perpetual scholarship funded by the Ream family, and several memorial scholarships funded by NHA Historical Society, Charles Kaman Charitable Trust, and the McCarthy family and friends. We also receive contributions from NHA Regional fundraisers and the Combined Federal Campaign (#10800). AF: If someone would like to contribute to the fund today, what are the best ways to donate and are there tax benefits? PS: Individuals can contribute via PayPal on our website, via mail to our headquarters, or through the CFC (#10800). We are a 501c(3) non-profit corporation and as such, all contributions

are taxed deductible. If anyone is interested in leaving a lasting legacy in the naval rotary wing community, we can also provide estate-planning strategies that could benefit both the individual and the NHA Scholarship Fund. INTERVIEW WITH LCDR RON MARTIN, USN

AF: Good morning, LCDR Martin. Congratulations on your scholarship. I understand you are pursuing your Masters of Administrative Leadership. Can you share your advice to applicants about how t o s u b m i t a s t ro n g package? RM: Thank you. One of my strongest points to make is to simply submit an application (and the required documents). No submission means no possibility of selection. In discussing my selection with one of the NHA scholarship board members, he told me that there were not a lot of applicants. This was great for me, but a missed opportunity for others. Other advice? Complete all required parts of the application including transcripts. A person will need to ensure they send away for the required transcripts to ensure they make it to the NHA scholarship board prior to the deadline. Also, write a compelling personal statement. I am sure the board members want to ensure they are providing a scholarship to the right candidate. The only way they know that is through your personal statement.

For more information or to pledge a donation, contact NHA at

NHA Scholarship Fund P.O. Box 180578 Coronado, CA 92178-0578 Website nhascholarshipfund.org Email: info@nhascholarshipfund.org

Rotor Review # 122 Fall ‘13 APPLY TODAY Accepting applications now until Jan. 31, 2014

Feature AF: That makes a lot of sense because you can make yourself stand out above others who might otherwise be equal candidates. What else? RM: Ask questions. The NHA Scholarship Point of Contact (located on the NHA website) was a great source of information. The POC was able to answer my questions to ensure I provided the right package information. For active duty, you will need a Commanding Officer’s endorsement.

The CO is vouching for you, so make sure you take the time to discuss this opportunity and your desires with your CO and XO as part of the process. They can assist you or help answer questions you may have in addition to writing the endorsement.

successful this year, submit again next year! Education is important and, with dwindling financial aid, every dollar helps. NHA scholarship was a great opportunity and helped to absorb some of the financial burden. I truly appreciated and was humbled by the selection!

AF: Thanks for this great advice for applicants. That is great information. Any final words of wisdom? RM: Stick with it! If you are not

Marines Conduct Vital Site-Survey Mission Article and photos by LCpl Anne Henry, USMC

Sgt Devon Morris, USMC, observes a landing zone from an MV-22B Osprey in Republic of the Philippines

arines with Marine Medium Tiltrotor Squadron 166, part of the 13th Marine Expeditionary Unit’s aviation combat element, conducted a site-survey mission Sept. 17 utilizing two MV-22B Ospreys above Crow Valley, Capas, Tarlac, Republic of the Philippines during Amphibious Landing Exercise 2014.

The mission helped the Marines develop a better understanding of the area as well as provided them with training they cannot conduct in other parts of the Pacific. “Today, we took off out of Clark Air Field and flew over to Crow Valley, which is where the majority of the field operations will be taking place throughout PHIBLEX [14.1],”

said Capt Joshua E. Smith, an MV-22B Osprey pilot with the unit. “Our goal is to take a survey of the landing zones and to get an idea of how functional they will be for other aircraft to land.” Upon arriving at the destination, the Osprey touched down for about five minutes before flying back to Clark. This gave the pilots enough time to judge

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whether the landing zone would be adequate for use throughout the exercise. “We must be able to ensure that other aircraft will be able to land here,” said Sgt Devon Morris, a crew chief with VMM-166. “This area will most likely become one of our primary landing zones and casualty-evacuation areas.” The site-survey was successful; information was relayed that the area is safe for other aircraft to land in, according to Smith. “After we left, we were able to pass off information to another Osprey which was set to do a casualty

evacuation run-through,” said Smith. In addition to providing the Marines with information about the landing sites, the day also provided unique training opportunities, according to Smith. “These exercises really allow us to learn a lot by allowing us to do the type of sustainment training we need to be able to conduct,” said Smith. “We can do this because the training area in the Philippines is larger and allows us to widen our training, such as what was done today.” Forces from the 13th MEU, 3d Marine Expeditionary Brigade

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and III Marine Expeditionary Force are participating in PHIBLEX 14. PHIBLEX is an annual Philippine-U.S. training exercise that enhances security and stability within the region while also helping to prepare for humanitarian assistance and disaster relief missions. With the rebalance to Asia, strengthening ties and relationship with the Republic of the Philippines is very important for both of us, said Smith. “This has been a great experience for us so far, and we are very grateful that we are able to conduct this type of training here,” he added.

Features

Phrogs Finish Final Flight

Article and Photos by LCpl Natalie Rostran, USMC

(Top) The last of the CH-46Es in Okinawa lands Sept. 30 on Camp Kinser for storage a nd disposition. (Bottom) Marines with VMM-262 prepare a CH-46E for storage and disposition after final flight.

H-46E Sea Knight helicopters with Marine Medium Tiltrotor Squadron 262 made their final flight from Marine Corps Air Station Futenma Sept. 30 to await final disposition at Camp Kinser. The CH-46Es, affectionately nicknamed Phrogs, were retired to make way for the MV-22B Osprey as part of a one-for-one replacement. The Phrog has been a part of the Marine Corps’ aviation arsenal since the Vietnam War. “What you’re seeing here today is the last (U.S. Marine Corps) CH-46E flight in Okinawa and in the Pacific,” said Brigadier General Steven R. Rudder, commanding general of the 1st Marine Aircraft Wing, III Marine Expeditionary Force. “The historic flight marks the finalization of the transition to the MV-22B for VMM-262.” The VMM-262 Flying Tigers have employed the CH-46E throughout much of the world, including in support of Operation IRAQI FREEDOM, Operation UNIFIED ASSISTANCE and Operation TOMODACHI in response to the Great East Japan Earthquake and

subsequent tsunami of March 2011. “The CH-46E has been all over our area of operations,” said Capt Luke A. Williamson, a CH-46E pilot with VMM-262, Marine Aircraft Group 36, 1st MAW. “It is a very capable aircraft, very maneuverable. It can get into small landing zones and tight spaces, and it has the ability to do a quick sideflare to stop on a dime – it was a great machine.” This end of an era for Marine Corps aviation was a nostalgic event for the Marines who operated and maintained the CH-46Es. “As we come to the close, Marines from all over Okinawa are coming to say their last goodbyes,” said Lance Cpl Ranieri

A. Rotelli, a CH-46E aircrew chief with VMM262. “The former CH-46E guys have been coming out to get one last touch on it before it’s laid to rest.” From the pilots to the aircrew, the Marines were feeling sentimental. “It is a privilege to fly the last of

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the Phrogs and a great honor,” said Williamson. “The CH-46E has a long, proud history, and I’m grateful to be a part of that history and that legacy, especially here on Okinawa. I love the Phrog, and I hate to leave it behind. She’s had a good run, but her time is up. We’re on to a

newer, faster and higher-flying aircraft.” The Osprey can fly twice as fast, carry three times the weight, and travel four times the distance of the CH-46E. These capabilities strengthen the Marine Corps’ ability to support various missions in the Asia-Pacific region to

include supporting partner nations during training, humanitarian assistance and disaster relief operations, and contingencies. While the squadron replaces its aircraft, the most valuable asset will remain, according to Williamson. “I’ve been flying (the CH-46E) for a few years now and loving it, but it is a piece of machinery and it’s really about the people and the Marines, not the machines they work on,” said Williamson. “You have to keep that in perspective; even though the Phrog is going away, the Marines don’t change.” The Marines of VMM-262 stand ready for the Osprey to assume the responsibilities that the CH-46E will leave behind. “It’s a significant point in aviation history for those who have flown this faithful aircraft, (the CH-46E), in Vietnam, Iraq and all over the world,” said Rudder. “The CH-46E has saved a lot of lives, and it has made a big difference for Marine Corps aviation. Like all of our squadrons, VMM-262 has done a great job of capturing its heritage, ensuring that the memories of the CH-46E remain for years to come.”

(Top) Lance Cpl. Ranieri A. Rotelli checks the CH-46E after its final landing. (Bottom) A Flying Tigers crew navigates the Phrog from MCAS Futenma to Camp Kinser.

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Rotor Review # 122 Fall ‘13

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Rotor Review # 122 Fall ‘13

Historical

Rotor Review # 122 Fall â&#x20AC;&#x2DC;13

First USN Helicopter Formation Flight in NAS Lakehurst, NJ, on April 1, 1948

P hot o c o u rte s y o f N H A A rc h i v e s, S ubmi tted by A FC M (R et) S i dney Templ e, U S N

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First naval helicopter pilot, LCDR Frank A. Erickson, USCG, (lower left) takes a break with USCG aviation personnel at Air Station Floyd Bennett Field. Photo courtesy of Sikorsky Archives

n a crisp autumn day in the coastal town of Bridgeport, Connecticut, an insect-looking machine made of tubes and fabric, its engine laboring strenuously to keep its rotors turning and clinging to the air, tentatively descended from the blue sky and settled gently on the tarmac just outside the large hangars that housed the Vought-Sikorsky Aircraft manufacturing plant. The pilot, LCDR Frank A. Erickson, USCG, turned the engine off and waited for the main rotor to coast to a stop before climbing out of the cockpit of the new YR-4B helicopter recently completed at that plant. After a sixty minutes test flight in which he had put the aircraft through the very rudimentary test requirements existing at that time, LCDR Erickson declared the new helicopter ready to be accepted into service as the very first helicopter in the United States Navy, with the designation XHNS-1, BuNo 46445. The date was 16 October 1943. This event marked the birth of helicopter naval aviation. It also marked the culmination of a long and arduous struggle by a small group of helicopter advocates to convince the Navy hierarchy to give this incredible machine a chance to prove its unique capabilities in support of naval missions. What follows is a brief recount of the events leading to this historical occasion. The efforts to build a practical helicopter had begun in earnest during the first quarter of the twentieth century, mainly in Europe. Louis Charles Breguet, Paul Cornu, Jacob Ellehammer, Stefan von Petroczy, Theodor von Karman, Wilhem Zurovec, and several others built machines

that took to the air, but proved to be totally unstable and uncontrollable. In the United States, the Army was the only service that was willing to finance a helicopter development program. In 1921, it awarded a contract to George de Bothezat, an expatriated Russian engineer, to build a helicopter prototype. The monstrosity built by Bothezat (with four six-bladed rotors mounted at the tips of a large tubular cross) first flew on 18 December 1922. The contraption could get airborne, but it was unstable and could not be controlled. After expending $200,000 in the helicopter project, the Army dropped it in 1924 as too complex and unstable. However, its interest in rotorcraft did not die. During this period, the Navy took a skeptical attitude toward rotary-wing aircraft. When Harold Pitcairn brought the Cierva autogiro to the U.S. in 1928, the Navy, for the first time, began to take a second look at these new machines, capable of operating from the

would change the history of rotary-wing aviation in the U.S. and, consequentially, in the rest of the world. In January of that year the world began to pay attention to the success that Professor Heinrich Focke was achieving with his Fa-61 helicopter in Germany. In February, the Fa-61 made history. With the famous aviatrix Hanna Reitsch at the controls, the helicopter performed nightly exhibitions inside the Deutschlandhalle sports arena in Berlin. For three weeks, she flew up and down, fore and aft, and sideways over the full length of the arena. Several American rotorcraft designers, including Harold Pitcairn and Laurence LePage, traveled to Germany to witness the event. Soon after returning from Germany, Laurence LePage teamed up with Haviland Platt to establish the Platt-LePage Aircraft Company and began to work on their first helicopter design, the PL-1. It was also in 1938 that United Aircraft decided to shut down the Sikorsky flying boat production. United offered

hen Harold Pitcairn brought the Cierva autogiro to the U.S. in 1928, the Navy, for the first time, began to take a second look at these new machines, capable of operating from the constrained spaces provided by improvised platforms installed aboard ships.

constrained spaces provided by improvised platforms installed aboard ships. On 22 January 1931 the Navy ordered three XOP-1 autogiro prototypes from Pitcairn and began to evaluate them on shipboard operations. Navy experimentation with autogiros continued throughout the decade. However, the final conclusion was that the autogiro could not satisfactorily fulfill the Navyâ&#x20AC;&#x2122;s requirements. The Navy needed a vehicle capable of hovering. Then, 1938 arrived, the year that

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Sikorsky the opportunity to work on any personal project, as long as it did not cost too much money. Sikorsky jumped at the opportunity to fulfill his life-long dream of building a research helicopter. Thus, the VS-300 program was born that same year. On 26 April 1938, the Congress Military Affairs Committee began its hearings on the Dorsey Bill, HR8143, aimed at providing funding to keep the ailing autogiro industry alive. The

Historical Assistant Secretary of the Navy, Charles Edison, testified that the Navy was no longer interested in autogiros because they could not hover. The wording in the bill was changed. The word “autogiro” was replaced by “rotary-wing.” On 30 June 1938, Congress passed the Dorsey Act. Two million dollars were budgeted for the development of “rotary-wing” and other aircraft. An Inter Agency Board was created to administer the program funded by the Dorsey Act. CDR William J. Kossler, USCG, was the Coast Guard representative to that Board. William Kossler had been dreaming for years about the helicopter as the ideal platform to perform rescues at sea. He even made drawings of a flying lifeboat with a horizontal rotor at each end. A few years later, Frank Piasecki would build a tandem-rotors helicopter that followed Kossler’s concept. For the next seven years nobody worked harder than William Kossler to bring about the reality of a naval helicopter. On 28-29 October 1938, the Franklin Institute, the prestigious engineering school in Philadelphia and the de facto mecca of rotary wing development, held the “Rotary Wing Aircraft Meeting.” Many aircraft designers involved in helicopter development attended the meeting; several presented dissertations. Igor Sikorsky presented his single main rotor and tail rotor design. Haviland Platt presented his rotor hub designs and control theories. One of the men seating in the audience was Arthur Young. He had been experimenting with two-bladed rotor configurations quite unsuccessfully. He was impressed by Platt’s presentation on rotor blades hinged to the hub. He went back to his barn in Paoli, Pennsylvania, invented the stabilizer bar, and eventually convinced Lawrence Bell to give him the opportunity to build a helicopter. Four years later, Young would be ready to flight test his Bell Model 47, one of the most successful helicopters in history, which propelled Bell Aircraft to become one of the largest helicopter manufacturers in the world. By the end of that momentous

year, 1938, events had been put into motion that preordained the advent of the helicopter as a practical aircraft in this country. In 1939, the 76th Congress authorized the first portion of the Dorsey Act funds, $300,000, for the procurement of a rotary-wing aircraft prototype to be evaluated by the Army, the lead service in the helicopter development program. The Army Material Division established a Program Office to manage the helicopter acquisition. Then Captain H. Frank Gregory, USA, was the Program Manager. A request for proposals was issued that fall, and the competition opened in April 1940. Of the several proposals received, four were selected for evaluation. R-1 was the Platt-LePage PL-3 helicopter, which followed the FockeAchgelis Fa-61 design. R-2 and R3 were autogiro designs. R-4 was a larger version of the Sikorsky VS300 design. The Special Engineering Evaluation Board, which included CDR Donald Royce representing the Navy, submitted its report on 28 May 1940. Platt-LePage’s proposal, the XR-1, was declared the winner. However, the Army was still interested in the Sikorsky proposal. On 24 July 1940, Captain Gregory spent the day at the Sikorsky plant leaning how to fly the VS-300, the only helicopter flying in the U.S. at that time. Gregory had extensive experience flying autogiros and was able to master the VS-300 in a short time. He was the first U.S. military pilot to become a helicopter pilot. Gregory convinced his superiors in the Material Division to sponsor the Sikorsky project in parallel to the PlattLePage XR-1 program. On 17 December 1940, the Army awarded Sikorsky a $50,000 contract for the development of the XR-4. Sikorsky convinced United Aircraft, his parent corporation, to finance the remainder of the cost of the project, another $150,000. The XR-1 development was about a year ahead of the Sikorsky helicopter. The XR-1 began flight testing on 12 May 1941, while the XR-4 first flight did not occur until 13 January 1942.

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CAPT Frank Erickson, USCG, was the first naval helicopter pilot P hoto courtesy of NHA Ar chives

The XR-1, however, encountered serious controllability problems, which slowed down its progress significantly. On 20 April 1942, Sikorsky offered an XR-4 flight demonstration for the Army and representatives of the U.S. Navy, Coast Guard, and the Royal Navy. CDR Watson A. Burton, USCG, Commanding Officer of the New York Coast Guard Air Station, Floyd Bennett Field, Brooklyn, NY, and CDR Kossler, who was serving as Chief of the Aviation Engineering Division at Coast Guard Headquarters, witnessed the demonstration. They agreed that the helicopter could meet the requirements of a rescue vehicle and proposed that three helicopters be procured for test and evaluation. Their proposal was summarily rejected. CDR Kossler had been the instructor at the Coast Guard Academy of a very promising midshipman named Frank A. Erickson. Over the years,

they remained close friends. They both from not only CDR Burton and CDR of helicopters. The very next day, 16 became Coast Guard aviators, Erickson Kossler, but also from RADM Harvey F. February 1943, ADM Waesche sent number 32, and Kossler number 43. In Johnson, Engineer-in-Chief, USCG, the the Engineer-in-Chief a letter placing anticipation to the looming threat of war proposal for the development of the naval newly promoted CAPT William Kossler with Japan, on 16 August 1941, the USCG helicopter received serious consideration. in charge of the Coast Guard helicopter District in Honolulu had been transferred On 24 July 1942, the Bureau of development program. Armed with to Navy jurisdiction. As a result, LCDR Aeronautics (BuAer) issued a Planning his new authority, CAPT Kossler Erickson had been transferred to the Directive for the procurement of four immediately began to recruit volunteer Operations Department at Ford Island YR-4 Sikorsky helicopters for evaluation pilots and mechanics for helicopter Naval Air Station. Around this time, he by the Navy and Coast Guard. On 21 training. read an article about Sikorsky’s helicopter December 1942, RADM Stanley V. At this junction, the lines development work. He immediately came Parker, Commander, USCG Forces, Third of responsibility and control became to the same conclusion as Kossler; the Naval District, accompanied by CDR complicated. The Army chaired the helicopter was the answer to the Coast Kossler, visited the Sikorsky plant and Dorsey Commission and was the Guard’s need for a better rescue vehicle. observed a flight demonstration. RADM only U.S. service branch buying and The Coast Guard officially became part Parker immediately became a helicopter developing helicopters. The Navy had of the Navy Department by presidential advocate. In a letter to the Commandant been observing without interfering. executive order on 1 However, with the Coast November 1941. Erickson’s Guard aggressively n 26 April 1938, the Congress Military advocacy for the helicopter moving forward to was deeply reinforced on 7 develop the helicopter Affairs Committee began its hearings December 1941. He was on for the anti-submarine on the Dorsey Bill, HR8143, aimed at duty that morning at the Ford mission, BuAer suddenly providing funding to keep the ailing autogiro Island airfield control tower saw this development as and witnessed the struggle of its responsibility. A test industry alive. The Assistant Secretary of the hundreds of Sailors dying in the of wills ensued. After Navy, Charles Edison, testified that the Navy water. During those terrifying several letter exchanges was no longer interested in autogiros because moments, he decided to make between the Coast Guard his career’s goal to create a and BuAer, the climate at they could not hover. The wording in the bill was rescue helicopter. BuAer suddenly changed. changed. The word “autogiro” was replaced Early in 1942, On 4 May 1943, a joint by “rotary-wing.” On 30 June 1938, Congress CDR Kossler arranged for board was formed with passed the Dorsey Act. Two million dollars were his protégé, LCDR Frank representatives of the Erickson, to be assigned as C o m m a n d e r- i n - C h i e f , budgeted for the development of “rotary-wing.” Executive Officer of the New U.S. Fleet, the Bureau of York Coast Guard Air Station, Aeronautics, the Coast Floyd Bennett Field, Brooklyn, NY. With of the Coast Guard, ADM Russell R. Guard, the British Admiralty, and the their shared enthusiasm for the helicopter Waesche, he recommended development Royal Air Force. This Combined Board as a rescue vehicle, Kossler wanted to bring of the helicopter in the convoy protection for the Evaluation of the Ship-Based Erickson close to the Sikorsky factory. role. ADM Waesche decided that he Helicopter in Antisubmarine Warfare Few people in the Coast Guard needed to see this wondrous machine. was later expanded with representatives hierarchy had any faith in the usefulness He and a group of high-ranking officers from the Army, the War Shipping of the helicopter. The Navy was even visited Bridgeport on 13 February 1943. Administration, and NACA. XR-4s from less interested. On 26 June 1942, LCDR Igor Sikorsky in the VS-300 and Les the Army procurement contract would be Erickson visited the Sikorsky plant in Morris in a XR-4 provided an impressive used in the program. Connecticut and inspected the XR-4 demonstration of both helicopters On 6 May 1943, Captain Gregory development program. Three days later, performing precision maneuvers. ADM flew an XR-4 to the newly installed flight he submitted a report to Headquarters Waesche was completely sold. He deck of the merchant tanker Bunker Hill recommending the procurement of immediately went to see ADM Ernest J. at anchor in the Long Island Sound. helicopters for convoy antisubmarine King, CNO, who on 15 February issued He spent that day practicing shipboard patrol and search and rescue duty. Knowing a letter to the Bureau of Aeronautics landings at anchor and underway at that the Navy was very concerned with directing the development and evaluation different speeds. The next day, with 97 the convoy losses in the Atlantic caused of helicopters deployed aboard merchant dignitaries on the guest list, Gregory put by German submarines, Erickson placed ships for antisubmarine patrol duty. The on an impeccable performance as the ship emphasis on the helicopter antisubmarine letter assigned responsibility to the Coast cruised at various speeds up to 15 knots. role. This time, with positive endorsements Guard for the testing and evaluation CAPT Walter Diehl, from the Bureau of

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Historical Aeronautics, was deeply impressed. The Combined Board met on 18 May and formulated the plan for the development program to follow. Kossler was winning his battle. The Army accepted its first YR-4 on 30 May 1943. It was agreed that the second YR-4 would go to the British and the third to the Navy. That created an immediate need to train helicopter pilots from those services. LCDR Erickson, CDR Charles T. Booth, USN, and two Army officers were in the first class and trained by Les Morris, the Sikorsky chief test pilot. Morris also trained the British pilots involved in the program. In June 1943, LCDR Erickson began helicopter flight training in the XR-4 at the Sikorsky plant in Connecticut. He soloed after three hours of dual flight training, thus becoming Coast Guard helicopter pilot number 1. CDR Booth became involved in establishing a helicopter flight test facility at the recently established Naval Air Test Center (NATC), Patuxent River, Maryland. Thus, his training was interrupted. The Army conducted a second helicopter sea trial on 6 and 7 June 1943 aboard the Army Transport James Parker (AP-46). CDR James Russell, from BuAer, observed the trials and submitted a very favorable report. On 10 June 1943, LCDR Erickson submitted another proposal, this time placing all the emphasis on the helicopter’s antisubmarine potential and expanding its role from scouting to hunting. He recommended that helicopters be equipped with radar and dunking sonar to become “the eyes and ears of the convoy escorts.” Finally, after years of struggle to overcome the apathy and resistance of the naval leadership, on that memorable day, 16 October 1943, William Kossler, Frank Erickson, and a handful of believers in the promise of these unique aircraft saw their dreams begin to take form when Erickson completed its test flight and the U.S. Navy accepted its first helicopter. Helicopter naval aviation had become a reality. Soon thereafter, the Army transferred two additional YR4Bs to the Navy. CDR Booth returned

to Bridgeport to complete his training. It would be his responsibility to conduct aerodynamic, stability and performance tests on the new helicopters at Patuxent River. He was the first U.S. Navy Officer to become qualified to fly helicopters. He ferried a XHNS-1 to Patuxent River on 22 October. In time, a total of 20 YR-4Bs from the Army contract of 100 were transferred to the Navy. By December 1944, the U.S. Navy had accepted 68 YR-4Bs (HNS-1s). They were powered with the R-550 radial engine, its various versions developing between 180 and 200 hp. Let us take a closer look at the principal protagonists of this momentous event. Captain William J. Kossler, the preeminent catalyst of this event, was a man of vision, great integrity, and indomitable tenacity. He tirelessly pursued his vision of developing the helicopter as the vital vehicle in Coast Guard rescue missions. He was able to sway ADM Waesche, RADM Parker, and other Coast Guard leaders to persuade the Navy leaders to give this new machine the opportunity to prove its unique capabilities in the performance of Navy missions. He took the brilliant initiative of bringing LCDR Erickson into the project and gave him the support he needed to make things happen. Captain Kossler died of natural causes on 16 November 1945. The citation in his Distinguished Service Medal, awarded posthumously, reads: The President of the United States of America takes pride in presenting the Coast Guard Distinguished Service Medal (Posthumously) to Captain William J. Kossler, United States Coast Guard, for exceptionally meritorious and distinguished service in a position of great responsibility to the Government of the United States as the Chief of the Aeronautical Engineering Division and as Special Representative of the Engineer-in-Chief, United States Coast Guard, from May 1940 until March 1945. Captain Kossler demonstrated exceptional vision, extraordinary insight, and inspired leadership in advocating the adoption and development of rotary wing aircraft by the Coast Guard and Navy in both rescue and military roles. Captain Kossler actively championed the helicopter,

a new and untried invention, as the preeminent search and rescue tool of the Coast Guard successfully. He was also instrumental in establishing an effective helicopter training program at Coast Guard Air Station, Brooklyn, New York, for all of the United States and United Kingdom’s military services. Captain Kossler himself underwent the training program and qualified as Coast Guard Helicopter Pilot number 25. Undoubtedly the shape and character of the Coast Guard’s aviation program today is in no small measure due to the tireless efforts of Captain Kossler. Captain Kossler’s leadership, dedication, and devotion to duty are most heartily commended and are in keeping with the highest traditions of the United States Coast Guard.”

VADM Charles T. Booth II, USN, the first Navy helicopter pilot P hoto courtesy of NHA Ar chives

If we were to designate a man as the father of helicopter naval aviation, it would be Captain William J. Kossler.

Rotor Review # 122 Fall ‘13

If Captain Kossler was the arm pushing the naval helicopter forward, Captain Frank A. Erickson was the fist. He graduated from the Coast Guard Academy in 1931. After serving as a surface officer for three years, he reported to the Naval Air Training Command in Pensacola, Florida, for flight training. He was designated Coast Guard Aviator number 32 in 1935. He continued his

who doubted the usefulness of these underpowered and fragile machines, and were convinced that seaplanes were the way of the Coast Guard future. Many of his superiors worked at getting rid of the helicopter as soon as possible. The Navy leadership was equally skeptical and reticent. However, Frank Erickson endured, persisted, and delivered amazing results. The contributions of Captain Erickson to helicopter naval aviation are truly amazing. In December 1943, he assumed Command of the Coast Guard Air Station, Floyd Bennett Field, Brooklyn, New York, which became the first naval helicopter research, development, and training facility in the U.S. Of the nearly one hundred helicopter pilots he trained, seventy-one were Coast Guard and seven were Navy pilots. These seventy-seven helicopter pilots would be the kernel from which the rest of the helicopter naval aviators’ community w o u l d g r o w. He developed helicopter flotation devices, better helicopter flight instrumentation, autopilot systems, the rescue hoist and rescue basket. He initiated the research into helicopter anti-submarine warfare. In March 1945, CDR Erickson was relieved of his command by LtCol Desmond Caravan, USMC, CDR Arthur J. H e s f o r d , the first Marine helicopter pilot U S C G . Erickson was P hot o c our t es y o f N H A A rc h i v e s relocated to a small office and continued working in career as a seaplane pilot before his his helicopter ASW project. His mentor, Captain Kossler, brought him to work in this area was later continued by New York in 1942 to get him involved his disciple, LT Steward Graham, USCG, in Kossler’s efforts to make the naval Coast Guard helicopter pilot number 2, helicopter a reality. Erickson had to and culminated with the establishment struggle with the resistance of many of of the first Helicopter Anti-submarine his Coast Guard colleagues and superiors, Warfare Squadron, HS-1, in Key West,

Rotor Review # 122 Fall ‘13

FL, in October 1951. In June 1946, Erickson was transferred to the Coast Guard Air Station in Elizabeth City, NC, where he continued leading a reduced and poorly equipped helicopter development effort. With a small group of dedicated personnel in a small hangar, one HNS-1, and two HOS-1 helicopters, he continued pursuing his goal of making the helicopter a great search and rescue vehicle until the unit was disestablished on 31 March 1950. Erickson was reassigned to the Aviation Division at Coast Guard headquarters. He later served as Chief of the Search and Rescue Office in Buffalo, NY. He was promoted to Captain, but never again held a command position or flew Coast Guard aircraft. After 22 years of service, he retired on 1 July 1954. By the time he died in 1978, his dream of making the helicopter the premier vehicle in Coast Guard search and rescue aviation had come to fruition. This extraordinary man did not receive the recognition his historical accomplishments deserve. Nevertheless, he was inducted into both, the Naval Aviation and Coast Guard Aviation Halls of Fame. The Coast Guard Aviation Association sponsors the annual Captain Frank Erickson Award to recognize helicopter flight crews exceptional performance while conducting search and rescue operations. VADM Charles Thomas “Tommy” Booth II. The nature of the role that then CDR Booth played in the birth of helicopter naval aviation is quite different from what we have seen in Captain Kossler and Captain Erickson. Tommy Booth was a fighter pilot who was in the right place at the right time to be tasked with the job of becoming the first Navy helicopter pilot and establishing the initial helicopter test facility at the newly established Naval Air Test Center, Patuxent River, MD, to perform test and evaluation of the new helicopters that the Navy would begin to receive. Tommy Booth was a Naval Academy graduate from the class of 1931. As a LCDR, he was the

Continued from page 34

Commanding Officer (CO) of VF-41 from March 1941 to December 1942. During this tour, he was awarded the Navy Cross for actions off North Africa in November 1942. Promoted to CDR, he served as a test pilot at NATC from January 1943 to late 1944. He was Assistant Director and later the Director of the Flight Test Division. It is not clear how much helicopter flight time Tommy Booth was able to log. At least two other helicopter pilots were assigned to Patuxent River, including LCDR John Miller, Navy helicopter pilot number 2, who in turn trained LtCol Desmond Canavan, USMC, the first Marine pilot to be checked out in helicopters. What is obvious is that Booth took the helicopter as an intriguing and challenging sideline but continued his career as a fighter pilot. At NATC, he was the fifth Navy pilot to qualify in a jet aircraft, the Bell XP-59A, the first jet aircraft acquired by the Navy. Later, after being promoted to Captain, he was the CO of VC-4. During his command, VC-4 introduced the first Navy allere we are, 70 years later, engaged in weather jet, the F2H-2N Banshee, into carrier this modest endeavor to render proper aviation. He had a second tour at NATC as tribute to these extraordinary men who Head of the Electronics Test Directorate. accomplished extraordinary things under Captain Booth was the first CO of USS Ranger (CVA 61) from its commissioning on 10 August very difficult and challenging circumstances, 1957 until 5 March 1958. On 14 October 1957, trying to render proper recognition to their he performed the first landing and catapult amazing accomplishments, and celebrating launch aboard Ranger, flying a TF-1 jet aircraft. VADM Booth was Commander, Naval Air the fact that their dreams have come Forces, Atlantic, (COMNAVAIRLANT) from to fruition as the helicopter is now an 31 March 1965 to 28 February 1969. He passed absolutely essential tool of modern warfare. away on 21 February 1989.

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Focus ho w far n av al rotary aviation has com e an d where it â&#x20AC;&#x2122; s go in g Rotor Review # 122 Fall â&#x20AC;&#x2DC;13

constant innovation fuels naval aviation>

ome give credit to the centuries-old invention of the Chinese top, showing a device could reach flight by compressing air through propeller blades. Others credit the human-carrying, helical flying machine ideas and illustrations of Renaissance artist and inventor, Leonardo da Vinci. However, it was not until the 1940s that rotary-wing engineers finally reached success with the helicopter. Once they did, a few of our own pioneers brought the innovative helicopter into Naval Aviation just seventy years ago and have since inspired our continued focus on its progress. Notice this particular theme constant throughout our rotary communities: the relentless pursuit of increased safety, lethality, and mission effectiveness. Whether through strides in training and tactics brought about thro ugh lessons learned by our predecessors or the introduction of new technology designed to increase capability, all of those involved in Navy, Marine Corps, and Coast Guard rotary wing aviation continually strive to improve the craft that our rotary pioneers laid before us. A slew of technological innovations are poised to once again revolutionize our industry, and dedicated individuals continue the process of learning how to employ them. Whether breathing new life into venerable yet aging platforms such as the MH-60J Jayhawk or the MH-53E Sea Dragon, introducing new and radically different capability to an established airframe in the form of forward firing ordnance or airborne mine detection and neutralization in the MH-60S Knighthawk, or upgrading periscope detecting radar capability in the MH-60R Seahawk, technological innovation is still a cornerstone of progress. Today, the challenge for operators lies not only in learning how to use the new systems, but in integrating this knowledge into our everyday operations. This will necessarily spark worthwhile discussions about the proper way to incorporate an expansion of capability into our everyday tactics and training, most notably with respect to the advent of unmanned aircraft. Technolog y and the associated human element each play a crucial role in telling the story of our past and of our future. Remember how it all began: the top, the helical flying machine, and eventually the first flights to prove helicopter viability for naval service. Now, prepare for a glimpse into the future. Get onboard and join us on this journey celebrating seventy years of successful helicopter flight in the naval helicopter community by taking an inspired look into the future at the technologies that continue the efforts of military flight to military fightâ&#x20AC;Ś

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> INTO THE FUTURE Update from the Test Community Update by CDR Timothy Burke, USN (HX-21 Chief Test Pilot)

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Focus

HX-21 provides a thorough update covering the various systems currently in test phases.

MV-22 Osprey

1. Variable Speed Drogue (VSD) Testing was designed to evaluate and demonstrate that the VSD was capable of both day and night aerial refueling of the V-22 in the airspeed range of 160 to 210 knots calibrated airspeed (KCAS) up to 20,000 feet of pressure altitude for all gross weights. The VSD was shown to decrease pilot workload during aerial refueling with a more stable platform and larger target area for the probe. In addition, the VSD improves the one-engine inoperative aerial refueling altitude and airspeed envelope. 2. Deck Heating The thermal management system testing evaluated proposed technological strategies to mitigate the effects of the V-22’s exhaust on the flight deck of Navy ships. The test period evaluated technologies designed by the Defense Advanced Research Projects Agency (DARPA) and the Office of Naval Research (ONR) involving both active and passive cooling methods. The adoption of improved strategies to address deck heating will permit the employment of the V-22 on additional Navy ships, reduce ship flight deck maintenance, and increase the on-deck loiter time of the V-22. 3. Traffic Avoidance System (TAS) The TAS testing was conducted in response to an urgent needs statement for an active surveillance system to improve aircrew situational awareness of airborne traffic in close proximity to the aircraft. The TAS was designed to detect and actively interrogate aircraft transponders to provide aircrew an audible and visual alert of potential traffic conflicts. The addition of a TAS system will reduce the aircrew’s workload and improve situational and tactical awareness of other aircraft operating in the vicinity of the V-22. 4. Increased Lateral Control Power (ILCP) ILCP was designed to enhance the V-22’s lateral control performance in Vertical Take Off and Landing and Conversion modes to improve roll control effectiveness at low airspeed and high nacelle angles. The improvement was achieved through differential collective pitch gains, lateral cyclic and swash plate gearing, and flaperon control inputs. The resultant lateral control capability will improve aircraft performance during critical phases of flight. 5. Structural Appraisal of Fatigue Effects (SAFE) The purpose of the SAFE program is to provide both safety and economy to the fleet by maximizing the service life of aircraft components while operating within structural fatigue life limitations. The SAFE testing will collect and process aircraft usage data and report individual aircraft and component fatigue damage. The information obtained will be assessed to determine the potential for extending scheduled part removal and defining inspection intervals based on individual aircraft usage. 6. Bonded Blade Tab The bonded blade tab testing will evaluate the effect of longitudinal proprotor blade tabs on aircraft hover performance. The testing is part of an ongoing emphasis to improve V-22 in ground effect and out of ground effect hover performance in high density altitude conditions. Improving the aircraft’s hover performance will translate into additional assault support capability through additional cargo capacity and increased areas of operation. 7. Nacelle Sail The nacelle sail modification is designed to reduce the aircraft flat plate area through the incorporation of a set of sails mounted to the exterior of the engine nacelles. The aircraft performance, flying qualities, and loads testing will determine the optimal sail number and configuration. The results of this testing may lead to improved payload and range performance capability for the V-22. 8. Joint Allied Threat Awareness System (JATAS) The JATAS is designed to increase the survivability of Department of Defense (DOD) military aircraft. The system incorporates improved missile warning, laser warning, and hostile fire indications. The testing will evaluate the new capabilities in conditions representative of current areas of operation. Once fielded, the system will improve survivability and reliability for a wide range of military aircraft.

Rotor Review # 122 Fall ‘13

CH-53D/E Stallion

1. APX-123 Identification Friend or Foe (IFF) System The APX-123 Mark XIIA IFF system was designed to replace the current transponder and remote control unit (RCU) providing positive, secure, reliable line-of-sight identification of friendly airborne, surface, and sub-surface platforms. The APX-123 adds a new Mode 5 capability while continuing to provide legacy IFF functionality [Modes 1, 2, 3/A, C, & 4] and Mode Select (Mode S). Additionally, control of the APX123 was integrated into the Control Display Navigation Unit (CDNU) and the RCU was removed from the cockpit. Testing was successfully completed, and reporting is in progress. 2. Multi-Function Color Display (MFCD) The MFCD is a form/fit/function replacement of the Pilot’s/ Copilot’s AAQ-16/29A FLIR Display with a Night Vision Device compatible color touch screen non-primary flight display. In addition to displaying the FLIR video, the MFCD is designed to provide the pilot with a Degraded Visual Environment hover symbology display, a moving map display with Blue Force Tracker integration, and Directional Infrared Countermeasures and AAR-47 Electronic Warfare threat overlays. Testing is approximately 50% complete. 3. H-53E Control Display Navigation Unit (CDNU) Operational Flight Program (OFP) Version H53-011 and MH-53E Non-Precision Approach Evaluation CDNU OFP version 011 was designed to allow the CDNU to communicate with the CH-53E cockpit controls and displays upgrades via the Multi-Function Color Display. Additionally, further upgrades were conducted via OFP version H53-30001-011 that included integration of the IFF control panel functions with the CDNU and correcting Software Trouble Reports fixes with the MH-53E Non Precision Approach capability. Testing was successfully completed and reporting is in progress. 4. Advanced Threat Warner (ATW) Currently, the CH-53E is equipped with the following two separate threat warning systems: AAR-47 Missile Warning (MW) System which provides detection and display of Ultra Violet MW, Laser Warning (LW), and Hostile Fire Indications (HFI) for single, multiple, and simultaneous shots of small arms (< .50 caliber/12.7 millimeter), and Rocket Propelled Grenades and the Department of Navy Large Aircraft Infrared Counter Measures (DoN LAIRCM) AAQ-24(V)25 System which provides two color-Infrared (IR) MW detection and display. The ATW upgrade is designed to incorporate LW and HFI into the DoN LAIRCM two color-IR MW sensors providing increased aircraft survivability and reducing MW false alarm rates. The system consists of up to six identical remote sensor Weapon Replaceable Assemblies that are form, fit and cable-compatible with the existing sensors from the 2 Color IRMW system and sensors. Testing is currently in progress. 5. Prognostic/Diagnostic Based Maintenance (PDBM) The PDBM system to be hosted in the Integrated Mechanical Diagnostic System (IMDS) is designed to accurately provide engine removal forecasting, real time power availability projections, and near real-time damage calculations to support parts life tracking capabilities. Testing is currently in the planning stages and is scheduled to take place in FY14. PDBM is scheduled to be delivered to the fleet with IMDS 10.0/3.0 in FY17.

CH-53K Super Stallion

1. Ground Test Vehicle (GTV) GTV was placed on its pedestal January 2013. Several Pre-Test Procedures requirements for Safety-of-Test have been completed in advance of Bare-Head Lite-Off test phase. 2. Bare-Head Lite-Off (BHLO) Set to start November 2013, this is the first phase of testing in which one engine runs at low RPM, turning the main gear box and rotor with no load (main and tail rotor blades not installed) leading to Shake-Down Lite-Off test phase. 3. Shake-Down Lite-Off (SDLO) This phase commences following the installation of rotor blades and is set to begin December 2013. During this portion of testing, the Preliminary Flight Acceptance Test endurance test will be conducted by repeating five, 10-hour cycles for a total of 50 hours. Each 10-hour cycle consists of 10, 1-hour blocks. The goal is to put similar power through the drive system as the mission representative power cycle. This endurance test is to be conducted without

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Focus

component replacement. After 50 hours, a teardown of the main gear box will take place. If no problems are found, testing will proceed to first flight where the GTV is to maintain a two 2:1 flight hour ratio ahead of the lead flight aircraft in endurance testing. First flight is slated for September 2014 and will mark the first flight of the CH-53K flight program schedule to be completed by FY18.

AH-1W/Z Cobra, UH-1N/Y Huey

1. 401C: The remanufactured AH-1Z is currently configured with the General Electric (GE) T700-GE-401 engine, which is fielded on the AH-1W. The build-new AH-1Z (ZBN) will be equipped with T700-GE-401C engine when it starts coming off the production line in early 2014, as the T700-GE-401 engine is no longer in production. The engine Measured Gas Temperature (MGT) limits have been increased; as a result the engine can provide higher power available at higher altitudes and ambient temperatures. Test is ongoing at HX-21 on the most heavily instrumented helicopter in squadron history. Over 885 parameters are recorded for this and future test projects. Testing is due to be complete at the end of 2013. 2. Advanced Precision Kill Weapon System (APKWS) The APKWS consisted of a guidance section that converted the standard 2.75-in. (unguided) rocket into a precision, LASER-guided munition. APKWS was an upgrade to the standard 2.75-in. rocket system already integrated on Marine Corps, Navy, and Army attack platforms. APKWS added an 18.5 in. long mid-body LASER-Guidance Section (GS), between the rocket motor and warhead and required an upgraded LAU-68 rocket pod (F/A variant) to hold the longer rockets. Captive carry and safe separation were conducted on the AH-1Z at HX-21. Follow-on testing will be completed at VX-31 before release to the fleet. 3. Full Motion Video (FMV) The UH-1Y and AH-1Z currently lack the ability to broadcast real-time sensor video via wireless data link. This shortfall limits the aircraftâ&#x20AC;&#x2122;s ability to perform surveillance missions and increases the time required to correlate target locations when working with external agencies, causing ground forces to expose themselves to hostile fire to perform visual target correlation with UH-1Y and AH-1Z aircrews. The FMV system is a response to this shortfall. FMV is undergoing tests as part of a Risk Mitigation Event on a prototype system installed on the UH-1Y at HX-21. Ground and flight tests have shown positive results with regard to system performance and tests will continue on the UH-1Y and eventually on the AH-1Z. 4. Upgrades External Lighting The UH-1Y and AH-1Z (H-1 upgrades) aircraft are currently not equipped with infrared position lights, and when operating at night in formation are required to be equipped with night vision device (NVD) compatible exterior lighting systems. This inadequate eternal lighting has been a suspected factor in midair collisions and decreases the visibility of a flight to other NVD users. The exterior lighting capability of the H-1 Upgrades aircraft is further reduced by inadequate rotating beacon/anti-collision lights and main rotor blade tip lighting. A prototype system has been installed on the UH-1Y helicopter at HX-21 with new LED fixtures that are much brighter and more reliable than older incandescent

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systems. Initial ground testing has been done at HX-21, however the vendor of the lights has been changed and more testing is expected at the end of 2013 before fleet introduction. 5. Laser Spot Tracker The AN/AAQ-22E Navigational Thermal Imaging System (NTIS) BRITEStar Block II (NBSBII) is currently employed on the UH-1N and UH-1Y aircraft. The NBSBII incorporates a large focal plane mid-IR sensor, a 3-CCD color TV camera, a LASER range finder and target designator, and a near-IR LASER pointer. Incorporation of a LASER Spot Tracker (LST) into the NBSBII adds a significant capability that will allow faster target handoff between platforms. An NBSBII turret with an LST module incorporated has been installed on the UH-1Y helicopter at HX-21 and is being qualitatively evaluated during routine software upgrade testing. Additionally, incorporation of an LST into the AH-1Z Target Sight System is planned for future testing.

MH-60S Knighthawk

1. Fast Attack Craft (FAC)/Fast In-Shore Attack Craft (FIAC) Weapons Building upon the work done in recent years to develop the M-197 Fixed-Forward 20mm gun and the LAU-61 C/A unguided 2.75 inch rocket weapon systems, HX-21 expanded the MH-60S arsenal by qualitatively evaluating the effectiveness of the flechette warhead for the counter FAC/FIAC mission. Additionally, initial testing of the new Digital Rocket Launcher, including captive carriage and safe separation, were completed using the Advanced Precision Kill Weapon System (APKWS) II rocket body. APKWS capability is planned for early introduction to the Fleet in FY14. DRL and APKWS will be installed and tested on MH-60R in FY14. 2. Airborne Mine Counter Measures (AMCM) Development AMCM testing continued, following the divestiture of tow missions from the MH-60S. The two AMCM sensor/weapon systems to be fielded are the Airborne Laser Mine Detection System (ALMDS) and the Airborne Mine Neutralization System (AMNS). Developmental testing of both systems concluded this year, including testing onboard USS Independence (LCS 2), in preparation for Operational Assessment by VX-1 in FY14.

MH-60R Seahawk

1. Mission Systems Upgrades The AN/APS-153(V)1 was a technology upgrade from the fielded AN/APS-147 incorporating higher performance hardware and a new software architecture while maintaining all of the legacy Multi-Mode Radar (MMR) capability. In conjunction with the technology upgrade, an Automatic Radar Periscope Detection and Discrimination (ARPDD) mode was added to enhance the capabilities of the AN/

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Focus APS-153(V)1 MMR system. The ARPDD mode was designed to provide a faster scan rate, increase dynamic range, improve situational awareness, and reduce noise and clutter. Follow-on test and evaluation was completed this year in high clutter environments to refine ARPDD performance. A Reliability Improvement Acceleration Program (RIAP) was incorporated and tested on the AN/ ALQ-22 Advanced Low Frequency Sonar system. RIAP focused on improvements to the ALFS Reeling Machine sensors, motors, and software. 2. Foreign Military Sales HX-21 supported contractor (i.e., Sikorsky/ Lockheed Martin) testing of a unique configuration for the Royal Australian Navy (RAN). The RAN configured MH-60R test flights were conducted concurrently with Australian test pilots here in Patuxent River, as well as joint contractor/US Navy test flights at Lockheed Martin’s Owego, NY, production facility.

MH-60 Seahawk Common Systems

1. Situational Awareness Tech Insert (Computer/ Software Modernization, Digital Moving Map) Initial flight testing of the integrated Digital Moving Map (DMM) software, introduced in Common Cockpit System Configuration 92, was completed. As a part of the Situational Awareness Technology Insertion project, the DMM included FlightScene® software integrated with the Avionics Operating Program. Further hardware development of the digital map storage media, the Advanced Data Transfer System, will be required prior to fleet release. 2. AOP Software Updates Regression testing of MH-60 Common Cockpit software, core flight avionics, and Joint Mission Planning System updates continue as a persistent and critical mission at HX-21.

MQ-8C Fire Scout

Test planning is underway for the MQ-8C Rapid Deployment Capability Endurance Upgrade to the existing MQ-8B Vertical Takeoff and Landing Tactical Unmanned Aerial Vehicle. The upgrade replaces the current Schweizer 333 airframe with the Bell 407 airframe while integrating the Fire Scout Vehicle Management System. Test execution is planned for early FY14. MQ-8C is in response to a Joint Urgent Operational Need Statement to provide real-time Intelligence, Surveillance, and Reconnaissance for U.S. Special Forces.

The current Schweizer 333 airframe with the Bell 407 airframe while integrating the Fire Scout Vehicle Management System. Test execution is planned for early FY14. MQ-8C is in response to a Joint Urgent NeedFall Statement Rotor Operational Review # 122 ‘13 to provide real-time Intelligence, Surveillance, and Reconnaissance for U.S. Special Forces.

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Rotor Review # 122 Fall ‘13

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Focus

M H-6 0 T >

A n O rd ers of M ag nitud e Upgrade

Article by LCDR Will Walker, USCG

Figure 1: MH-60J Cockpit n 1990, the U.S. Coast Guard acquired the first HH-60J Jayhawk helicopter as a replacement for the long-serving HH-3F Pelican. The HH-60J represented a large increase in performance and mission effectiveness compared to the HH-3F. Climbing into the HH-60J (later re-branded the MH60J as a result of mission expansion) cockpit, some Naval Hawk veterans would likely recognize the Tactical Navigation (TACNAV) system and an instrument panel configuration comprising steam gauges, VIDS, and a cathode ray tube display installed on the copilot side (figure 1). Impending changes to the Federal Airspace System and new operational requirements necessitated an upgrade in order for the MH-60J to remain effective well into the next decade. With the completion of the first prototype in February 2008, the U.S. Coast Guard commenced flight testing of a comprehensive avionics upgrade for the MH-60J. The upgrade was marked by a change in aircraft series from MH-60J to MH-60T and was the result of significant input from operational aviators and aircrew from across the Coast Guard. The upgrade included the

integration of a new instrument panel configuration, refreshed communications suite, and more capable sensor systems. Perhaps the most immediately apparent piece of the upgrade is the

Rockwell Collins Common Avionics Architecture System (CAAS). The MH60T CAAS instrument panel configuration (figure 2) consists of five multifunction displays (MFD), two control display units (CDU), and two emergency standby instrument systems (ESIS). Each CAAS MFD is capable of providing six top-level displays: primary flight display, navigation (including moving map and radar), engine and systems monitoring, communications management, ancillary systems monitoring and status, and sensor management. Not immediately apparent are the installation of dual embedded global positioning system (GPS) inertial navigation systems (INS), known as EGIâ&#x20AC;&#x2122;s, and a host of other changes required to support the installation and operation of the CAAS suite. Communications upgrades included installation of two ARC-210 radios, an ARC-220 radio and two RT5000 radios. The RT-5000 radios facilitate communication on digital frequencies and Coast Guard aircrew communication with federal, state, and local agencies such as

Figure 2: MH-60J Cockpit Configuration. Not shown are the copilot MFDs and CDU. The blackened square display is the emergency standby instrument system (ESIS). MFD displays shown (l-r) are the Engine Indicating Caution Advisory System (EICAS), Navigation (NAV), and Primary Flight Display (PFD).

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fire and police departments. Sensor upgrades included the integration of an electro-optical infrared (EOIR) sensor system (ESS), a more capable high-power searchlight, and a digital weather radar, which is also capable of surface search and terrain mapping. The MH-60T represents an orders of magnitude improvement in crew situational awareness (SA) and operational effectiveness. As an example, the MH-60T pilot can configure navigation displays to depict a moving map with overlays for flight plans, traffic collision avoidance system (TCAS), radar, and a variety of chart scales to include sectional aeronautical charts and IFR low altitude charts. The MH-60T flight mechanic (FM) and rescue swimmer (RS) also have at their disposal an ESS display and controller and a third CDU (figure 3). The cabin CDU and ESS displays are capable of repeating critical flight parameters for the aircrew, which include radar altitude, position, course, and speed as well as the chart overlay currently selected by the pilot. Initial operational fielding of the MH-60T was completed in May 2013 with the conversion of the 35th MH-60T. Five additional aircraft are currently at various stages in the conversion process at the USCG Aviation Logistics Center (ALC) in Elizabeth City, NC. The conversion project will soon enter its next phase entailing a major software upgrade. This upgrade

Figure 3: Aircrew Station showing ESS display and controller (resting on seat) and CDU (beneath window). will integrate Required Navigation Performance and Area Navigation capability (RNP/RNAV) and leverage five years of pilot and aircrew feedback to enhance the operational effectiveness of the MH-60T. Program Management for the MH-60T Conversion Project

is conducted at the Coast Guard headquarters in Washington, D.C., with the integration being completed at ALC and aircrew training conducted at the Coast Guard’s Aviation Training Center in Mobile, AL.

The Dra g on Reborn> imd s and b l u e forc e trac k e r b reathe new life into an ag ing airfr ame

Article by LTJG Tony Leguia, USN

t’s a hot Friday morning, and the afternoon forecast suggests that it is only going to get hotter. Across the flight line you see a sleeping giant. Like the Kraken of Greek mythology, the MH-53E forms an imposing silhouette against the horizon that inspires awe. However, walking down the flight line while sweat drips down your forehead and your gear weighs you down, you know that particular MH-53E is in a functional checkflight (FCF) status and it’s your job to get it back in the air. There’s no environmental control system ( ECS) to break the heat, and an unknown number of hours are ahead before the mighty Dragon might roar again. Maybe you’ll get lucky and the FCF will only take a few hours, or maybe the beast will lie dormant for days while you and your crew troubleshoot without success. It’s a realization that chips away at your resolve and demands that you rise up to the occasion and learn new definitions of patience. It demonstrates that unscheduled maintenance accompanied by hours of troubleshooting not only negatively impact a squadron’s mission readiness, but they also have a negative impact on morale. With the introduction of the Integrated Mechanical Diagnostic System (IMDS), the MH-53E community will have a new tool for improving aircraft readiness. The IMDS program was started in 1997, and slowly, but inexorably, MH-53Es are being outfitted with the IMDS built and made commercially available by the Goodrich Corporation. The IMDS provides full-time usage and diagnostic monitoring for engine, drive train and rotor system mechanical components. This data is collected and can be analyzed to determine

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Focus trends in component service life. Additionally, the system can provide inflight indications of occurring or imminent system degradations and failures. The system consists of an On Board System (OBS) and a Ground Based System (GBS). The OBS collects data from multiple state sensors, shaft position sensors and accelerometers installed throughout the aircraft. This data is then analyzed and collated. The current status and any limits exceeded will be displayed to the aircrew for their benefit through the Control Display Navigation Unit (CDNU), an existing computer interface used for the operation of the GPS navigation and communication equipment. This aspect of the IMDS will increase flight safety because aircrews will be able to more quickly and accurately determine the state of their aircraft and address malfunctions before they become catastrophic. After the completion of a flight the remaining raw data collected by the IMDS can be exported and linked to the Naval Aviation Logistics Command Management Information System (NALCOMIS) through the GBS. Structural life analysis, vibration analysis, and maintenance required forecasting can be conducted to aid maintenance directives, thereby acting as a condition monitoring tool. Once every MH-53E has the system installed and sufficient baseline data is collected, maintenance crews will be able to more accurately assess problems and to execute maintenance when it is needed. Rather than waiting for degradations to manifest themselves, the IMDS will allow maintainers to execute targeted and efficient maintenance. This will lead to reduced downtime, reductions in human error, more efficient use of spare parts and less strain on tight budgets and overtaxed personnel. Another exciting tool hurtling the MH-53E into the future is the Blue Force Tracker (BFT). Joint operations are a complex environment where a loss of situational awareness can be disastrous. The MH-53E lacks any moving map GPS, therefore determining current location

MH-53E awaits a functional checkflight and associated terrain features that may hinder or aid the mission requires comparison between the aircraft’s instruments and a paper chart. This act requires that one pilot be positioned head down using precious brain cells for basic situational awareness. Additionally, during such an operation the crew must also account for the status and location of friendly forces, enemy forces, mission requirements, and a dynamic environment that can find a pilot quickly task saturated. At a minimum, this task can quickly fatigue a crew and increase the risk of human error. The newly installed BFT system makes these challenges into myths that future young junior officers will tell around campfires to terrify one another. Using the Electronic Data Manager (EDM) as a kneeboard in conjunction with the BFT system many of the advantages of a glass cockpit system are now available to the HM community. The BFT superimposes icons depicting friendly and enemy units over an automatically updating terrain map on the EDM, providing crews with increased situational awareness while in flight. The system also adds new communication capabilities by

allowing aircrews to send instant text messages (referred to as variable message format messages) containing battlefield graphics and overlays to friendly units having the appropriate equipment. These new tools allow crews to more effectively contribute the unique capabilities of the MH-53E to joint operations. Despite the steam gauges and the use of the term “legacy” when referring to the MH-53E, its future is one filled with the certainty of getting the mission done. The aid provided by the IMDS, once its installation is universal, will enable condition-based maintenance while the BFT offers many of the technological advantages provided by newer glass cockpits. Together, they will send the Sea Dragon into the 21st century of Naval Aviation allowing the HM community to continue to make its contributions to the Navy’s mission well into the future.

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M aster s of Our Domain Article by LCDR Justin Cobb, USN

ew capabilities, new roles, and new Department of Defense (DOD) leadership expectations are outpacing the culture of naval rotary wing aviation. Historically, the perceived role of the helicopter in Naval Aviation has been misunderstood and underutilized. The nature and focus of the carrier air wing often relegated rotary wing aircraft to support missions or even defined their combat roles, in the case of anti-submarine warfare (ASW), as “support.” Unfortunately, many in the Navy helicopter community were willing to accept this paradigm. In contrast, the Marine Corps and Army realized the potential dynamic combat role of the helicopter and embraced it. Despite the development of new mission and weapons systems throughout the years, disorganized training and integration coupled with a cultural reluctance has consistently handicapped the true combat capability of naval helicopters. The result has been a large maritime helicopter force that is not uniformly trained or prepared for its combat roles in defending the fleet, and an aviation culture reluctant to embrace the role of a combat aviator. All of these pieces come together in a world rife with threats in the naval battle space and in which DOD leadership believes that the rotary wing community plays a pivotal role.

This reality has been highlighted numerous times in modern history, perhaps most strikingly in the Arabian Gulf beginning with Operation EARNEST WILL in 1987. When the need arose to protect US interests and warships from Iranian small boats, it was instantly realized that the U.S. Navy (USN) did not have an indigenous capability to do so. Despite having a fleet of rotary wing aircraft and aircrew who were at home in the maritime environment, the Navy displayed impotence in its inability to execute a mission that should have been firmly within its domain. Helicopters of that era did not have the mission systems, weapons systems, or combat training that would be required in such a conflict, having forfeited all such helicopters and

training with the disestablishment of the HA(L)-3 Seawolves some fifteen years earlier. As a result, Army helicopters embarked aboard ships and barges to fill the gap. Neither their pilots nor aircraft were accustomed to operating over water. In stark contrast, today’s USN aircrews are flying multi-million dollar MH-60 variants equipped with increasingly complex weapons and mission systems. MH-60S and MH60R helicopters can be armed with up to eight Hellfire missiles and a number of combinations of GAU-21 .50 caliber and M-240 7.62mm crew-served weapons. Additionally, Carrier Air Wing (CVW) MH-60S squadrons are now equipped with the M-197 20mm

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cannon and unguided 2.75” rockets. Further, the digital rocket launcher and accompanying Advanced Precision Kill Weapons System (APKWS) is poised to be introduced in the very near future. Coupled with multi-spectral targeting system (MTS) and Link-16 capability, these helicopters have been transformed into potentially credible combat helicopters. The MH-60R also features a state-of-the-art surface search radar, electronic support measures (ESM) system, and multi-sensor suite allowing for unmatched ASW capability. The aircraft are finally starting to look the part. Despite being light-years ahead of any rotary wing capability the Navy has previously fielded, the aircraft

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still lack the thoughtful full systems integration, and vulnerability and susceptibility reduction techniques that have been the standard in the TACAIR community for years. The result of this reactionary mission and systems growth is that aftermarket improvements have been accompanied by non-standard acquisitions and testing, often done at the fleet level and with training requirements and syllabi developed “on the fly.” Furthermore, most of these

systems suffer from poor integration and ergonomics (man-machine interface) requiring the operators to work even harder to employ these systems. The number of keystrokes and button pushes to perform many mission-related tasks in an MH-60 is staggering when compared to a TACAIR asset. The increased capabilities of the aircraft alone have led many Naval and DOD leaders to assume that these helicopters and their aircrew are suited and prepared

to confront some of the most tactically challenging situations faced by the Navy. Unfortunately, they are incorrect in this assumption. Although the MH-60S and the MH-60R are vastly more capable aircraft than the OH-58 Kiowa and AH-6 Little Bird helicopters that bailed out the Navy in the 1980s, they still lack crucial components for success. The largest and most prominent is the lack of training. This deficit is a byproduct of a cultural resistance to embrace expanded mission sets and the inherent difficulty aircrews have in learning how to tactically employ many of these add-on systems. In this respect, considering how the average Navy helicopter pilot is trained and the culture they are immersed in can vividly demonstrate the current cultural deficit. In the Navy rotary wing community, the average aircraft commander is more likely to be able to “trace a drop of fuel throughout the fuel system” than to describe the parameters to properly employ a Hellfire missile, how to turn on and optimize their survivability systems, or describe even a single naval or land based threat to their platform with Continued on page 52

FRS Comparsion Chart

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Change of Command And Establishment

USCGAS

HS-11

HM-14

Los Angeles

CDR Christopher Conley, USCG, CDR David Stallworth, USN, CDR Timothy Kinella, Jr, USN, relieved CDR Timothy Schang, relieved CDR Christopher Brown, relieved CDR Ryan Keys, USN, on August 11, 2013 USCG, on June 14, 2013 USN, on August 2, 2013

HSC-26

HSC-3

Chargers

Merlins

CDR Joseph F. Torian, USN, relieved CDR Jésus A. Rodriguez, USN, on September 19, 2013

CDR Tim Symons, USN, relieved CAPT Michael Ruth, USN on October 10, 2013

HMH-461

Ironhorses

LtCol Nicholas A. Morris,USMC, relieved LtCol Wade J. Dumford, USMC, on October 18, 2013

HSMWSL

CDR George Austin, USN, will relieve CDR Raymond Marsh III, USN, on November 22 2013

HSC-7

Dusty Dogs

CDR Margaret V. Wilson, USN, will relieve CDR Christopher G. Bailey, USN, on November 23, 2013

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HSC-8

HSM-75

Dragon Slayers Eightballers

Vanguard

HSM-51

CDR Derrick Kingsley, USN, relieved CDR Lawrence Meehan, USN, on Sept 12, 2013

HMH-465

Airwolves

LtCol Christopher T. Cable, USMC, relieved LtCol Lee A. Cracknell, USMC, on October 17, 2013

HSC-84

CDR Thomas F. Foster, USN, relieved CDR Peter Collins, USN, on August 13, 2013

HSM-40

Warhorses

CDR Sil Perrella, USN, relieved CAPT William Walsh, USN, on October 18, 2013

HSL-49

Red Wolves

Scorpions

CDR Brian Bartlett, USN, relieved CDR Alekxander McGuinness, USN, on October 26, 2013

CDR Jason Rimmer, USN, will relieve CDR William Sherrod, USN, on November 21, 2013

HSM-70

Warlords

Spartans

CDR Thaddeus Johnson, USN, will relieve CDR David Loo, USN, on November 21, 2013

CDR, Matt Schnappauf, USN, will relieve CDR Christopher Herr, USN, on December 10, 2013

Wolfpack

HS-5

Nightdippers

CDR Aaron Kelley, USN, will relieve CDR Dennis Vigeant, USN, on December 12, 2013

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Continued from page 49

any meaningful accuracy or level of detail. These same aviators find themselves flying through contested waters, exposed to a myriad of threats they know almost nothing about, in an aircraft they have not optimally configured nor mission planned to survive in such an environment. Many “seasoned” aircraft commanders and some within rotary wing leadership consider “not knowing” tactics, survivability gear, weapons systems, and threats a badge of distinction harkening back to the days of old when Navy helicopter pilots simply “got it done.” This devilmay-care attitude concerning combat preparedness is often juxtaposed with over-the-top requirements concerning aircraft systems, including being able to draw systems schematics and nearly reverse engineer the entire helicopter. Our combat experienced predecessors almost universally wish that they had the training opportunities and equipment that the average fleet squadron shrugs off dismissively. They were “thrown into the fire” and managed with less by necessity, not by choice. I caution the readers of this article to not jump to over-reactive and defensive conclusions on these points. Being a strong NATOPS aviator who is trained with a focus on the importance of ORM and effective CRM is an absolute. Nothing less is acceptable. That fact is not in question or up for debate. However, I have personally suffered from several emergencies including fuel contamination and subsequent engine flameout while underway. My NATOPS critical memory items and sound crew resource management made the difference in surviving that encounter – not my memory of the “drop of fuel” as it flowed through the lines. In fact, at no point during that ordeal did having those schematics pounded into my head become useful or make a difference. As the squadron NATOPS officer, I was as guilty as much as (or more so) than the average aircraft commander in forcing young pilots to break down the systems schematics and explain the limits and modes of operation of hardware that they had no ability to alter in the cockpit. I was also severely lacking in a thorough understanding of my aircraft weapons

and survivability systems and the threats I could have faced at any moment while operating in the FIFTH Fleet area of responsibility. This was despite the fact that I had attained level III qualifications in all mission areas available to me. A glance at the percentage of “mission related” events flown during the MH-60S fleet replacement squadron (FRS) clearly illustrates a culture that is not prioritizing combat preparedness and not training combat aviators. Our pilots are being handed the tools of war and being asked to play a vital role in achieving maritime dominance in a complex joint battle space, yet their current training focus does not match that objective. I served for three years as the survivability subject matter expert at SEAWOLF, the USN Rotary Wing Weapons School. I taught aircraft survivability equipment (ASE) and threat systems to fleet squadrons during air wing Fallon, Seahawk Weapons and Tactics Instructor courses, and senior officer courses. Saying that the “average fleet pilot does not know enough about his aircraft systems and the likely threats he may face” is probably the understatement of the year. The unbelievable lack of meaningful knowledge on most things combat-related at times reaches the point of being comical. Anecdotally, there have been several occasions where students are given a threat enemy order of battle for a scenario that includes a “2S6.” They are so vastly unfamiliar with threats that they attempt to correct the scenario distribution as having meant to read “2 SA-6s.” Ouch. This from both level III pilots and senior level II pilots preparing for their level III check rides. A pilot qualified in model (PQM) coming out of an F-18 FRS knows better than that, even though that individual has never deployed or conducted operations in close proximity to countries that own those systems. Using a naval example, the number of fleet aviators that don’t know what an SA-N-8 is and cannot easily correlate it to its more familiar land-based variant is shocking. Although not quite as shocking as the number of aviators who probably don’t know why understanding that threat is important to aircraft configuration and optimization in

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a maritime combat environment. What makes this alarming is the fact that this threat is one a navy helicopter pilot is likely to encounter flying even routine missions they conduct daily during a deployment. Of course, I find it hard to blame these aviators, because they live in a world where “drops of fuel,” Information Assurance certificates, and quarterly Search and Rescue (SAR) training flights carry greater importance than ASE, weapons, threats, tactics, and mission planning. This culture is not mirrored by the VFA community, where a focus on war fighting is dominant from the FRS forward. As a community, we need a strong and marked culture shift. Everyone from senior leadership to the newest replacement pilot must embrace his or her role as a combat aviator. The MH-60S and MH-60R can no longer afford to be viewed only as search and rescue, communications relay, or logistics platforms by both our leaders and our aviators. These are core competencies, not missions. We should establish a culture that leaves no question that in terms of maritime combat dominance in both surface and subsurface environments; US Navy helicopters lead the pack among other rotary wing flyers. If a mission or threat exists on the ocean or in the littorals, it should be Navy helicopters that are the master of this domain. We should not be forced to rely on overland Army helicopters to bail out the Navy. They won’t always be around to do so even if desired. The lethality of Navy rotary wing aviation has increased dramatically and continues to do so. Now, it is the responsibility of Navy leadership to make training those crews on how to utilize these new capabilities a priority, and to provide the means to employ these weapons systems and survive to fight again. Similarly, the fleet aviator’s focus should be on training and preparing for combat, to do our nation’s bidding, and to protect her interests. Decades may pass, or an entire career played out without seeing that combat, but we still must prepare and train to be the best, because it is our mission. History provides us examples of why we must prepare. Recent combat operations have included special

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operations forces (SOF) support, Naval Air Ambulance Detachment (NAAD) operations, Operation IRAQI FREEDOM combat support operations, expanded maritime interception operations (EMIO),

maritime interception operations (MIO), and anti-piracy operations, among others. These should prove to us that over time we are continually called to arms and must stand ready. The list

of squadrons that have loaded their weapons and countermeasures and put themselves in harm’s way over the past decade is almost all-inclusive. Our tradition and combat legacy is a proud one and we need to start retelling those stories to firmly ingrain the warrior ethos in our aircrews. Ours are the legends of LTJG John Koelsch, of the highly decorated warriors of HA(L)-3, of LT Clyde Lassen, and of countless heroes that span the decades. We are in need of new warriors and leaders, it is time to embrace our combat role and firmly establish ourselves as masters of our domain.

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Rotor Review # 122 Fall ‘13

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B L A C K D A R T 2 0 13 Article by LCDR Ben Newhart

cout seven-zero-zero, contact bears three-five-zero degrees, approximately ten thousand yards and closing, altitude unknown. Request you investigate. - Our aircrewman quickly slews the Forward Looking Infrared (FLIR) and we hunch over our respective screens, searching. Nothing. Then, out of the corner of my eye, a little white fleck moves silently across the screen. Gotcha. - Scout seven-zero-zero has contact. Small Unmanned Aerial Vehicle (UAV) proceeding north to south at angels two. Inbound to intercept.

That was just another day in the North Arabian Gulf. Every time we deploy, we are tested in new ways, by more sophisticated threats and increasingly capable enemies and it was no different for HSM-71 during our most recent cruise aboard USS John C. Stennis (CVN 74). The proliferation of Unmanned Aerial Systems (UAS) represents one of the most significant threats to our ability to maintain military supremacy in the maritime domain. As these systems evolve, so must the tactics and procedures we employ to defeat them. Through several first-hand engagements with UAVs in the Middle East, HSM-71 developed experiential knowledge of the issues they present to Strike Group Commanders. The counterUnmanned Aerial Systems (UAS) tactics, techniques, and procedures cultivated at sea provided a strong foundation for effectively facing these issues, but they

required a venue for refinement and validation before being committed to doctrine. As the deployment wrapped up and the ship turned towards home, this very opportunity presented itself in the form of an invitation to BLACK DART 2013. BLACK DART is an annual counter-UAS event intended to demonstrate the capabilities of fielded and emerging systems across the Integrated Air and Missile Defense (IAMD) Joint Engagement Sequences (JES) in littoral and maritime environments at Naval Base Ventura County. It is an exceptional opportunity for Fleet aviators using standard configuration aircraft to evaluate operator techniques and system capabilities in a dedicated UAV-dense environment. On the first day of August, HSM-71 saddled up two MH-60Rs and

departed for nine days at Point Mugu. In addition to our own subject matter experts, we were joined by weapons and tactics instructors from Naval Strike and Air Warfare Center (NSAWC), the Helicopter Maritime Strike (HSM) Weapon School Pacific, HSM-73, and HSM-78. Additionally, an all-star cast of Naval Air Systems Command range support personnel were present, joined by facilitators from the Joint Integrated Air and Missile Defense Organization (JIAMDO); the Joint Counter Low, Slow, Small UAS (JCLU); the Naval Air and Missile Defense Command (NAMDC); and a host of participating assets from all four services. The event drew AH-64D Apaches from the Army and AH-1Z Cobras from the Marine Corps. Overhead we had Navy E-2Ds and Air Force JSTARS pushing tracks and providing command and control. EA18G Growlers and EC-130H Compass Calls came to play, as well as the USS Mobile Bay (CG 53) and a multitude of UAVs. We learned as much about

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our own systems as we did about the capabilities others bring to the fight. Range events were long and tedious. Operators painstakingly tweaked each sensor, looking for just the right combination of radar settings and infrared display features to highlight small targets. System optimization was meticulously refined and data recorded. Each day ended with lengthy reviews of cockpit data recorders and discussions with members of our team who spent

long hours camped out in the range control room. After tons of preparation, long days out on the range, and hours of briefing and debriefing, we learned some invaluable lessons. The MH-60R is uniquely poised to address the UAS threat. Our aircraft are now organic to the Carrier Air Wing and contribute heavily to protecting strike groups from threats ranging from submarines to low slow flyers. MH-60Rs are packed with cueing

sensors, but are equally equipped with offensive capabilities that make it suited for a variety of missions. But, as it stands, can they really detect and track small reconnaissance UAVs? What about the ability to neutralize hostile UAVs after they’ve been identified? Does the MH-60R fill any previous gaps in the Joint Targeting Cycle? We’re still looking at the data, but I wouldn’t bet against us.

The SPartans Brin g Upg ra d e s

UPDATES on ARPDD Radar, Ku-band Hawklink, and CV-TSC Manning with CVN-77/CVW-8

Article by LTJG Anthony Peters, USN

fter years of development, significant tactical improvements paid dividends to the warfare commanders of Carrier Strike Group TWO during Tailored Ship Training Availability (TSTA) 2013. The HSM-70 Spartans received the first lot of MH-60R airframes equipped with the APS-153, which incorporates Automatic Radar Periscope Detection and Discrimination or “ARPDD.” Spartan aircraft have also received significant data link upgrades over the legacy C-band system. Ku-Band hawklink for CVN based aircraft allows the airborne sensor suite of the Romeo to be fully exploited by support personnel on the carrier. In addition to these impressive hardware upgrades, the community has incorporated a staffing increase to manage these new capabilities. Dedicated MH-60R aircrewmen, working in the CV Tactical Support Center (CV-TSC), have been specially trained in shipboard SUW and ASW systems which augment CVN warfighting capabilities. Detection of a submarine

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periscope is an extremely challenging technical requirement for any radar system. ARPDD mode provides the Sensor Operator and Airborne Tactical Officer with significantly increased probability of detection. The software alerts the crew of a possible periscope and the track can be selected for advanced analysis. While most of the details of this feature are classified, this upgrade has proven to be a significant improvement over the APS-147. The Spartans utilized this feature numerous times against live targets during TSTA with excellent results and limited false indications. The need for increased shipboard sensor integration led to the advent of Ku-band hawklink, a hardware upgrade on the aircraft and CVN. Shipboard Sensor Operators can quickly analyze contacts of interest using live color Multi-Spectral Targeting System (MTS) FLIR video feed directly streamed to the Combat Information Center. Other system relays include inverse synthetic aperture radar (ISAR), and live acoustic track data from active

and passive sonobuoys. In addition, ship operators are capable of sending tactical fly-to points to aid in expeditious sanitizing of the Vital Area during ASW missions. Lastly, during TSTA, Spartan aircrew manned the CV-TSC. The Tactical Support Center consists of a Tactical Sensor Operator, Tactical Coordinator (TAC-O), and the Mission Sensor Operator (MSO). These three watch standers hold tactical communications with the MH-60R during complex ASW and SUW missions. These aircrew complete a six-week academic course at Naval Undersea Warfare Center, Naval Station Dam Neck, VA which focuses on shipboard sensors, capabilities, and the operator console. They proved their worth by managing Ku-band hawklink and Link 16 networks while serving as a direct line of communication to senior warfare commanders in ship combat. As these upgrades continue to permeate the Fleet, the operational effectiveness and capabilities of the MH60R will continue to be in demand across the spectrum of warfare areas.

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HSM-72 Spearhea ds H-60 Mode 5 testing during bold quest Article by LTJG Ryan Nelson, USN

he first MH-60R detachment from HSM-72 returned to NAS Jacksonville on June 21st, 2013, after participating in BOLD QUEST 13-1, a multinational Joint Fires assessment event that featured a joint operational test of the Mode 5 Identification, Friend or Foe (IFF) system. The two week exercise, overseen by the Joint Staff J-6 (Command, Control, Communications and Computers/Cyber), was centered at MCAS Cherry Point, NC, and covered the mid-Atlantic off-shore training ranges from Hampton Roads to the Jacksonville area. The Mode 5 system under test offers many improvements over existing IFF systems, including features such as GPS position, unique aircraft Platform Identification Numbers, and modern cryptographic features. This was the eleventh event in the BOLD QUEST series and was comprised of live air, land and sea assets from the United States Air Force, Army, Marine Corps and Navy as well as French, German, Italian and Norwegian aviation and ground units. The test was the “final exam” required prior to the declaration of initial operational capability (IOC) for Mode 5. Participants squawked and interrogated Mode 5 during each day’s vulnerability

window while data recorders logged the Mode 5 data and compared it to Link 16 and other aircraft time-space-position information. The exercise sought to achieve its test objectives in the context of a simulated air war between opposing blue and red forces in a realistic and complex battlespace. Each day fixedwing red forces launched and attempted to attack defended blue force positions while blue forces used Mode 5 to discriminate hostile tracks and defend those positions. To further simulate a complex and realistic battlespace, multiple rotary-wing platforms, surface ships, and Army and Marine Corps ground units simultaneously conducted various mission sets to further stress Mode 5’s fidelity in a modern-day battlefield. The Proud Warriors flew close to one hundred hours over two weeks in support of BOLD QUEST. The detachment’s twelve maintainers put forth a tireless effort and worked long hours over two weeks to ensure their two helicopters met 100% of scheduled vulnerability windows and provided valid Mode 5 transponder interrogation responses. In addition to fully satisfying the exercise’s

primary objective, BOLD QUEST 13-1 provided a forum for international training rarely experienced by stateside units. Participants had the opportunity to practice tactics, techniques, and procedures with other services and with coalition partners to validate their effectiveness prior to employment in theatre. HSM-72 aircrews provided a test platform for Patriot missile battery Mode 5 lethal interrogations, practiced close air support with American and Italian Joint Terminal Air Controllers (JTACs) and ferried PMA-281 technical representatives to USS Jason Dunham (DDG-109) to ensure Mode 5 functionality and to calibrate Dunham’s Close-In Weapons System (CIWS). Upon completion of the event, recorded data greatly exceeded Joint Staff requirements making BOLD QUEST an outstanding success. HSM72’s participation was instrumental in facilitating the expected certification of Mode 5 IFF for all United States Navy APX-123 equipped H-60 aircraft.

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Proud Warrior 703 and 704 return to the flight line after completing their BOLD QUEST mission.

MH-60 S F ull M otion V i d eo U p d ate > Article by LT Ian Braun, USN

ull motion video (FMV) and its use through realtime video down link (VDL) is a critical tool for both Carrier Strike Group (CSG) and Amphibious Ready Group (ARG) commanders. During strait transits and other high-intensity operations, commanders need to be able to see events that are occurring in real-time so that rules of engagement (ROE) decisions can be accurately made at their level and higher. All missions now hold a new dynamic with the addition of Remotely Operated Video Enhanced Receiver (ROVER) and Video Oriented Transceiver for Exchange (VORTEX) equipped aircraft. FMV transmit and receive capability, through the ROVER and VORTEX mods that are being installed on the MH-60S and U.S. Navy surface ships, allow for use of video not only with other US military aircraft, but with coalition aircraft as well, allowing for enhanced situational awareness on multiple levels. The HSC-8 Eightballers have been at the forefront of this technology, with the ability to send and receive FMV during our last two deployments. During the 2011-2012 deployment in the 5th Fleet Area of Responsibility, the USS Stennis (CVN 74) was the first aircraft carrier to employ handheld ROVER transceivers as well as MC-2 receivers with VideoScout software. During that deployment, three MH-60S aircraft were modified with an S-band transmitter (ROVER) to enable the carrier to receive critical real-time video during strait transits and other demanding

operations. After the return from the 20112012 deployment continuing through a subsequent 2012-2013 deployment, HSC-8 has closely worked with the Rapid Acquisitions and Prototyping division at Naval Air Weapons Station China Lake, USS Stennis Combat Systems personnel, and Carrier Strike Group THREE (CSG-3) staff. This cooperation has yielded installation of better receivers that give greater range and coverage capabilities to both existing ROVER aircraft as well as to other airborne platforms. Soldiers Intelligence, Surveillance, and Reconnaissance (ISR) Receivers (SIR) are the quick solution that China Lake has determined to best receive FMV on carriers. They are mounted on the Flag Bridge and are wired directly to the ship’s video distribution system (SVDS). This enables warfare commanders and Air Wing personnel the ability to watch both F-18 Advanced Targeting Forward Looking Infrared (ATFLIR) and MH-60S MultiSpectral Targeting System (MTS) footage in real-time anywhere from the Bridge, to the Combat Direction Center (CDC), and to the Ready Rooms. These SIR systems are multi-band and both digital and analog capable. Therefore, they are capable of receiving FMV not only from organic air wing aircraft, but also P-3s, unmanned aerial vehicles (UAVs), and other coalition aircraft. In addition to the ROVER equipped MH-60S, the USS Stennis Strike Group received VORTEX during the middle portion of the 2012-2013 deployment. This system is a big leap forward in terms he HSC-8 Eightballers have been at of FMV capability. the forefront of this technology, with Traditional ROVER equipped aircraft the ability to send and receive FMV only had the ability during our last two deployments. During to send their the 2011-2012 deployment, [...] three MHFLIR imagery to 60S aircraft were modified with an S-band a receiving asset. With VORTEX, the transmitter (ROVER) to enable the carrier to aircrew is also able receive critical real-time video during strait to receive FMV transits and other demanding operations.. feeds inside the cockpit and cabin,

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either on a digital map kneeboard (DMK) or a toughbook laptop. The system can also transmit two FMV feeds on different bands while simultaneously receiving FMV feeds. This brings two new scenarios for naval helicopters. The aircrew will be able to see real-time footage of over-the-horizon (OTH) events while at the same time transmitting their own FLIR video to different receiving assets. With future development of the program, VORTEX equipped MH-60S will also be able to relay FMV footage of OTH assets as well, which will greatly lengthen the maximum distance that the ship can receive FMV. VORTEX enhances the abilities of every MH-60S mission set. Warfare commanders have much more situational awareness during strait transits, as well as plane guard, whether through the MH-60S or other fixed wing assets (either manned or unmanned). In a strike coordination and reconnaissance (SCAR) role, once the MH-60R is equipped with a Ku-band hawklink transmitter, the SCAR will be able to send video to the armed reconnaissance (AR) asset (for example an MH-60S) using their directional antenna at distances over 50 to 60 nautical miles. During personnel recovery (PR) missions, the rescue mission commander (RMC) can send real-time video to the rescue vehicle (MH-60S equipped with VORTEX) during terminal area operations, greatly enhancing the ability to locate the isolated personnel. Lastly, during special operations forces (SOF) support missions, operators waiting to be inserted into a landing zone (LZ) or waiting to conduct an helicopter visit, board, search, and seizure (HVBSS) operation can see multiple views of the terminal area in real-time before executing the mission. Throughout these last two demanding deployments, HSC-8 has continued to be at the forefront for implementing VDL into day-to-day operations of the Carrier Strike Group. From the implementation of ROVER during a carrier strait transit, to the U.S. Navy’s first installation and use of a VORTEX equipped manned aircraft, we have led the way in the operational and tactical use of VDL.

Focus

In W ith Guns Article by LT Mary “Squeak” Hesler, USN

ne of the newest additions to the MH60S weapon arsenal is the M-197 20mm Fixed Forward Firing Weapon System. It upgrades the capabilities of the MH-60S armed helicopter to provide forward firing area suppression against lightly defended targets and small boats. Helicopter Sea Combat Squadron SIX (HSC-6), in conjunction with Carrier Air Wing ELEVEN (CVW-11), was the first operational squadron to test and implement the new weapon system in both the overland and overwater environment. In November 2012, the M-197 became fully integrated with Carrier Strike Group ELEVEN (CSG 11) operations and in April 2013 HSC-6 became the first squadron to deploy with the M-197. The Navy is continually trying to improve both equipment and training to meet new challenges. One focus area is the improvement of both ship and aircraft systems to combat a small boat threat. Already familiar with the M61 20mm machine gun employed by the F/A-18 Hornet, the Navy began investing in research into helicopter modifications to the M-61 in 2010. However, the results did not come to fruition until the summer of 2012. Relying heavily on the Marine Corps’ 3-barrel M-197 modification for the AH-1W, the Navy began adapting the M-197 for shipboard naval helicopters and the MH-60S was chosen to be the armed helicopter test platform. While the M-197 may not have been a permanent solution to the meet the threat, it provided a benchmark for the capabilities of the gun system and airframe using the existing platform infrastructure. The modular design allowed for future upgrades at a lower cost and also the option to further expand the MH-60S arsenal to include fixed forward firing rockets, currently being introduced to the fleet. Further improvements, to include a fire control system, are in development. These systems, in combination, will extend the capability of the aircraft beyond the range of crew-served weapons, operate at a lower cost than the Hellfire missile system, and

provide a weapons employment option in between the minimum employment ranges of the AGM-114 Hellfire missile and the maximum ranges for crew served weapons capability. Together with the GAU-21, the M-197 affords the MH60S rapid weapons employment within a nearly 360-degree radius. In June 2012, as a member of CVW-11, HSC-6 embarked on board the aircraft carrier USS Nimitz (CVN 68) for the RIM OF THE PACIFIC (RIMPAC) Exercise. The Indians of HSC-6 faced a major hurdle in integrating the M-197 weapon system into the shipboard environment. Specifically, the aircraft carrier had not dealt with a helicopter weapons system and support equipment before. The non-flight rated engineering design model (EDM) of the M-197 was utilized to develop cooperation between the squadron, air, weapons, and aviation intermediate maintenance departments and was essential to store, load, service, and transport the weapon system. Two months later, at the conclusion of RIMPAC, HSC-6 and CSG 11 had successfully integrated, practiced and prepared for the arrival of the Low Rate Initial Production (LRIP) flight-rated models. Prior to conducting live fire events, the squadron needed to qualify Aviation Ordnancemen (AOs), as well as members of other work centers, as ordnance load team members. A conventional weapons technical proficiency inspection (CWTPI) was also required prior to certifying the squadron as capable to upload, download, and employ the M-197. In August 2012, Ensign Veronica Glover and Chief Aviation Ordnanceman Anthony Price spearheaded the fleet introduction by becoming the first personnel fully qualified by Commander, Naval Air Forces to certify maintenance personnel on the M-197. The pride and ownership displayed by the Indian ordnance load teams during the initial qualification was outstanding and continues today as they blaze the trail for others to follow. Other issues to be resolved

prior to training were the development of delivery envelopes and the process of teaching pilots to employ the weapon effectively. The Marine Corps employment of the weapon on the AH-1W provided a template from which to start. However, procedures, delivery envelopes, and “Z diagrams” had to be adjusted for employment by the MH-60S. Initial testing and practice of procedures and profiles occurred in the simulator, providing a basis for building employment of the MH60S. LT Brent Peterson from Helicopter Sea Combat Weapons School Pacific and LT Dustin DiNola from Air Test and Evaluation Squadron ONE (VX-1) were at the forefront of this development. Their preliminary syllabi and modified tactics provided a 90 percent solution for both pilot training and weapon utilization. Three LRIP models were delivered prior to the squadron’s movement to Naval Air Station Fallon, NV, for integrated air wing training and exercises. Flying with Peterson, CDR David “Delta” Burke qualified as the squadron’s first M-197 operator and instructor, marking the M-197’s introduction in the fleet. Utilizing multiple ranges, HSC-6 began to qualify its own pilots and incorporate the weapon system into live fire, dynamic targeting events. LCDR Ethan “Nasty” Haines, LCDR Landon “LBJ” Jones, and LT Pat “Ned” Dunn added their names to the squadron cadre of instructors and began to explore the weapons capability in conjunction with crew-served weapons in the overland environment. HSC-6 was able to validate a marked capability increase in the fight against small boat threats during CSG 11’s Composite Unit Training Exercise (COMPTUEX) and Joint Task Force Exercise (JTFEX). Integrated into antisurface warfare and simulated strait transit events, the M-197 proved to be a force multiplier, able to quickly defend a surface action group against a small attack craft threat. It provided a capability to engage a target beyond the limits of the crew-served weapons. Further, it is easier to use, less expensive, and has a smaller blast fragmentation danger zone than

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engagements with an AGM-114 Hellfire missile. The exercises conducted during COMPTUEX, JTFEX, and Sustainment Exercises (SUSTEX) prior to deployment helped develop a new generation of tactics, techniques and procedures for numerous mission areas using the M-197. CSG 11 departed San Diego in April 2013, marking the first operational deployment of the M-197. Training and integration continued with a live fire exercise with the guided-missile cruiser USS Princeton (CG 59), successfully demonstrating safe and effective integration and showing proof of a concept that integrated the M-197, airborne crew served weapons, and shipboard point defense systems. During the course of deployment, HSC-6 operated in both the U.S. 5th and 7th Fleet area of operations. The M-197 was carried on four transits through the Strait of Hormuz, providing CSG 11 with a viable weapon in the event that a kinetic scenario developed. HSC-6 continues to train crews and explore, develop, and redefine the tactics, techniques, and procedures developed during their initial training. The MH-60S is redefining the frontline in the armed helicopter program for the U.S. Navy. As we continue to counter the ever-changing capabilities of the adversary, the MH-60S and the Romeo/Sierra team will evolve and improve the game changing tactics, techniques, and procedures already established. The Indians look forward to returning home and sharing these lessons learned with the fleet to improve the employment effectiveness and the capabilities of this new weapon system.

Forward F iring Cannon Makes e as t c oas t de but with dusty dogs > Article by LTJG Justin Vitalis, USN

eginning in March of 2012, HELSEACOMBATRON SEVEN (HSC-7) will be the first East Coast HSC squadron to receive and deploy with the M197 20mm Automatic Gun System. Using the External Weapon System (EWS) that is currently employed for AGM-114 Hellfire missiles, the cannon will be mounted on the left side of the aircraft. Ammunition will be kept inside the cabin and fed to the weapon through an environmental barrier that attaches to the cabin door, allowing it to close during flight and refueling operations. The M197 has a maximum fire rate of 1,500 rounds per minute, and will weigh approximately 430 pounds when completely assembled. The weapon system also incorporates a boresighted IZLID 1000P-W Laser Target Marker (LTM) to assist with targeting at night. Further aircraft modifications include replacing the Weapons Release trigger with a two-detent trigger to activate the laser and fire the cannon. Just below the AFCS Control Panel, a Gun Control Panel will be installed to be the primary interface to the 20mm Automatic Gun System. It contains controls to arm and safe the laser and weapon, displays the number of rounds remaining, and indicates if a system fault has occurred. The M197 will enhance the war-fighting capability of the MH-60S and will primarily be used during anti-surface warfare missions. There will certainly be questions about how to best use the M197 to complement Hellfire and crew-served weapons. The Dusty Dogs will be sure to document our lessons learned so that when the M197 comes to your squadron, you can benefit from our experience.

he M197 will enhance the war-fighting capability of the MH-60S and will primarily be used during anti-surface warfare missions. There will certainly be questions about how to best use the M197 to complement Hellfire and crew-served weapons.

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Focus

Ex p loring the Ethic s of Wea ponize d u n ma nn e d ae rial vehicles Written by CAPT Bob Schoultz, USN (Ret)

e have recently seen discussions in the press regarding the morality of firing Hellfire missiles and other lethal munitions from Unmanned Aerial Vehicles (UAVs). Those “pulling the trigger” to launch the missiles are at no risk, and those targeted have no defenses against them, especially when we can place UAVs undetected and overhead in much of the world. Additionally, we read about UAV operators suffering stress and guilt after spending days, weeks, or months launching lethal strikes from their safe compounds in the United States, dealing death and destruction to their targets, and going home at 5PM to have dinner with their families. Many UAV operators feel that this is somehow unethical, launching lethal strikes from a position of relative safety to kill, maim and destroy on remote battlefields. The enemy not only has no idea what or who hit him but has no means to respond in kind. It doesn’t seem fair.

And it isn’t fair within the context of justice as we normally experience it in civilized life. In our normal lives, ethical people don’t blindside their opponents. Even in some military contexts, enemies confront each other in combat, and the best trained, best prepared win. But of course, warfare isn’t that simple. It isn’t even that simple in our normal lives. But let’s stick with warfare. The idea that battle should be fair – mano a mano – became obsolete with the competition for technological advantage in using standoff weapons. In early days, it was considered unmanly to resort to archers in battle, when chivalry called for gentlemen to fight each other on relatively equal terms. Eventually the chivalry of knights made room for the archer, and then the long- and crossbows gave way to the musket, and the musket to the automatic rifle. The reach of artillery extended from yards to miles, then a century ago, aircraft were introduced as weapons in war, and World War II saw the introduction of the long-range missile. In each case, the archer, rifleman, artilleryman, bomber pilot and missile launcher are dealing death to their targets from positions where the specific individuals targeted usually cannot respond or retaliate.

The reality is that war is not individuals confronting each other in a test of strength and skill. Though it is individuals who die in war, war is between militaries, countries or cultures, and technological advantage, is increasingly a key measure of strength and proficiency. The weaponized UAV is simply another development in standoff weapons capabilities, and the UAV operator is like a sniper – s/he finds, stalks and kills specific targets from a position where targeted individuals cannot see their assassin. Unlike the bomber, the artilleryman or missile launcher, UAV operators and snipers actually see the results of their handiwork. The radio controlled IED, similar to the claymore mine used by U.S. soldiers in Vietnam, has also been an effort by our enemies to seek a technological advantage with a standoff weapon. Military Ethics are driven by two fundamental principles – discrimination and proportionality. Discrimination demands that we only intentionally target combatants, and proportionality demands that unintended or collateral damage, especially to civilian infrastructure and non-combatants, be proportional to the military value of the target. The issues and nuances associated with applying these two principles in

combat are complex and keep legions of military ethicists and attorneys busy. Simply stated, the ethical issues in applying lethal force from UAVs are no different than for applying lethal force from other standoff weapons – whether that be a cruise missile launched from a ship, submarine, or aircraft, or a JDAM launched from an F/A 18. Autonomous lethal UAVs pose a much more interesting ethical challenge. UAVs have been developed that can be programmed to deliver precision guided lethal munitions as soon as its sensors determine that criteria within a shoot/ don’t shoot decision matrix have been met. Such UAVs are included within the rubric of what are now referred to as Lethal Autonomous Robots (LAR). Many of us may be morally repelled by the idea of a computerized machine making the “decision” to kill, but the debate about the ethics of LARs is not as simple as it might seem. Whether we like it or not, pre-programmable smart bombs and cruise missiles, while improving the precision of air strikes, reducing collateral damage (remember carpet and fire-bombing?), and reducing risk to our own forces, have moved us in the direction of such weapons. The most compelling argument against LARs is that when we take the

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human out of the loop, there is not the made by those who support LARs is to kill. (Many civilians, and I dare say extra attention that comes with direct that taking human emotion and frailty many in the military, don’t get this, and accountability to minimize mistakes that out of the equation will result in fewer our civilian and even military leaders will lead to unnecessary, unintended, or nonmistakes and actually reduce unintended often fan the flames of hate to motivate proportional non-combatant deaths. With killing in war. They argue that cases of their citizen-soldiers to kill and die LARs, there is less opportunity for human tragic collateral damage will be reduced for their country.) Our ideal warrior is intuition to sense that, though criteria may when the fear, fatigue, rage and anger, compassionate with buddies, shipmates, all line up to justify the decision to shoot emotional frailty, and misjudgments family, and communities, but, when or kill, something just doesn’t look or feel of human beings are taken out of the confronting the enemy in planning or right. In such situations, the experienced shoot/don’t shoot decision process. in battle, is expected to become like a (and morally sensitive and accountable) Indeed, those who argue in favor of chess master – coldly rational, efficient, human may hesitate and take that extra LARs pose the interesting question dispassionate, and professional – the second or two or three to confirm targeting from a consequentialist perspective: Stoic warrior who sets his/her emotions criteria and aside to do what ensure that “the needs to be done, bread van we’re whatever that is, ilitary Ethics are driven by two fundamental targeting is in accordance principles – discrimination and proportionality. not actually an with Rules of Discrimination demands that we only intentionally ambulance,” or Engagement that the Toyota that s/he may target combatants, and proportionality demands that unintended Land cruiser, not understand or collateral damage, especially to civilian infrastructure that looks just or accept, but and non-combatants, be proportional to the military value like the one that others have of the target. The issues and nuances associated with intelligence promulgated. If said would successful, then applying these two principles in combat are complex be carrying our warriors and keep legions of military ethicists and attorneys busy. terrorists at this are expected to place and time, become human, is not a hapless emotional, and group of refugees tragically unaware that Would you oppose LARs if there were compassionate again, and to relax and they are moving through a designated kill overwhelming evidence that human enjoy the companionship of friends, zone. Take the human out of the loop and error and misjudgments were the cause family, and community. the LAR will dispassionately do its duty of a great percentage of weaponeering Are we not asking too much of as programmed, fire as directed, feel no mistakes, and that a purely rational, our warriors, that they follow the cold remorse or guilt, and stand by for its next dispassionate decision process would logic of ROE, kill, maim and destroy assignment. indeed reduce these unintended killings out of duty, not passion, and then flip a We (should) feel that the decision dramatically? It is an interesting and not switch and become human again? The to kill human beings and impose the tragic entirely theoretical question. It pits the impact of our recent wars on the young impact such killing has on families and principle of wanting human engagement men and women in our military has communities demands not only legal but and accountability in delivering lethal forced this question upon us. We have also moral accountability from another force against the desired consequence seen too many otherwise good warriors human being. of reducing unintended death and injury commit atrocities or other violations of And yet… due to human frailty. the Laws of Armed Conflict (there have Programming mistakes and Part of what makes this issue been many, though not many have been computer glitches similarly cause other interesting is that the military profession made public), and we hear the often “smart” weapons systems to go astray seeks, through training and continued tragic stories of warriors, their families and kill the wrong people. We make no professionalization, to insulate the warrior and communities struggling with PTSD, arguments that, because of these occasional and the warrior’s emotional life from the building to an epidemic in active duty shortcomings, we should dispense with act of killing. We don’t want military and veteran suicides. computerized cruise missiles or other people to want or like to kill, and we If our ideal warriors are fearless, programmable “smart” standoff weapons. want them to return to their communities dispassionate and very efficient followers The alternative to such precision-guided not only physically, but psychologically of orders, expected to risk their own weapons is increased collateral damage whole. Our ideal warriors kill out of a death and injury in order to deliver it to or putting our own warriors closer to the sense of duty – dispassionate duty – to others, and the costs of trying to make violence and thereby at greater risk. their country and their profession, not our young men and women into this Probably the prime argument because they hate the enemy or love professional ideal are so high, WHY

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NOT get a computerized robot, a Lethal Autonomous Robot, to do the killing? LARs could significantly reduce death and injury to our own warriors, as well as reduce the simmering tragedy of PTSD and other life and family destroying psychological injuries to our warriors during and after service, while increasing it for our enemies. Isn’t war, as Patton reportedly once said, simply trying to make the other poor, dumb bastard die for his country? While I wonder whether LARs might simply be just one more step in the millennia-long effort to gain

technological advantage in war, I struggle with the idea on principle. I have written several case studies in which military leaders, based on gut instinct and moral intuition, have injected themselves into the cold logic of scheduled fires and PGM targeting, cancelled planned strikes, and thereby averted tragedy. Their leadership, intuition, and commitment to minimize harm to noncombatants have saved countless lives of the innocent. But I do accept that there are compelling arguments in favor of LARs. Computers don’t feel fear, sadness, anger, envy, regret, hope,

joy, love, or moral accountability – all things that make us human and that have made war not only such a tragedy, but also such an incredible laboratory for human excellence. And yet it is our humanity that frequently gets in the way of rational and ethical decision making on the battlefield and has caused so much tragedy and evil, as well as courage and selfless sacrifice, in war. The computer chip in the Lethal Autonomous Robot, once programmed, changes the nature of “risk” in warfare and demands that we reconsider our concepts of “courage” – both physical and moral – in war, and indeed our concept of what it is to be a “warrior.”

> Stay tuned – This discussion is ongoing, and will continue as long as technological advantage is a primary means for the U.S. to achieve military and political victory over our adversaries, while reducing risk to our own warriors.

Mr. Bob Schoultz is a retired Navy Captain who spent 30 years in Naval Special Warfare. At the end of his career, he participated in a fellowship on Professional Military Ethics at the Naval Academy and subsequently taught military ethics while directing the Character and Leadership Programs at the USNA. Since retiring from the Navy, he has taught Ethics for Global Business for the University of San Diego’s Master of Science in Global Leadership program and currently leads Fifth Factor Leadership LLC.

D o es th e Nav y Nee d UA S t y p e - commande r s IT AL RE ADY HAS 6. . .

(uas t ycom s ) ?

Written by Mr. Chris “Pyro” Fitzgerald

s many early Unmanned Aircraft Systems (UAS) can trace their roots back to the intelligence, artillery, or “black” worlds, this question would have varying and desperate answers if asked a decade or so ago depending on which service or UAS you examined. However, all the services have since acknowledged a need for a manned aviation mentality and the wisdom of aviation-like processes for their unmanned aircraft. Therefore, all the services have brought their UAS under the cognizance of their aviation communities. While this is really common sense for larger-sized UAS, there was concern that smaller UAS (radio controlled (RC)–like in size and operation) might be over-burdened if treated like a P-8A Poseidon or MH60 Seahawk. To address the conundrum and, with a nod to lessons learned by the Army and Air Force, the Chief of Naval Operations (CNO) issued a “memo for the record” in March 2011 that established UAS type commands (TYCOMs) but with caveats to address smaller UAS. Rotor Review # 122 Fall ‘13

To understand the ramification of CNO’s memo, a quick understanding of the size, or group, of UAS is warranted. All military UAS can be grouped into one of five groups; the larger and more capable the UAS, the higher the group number used to describe that UAS. When looking at the groups and their definitions, there is also a natural break between the small-UAS (sUAS) in Group 1 and Group 2, and the larger aircraft in Groups 3 and above. This natural break is also being paralleled by the FAA in the development of regulations for commercial and private use of sUAS, which will apply to RC model aircraft as well. Navy UAS TYCOMs. The CNO memo states: “Commander, Naval Air Forces, U.S. Pacific Fleet (COMNAVAIRPAC) / Commander Naval Air Forces, U.S. Atlantic Fleet (COMNAVAIRLANT) will be the TYCOMs for Navy and Marine Corps UAS” indicating that COMNAVAIRPAC and COMNAVAIRLANT, the current TYCOMs for manned aviation, will be the Navy’s UAS TYCOMs for fleet Fire Scout, Triton, and UCLASS units. The CNO memo also stipulates U.S. Marine Corps (USMC) Group 3 UAS and above (Small Tactical Unmanned Aircraft System (STUAS) and Shadow) will utilize the same command relationships as do manned USMC aircraft. It also stipulates COMNAVSURFPAC,

COMNAVSURFLANT, and USMC will man and resource STUAS training units and activities. COMNAVAIRPAC and COMNAVAIRLANT will provide logistical support and equipment management for both USN and USMC STUAS. The memo also stipulates Commander, Naval Special Warfare (NSW) Command will be the TYCOM for all NSW UAS (Groups 1-5). The memo concludes by stating that “Small UAS (Group 2 and below) will remain, as currently managed, within the units that procure and operate them,” effectively making the focus of the USN UAS TYCOMs the larger UAS. Currently all USN UAS programs are Group 3 or larger, while the USMC and NSW have their own sUAS Programs of Record (e.g. USMC Raven). Depending on how you define a TYCOM, the CNO’s memo appears to have created up to six UAS TYCOMs. However, when one realizes that the intent is to have all Fleet Group 3 and above UAS airframes under the watchful eye of COMNAVAIRPAC and COMNAVAIRLANT, it is clear the intent is really to have two UAS TYCOMs, the same two that support manned aviation today. The additional wording is designed to ensure that enterprises that desire to or are considering UAS are aware of the resourcing implications of sUAS or the larger UAS. As the Navy’s UAS

TYCOMs, one would expect UAS specific policy and guidance be promulgated by COMNAVAIRPAC and COMNAVAIRLANT. Specific UAS policy and guidance has already been incorporated and is currently active in the NATOPS program (aka “OPNAVINST 3710”), the Naval Aviation Maintenance Program (aka “COMNAVAIRFORINST 4790”), and the Naval Aviation Safety Program (aka “OPNAVINST 3750”). This guidance essentially parallels that for manned aviation wherever possible but deviates when necessary to accommodate UAS specific issues. Of course, since UAS are rapidly evolving, the evolution of the policy and guidance will need to evolve as well. When realizing that USN UAS TYCOM have been designated for several years, it is logical to ask, “What have they been doing with respect to UAS?” As the core responsibilities of any TYCOM can be summarized with the adage that they “man, train, and equip,” a quick look at the current state USN UAS reveals:

Man

While many of the other services have focused on the “unmanned” trait of the UAS units, the Navy UAS TYCOM plans to align its UAS by mission. Fire Scout will be aligned with Navy units already performing similar missions; Triton will be aligned with the Maritime Patrol and Reconnaissance Force units already performing similar missions; and UCLASS is Grou p 1 1: - UAS typica lly les sless thanthan 20 pounds and norm opera te below 120 0 feet Group UAS typically 20 pounds and ally normally operate below 1,200 expected to be aligned within abo groundground level (AG L) at(AGL) sp eeds tha n 250 ts. 250 (e.g. knots Raven)(e.g. Raven) feetveabove level atless speeds lesskno than the carrier air wing with units already performing similar Group22:- UAS UAStypically typicallyininthe the21 21-55 Group – 55pound poundweight weightclass classand andnormally normallyoperate operate missions. While this appears a subtle distinction, it is the below 3500 feet feet AGL at speeds speedsless lessthan than250 250knots. knots (e.g. (e.g.SCAN SCANEAGLE) EAGLE) below AGL at single most important aspect of Navy UAS when compared Group33:- UAS UAS55 55–-1320 1320pounds poundsand andnormally normallyoperate operate below below 18,000 18,000 feet feet mean mean to any other service. While Group sealevel level(MSL) (MSL)atatspeeds speedsless less than 250 knots (e.g. RQ-7 Shadow) sea than 250 knots (e.g. RQ-7 Shadow). other services are holding up the “revolutionary” aspects Group UAS more 1320 pounds and normally feet Grou p 4 4: - UAS more thathan n 13 20 pound s and norma lly opera operate te be low below 18,00018,000 fe et M SL at of their UAS alignments, the Navy alignments are MSL atedany speed (e.g. any s pe (e.g. MQ-8B FireMQ-8B Scout). Fire Scout) more “evolutionary,” and the wisdom of this approach can Group55:- UAS UASmore morethan than1320 1320pounds; pounds;normally normallyoperate operate higher higher than than 18,000 18,000 Group be seen as future budget issues feet MSL at any speed (e.g. MQ-4C Triton) begin to force competition feet MSL at any speed (e.g. MQ-4C Triton). between communities for

UAS GRO U P

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Train

MQ-8B (Group 4) on the flight deck resources. For example, a Fire Scout operated from a littoral combat ship (LCS) will be operated by the same personnel that are piloting the MH-60. Fire Scout sensors will be tracking targets by sensor operators trained to operate MH-60 sensors, and maintainers of the Fire Scout will also be maintaining the MH-60. Fire Scout has effectively become just another tool for the Naval Aviation unit embarked aboard LCS to accomplish its assigned mission. Not really that different in concept from any other new sensor or weapon added to the MH-60, the UAS merely adds capability to an already established unit and community. If unmanned aircraft grow in capability and begin to supplant manned aircraft as many predict, the Naval Aviation communities can easily adjust the ratio of manned and unmanned aircraft used to accomplish their assigned missions, while UAS units in other services will compete with other manned aviation units in the same service for the same mission and the same resources. The CNOâ&#x20AC;&#x2122;s memo not only provides clear paths for aviation communities to continue to be viable well into the future, but also provides savings with respect to future manpower requirements. Using already established communities implies there is no need for the UAS TYCOM to stand

up new Type-Wings and other oversight structures. While current Type-Wings will need additional manpower because of the additional airframes, it will not equate to what would be required for entirely new and separate UAS TypeWings.

The general approach of using already established communities and embedding UAS within them has additional training efficiencies than can be leveraged as well. The use of aviation related personnel already familiar with the mission sets and their tactics, techniques and procedures implies there is not a need to train to the mission, but rather just on the UAS. As Navy UAS (Fire Scout, Triton, and UCLASS) will utilize Naval Aviators from the community to which the UAS are embedded, the training system equates to simply training on the new airframe itself. Additionally, USN UAS will be controlled via keyboard and mouse and therefore the training lends itself to the use of simulation. The UAS TYCOM goal is 100% simulation during initial and unit-level training. Once a unit enters the Fleet Readiness Training Plan, operational flights would be required to ensure end-to-end functionality of the systems are exercised prior to deployment. The plan to use manpower

Deployment of Group 1 by hand.

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already in established aviation communities to fly Navy UAS should NOT be confused with a mandate to have an officer and/or Naval Aviator fly USN UAS; it is merely a natural result of the concept of operations. If at some point in the future a desire to use a non-officer and/or non-aviator to operate UAS is desired, current policy has been modified to enable that possibility. The training implications are significant but not insurmountable as it essentially equates to the need to build a UAS flight school-like training system with a follow-on training system to enable basic tactics, techniques, and procedures (TTP) experience for the non-officer/aviator. USMC currently has enlisted operators of both Group 3 UAS (Shadow) and sUAS (Raven). USMC has utilized the U.S. Army’s UAS training systems as the Army also utilizes enlisted UAS operators.

Equip

So where are the USN UAS? The short answer is that they are just around the corner with Fire Scout’s (MQ-8) Initial Operational Capability (IOC) expected in early FY14, Triton’s

epending on how you define a TYCOM, the CNO’s memo appears to have created up to six UAS TYCOMs. However, when one realizes that the intent is to have all Fleet Group 3 and above UAS airframes under the watchful eye of COMNAVAIRPAC and COMNAVAIRLANT, it is clear the intent is really to have two UAS TYCOMs...

(MQ-4) IOC expected in FY16/17, and UCLASS’s IOC expected in FY2022 timeframe (standard disclaimer for budgetary impacts). Throughout the second century of Naval Aviation, one should expect to see some radical evolution, not

revolution, as Navy UAS begin to enter service under the guidance of the UAS TYCOMs. Whether a machine in the sky is unmanned or manned, the unique prowess of naval airpower provided from the sea will never be in question. FLY NAVY!

Mr. Chri s “Pyro” Fitzgerald is a retired HSL pilot and Senior Associate with APPS. He currently works UAS Requirements at COMNAVAIRPAC (CNAP N809A).

Rotor Review # 122 Fall ‘13

O r g anic A ir borne M ine Countermeasures (OAMCM ) Article by CDR Matthew Horr, NAVAIR PMA-299

W h at i s OA M C M?

ine Countermeasures (MCM) is currently conducted by a dedicated force (MCM “Triad”) consisting of surface mine countermeasures ships (MCM 1 Class), Airborne Mine Countermeasures (AMCM) MH-53E helicopter squadrons, and Explosive Ordnance Disposal (EOD) units. These forces are forward deployed and on alert to respond to emergent mine threats worldwide. The Littoral Combat Ship (LCS) and its MCM Mission Package will provide a rapid response MCM capability to Combatant Commanders, including CENTCOM, PACOM and SOUTHCOM, with persistent, forwarddeployed forces. The MH-60S and its Aviation Detachment (AVDET) provides the organic airborne capability within the MCM Mission Package by employing the AES-1 Airborne Laser

Mine Detection System (ALMDS) and ASQ-235 Airborne Mine Neutralization System (AMNS). E q u ipment and M is s ion

The Navy is procuring OAMCM mission equipment kits for the MH-60S. Each kit consists of the ALQ-222 Common Console, ALQ223A Sensor Deployment System (previously known as CSTRS – Carriage, Stream, Tow and Recovery System) and Removable Mission Equipment produced by Lockheed Martin, Enterprise Ventures Corporation (EVC) and Sikorsky, respectively. The Common Console provides for display, control and recording of sensor data and is operated by a Naval Aircrewman designated as the Sensor Operator (SO). Another Aircrewman, the Winch Operator (WO), is responsible for deployment and recovery of the

AMNS. Following the 2012 decision to remove the AQS-20A Mine Hunting Sonar (Q-20) tow mission, the CSTRS was “streamlined” into the “Alpha” configuration to reduce complexity and weight, removing tow capability from the mission kit. The Sensor Deployment System has two distinct configurations – one for the ALMDS free-flight mission and one for the AMNS hover mission. The ALMDS pod is mounted to the base structure by a BRU-14 bomb rack (photo above) and AMNS is connected to the winch by a Sensor Deployment Cable. The Common Console remains in the cabin for both missions, along with a single internal auxiliary fuel tank. ALMDS is a laser-based sensor used to detect, classify and localize mine-like objects near the sea surface. The missions are flown in two phases – first search and then reacquisition. In the

Ph o t o ab o ve: Te s ti n g a t Ab e rd e e n Te s t Center P h o t o C o u r t e s y o f N AVA I R P M A - 2 9 9

Rotor Review # 122 Fall ‘13

search phase, mine-like objects (MLOs) are detected and correlated to remove false contacts such as marine life. The MLOs are then reacquired to classify and localize the objects for follow-on neutralization. The MCM Mission Package (MP) is designed as a system-of-systems where each component contributes to optimize the overall goal – the sustained capability to clear mines from large areas

electric propulsion, sonar, video, and a shaped charge explosive. A single neutralizer launches and auto-transits to the previously determined MLO location while the SO uses the sonar to reacquire the MLO. The SO steers the neutralizer close to the MLO, uses the video camera to identify the MLO as an actual mine and then “flies” the neutralizer into the mine while detonating the warhead, causing the mine to explode (see photo),

and an Aviation Detachment. The Mission Module and Aviation Detachment equipment and crews combine to form the Mission Package. The LCS can also deploy with SUW and ASW Mission Packages, providing “plug and play” capability to meet the Combatant Commander’s requirements. Pilots and AWs heading to HSC (EXP) squadrons can expect to receive OAMCM training at the FRS. The HM community will remain a dedicated MCM asset and continue conducting AMCM until the MH-53E sundowns. Where We are Now and Where We are Going

The ALMDS pod Ph oto c our t es y of M r. Bill Har k um , Ab e r d e e n Te s t C e n t e r

of strategic sea lanes. While the AVDET is performing ALMDS missions, the MCM MP crew can conduct concurrent search missions using the Remote Minehunting Systems (RMS) towing the Q-20 to detect, classify and localize mines below ALMDS search depths and on the sea floor. The RMS, while slower than a helicopter towing the Q-20, has the extended endurance optimal for the mission. AMNS is used to destroy the threat once mines are classified and localized using airborne, underwater or surface search systems. AMNS is the only neutralization system onboard the LCS and can be used to defeat bottom and moored mines. The pilot maneuvers the helicopter to a hover point outside a safe-stand-off from the mine and the WO lowers the Launch Handling System (LHS) into the water. The LHS carries up to four neutralizers each with

deflagrate (“burn”), or flood, rendering it ineffective. Future mission packages will add underwater and surface systems to detect buried mines and sweep magnetic and acoustic influence mines. In future MCM MP increments, the AVDET will operate the MQ-8 Fire Scout VTUAV with the DVS-1 Coastal Battlefield Reconnaissance and Analysis (COBRA) sensor. COBRA uses multi-spectral imaging to detect and locate mines and obstacles in the surf and beach zones in preparation for amphibious assaults.

The OAMCM mission equipment has completed Developmental Testing and ALMDS has completed its Operational Assessment. AMNS has completed live-fire testing against live mines and is headed into its Operational Assessment. Both ALMDS and AMNS will come together with the MCM MP for a full Initial Operational Test & Evaluation of the system-of-systems onboard LCS. OAMCM adds significant capability to the Fleet and Naval Helicopter Aviation is leading the charge, creating opportunities for accelerated delivery of capability to the warfighter. Pre-planned Product Improvements (P3I) are scheduled for future MCM MP increments, making OAMCM a mission that will remain relevant well into the future. OAMCM is a growth industry and it will be exciting and rewarding to be a part of its introduction.

Concept of Employment

The OAMCM mission will be conducted by HSC (Expeditionary) squadrons. Each LCS assigned an MCM MP will forward deploy for 16 months with crew rotations every 4 months. The crew consists of the ship’s Core Crew, a Mission Module Detachment

Rotor Review # 122 Fall ‘13

There I Was

Article by LCDR Jake “Giggles” Haff, USN Background Photo by LT Jacob Lacey, USN

hen I looked at the inport watch bill and saw that the Combat Element OIC was assigned as Media/Tour Guide Coordinator, it was obvious this was not a “normal” in-port watchbill. But, then again, USS Freedom’s maiden deployment to Southeast Asia was never going to be “normal.” Our adventure began on Friday, March 1, 2013, when Littoral Combat Ship ONE (LCS 1) pulled away from the pier at Naval Base San Diego on its CNO scheduled date. Our deployment orders were simple: head to the West in support of a pivot strategy to strengthen the naval presence of the United States in Southeast Asia. Our objectives were to show off the ship and the MH-60R helicopter at the 2013 International Maritime Defense Exposition (IMDEX) Singapore, participate in Cooperation Afloat Readiness and Training (CARAT) exercises, and safely turn the ship over to the Blue crew in August. Deploying on the first of March was just one of the many challenges the ship and crew had to overcome. In an attempt to validate several new design concepts, the Gold crew set sea and anchor detail after 16 weeks of integration between my combat element, an SUW Mission Package, and the USS Freedom’s core crew. Workups included Initial Ship Aviation Team Training (ISATT) and a surface warfare exercise for both Gold and Blue crews. Additionally, a significant dry dock maintenance overhaul, an ammunition on-load, and several other mandatory shipboard tests and evaluations were performed. Pulling away from the pier as scheduled was not just a result of the power of two gas turbines and two diesel engines, but the summation of effort from those on the ship in Service Dress Blues and those on the pier who waved goodbye. Although I have deployed on a cruiser, destroyer, frigate and even an

aircraft carrier, I have never witnessed such limitless support from all of the rotary agencies that allow us to fly. Sikorsky and Lockheed Martin started the process with delivery of BUNO167043, a “lot nine” MH-60R with all of the newest bells and whistles, in August 2012. To support Freedom’s surface warfare configuration, the Fleet’s most advanced helicopter was configured with Ku Band Tactical Common Datalink, the trackball operating system interface, and a right hand extended pylon to allow the aircraft to carry up to eight Hellfire missiles. A fleet of subject matter experts from PMA-299 ensured that Combat Element One was ready to fly and fight. Additionally, since Freedom is not configured with a Rapid Securing Device (RSD), PMS 505 provided HSM73 with a pre-production Shipboard Helicopter Handling system to enable us to practice critical helicopter traverse training prior to workups. As we sailed across the Pacific, we found continued support from our friends back in the continental United States, but also enjoyed the same level of support from the Easyriders of HSL37 in Hawaii and the Island Knights of HSC-25 in Guam. Their flexibility to support media passenger transfers allowed Battlecat 707 to be set up as a static display during media events, in Pearl Harbor and Guam. Additionally, their Maintenance Master Chiefs (AVCM King and AFCM McMahon) deserve special recognition for their outstanding maintenance support. AIMD (ASC Gerard) in Guam also conducted critical calibration inspections for some of our Support Equipment. We arrived in Singapore on Thursday, April 18th, and were welcomed to Southeast Asia by U.S. Ambassador Adelman and a myriad of reporters from BBC, CNN, CNBC, as well as media outlets from China, Japan, and Singapore. The media embarkation was beyond the scope of any media event

this crew had ever witnessed. LCS 1 had finally arrived in theater. While in port at Changi Naval Base, Freedom was able to complete its scheduled Preventative Maintenance Availability while we inducted Battlecat 707 into “Phase B” maintenance. FCF ground turns in port were coordinated between the LCS crew, Defense Attaché Office, and RSN Naval Base Changi Port Authority. Battlecat 707’s rotor engagement while in port served as the culmination of hard work from the myriad of table top logistic exercises our predecessors from SURFOR, COMLOGWESTPAC, DESRON SEVEN, LCSRON ONE and CHSMWP had conducted before our arrival in theater. This past week signified the halfway point of our memorable deployment aboard LCS. We were visited by the Secretary of the Navy, Chief of Naval Operations, Ambassadors, Navy Chiefs of Staff from nearly every country in Southeast Asia, and over 7000 Singaporeans. They all came to see Battlecat 707, or at least that is my version of the story! Although LCS has proven that a ship’s manpower can be reduced through a properly trained crew, innovative design, and automated systems, we have realized that this deployment has only been made possible through the hard work of Sailors and civilians at home and on the ship. Setting sail to a new future in U.S. naval warfare aboard LCS 1 has not only been a departure from the “normal” independent deployment, but it has been a direct result of everyone’s continued support. Thank you. LCDR Jake “Giggles” Haff flies with the world famous Battlecats of HSM-73 and is currently deployed with Combat Element ONE, Special Agents, on LCS 1’s maiden deployment to Southeast Asia.

Rotor Review # 122 Fall ‘13

Command Updates

SEAWOLF Rotary Wing Weapons School, Naval Strike and Air Warfare Center

Article by LT Veronica Robinson, USN

EAWOLF forges ahead with tactical training and standardization, leading the way in future capabilities development in the Navy rotary wing community. 2013 has seen two Seahawk Weapons and Tactics Instructor (SWTI) courses come through NAS Fallon, with class 01-13 finishing training at the Atlantic Undersea Test and Evaluation Center (AUTEC) in the Bahamas, and class 02-13 completing the maritime phase of their course in San Diego, CA. The WTI classes experienced a syllabus focused on integrated rotary wing and carrier air wing employment, including division flights in Strike Coordination and Reconnaissance (SCAR), and Maritime Strike. Due to the increased demand for graduate level mission planning and briefing, each event required SWTI candidates to fully utilize products such as the Electronic Tactical Information and Management System (ETIRMS), TOPSCENE, 3D PDF imagery, and aircraft survivability equipment (ASE) Quick Reference Guides (QRGs). In addition to fully integrated flights with EA-18G and F/A18s, the graduates of the course participated in multi-platform linked simulator SCAR events at Naval Air Station North Island. This year, SEAWOLF hosted the annual Fleet ASE Symposium (FAS) in Fallon, NV. The symposium, which was held from September 4th-6th, brought 35 attendees from 11 different helicopter c o m m a n d s t o p a r t i c i p a t e i n a d v a n c e d aircraft survivability and surface-to-air countertactics (SACT) training. SEAWOLF provided travel scholarships for fleet aviators to attend, and engineers from various program offices were also present to discuss program updates and provide additional instructional resources. This year’s FAS also included the Tactical Demonstration of a new embedded virtual ASE

training capability known as the Virtual Electronic Combat Training System (VECTS). VECTS is a training system installed in the aircraft that allows flight crews to have threats modeled and displayed by their ASE gear in the cockpit without flying against actual threat systems within the confines of a surface to air countertactics range. Pilots in attendance flew SEAWOLF MH-60S aircraft equipped with VECTS, giving them a firsthand look at training with both simulated and live threats on the Fallon Range and Training Complex (FRTC). The training provided is unmatched by current systems in use by the Navy and the attendees were tasked to take their experiences back to their wardrooms to continue pushing the community to improve tactical and combat training. Additionally, SEAWOLF hosted their annual ReBlue tactics review conference on September 9th and 10th. “Bluing” is the chemical coating process by which steel is protected from rust, so one can think of re-bluing as literally “knocking the rust off.” At this year’s ReBlue, over 100 participants arrived in Fallon to receive updates on tactical standardization and new developments relating to fleet combat improvements. Topics ranging from SEAWOLF Manual updates to the training and employment

of Fixed Forward Firing Weapons (FFFW) were briefed and reviewed. Demonstrations and hands-on experience were also provided with VECTS, TOPSCENE, and National Geospatial Intelligence Agency (NGA) mission planning products. SEAWOLF expects a strong finish to the year. In the coming months NSAWC will conduct pre-deployment training for Carrier Air Wing Eight in addition to two mountain flying courses for fleet squadrons. Subject matter experts (SMEs) in survivability, future weapons, Link-16, mission planning, and more will be attending technical review boards (TRBs) and providing guidance on the future combat capabilities of naval rotary wing aircraft. As always, the highspeed nature and training at the Naval Strike Air Warfare Center make it a demanding and highly challenging place to work, but the professional rewards of teaching at the “crown jewel” of Naval Aviation remain unsurpassed. CLICK & LIKE NSAWC ON

Photo (to p ) : (L-R) Back row - Teresa Johnson, David “Streaker” Lowe, CDR Brent “Fever” Alfonzo, LT Pat “Ned” Dunn. Front row - Michael Rich, Garth Girman, LT Veronica “Vicki” Robinson. The Georgia Tech Research Institute (GTRI) representatives are from the Electronic Systems Lab and were responsible for the development and installation of VECTS. Photo (b o t t o m) : Degraded visual environment landing in the Dixie Valley for an Escort Ops flight during SWTI 01-13.

Rotor Review # 122 Fall ‘13

COMMAND UPDATES

Skids At The Ready, All The Time Article by Sgt Paul Robbins, USMC

f there comes a time that the commanding officer of the 31st Marine Expeditionary Unit finds himself needing a Cobra or Venom, they will be available. The Marines of Marine Light Attack Squadron 369, currently attached to Marine Medium Tiltrotor Squadron 265 (Reinforced), 31st MEU, have kept the UH-1Y Venom and AH-1W Super Cobra helicopters in a constant state of readiness through the unit’s Fall Patrol. For more than a month at sea, two weeks of bilateral training during Exercise TALISMAN SABER 13 and the current week of training for Exercise KOOLENDONG 13 here, the four Super Cobras and three Venoms of the 31st MEU’s aviation combat element have been mission-ready. “I always say that the Marines on this MEU need to be ready and flexible, and our HMLA-369 maintainers truly understand aircraft readiness,” said Col John E. Merna, the Commanding Officer of the 31st MEU and a native of Prince George County, Md. In order to maintain the aircrafts’ ready status, a close team of professionals provide constant attention. Crew chiefs, avionics technicians, ordnance technicians and airframe technicians work together on a tireless process. It begins with a 3-4 hour inspection of every part of the aircraft, inside and out, conducted by the crew chiefs responsible for ensuring the aircraft’s safety. This inspection typically occurs the day prior to operation. “A crew chief has to know every piece of the aircraft and be able to determine if they are good or bad,” said Sgt. Brian D. Richardson, a 29-year-old Venom crew chief for VMM-265 (Rein), 31st MEU, and a native of Leesburg, Fla. “If a crew chief finds a problem, we turn it over to the shop that covers that area.” Avionics Marines assist the crew chief if a problem were found in the helicopter’s lighting components, thermal

imaging system, wiring, battery or any other electrical component. Their routine checks involve starting the auxiliary power unit and providing an overall diagnostic of electrical systems. “Anything the crew chiefs find during their inspections gives us a jump start in repairing it before it becomes a major problem,” said Sgt Jeffrey O. Burton, a 25-year-old avionics noncommissioned officer in charge for VMM265 (Rein) 31st MEU, and a native of Goose Creek, S.C. Ordnance Marines tend to the weapons systems of the aircraft, to include the AGM 114 Hellfire Missile Launcher, 7.62mm GAU17/A weapon system, the .50 caliber GAU-21 machine gun, 7.62 mm M240D machine gun and all countermeasures. They completely break down, inspect, clean and lubricate the weapons. “We do inspections, corrosion prevention and treatments every day,” said Cpl Brandon C. Tomlinson, a 22-year-old ordnance supervisor for VMM-265 (Rein), 31st MEU, and a native of Hahira, Ga. Airframes Marines make sure the aircraft is structurally sound and the hydraulic components are working properly. Their structural inspections make sure fasteners are holding strong after many hours of vibrations during flight. They also repair hydraulic pumps, the oil cooler and other essential components. “Attention to detail is key for us, because if we don’t maintain the fasteners, the ‘bird’ falls apart,” said Sgt. Mark T. Walker, a 33-year-old airframes non-commissioned officer in charge for VMM-265 (Rein), 31st MEU, and a native of Tampa, Fla. Every aspect of maintenance is vital to the continued operation of the complicated aircraft, but each section pinpoints one aspect in particular that can be attributed to the reliability of

the Venoms and Super Cobras: teamwork. “If we need help with something, avionics comes running. If airframes needs a hand, we come running,” said Tomlinson. “It doesn’t matter which shop it is, we’re all there to help complete the mission.” With in-depth knowledge of their trades, solid communication and pride in their aircrafts’ record of readiness this patrol, the maintainers of the “skids” sections will continue to be ready for the commander’s call. The “skids” section is supporting the battalion-sized element conducting Exercise KOOLENDONG 13. KOOLENDONG demonstrates the operational reach of the 31st MEU and reinforces why it is the force of choice for the Asia-Pacific region. Also participating in the exercise is the Marine Rotational Force – Darwin and soldiers of the 5th Royal Australian Army. The 31st MEU brings what it needs to sustain itself to accomplish the mission or to pave the way for follow-on forces.

CLICK & LIKE VMM-265 ON

Rotor Review # 122 Fall ‘13

HSC-14 Squadron Update Article by LTJG Pete Lindstrom, USN

he summer of 2013 has been a productive time for the Chargers of HSC-14. Getting settled in sunny San Diego after the move from Japan could not have gone more smoothly. With a change of command and the transition from HS to HSC in the rear view mirror, the Chargers are upping the “op tempo” and finding their stride as the newest HSC squadron in the Fleet. The transition was certainly made easier through the help of HSC squadrons from all across the sea wall. Lending both valued personnel and aircraft, the entire West Coast Sierra community came together and played

a crucial role in supporting HSC-14. The hard work by all parties involved culminated in the first Charger aircraft calling “out of chocks” on July 3rd. The Chargers were also happy to find out that they will be receiving several brand new Block 3B aircraft straight from the Sikorsky factory in Stratford, CT. The Chargers wish “fair winds and following seas” to two of our valued officers: LCDR Monte Temple and LCDR Ryan “Topper” Gaul. LCDR Temple will be going to work for the Chief of Naval Air Training (CNATRA)

in Meridian, MS, while LCDR Gaul will be moving on to Tampa, FL to begin work with Special Operations Command (SOCOM). Additionally, HSC-14 welcomes several new pilots to the wardroom: LTJG John Feazell, LTJG Jason Gaidis, LTJG Ben Reed, LTJG Dave Gorski, and LTJG Josh Nunn. No doubt great things are in store for Chargers, both new and old. HSC-14 will continue to conduct helicopter operations with pride and professionalism while remaining ever committed to excellence. DAY AND NIGHT, LIGHTING STRIKES!

Sea Knights of HSC-22

Article and Photo by LTJG Joe Lennon, USN

SC-22 has been busy with one deployed detachment supporting fleet operations while beginning preparations for another upcoming deployment. The Sea Knights participated with the USS George H.W. Bush (CVN 77) to assist VFA-106, VT-21, and VT-22 aviators with their carrier qualifications. The squadron also supported

an ammunition cross deck for the USS Dwight D. Eisenhower (CVN 69). The aircrews aboard the “IKE” transported 926 munitions pallets in just two days. Additionally, the squadron sent a detachment in July to Fort Knox, Kentucky and Muscatatuck, Indiana to provide aviation support for SEAL Team TWO. Lastly, HSC-22 recently flew Admiral Gortney, Commander U.S. Fleet Forces, to inspect the USNS Spearhead (JHSV 1). The ship was commissioned in 2011 as the first in its eponymous class of joint high speed vessels. HSC-22 Detachment TWO deployed in July onboard the USNS Arctic (T-AOE 8), providing logistical support for the USS Harry S. Truman (CVN 75) Carrier Strike Group. The

Polar Knights fly two aircraft and include 29 Sailors, including 12 aircrew and 17 maintainers. They are responsible for resupplying units in both the Sixth and Fifth Fleet areas of responsibility as they progress through the Mediterranean and Red Seas respectively. Detachment ONE is gearing up for their early 2014 deployment aboard the USS Bataan (LHD 5). They supported the 22nd Marine Expeditionary Unit (MEU) with Helicopter Visit, Board, Search, and Seizure (HVBSS) qualifications and will take part in Amphibious Squadron (PHIBRON) and MEU integration exercises beginning in late September. The detachment is also preparing for a September missile shoot to further hone their anti-surface warfare skills.

NAVAL HELICOPTER ASSOCIATION, INC

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

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

Rotor Review #

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

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

Objectives of NHA Provide recognition and enhance the prestige of the United States Naval vertical flight community. Promote the use of vertical lift aircraft in 122 Fall ‘13 74the U. S. Navy, Marine Corps and Coast Guard. Keep members informed of new developments and accomplishments in rotary wing aviation.

COMMAND UPDATES

HSL-37 Surpasses 100,000 Flight Hours

Article by LTJG David Indiveri, USN

elicopter Anti-Submarine Light Squadron THREE SEVEN (HSL-37) successfully surpassed 100,000 SH-60B flight hours on Monday, March 26, 2013, a remarkable milestone for the Navy’s only helicopter squadron based in Hawaii. Through tremendous discipline and dedication to safety, HSL-37 arrived at this significant milestone after 21 years flying the SH-60B helicopter. Established on July 3rd 1975, HSL-37 is the Navy’s oldest operational

LAMPS (Light Airborne Multi-Purpose System) squadron. Known as the Easyriders, the personnel of HSL-37 have been supporting the Sikorsky SH60B Seahawk since 6 February 1992, when the squadron transitioned from the SH-2F Seasprite helicopter. Since establishment, the HSL-37 Easyriders have safely deployed over 100 LAMPS detachments in support of their mission: to provide combat ready detachments for deployment on board U.S. Pacific Fleet air-capable ships. The benchmark flight was flown by the squadron’s Commanding Officer at that time, CDR Scott Thoroman, with LTJG Shane Brenner as copilot and AWR3 John O’Hara as their Naval Aircrewman. CDR Thoroman, holds the highest regards for his sailors, noting the following: “HSL37’s execution of over 100,000 flight

hours in the SH-60B Seahawk helicopter is a noteworthy milestone and one in which all of our squadron mates, past and present, should feel proud. Every Sailor assigned to HSL-37 since February 1992 has had a part in this achievement. Since that first flight, thousands of Sailors have called themselves Easyriders and provided the support, maintenance excellence, and tactical operation of the Navy’s premier maritime strike helicopter during the numerous deployments across the globe in support of national tasking. Mahalo to all those who have served or supported those who served.” CLICK & LIKE HSL-37 ON

HSL-49 Scorpions Training and Familiarization with CAL FIRE First Responders Article by HSL-49 Public Affairs Office

ecently, Helicopter AntiSubmarine Squadron Light (HSL) 49 conducted training with the California Department of Forestry and Fire Protection (CAL FIRE), San Diego Sherriff’s Office, US Forest Service, Office of Emergency Communications for the Department of Homeland Security, Vista Irrigation

District, and Bureau of Land Management and landowners of the Remote Training Site Warner Springs (RTSWS) properties. The Scorpions flew an SH-60B Seahawk to RTSWS, CA, and provided valuable training to these critical government agencies. The event afforded an opportunity for first responders to become more familiar with naval helicopters and associated hazards and safety controls. The pilots and aircrew discussed normal and emergency operating practices and procedures. Located approximately 50 miles northeast of NAS North Island, RTSWS is not resourced with Federal Firefighters and thus is dependent on civilian first-responders should an

emergency occur. Firefighters were able to see the aircraft up close and ask questions to improve fire and rescue operations in an area where naval helicopters operate regularly. The crew consisted of LCDR Steve Reis, LT Nathan Ferree, AWR2 Barboa, AM2 O’Neil, and AWR3 Olson. CLICK & LIKE HSL-49 ON

Rotor Review # 122 Fall ‘13

Command Updates

HMLA-467 Sabers Celebrate a 5th Anniversary Article by Capt Shane Vigil, USMC

MLA-467, nicknamed the Sabers and flying AH-1W attack helicopters and UH-1Y utility helicopters, is celebrating its 5th anniversary. Based at Marine Corps Air Station Cherry Point, North Carolina, the Sabers fall under the command of Marine Aircraft Group 29 and the 2nd Marine Aircraft Wing. The squadron was stood up as a result of the Commandant’s plan to “grow the force” to better meet the demands of the Long War and the complexities of an evolving global threat. After laying its foundation aboard MCAS Cherry Point and receiving its first aircraft from the reserve squadron HMLA-775, HMLA-467 was officially activated on October 23rd, 2008.

It was the first HMLA to be activated since the Vietnam War and was designated fully operational capable less than a year later. From 2010 to 2011, HMLA-467 provided Humanitarian Assistance and Disaster Relief efforts in Haiti, participated in combat operations in Afghanistan while attached to the 26th Marine Expeditionary Unit (MEU), and was the first east coast HMLA to support the 31st MEU. In 2012, it participated in counter-drug operations in Guatemala and provided Hurricane Sandy Disaster Relief support. HMLA-467 has only begun to make its mark, and for the past 5 years, it has participated in countless exercises

and supported training for Marines and Joint services across the world. C u r r e n t l y, HMLA-467 has a detachment supporting the 26th MEU for the second time. The aircraft at home are completing the transition from the UH-1N to the upgraded UH-1Y. The Sabers have come a long way from being established by a handful of Marines. What once was a few reserve aircraft on a jet base tucked in the side of a hangar is now a fully operational war fighting unit with dedicated, hard working Marines ready at a moment’s notice.

The Sun Rises On HSM-51

Article by LT Stephen Porter and LT Matt Petersen, USN

he sun crept over the mountains of Japan on March 7 , 2013, illuminating Mount Fuji with the rays of a new day. Another sun rose in NAF Atsugi, with a future as promising and bright as a summer morning. The Warlords of Helicopter Anti-submarine Squadron Light Five One officially became Helicopter Maritime Strike Squadron Five One. The primary mission of the legendary “Warlords” has always been anti-submarine warfare. With the transition from the SH-60B Seahawk helicopter to the MH-60R, the squadron adds new capabilities that the older model helicopter did not possess. The new MH-60R includes a glass cockpit, on- and off-board mission planning software, dipping sonar, a multispectral targeting system, Link-16 and expanded secure communications capabilities, all of which will help to bring HSM-51 into the modern age of helicopter tactics and warfare. Since the announcement of the transition, a detachment of MH-60R pilots, aircrew and maintainers has been training with the Fleet Replacement Squadron of HSM-41 to ensure a solid transition. The Seahawks of HSM-41 provided trained maintenance personnel and pilots to assist with turning the enthusiasm of the Warlords into skill and knowledge in the Romeo. Relocating to Japan, the detachment continued preparations for the new platform transition, establishing facilities for mission planning and support for the communications, networking and surveillance capabilities unique to the MH-60R. The detachment arrived in Atsugi in October of 2012, and with continuing support from HSM-41, HSM-51 achieved Safe-For-Flight th

certification with the MH-60R in February of 2013. The Warlords also broke new ground by completing the transition while remaining operational. During the transition process between October 2012 and March 2013, the squadron continued to fulfill heavy tasking and operational commitments in the Forward Deployed Naval Forces while balancing the unique challenges of transitioning a squadron stationed in a foreign country. HSM-51 is the first HSM squadron to transition in place while remaining fully operational. As part of the new transition to a fully MH-60R squadron, HSM-51 also says farewell to the SH-60F’s of Detachment ELEVEN. The VIP-configured SH-60F was a key piece of Seventh Fleet, as they served as logistical transport for Vice Admiral Swift, Commander, U.S. Seventh Fleet and his predecessors. The VIP transport mission will now be taken over by HSC-12, ready to maintain the high standard set by HSM-51 over eighteen years of VIP support. At 0951 in hangar 1508 at NAF Atsugi, the home of Warlords both new and old, the transition ceremony kicked off and capped a long process of both maintenance and aircraft milestones, as well as vast administrative responsibilities required of a transition of this magnitude. On display in the hangar and on the flight line were an MH-60R from HSM-51, an MH-60R from HSM-77, an SH-60B from HSL-51, and a Japanese SH-60K from HSM51’s local sister squadron in the JMSDF, VX51. The aircraft were attended by pilots and

Rotor Review # 122 Fall ‘13

aircrewmen who were able to talk to guests and showcase the differences between their respective aircraft. CAPT David W. Bouvé, Commodore of Helicopter Maritime Strike Wing, U.S. Pacific Fleet, was the keynote speaker at the ceremony, which included HSM-51 as well as local Japanese personnel and officers from the Japanese Maritime Self-Defense Force. He is also a former Warlord commanding officer, having served both as Executive Officer and the thirteenth Commanding Officer of HSL-51. CAPT Bouvé gave a stirring speech which focused on sustained performance and working as a team. He referenced the famous Tuskegee airmen from World War II, who continued their tradition of excellence while operating multiple aircraft models. The roots of superior performance and esprit de corps, he said, lie not in the equipment, but in the people operating it. He talked about HSL-51’s stellar record, and expressed confidence in the continuation of that performance. Although HSM-51 would now be utilizing a brand new aircraft, the standard of excellence remains the same. The first MH-60R operational detachment deployed for Initial Ship-Aircraft Team Training in April and May of 2013, and the second detachment likewise sailed in June. By the end of October 2013, HSM-51 expects to be fully transitioned and equipped with eight new MH60R Seahawk helicopters. HSM-51 continues to uphold the standards and traditions of the Warlords, executing the mission in the FDNF. Updates continued on page 77

The newest naval helicopter pilots going to the fleet

WINGING CLASS 09AUG13 Third Row: Back Row: CDR Matthew Bowen, USN, Commanding Officer, HT-8; 1stLt Christopher M. Doyle, USMC; ENS Charles D. Hiett, USN; 1stLt Christopher L. Norgren, USMC; LTJG Jesse A. Cremeans, USCG; Capt Dylan T. Grayston, USMC; and LTJG Shaun D. Nidiffer, USN Second Row: LtCol Robert S. White, USMC, Commanding Officer, HT-18; LTJG Peter S. Donahue, USN; 1stLt Christopher R. Reed, USMC; LTJG Chad S. Tutton, USN; 1stLt Daniel W. Willett, USMC; LTJG Taylor J. Bootz, USN; 1stLt Chalres M. Felps, USMC; and CAPT James J. Fisher, USN, Commodore, TRAWING-5 First Row: LtCol Jeffrey Pavelko, USMC, Executive Officer, HT-28; LTJG Whitney C. Bashore, USN; LTJG Naif Al-Khuraiji, RSNF; 1stLt Chase T. Laurita, USMC; ENS Bryan M. Carriker, USN; LTJG Nicholas G. Neforas, USN; LTJG Moira B. Molloy, USN; and CDR Thomas A Frosch, USN, Commanding Officer, Navy Flight Demonstration Squadron.

WINGING CLASS 23AUG13 Third Row: CDR Matthew J. Bowen, USN, CO HT-8; ENS Gregory S. DiBenedetto, USN; ENS Chad J. Westfall, USN; 1stLt Bradley B Maa, USMC; LTJG Bradley W. Seidel, USN; 1stLt Tyler A. Pencek, USMC; ENS Jason McCabe, USN; Capt Joshua E. Thomas, USMC; ENS Mark L. Putnam, USN; ENS Benjamin L. Funkhouser, USN; and CAPT Matthew Coughlin, USN, CO Naval Air Station Whiting Field. Second row: LtCol Robert S. White, USMC, CO HT-18; 1stLt Joshua D. Kerzie, USMC; ENS Gregory A. DiFranco, USN; 1stLt Luke D. Zumbusch, USMC; ENS Adam D. Card, USN; 1stLt Christopher A. Huff, USMC; LTJG Konstantin Drabkin, USN; 1stLt Austin R. Skinner, USMC; LTJG Nicholas R. Oberkrom, USN; 1stLt Seth S. Matthews, USMC; and CAPT James J. Fisher, USN, CO TRAWING 5. First row: CDR Christopher L. Pesile, USN, CO HT-28; LTJG Caitlin Rotor Review # 122 Fall â&#x20AC;&#x2DC;13 77 L. Calhoon, USN; 1stLt Dale E. Metcalf, Jr, USMC; ENS Daniel F. Meza, USN; LTJG Joshua A. Bryan, USN; 1stLt Joseph R. Popovich, USMC; LT Steven G. Korbein, USN; ENS Dallas C. Rhodes, USN; 1stLt Daniel L. Millikin, USMC; and ENS Leighton A. Pleasants, USN.

WINGING CLASS 13SEP13

First Row: CDR Matthew J. Bowen, USN, CO HT-8; 1stLt Aaron P. Mills, USMC; ENS Kyle D. Shipp, USN; 1stLt Andrew G. Butte, USMC; LTJG Shane A. Bothel, USN; 1stLt Michael D. Kennedy, USMC; LTJG. John C. White, USN; 1stLt Chet A. Boyce, USMC Second Row: LtCol Robert S. White, USMC, CO HT-18; LTJG Michael B. Wightman, USCG; 1stLt Kyle J. Hayhurst, USMC; LTJG Ian M. Sibberson, USCG; LT Stephen D. Bondira, USCG; LTJG Scott T. Murphy, USN; ENS Sean M. Skalski, USN; Col Roy A. Osborn, USMC Third Row: CDR Christopher L. Pesile, USN, CO HT-28; 1stLt Brittany R. Fayos, USMC; ENS Oliver S. Delery III, USN; 1stLt Daniel B. Heaney, USMC; LTJG Robert P. Hodgson, USN; 1stLt John M. Lynch, USMC; ENS Adam B. Roth, USN; 1stLt Gregory M. Schwartz, USMC; LTJG Morgan A. B. Ogreen, USN; CAPT James J. Fisher, USN, Commodore TRAWING 5

The Naval Helicopter Association w o uld like to honor L C D R L an d on Jon es, US N, and C W O 3 Jon Gib son , US N, f o r t h eir her oic ser vice to o u r n a t i on. They have given t h e u l t i mate sacrifice for our f r eedom. LCDR L an don J ones , USN

Rotor Review # 122 Fall â&#x20AC;&#x2DC;13

C WO 3 J o n G i b s o n , U S N

Command Updates

Running with the Pack

Command Update by LT Nicholas Jackson, USN

y the summer of 2012, HSM-75 had not deployed aboard a ship in over a year. However, after completing an HSM transition, the Wolf Pack jumped right back into the swing of things by embarking for two months as part of Carrier Air Wing (CVW) 11 on board the aircraft carrier USS Nimitz (CVN 68), the guided-missile cruiser USS Princeton (CG 59), and the guided-missile destroyer USS Stockdale (DDG 106) in support of the Rim of the Pacific (RIMPAC) exercise. Since then, the majority of the squadron has been away from home for more than 12 of the past 16 months. During that time, the Wolf Pack took part in numerous exercises. Many were firsts as HSM including exercises Air Wing Fallon, Composite Training Unit Exercise (COMPTUEX), Undersea Warfare Exercise (USWEX), Sustainment Exercise (SUSTEX), and Mini-Air Wing Fallon. Their workup period culminated in the squadron’s deployment with Carrier Strike Group (CSG) 11. Perhaps the biggest challenge encountered by the HSM-75 was the deployment of the squadron’s combat elements (CELS) on board the CSG-11 destroyers in January 2013, three months ahead of the Nimitz and Princeton. This required a short-notice shift in manpower to maximize training opportunities and experience for the squadron’s pilots, aircrew, and maintainers. Since January, HSM-75 participated in numerous events and exercises throughout U.S. 5th and 7th Fleets’ areas of responsibility. The squadron flew over 70 hours of operational on-top ASW time, completed 47 Strait of Hormuz transits supporting the Stennis and Nimitz Strike Groups, executed Hellfire and CATMEXs in Okino-Daito-Jima, Japan and Masirah, Oman, and supported anti-piracy efforts in both Fleets. Since January 2013, the squadron has flown more than 4,500 hours during 1,360 sorties. The deployment has not been all work. In addition to the commonly visited ports of call in the United Arab Emirates and Bahrain, the Wolf Pack also made stops in Singapore, Malaysia, Thailand, Japan, Republic of Korea, Saudi Arabia, Israel, Jordan and Oman.

Coast Guard Assists with Baby Delivery at Sea

Command Update courtesy of Sector San Diego

n aircrew from U.S. Coast Guard Sector San Diego transports medical personnel to a cargo ship approximately 100 miles southwest of San Diego to assist with the delivery of a baby, September 2, 2013. A Coast Guard flight surgeon and a civilian midwife were hoisted to the ship and successfully assisted in the delivery of a baby girl. U.S. Coast Guard video by Sector San Diego.

CLICK to SEE the VIDEO (l) or LIKE USCG Sector San Diego ON

Rotor Review # 122 Fall ‘13

Perspective of the Now

Fear Not the Fire Scout

Seeing Everyone’s Favorite UAV from the Right Perspective Commentary by LT Joe Fitzgerald, USN

sets save ASW in the case of Romeos. So how do we become that asset? The answer lies in the Fire Scout. To date, the MQ-8 has only seen action in the form of ISR (Intelligence, Surveillance, and Reconnaissance) in support of Special Operations Forces down range. Having worked through many initial growing pains, the platform now has an impressive list of accomplishments thanks to the crews that have deployed with it aboard Mayportbased frigates over the last 4 years. ISR should be second nature to any drone and it appears that MQ-8 is not any different. While the H-60 can perform a bit of non-traditional ISR in its own right, the Fire Scout is quite frankly better at it and can alleviate the vulnerability of manned aircraft flying bowties at altitude around potential threats for no reason worth the risk exposure. Even better, it can allow Sierras to fully focus on the mission of delivering SEALs and all of the overlooked challenges that entails – route navigation, LZ (landing zone) evaluation, brownout landings, popup threat suppression with crew-served

he l i s t o f d i s p a r a g i n g a d j e c t i v e s i s l o n g a n d e v er grow i ng. Fragile , in c a p a b le , m is g u id e d , worthless, the Fire Chicken has been called it all. But when I listen to the uninformed spout off abou t t h e M Q - 8 B a n d i t s s h o r t c o m i n g s , I h e a r so m e th i ng that s ounds l e s s lik e r id ic u le a n d m o r e like inti m i d a t i o n . S o I w o n d e r - d o w e , t h e p r i c e l e s s Naval Av i a t o r s t h a t w e a r e , t h i n k o u r p r e c i o u s f l i g h t time an d h a r d - f o u g h t r e l e v a n c y a r e t h r e a t e n e d b y the pro p o s e d e m p l o y m e n t o f V T U AV s ? O r h a v e w e closely analyzed the “capes and lims” of the platform and its eventual replacement (MQ-8C) and concluded on its impracticality? Regardless of why we might not like it, I deem it time to take a closer look at the future of Fire Scout and see how misplaced our fears really are.

In my rather ordinary 6 years of flying, I’ve witnessed and participated in a number of philosophical battles waged around the purpose and application of navy helicopters, in particular the MH-60S. Too young to experience the HC “glory days” of SAR and VERTREP, my pure HSC upbringing had tactics bred into it from day one. Yet on Guam, where the last bastion of unrepressed sideflare freedom reigned, we pretended with the best of them to know which missions would keep the 60S alive

forever. As it turns out, a single bubba in a Puma can efficiently sling loads to and from ships just as easily as orange and white helicopters can search for and rescue distressed vessels at sea. The “more than just logistics” writing has been on the wall for some time (read or not) and so it would seem we’ve embraced the warfighter gimmick that matches our tactical paint scheme. Yet the H-60 is not the go-to asset when it comes to any of our advertised mission

‘

The Next Issue of the

focuses on “What Would You Say You Do Here?”...Multi-Mission Helicopters in Action. All photo, video, and article submissions need to be sent no later than December 6, 2013 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435.7139 or navalhelicopterassn@gmail.com

Rotor Review # 122 Fall ‘13

weapons, etc. While other UAVs can fulfill this role, only the Fire Scout can be launched from the same ship and by the same Air Det as the H-60. Picture a Helicopter Assault Force briefing in the Ready Room with a Ground Assault Force and a VTUAV crew and try not to be hopeful for the high potential. When you change the mission from Direct Action Support to HVBSS (Helicopter Visit, Board, Search, and Seizure) or any subset of Maritime Interdiction Operations you find more reason to believe. Manned crews will soon be the beneficiaries of real-time video surveillance that will help confirm suspected threat levels, satisfy ROE (rules of engagement) criteria, and determine optimal courses of action. In transiting restricted waters, strike groups will soon have a bird’s eye view of the water space ahead thanks to Fire Scout’s installed with BRITE STAR II payloads or a subsurface picture painted by Coastal Broad Range Analysis (COBRA)

equipped models. The Fire Scout can be as much of the cliché force-multiplier as we let it be. By delegating skill sets to a drone crew that’s born of the same cloth, we enable the 60 to be a master of singular trades rather than a jack of many. Recently, proof of concept for laser employment was conducted during HSM-46 Det 8 work-ups with positive results yielded. With the recent and future acquisition of fixed forward firing weapons systems (FFFWS) for the Sierra and Romeo, the MQ-8 stands to round out the rotary strike package by acting as a spotter, marker, or designator. As it stands today, we should see the MQ-8 flying around with Telephonics Radar to compliment its existing Automatic Identification System (AIS) long before it carries ordnance of its own, which can be a game-changer in a complex maritime environment that places greater emphasis on high value unit (HVU) protection. Simplifying the solution by

narrowing the focus of manned helos is essential in today’s threat laydown. And the more all three assets buy into the concept of integration, the greater the chances that America’s Navy lives up to the “global force for good” hype. Inevitably, there are hiccups and hang-ups in store for young Fire Scout. Every emerging platform endures its fair share of skepticism and deprecation if for no other reasons than resistance to change and fear of the unknown. However, for the first time in a long time, the rotary community has been dealt a new card from the deck of significance. We can either refuse to bring it into the fold by casting constant doubt on its usefulness or embrace its should-be roles, while demanding the design specifications we need for it to perform. In the end, I foresee a rotary asset that’s fearsome for all the right reasons. In fact, I see a few.

Everyday NHA

46 Shad es o f G ray : “A d i s ti n g u i s h e d g ro u p o f “seasoned” H -46 pi l ots gathered to cel ebrate C A P T John M iley’s 50th b i r t h d a y i n C o r o n a d o , C A . T h e r e a r e o v er 230 years of service and over 30,000 flight hours represented in thi s pic t ur e. ” ( l- r ) C A P T M i k e D o w l i n g , C D R Ed Weiler, CAPT John Miley, CDR Mike McCallum (ret), CDR Anne Ma ri e M iley ( r et ) , C D R To m Wa l s h (re t), C A PT D ave S chnel l (ret), C D R Jeff Lamont (ret), C A P T P et e Sciabar r a (ret), a nd CA P T B arry Wh i te (re t).

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