Rotor Review Winter 2014 #123 by Naval Helicopter Association, Inc

Number 123 Winter 2014

Winter 2014 Issue 123

NHA Survey Results Ghostriders in the Black Sea A Reservistâ&#x20AC;&#x2122;s Transition

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

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

www.mh-60.com

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

HSC-28 Det ONE conducts paradrops with NSW Unit TWO over Megara Army Air Field, Athens, Greece.

Naval Helicopter Association

Photo taken by AWS2 Brandon Dewey, USN and cover art

by George Hopson, NHA Design Editor.

Features

Page 23

Editor-in-Chief

LT Allison Fletcher, USN

Design Editor George Hopson

Aircrewman / Special Missions Editor

NHA Survey: A Call for Change LT Allison Fletcher, USN

Ghostriders in the Black Sea LT Geoffrey Clift, USN

Screamin’ Indians’ 2013 WESTPAC Deployment LTJG Kristin Hope, USN

Weather Can’t Ground NHA Region Four Helo Days LT Sean Rice, USN

2014 Fleet Fly-In LT Charles M. Cunningham, USN

What Would You Say You Do Here? A Reservist’s Transition CAPT Mike Steffen, USN

Page 31

AWCM David W. Crossan, USN

HSC / HS / HM Editor

Focus

LT James Thomas, USN

HSL / HSM Editor

“What Would You Say You Do Here?” Multi-Mission Helicopters in Action

LT Erin Pursley, USN

LAMPS to Romeos: The Evolution of Anti-Submarine Warfare (ASW) LT Emily Vaughn, USN

USCG Editor

LT James Cepa, USCG

INVESTIGATE! TARGET! SMACK! LT Greg Lewis, USN, and LT Tom Bell, USN

Technical Advisor

Angel Thunder After Action LT Ransom Smith, USN

Iraq Files CWO3 Chad Carlson, USN

The Coast Guard and UAS LCDR Justin Cassell, USCG

Not Your Typical AUF LCDR Christian Rigney, USCG

Flexibility is the Name of the Game LT Chris Aldrich, USN

Fire Scout, Is the Future Now? LCDR Mike Gerhart, USN

What Would You Say You Do Here, NHAHS? CDR Joe Skrzypek, USN (Ret)

What Would You Say You Do Here?...A Mission from the Past NHA Historical Society

Perspective: Naval Gunfire/Surface Fire Support - Still a Viable Tactic LCDR Ron Martin, USN

USMC Editor

Capt Rebecca Hagner, USMC

Page 43

LCDR Chip Lancaster, USN (Ret)

Historian / NHAHS

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

Printing by SOS Printing, Inc. San Diego, California

Page 55

Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc. (NHA), a California nonprofit corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. Vi e w s expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the membership fee in the Naval Helicopter Association or the corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporations Code, is available to members upon request. POSTMASTER: Send address change to Naval Helicopter Association, P.O. Box 180578, Coronado, CA 92178-0578.

In appreciation of our advertisers Lockheed Martin University of San Diego Navy Mutual Aid Association USAA Sikorsky Aircraft Corporation

Page

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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. Airbus Group BAE Systems / Electronics Bell Helicopter Textron, Inc. Boeing Integrated Defense Systems Breeze-Eastern CAE Inc. Elbit Systems of 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 Sikorsky Aircraft Corporation Telephonics Corporation USAA UTC Aerospace Systems

President.....................................................CDR Brad Garber, USN V/P Corp Mem......................... CAPT Don Williamson, USN (Ret) V/P Awards ............................................CDR Wilmer Gange, USN V/P Membership .......................................................................TBA V/P Symposium 2014..........................CDR Todd Vandegrift, USN Secretary.......................................................LT Kasey Scheel, 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 ...............................................................CAPT Mike Steffan, USN President..…............................................CDR Chris Hewlett, USN

Region 2 - Washington D.C.

Director ....…………...…….…….................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 Clayton Conley, USN President......................................................CDR Sil Perrella, USN

Region 4 - Norfolk

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

Region 5 - Pensacola

NHA Historical Society

Directors..................................................CAPT James Fisher, USN .........................................................Capt Thurman Maine, USCG President ....................................................CDR Matt Bowen, USN 2014 Fleet Fly-In...................................................................... TBA

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 # 123 Winter ‘14

Region 6 - Far East

Director..............................................CAPT Murray J. Tynch, USN President..…............................................CDR Thad Johnson, USN

Departments Number 123 / Winter ‘14 In Review

From the Organization

In Our Community

Industry and Technology

Historical

HS-11 Reunion CAPT Paul Stevens, USN (Ret)

Change of Command

Command Updates

Book Review

Transitions

Engaging Rotors

Pulling Chocks

Page 10

Rotorcraft Pioneers: H. Franklin Gregory - Part One CAPT Vincent C. Secades, USN (Ret)

Page 12

Page 63

Page 67

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.

Editors Emeritus

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

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

navalhelicopterassn.org

I n R e vie w Editor’s Log

by LT Al l i s o n F l e tc h e r, U SN - Rotor Review Editor-in-Chief

ith the rotary community engaged in so many causes around the world, the focus of this issue explores our members’ missions from active duty, the reserve, and the formerly active and retired community. Our editorial staff brings you a diverse series of articles that we hope will inspire you to continue to train and prepare for the day such a mission presents itself to your crew. Also, special attention is due as we introduce our newest section: “Transitions.” Rotor Review has teamed with our NHA Reserve Director to create a section providing more resources and networking opportunities for our members who are considering leaving active duty for the reserve component and/or civilian sector. We will continue to seek new inputs for this section and welcome any from our members and corporate sponsors. We have also included our first in a series of interviews with reservists to highlight the opportunities it can offer. All of NHA’s members matter and we want Rotor Review to maintain relevance whether you are a “careerist” or not. Finally, “Letters to the Editor” are always 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 appreciate any other inputs, opinions, or submissions that you would like to share with our staff. Enjoy.

Letter to the Editors

If you would like to write a letter to the Editor-in-Chief, please forward any correspondance to navalhelicopterassn@gmail.com or mail to the following address: Letters to the Editor c/o Naval Helicopter Association, Inc. P.O. Box 180578 Coronado, CA 92178-0578

Platt - LePage Dear Editor, I would like to take the opportunity to address the Platt-LePage article published in Rotor Review # 121 Summer ’13. The photos of Haviland H. Platt and Dr. W. Laurence LePage, used in the article are part of an ongoing project to record and document the history of Platt-LePage Aircraft and the people that helped design and build the XR-1 and XR-1A. Some of the information in the article used parts of my research without proper attribution and repeated a number of errors that continue to make the rounds on the Internet regarding Platt-LePage Aircraft Co. I attached some comments and corrections regarding PlattLePage Aircraft, which I was hoping to be published. - J a y Br ia n H e n d r ic k s o n

Dear Mr. Hendrickson, Thank you very much for writing about this matter. We now understand that your significant research contributed to the information used in the historical PlattLePage aritcle and would like to give you the due attribution. We are happy to publish your comments and corrections in this issue’s historical section. -A.F.

From The Labs: OODA Loop Dear Editor, In the last Rotor Review issue (No. 122, Fall 2013) “View from the Labs” author Captain George Galdorisi, USN (Ret), and former shipmate of mine, mentioned in his article the OODA Loop. Wow, a first for me to see the OODA Loop in print, in a Navy professional or tactical publication. About time. During my eleven years as a CSI with HS-10 and HSC-3, I have taught hundreds of FRS syllabus tactical events. I participated in hundreds of Level II and III ASW and Hellfire Strike events, HARP events and SWTI events. In all those briefings and events, I have never heard anyone, not even the most experienced senior officer mention the OODA Loop or even more importantly its guiding principle framework of: Observe,

Rotor Review # 123 Winter ‘14

Orient, Decide, and Act with the immediate following feedback loop to Observe. In all the tactical classified manuals I had access to, I never read mention of this concept or the five steps of this model. Even the SCORE Range’s ASW tactical guru, Tom Phillips (a former squadron mate), never mentioned this framework in our many discussions. Believing the Navy did not know or rejected this tactical model, I never used the words “OODA Loop” in my teachings and de-briefings. I used the guiding principles of Observe, Orient, Decide, Act and feedback to Observe daily. During many student events and during tactical qualification events many would drift from idea to idea without a plan. With the software systems and TACMAN/TACAID they would punch in a plan and let it play. When the belligerent was lost, so were most of our mighty tacticians. Yes, I subliminally used this tactical model and used those five words in my teachings. I tried to teach a logical framework for them to use or fall back on when contact was lost. During my three years on the Naval War College faculty, we found that models/ frameworks focused student thinking and doing. With the Romeo and Sierra now fully implemented into the Navy, this nation has gained a significant offensive and defensive force multiplier. The systems are only as good as the tactician. Even if this goes to UAVs, there will be a tactician

in a command chair somewhere. The OODA Loop is used by many in industry and the corporate world. Maybe in our next issue of RR, “View from the Labs” / George will explore this concept deeper into tactical and senior level decisionmaking applications. Thanks, George, for your many wonderful contributions in RR. -D o u g Ye se n sk y, CA P T (R e t), U S N

Dear Mr. Yesensky; Thank you for your wise words and elaboration on use of the OODA Loop. We agree. “View from the Labs” continues to shape and challenge the way we think about rotary aviation in every issue. Thanks for writing and we look forward to hearing from you again as well. -A.F.

Initial Qualification for the Gun

Dear Editor, Regarding “U.S. Navy Returns t o R o t a r y Wi n g A t t a c k , ” g u n and rocket syllabus, the initial qualification for the gun seems appropriate (unsure about no requalification), but the qualification for rockets seems way off base. The article says eight unguided rockets. B a c k i n t h e d a y. . . s o r r y. . . enroute to HA(L)-3, we went to Fort Rucker for Huey gunnery training and flew four rocket events, firing 14 rockets each event for a total of

56. When we arrived, the Seawolves scoffed at that “fam.” They c o u n t e d f o r n o t h i n g i n - c o u n t r y. Went on det with 350 hours and made AHAC at 501.1. During that 90 days, according to my logbook, I flew 58 sorties where we fired rockets. So I fired on 29 of them (we rotated seats every sortie). 60% took loads of 8 (launched from the

YRBM) and the rest loads of 14 (reloaded or launched from a runway), so total rockets fired? About 298 (a SWAG). Probably felt comfortable (or impatient, at least) as a marksman at 400 hours after having fired about 100 rockets. About ten flights firing, done in 30 calendar days. Both the numbers, numbers per flight event, and the sortie elapsed time frequency are all probably important to the qualification process being accomplished s o q u i c k l y. N o t t o o m a n y p e r flight (don’t want to dull the effect), not too long between flight (don’t want to flatten the learning curve with too much interval), not too few a number of events (want to lock in the memory strongly). Fire 9-10 per flight. Do ten flights, and do them in 30 days. Discriminate between “qualification” and being a rocket marksman. Making the rocket go whoosh is not the same as making the rocket hit the target from a prudent tactical distance. IMHO, if you are hitting a pinpoint target with most of your first eight rockets, you are shooting from WAY TOO CLOSE for your health, And what about maintaing that competence? For us, the use of the rockets did not diminish at the point of being “qualified” or at the point of making AHAC by no means - we continued in near-daily combat - so we never faced such a problem, but rocket marksmanship is perishable, very perishable. -Tom Phillips,CDR (Ret) USN Dear Mr. Phillips, Your historical insight is appreciated. I understand that it was a different time (different defense budget, international situation, mission focus, etc), but I imagine our Weapons and Tactical commands will find your data eye-opening. I cannot personally speak to the background of the numbers used today, but with historical inputs like yours, I hope the invested parties take time to consider this information moving forward. Thanks for sharing. -A.F.

Masters of Our Domain

What a RR. Of course I am biased because I am a member of HSC-9 and been lucky to earn my qualifications and train with some awesome leadership during our high training and incorporation of “Rockets & Guns.” Everything is better with “Rockets & Guns.” As a CVN squadron, I realize what the benefits would be if we had JOs checking into the squadron Level II across the board. I can truly appreciate this concept because I checked into this squadron 10 days before its inaugural deployment with the GHWB in 2011; I was light years behind for pretty much all of deployment. At that time, I had to re-do fundamental ACTC flights that I completed in the FRS (mainly because I was tactically incompetent at that point). Now as a Level III HAC about to go on deployment again, I see that nothing has changed in 3 years. Instead of training them to be able to discuss ASE gear and how we plan on using it during a CSAR, or how we plan to execute 3 ship HVBSS with our MH-60R brethren, we spend 4-6 months just getting them a day and night SAR ACTC flight, or up to speed with what LINK or HAVEQUICK is and how to use it, and not to mention the time we expend just to teach them how to fly form, or land in the dirt. I am encouraged to hear more about what the “Leaders” of our community, FRS, and SEAWOLF have to say in what I think is the most important part of Cobb’s article and that is Tactical Training in the FRS. -CLOUT Dear CLOUT, Thank you so much for sharing your perspective and feedback on Cobb’s article. I hope you will continue to push for the changes you believe will make your community and naval aviation stronger. Good luck! -A.F.

navalhelicopterassn.org

From t h e O rga n i z a ti o n Chairman’s Brief

by R A D M B i l l S h a n n o n , U S N ( R e t )

reetings! As I write this, the holiday season is upon us and it looks like Santa may have brought us an early present: a congressional compromise on the FY-14 Budget. That’s right; I used the word “compromise” in the same sentence with congressional. It’s not a done deal as of this date, but, if it passes, it offers the prospect of returning some stability to defense planning and budgeting. It also looks like it will improve the funding for FY-14 and FY-15 above the levels originally set in the Budget Control Act that created Sequestration. Hopefully that will mean less pressure on the flight hour program and more funds for fleet readiness. A few more notes: • Fleet Fly-In: Speaking of Sequestration, it looked for a while like Fleet Fly-In was going to be done in by the budget uncertainty this year, but TRAWING 5 Commodore, CAPT Jim Fisher, and the folks in NHA Region 5 came through in a big way. Despite significant travel restrictions, CDR Matt “Mayor” Bowen still put together a great event. I had a chance to attend and had a great time. The golf tournament even produced a team with a double eagle on one of the holes…..of course, it was the Commodore’s team with six members and one of them was a ringer named CAPT Greg Hoffman, USN (Ret). The Fly-In was capped with a winging ceremony where we were honored to have VADM Paul “G8” Grosklags officiate and provide remarks. It was a wonderfully proud moment for all the families on hand. I’m sure it was also a proud moment for VADM Grosklags given the fact that during his career he’s been the lead engineer, IPT Lead, Program Manager and then the Program Executive Officer for Navy H-60’s. There is probably no one who has had a bigger impact on the success of the MH-60S/R programs than VADM Grosklags. Thanks also to our industry partners who continued to support the Fly-In despite the funding challenges. • The FY-15 Aviation Major Command Selection List is out and we had a Helo select for CVN. Congrats to CAPT Ron Ravelo who will take command of the USS Abraham Lincoln. • Quick plug for the NHA Symposium which will take place in Norfolk at the Waterside Marriott this year. Travel could still be a challenge so we’ll need a big turnout from the home team in Norfolk this year. The folks in San Diego did a fantastic job supporting last year. • Final note: if your didn’t see the movie “Captain Phillips” when it was in theaters this winter, I strongly recommend it when it comes out for home release. It has the best and most realistic depiction of the Navy I’ve ever seen in a movie. All for now - See you at the Symposium!

by C D R B r a d l e y “ We e m a n ” G a r b e r, U S N

f you have read the news headlines over the past 6 months, you know very well that Naval Rotary Wing assets have been engaged on almost every continent conducting real world missions to support our national objectives. In this issue of Rotor Review, we will spend some time highlighting some of those operations. As you review the various articles, you will quickly see the game changing ability that now exists in the Navy, Marine Corps and Coast Guard with our Multi-Mission Rotary Wing assets in action.

2014 © Kevi n W hi teh ead

President’s Message

Also, new to this issue is our Naval Reserve “Transitions” section. This will be a permanent addition to Rotor Review as a way to highlight the huge contribution the Reserves have made to the Navy-Marine Corps team, especially since 9/11. Highlighted this month in our What Would You Say You Do Here? section is CAPT Jamie Pierce. I have known CAPT Pierce for many years having served with him at HSL-48 when I was a junior officer and having worked with him at General Electric when I transitioned out of the Navy. You cannot find a finer American. I hope you enjoy this issue of Rotor Review and wish you the best in 2014. See you at the Symposium in May. Between now and then, fly safe!

Rotor Review # 123 Winter ‘14

RADM Bill S hannon, USN ( R et) NHA Cha i r m an

C D R B r a d l e y “ We e m a n ” Gar ber, U SN N H A Pr es i dent

C A P T M i c h a e l S t e ff a n U SN N av al R es er v e D i r ec tor

AW C M Da v i d C ro s s a n USN Seni or N A C A d v i s o r

From the Reserves

by C A P T M i c h ae l J . S t e ff e n , U S N

hen I completed my command tour at HSL-60 and transferred to my current staff job in San Diego, I was asked to also take on the role of Reserve Director in order to reach out to one of the primary branches of our rotary wing community. Although NHA’s membership is strong, it’s ties to those outside the career-minded officer pool could be improved greatly. Our leadership has decided to make a significant strategic turn to evolve the organization into one that embraces ALL of its constituencies such as reservists, retirees, and veterans that have served any amount of time in rotary wing aviation. The reserve and transition sections are a small step in that direction. The reserve section will focus on reserve contributions and careers in flying and non-flying roles, including some interesting jobs you didn’t even know existed! It will include interviews with prominent reservists, such as CAPT Jamie Pierce (featured on page 57 in this issue), who give us great examples of the many paths we can take to be successful in both the Navy’s Reserve AND the civilian world. The new transition section (page 58) is designed to connect with those members who desire to explore options outside the Navy, while encouraging those same members to “recapture” their talents by affiliating with the Reserves. Our transition reference page is starting small, but we hope to grow it into a networking tool that will provide information on regional job fairs, seminars, mentoring, and educational opportunities. We hope this new approach is something, you, our members, find useful and relevant. We look forward to your feedback and ideas on how to grow and evolve this section!

Aircrewman’s Corner by AW C M D a v i d C r o s s a n , U S N

ellow Aircrewmen, 2014 brings changes to the Aircrewman’s Corner, as well as other sections of Rotor Review. We are continuing to seek inputs, articles, and other meaningful inclusion ideas of Enlisted Aircrew (Navy/Marine Corps/USCG) into NHA and Rotor Review. Some ideas may not be possible to incorporate, while many others very well may be easily included. The point being that we are asking for more inputs! What should you read into the above statement? Answer: “Challenge Accepted!” How should you provide those great ideas, you ask? Initially, (until we find out this isn’t as efficient as we would like it to be) e-mail: navalhelicopterassn@gmail.com. Utilize “To the Aircrewman’s Corner” as the subject line, and send what is on your mind from the above. I would ask that if you present a problem, that you attempt to offer some ideas for solutions. If Your Region has some “best practices” that you would like to share to make them standards from the National Level, please send them as well. Articles or a shorter format similar to Letters to the Editor are encouraged. Hard questions or easy ones that you are thinking of may be common across your community; all are welcomed. Finally, please include your Rank, First and Last Name, where you are stationed, and a way to get into contact with you outside of the e-mail address that you provided with your input. We may have follow-on questions to ensure we have the best SA on what you intended to ask or to contribute toward Rotor Review, NHA, and the Aircrew Community at large. As always - Fly Safe - and I look forward to hearing from you!

navalhelicopterassn.org

i n Our C o m m u n i ty NHA Scholarship Fund by C A P T P aul S t e v e n s , U SN (R e t)

e just finished the 2013-2014 application period and we saw a measurable increase in numbers of applications over the same period last year. As a reminder, the online application is only the first step in in the process. Official transcripts and letters of recommendation should have been mailed to Scholarship headquarters or postmarked by the 14 February deadline for the application to be complete. All applicants will be receiving an email to confirm to whether his or her package has been complete. Thanks to our squadron COs, we have increased the number of applications from our active duty folks this year, so continue to spread the word out to those who are serving in a naval rotary wing activity for the 2014-2015 season. We are pleased to report the establishment of a new Scholarship Advisory Board to help us promote the Fund in each of our three eligible Services (USN, USMC, and USCG) and in the larger world of corporate giving. With members representing all three services, we hope to expand our outreach and better serve potential applicants. A list of the new board members can be found on the “Officers” link on the NHA website. I reported last issue that we are working to establish a new Scholarship honoring those who have perished while flying in the line of duty. We got off to a good start with donations from our retired community, but we still need your tax free donations to move the initiative forward and make this scholarship self-sustaining. You can send those donations directly to the NHA headquarters or via the scholarship website PAYPAL link. An update on our involvement in the Combined Federal Campaign (CFC). We have received PR E S S B U T TON several inquiries asking why the NHA Scholarship Fund (#10800) was not on the published list of non-profit’s for all CFC areas. Achieving and maintaining National CFC eligibility has been extremely difficult due to the nature of how and where we award our scholarships. It was finally determined that participating in selected Local Areas CFC’s was less restrictive and more cost effective for the Fund. Unfortunately that decision was too late in coming to participate in three important local area campaigns this year: Pensacola, National Capitol, and Overseas. Rest assured that we will be there next year. Individuals in those areas can always contribute directly TO D O N AT E TO to the Fund via the website or by mail. S CHO LA RS H IP F U N D Thank you for your support!

Naval Helicopter Association Historical Society by C A P T B ill P er s o n i u s , U S N (R e t)

ello, Fellow Naval Helicopter Enthusiasts. We are very excited about joining forces with NHA and the Rotor Review to bring information and articles of historical significance to you, the rotary wing community. It was just last summer that RADM Tomaszeski and I signed an agreement that brought the Naval Helicopter Association (NHA) and the Naval Helicopter Historical Society (NHHS) back together for the common purpose of promoting all aspects, past, present and future of Naval Helicopter Aviation. Each party agreed to retain its individual incorporated, non-profit status while pursuing our individual organizational goals and objectives. NHHS agreed to change our name to NHAHS and we both exchanged seats on each other’s board of directors. To date the relationship has been working out very well and NHAHS is excited about now joining the Rotor Review to share historical articles and information with you into the future. This quarter we have provided you some background on our history and what we are currently doing. Our involvement with the USS Midway Museum and the San Diego Air and Space Museum continues to keep us very busy and provides us a place to preserve and display much of our memorabilia. Our office is located just up the hall from the NHA office on NAS North Island, so if you have questions or you’d like to drop off something of historical significance, stop by to see us or send me a note at billpersonius@gmail.com. I look forward to working with you all to continue to preserve our Rotary Wing history. Keep your turns up!

Rotor Review # 123 Winter ‘14

C APT Paul Stev ens , U SN ( R et) Pr es i dent, N H A Sc hol ar s hi p F und

CAPT Bill Personius, U SN ( R et) Pr es i dent, N H A H i s tor i c al Soc i ety

CAPT George Galdorisi, U S N (R e t ) Author and R R C o l u mn i s t

A View From The Labs: Supporting The Fleet b y C A PT Ge orge Gal dori si , U S N (R et)

Signposts to Watch in 2014 and Beyond: What About the United States “Pivot to the Pacific?”

otor Review’s first issue in 2014 seems to be the right spot to look ahead - even way ahead - to where Naval Rotary Wing Aviation will be required to “Fly, Fight, and Win” in the future. Knowing where this will happen is crucial as it shapes what missions we may have to fulfill as well as who we may have to fight if it comes to a fight. Today, you can’t swing a dead cat without hearing the terms “Rebalance to Asia,” “Pivot to the Pacific,” or similar phrases in highlevel United States, DoD, or Navy documents as well as speeches by senior U.S. officials. Here’s what President Obama had to say in remarks to the Australian Parliament over two years ago about this subject: Our new focus on this region reflects a fundamental truth – the United States has been, and always will be, a Pacific nation … Here, we see the future. With most of the world’s nuclear power and some half of humanity, Asia will largely define whether the century ahead will be marked by conflict or cooperation, needless suffering or human progress. But sometimes what is said - and what actually happens - is not always perfectly aligned. Many - including many in our community - are wondering whether and how fast this rebalance or shift occurs. The challenge is to assess where this rebalance or pivot is going. In other words, is it real - or something else? Over four decades ago a popular television commercial featured jazz vocalist Ella Fitzgerald. The singer sang a note that shattered glass while being recorded to a Memorex audio cassette - only to have the

tape played back and the recording also break the glass as the announcer intoned, “Is it live, or is it Memorex?” Today, many want to know whether the United States “Pivot to the Pacific” is real and live, or just a “strategy du jour” that will pass - just as audio cassette tapes have passed into the technological dustbin. While it may be impossible to assess - at this juncture - whether the announced United States “Pivot to the Pacific” (or Rebalance to the Asia-Pacific Region as it is officially called) is genuine, there are indicators to watch that can help us determine if it will, indeed, have traction moving forward. Knowing what indicators to watch can help us, as the Duke of Wellington famously said, “Endeavour to find out what you don’t know by what you do; that’s what I call guessing what’s on the other side of the hill.” The United States does have an official position on this subject. In the fall of 2011, the Obama Administration issued a series of announcements indicating the United States would be expanding and intensifying its already significant role in the Asia-Pacific, particularly in the southern part of the region. The fundamental goal underpinning the shift was to devote more effort to influencing the development of the Asia-Pacific’s norms and rules, particularly as China emerges as an ever-more influential regional power. A primary purpose of the pivot toward the Asia-Pacific was to deepen U.S. credibility in the region. The administration’s policy regarding this pivot or rebalancing was emphasized in an October 2011 article in Foreign Policy by then-Secretary of State Hillary Clinton.

In this commentary, she noted, “Beyond our borders, people are also wondering about America’s intentions - our willingness to remain engaged and to lead in Asia…The answer is: We can, and we will…Just as Asia is critical to America’s future, an engaged America is vital to Asia’s future…President Obama has led a multifaceted and persistent effort to embrace fully our irreplaceable role in the Pacific.” While the U.S. Rebalance to AsiaPacific encompasses many aspects, one of the most closely-watched is what is occurring in the military realm. This is critical, because the region has not been peaceful. For example, there have disputes between China and Southeast Asian nations in the South China Sea; disputes between China and Japan over the Senkaku Islands in the East China Sea; North Korea’s sinking of the South Korean warship Cheonan; “close encounters” between U.S. Navy and Chinese naval vessels in the South China Sea, as well as other areas of conflict or tension; to say nothing of ongoing illicit trafficking in people, weapons, drugs, and WMDs. Often, the degree of commitment to deal with these issues is measured in terms of military forces available. The official U.S. Department of Defense policy regarding the Rebalance to the Asia-Pacific was stated in a memo by Deputy Secretary of Defense Ashton Carter. In his August 2012 memo, he noted, “The President’s Strategic Guidance of January 2012 directs several important changes to the Department’s priorities, including a rebalance of emphasis towards the Asia-Pacific region. Rebalancing must encompass: the principles that guide our efforts to reinforce security

C o n t i n u e d on pa ge 1 0

navalhelicopterassn.org

Industry and Technology

LM and US Navy Strengthen International Alliance with Helicopter Acceptance Press Release by Lockheed Martin Corporation

he Royal Australian Navy accepted the first two MH-60R helicopters from the U.S. Navy in a ceremony at the Lockheed Martin [NYSE: LMT] facility in Owego, N.Y. “The advanced anti-submarine and anti-surface warfare capabilities of the MH-60 Romeo are a gamechanger in shifting the advantage from the submarine to the helicopter, which is essential in today’s maritime security environment,” said RADM C.J. Jaynes, program executive officer for Air Anti-Submarine Warfare, Assault and Special Mission Programs, which oversees the U.S. Navy’s H-60 program office. “We are excited to extend our partnership with the Royal Australian Navy through the delivery of these advanced helicopters.” Manufactured by Sikorsky Aircraft and provided with advanced mission systems and sensors by Lockheed Martin, the MH-60R is already operational and deploying as the primary U.S. Navy anti-submarine and anti-surface warfare system for open-ocean and littoral zones. The U.S. Navy answered the Australian Defence Force’s requirement for a fleet of 24 new-generation, multi-role naval combat aircraft with the proven MH60R helicopters. The entire fleet will be delivered incrementally by the end of 2016. “The Seahawk Romeo is an evolutionary step forward from the Seahawk ‘Classic’ it replaces. The Romeo builds on the known and trusted Seahawk air vehicle, incorporating state-of-the-art sensors in an open architecture, integrated mission system. The Romeo is a potent maritime PR ES S B U T TO N combat helicopter,” Read M or e on ASD N e w s said RADM Tony Dalton who heads the Australian Defence Organisation’s Helicopter Systems Division. “We look forward to sharing in the U.S. Navy’s ongoing technology upgrades and continuing to build upon the proven capabilities.” (Photo above) Two Royal Australian Navy MH-60R on the tarmac in NAS Jacksonville, FL. Photo taken by Daniel Rude, Lockheed Martin Corporation.

Rotor Review # 123 Winter ‘14

A View From The Labs (cont.) in the region; our posture, presence and force structure; alliances and security partnerships; investment in new capabilities and technology; operational concepts and tactics, techniques and procedures; and our approach to operational plans.” Over the past year, the United States has moved to “operationalize” this new strategy, from reaffirming treaty obligations with Asia-Pacific nations; to speeches and articles in international media by Obama administration officials; to more robust U.S. participation in AsiaPacific fora such as the East Asia Summit; to issuing its Air-Sea Battle Strategy to address anti-access and area denial challenges in the region. All of these initiatives are important, but what has garnered perhaps the most attention have been the concrete military steps that are underway in the region. While speeches, promises, pronouncements and the like are important, for many, seeing tangible evidence of something as important to a sea change in United States policy is vastly more important to most observers. Here, there is a great deal happening that provides evidence the United States does, indeed, intend to make this rebalance “real.” So, what has the United States done to rebalance to the Asia-Pacific? As the U.S. Chief of Naval Operations has noted, “The Navy will build on its longstanding Asia-Pacific focus in four ways:” • • • •

Deploying more forces to the Asia-Pacific Basing more ships and aircraft in the region Fielding new capabilities focused on Asia-Pacific challenges Developing partnerships and intellectual capital across the region

Clearly, the United States government, the U.S. military, and the U.S. Navy in particular have begun a “real” rebalance to the Asia Pacific region, much of it manifested in terms of military capabilities dedicated to the region. But this represents only an initial step. Of greater interest is whether this shift will continue in a self-sustaining manner, or whether the current momentum will be lost. What will the future portend? If any of the above leaves the our naval rotary wing community wanting in an effort to solve the “Is it live, or is it Memorex?” puzzle regarding the United States rebalance to the Asia-Pacific, we believe we can - at least partially - lift the “fog of war” on this issue. The forces working on a commercial airplane - thrust, lift, drag and weight - can provide a convenient metaphor in examining the United States Pivot to the Pacific. If any of you all forget what these forces are, you can dust off your old aero text from primary flight training.

Thrust: Underlying the Rebalance to the Asia-Pacific is the simple fact the center of gravity for U.S. foreign policy, national security, and economic interests is shifting towards Asia, and U.S. strategy and priorities need to be adjusted accordingly. Thus, this “thrust” represents forces external to the United States DoD that are driving the mandate for the United States to “Pivot to the Pacific.” These forces are wellknown. Over 50% of the world’s population (3.4 billion people) lives in the Asia-Pacific. The region includes the most populous nation (China), the largest democracy (India) and the largest Muslim-majority nation (Indonesia). The region is home to seven of the ten largest standing militaries (China, the United States, Russia, India, North Korea, South Korea, and Vietnam). Readers of Rotor Review don’t need a tutorial regarding the economic dynamism of the Asia-Pacific region. The “Asia-Pacific 10Century” is all about economics. The region is home to the three largest economies (China, Japan and the United States), the economically

dynamic ASEAN nations, and growing economic power-houses such as Australia and Canada. Over $5 trillion in trade passes through the South China Sea every year while a quarter of the world’s oil passes through the Strait of Malacca each year. The region is marked by stunning economic growth, breathtaking innovation, and economic dynamism unknown anywhere else in the world. From the United States perspective, the economic realities could not be clearer. Since 2000, Asia has become the United States’ largest source of imports and second-largest export market after the North America region. As the world’s fastest growing economic zone, Asia is expected to become even more vital for the U.S. economy in the future. Greater trade flows through the Asia-Pacific have also reinforced greater U.S. security interests in the region.

Lift: While the economic factors causing the United States to Rebalance towards the Asia-Pacific are important in their own right, what is driving or “lifting” the United States to accelerate this Pivot to the Pacific are the growing security concerns in the region. Without putting too fine a point on it, China’s increasing military power, coupled with its growing willingness to use that power in disputes with its neighbors, is causing the United States to take a more visible and proactive military stance in the region. The Chinese actions over the past several years that either explicitly or implicitly threaten her neighbors are well known to those in the region. And what is significant is the fact these assertive moves have occurred only recently. Ten years ago, no oracle could have predicted the aggressive Chinese territorial claims over the Diaoyu/Senkaku Islands in the East China Sea and the totality of its claims over the area the size of India, the South China Sea. And the Chinese ADIZ in the East China Sea - I’m sorry - but are you kidding me? Chinese fishing boats, maritime surveillance vessels, naval vessels and military surveillance aircraft have backed up those bold assertions with forceful maritime and aerial encroachment in areas that have traditionally been judged non-contested. And perhaps most troubling, China has made it increasingly clear that it does not intend to compromise with its neighbors in order to settle these disputes. If anything, the Chinese position continues to harden over time. Undergirding China’s moves in the

region has been the dramatic increase in its military spending. China alone accounts for 30 percent of Asian defense spending and China’s official military expenditure in 2011 was more than two-and-a-half times the 2001 level, growing by an average of approximately 11 percent per year in real terms over the period, even faster than the economy as a whole. Most observers predict China’s defense budget will double over the next five years, reaching over $238B in 2015, and outstripping the combined spending of all other nations in the Asia-Pacific region. Simply put, as China continues to grow economically and use these funds to bolster more aggressive military moves in the region, we can expect this to “lift” the United States into committing more military forces to the region. But this does not happen in a vacuum. While the United States may have the intent to continue - or even accelerate this rebalance, other factors are at work that could well slow it down.

Drag: Like the force acting on an airplane, drag represents those national and international factors external to the United States DoD that are competing with the Pivot to the Pacific and which may hinder or slow the Pivot. Chief among these is the fact that the United States is a global power and simply can’t walk away from its commitments in other regions, from Europe, to Africa, to South and Central America, to the Middle East and South Asia. All these regions are important to the United States and the U.S. commitment must include military assets. For example, the United States is committed to NATO and especially to the defense of Europe from the threat of ballistic missile attack - witness the substantial commitment of U.S. military assets to the European Phased Adaptive Approach for missile defense, including the permanent stationing of four modern U.S. Navy destroyers in Rota Spain. Latin America too commands a substantial U.S. military presence, especially in the areas of the trafficking of illegal drugs or people. And more recently, crises in North Africa have commanded added U.S. military presence. However, it is the Middle East and South Asia where the United States is having a particularly difficult time extricating itself from its responsibilities - including substantial military presence. High-ranking U.S. military officials have cautioned against pulling all U.S. troops out of Afghanistan any time soon. Piracy in 11 the Gulf of Oman - as

well as in the Horn of Africa - still demands a U.S. naval presence. And more recently, the crises in Syria has caused the U.S. Navy to surge substantial numbers of ships to the Eastern Mediterranean. The sum total of these worldwide commitments are - and will likely continue to - impose a significant “drag” on the United States DoD’s Rebalance to Asia.

Weight: But beyond the international considerations causing “drag” on the U.S. Pivot to the Pacific, there is a substantial “weight” that is impeding this rebalance. In the wake of the most severe economic downturn in the United States in over three-quarters of a century, the U.S. DoD budget is being cut - and cut dramatically. And most predict this budgetary strain will have repercussions for decades to come. The numbers speak for themselves. Total U.S. defense spending, including both base funding and war costs, will drop by about 22% from its peak in 2010 to its new steady-state in 2017. The 2011 U.S. Budget Control Act mandated a reduction in the Defense Department future expenditures by approximately $487 billion over the next decade or $259 billion over the next five years. As one Pentagon spokesman put it, “The budget constraints of sequestration may require a change in the pace and scope of some of the Department of Defense’s activities in the Asia Pacific.” Most observers agree this greatly understates the impact of current and future DoD budget cuts. As Peter Drucker once said, “trying to predict the future is like trying to drive down a country road at night with no lights while looking out the back window.” There are manifest perils in attempting to predict the future - especially when the issue is one as complex as the United States Rebalance to the Asia-Pacific region. However, using our aircraft metaphor, we can use the forces represented by thrust, lift, drag and weight as a prism to examine whether this Pivot to the Pacific has traction and will continue. And this is more than an academic exercise. All of us in the naval rotary wing community have a vital interest in knowing how “real” the U.S. Pivot to the Pacific is. While the jury is still out on these questions - the prism is available now. We all need to watch the thrust, lift, drag and weight vectors so we can draw our own informed conclusions.

navalhelicopterassn.org

New Method of Testing Parachutes Developed at China Lake Press Release by Naval Air Systems Command

ngineers and technicians from NAWCWD China Lake and the Jet Propulsion Laboratory (JPL) in Pasadena, Calif. recently conducted the first demonstration of a new method of performing load tests on large parachutes. Historically, parachutes have been load-tested by various methods including release from an aircraft, deploying in a wind tunnel, dragging through water, and shooting out of an air cannon.Â Each type of testing has its own advantages and drawbacks. JPL conducted a review of all of the available test methods and, due to the loading mechanics peculiar to parachutes deploying in a very thin atmosphere, decided that none were appropriate for testing the next generation of Mars lander parachutes. Having had recent experience with NAWCWDâ&#x20AC;&#x2122;s Supersonic Naval Ordnance Research Track (SNORT) for the supersonic inflatable aerodynamic decelerator (SIAD) test series, they decided on a new approach to parachute testing. A helicopter would lift the parachute into the sky with a rope trailing down to a pulley on the ground. The rope would go through the pulley and attach to a rocket sled. The parachute would be released and inflate as it dropped to the ground. Once the parachute was fully inflated, the rockets would be fired and the sled would tow the parachute down towards the ground. This would impart the desired loads to the parachute in the fully-open shape it would take above Mars, verifying its design. During the course of two years, China Lake and JPL engineers refined the Parachute Design Verification (PDV) test series. As this was a novel test approach, a myriad of test configuration determinations needed to be made, both from the airdrop perspective as well as the parachute loading perspective. Personnel in the NAWCWD Escape, Parachute and Crashworthy Division spent the first year focusing on the development of the specialized airdrop equipment necessary for this test, including the release platform, load platform, a launch support structure, and a method to attach and release the packed parachute from a helicopter. They then performed an airdrop test to verify the function of the newly-developed equipment, as well as determine the motion characteristics of a 4,000-foot rope suspended by a helicopter. After this very successful test, which indicated that this test method just may work, significant development and fabrication began on the parachute loading apparatus. JPL determined that the structure that supports the pulley would have to withstand 200,000 pounds of force. To support the pulley, a large tripod was designed with 12 inch-by-12 inch square beams spanning 40 feet. A large funnel to guide the rope to the pulley would be placed on top of the tripod bringing the total height to 19 feet. The tripod assembly was coordinated by Jack Ingle from the Escape, Parachute and Crashworthy Division with support from the NAWCWD Weapons Prototype Division and Weapons Survivability Lab machine shops and personnel. A concrete foundation was needed to support and anchor the tripod. The final design ended up being composed of two large blocks, one on either side of the track. The west footing block was 15 feet wide, 15 feet long, and 18 feet deep. The east footing was 15 feet wide, 42 feet long, and 18 feet deep. The combined weight of the footings was about 2 million pounds. The tripod was attached to these footings with 52 bolts two inches in diameter. Another design effort involved making sure there would be little to no slack in the tow rope as the parachute fell and inflated. Slack in the rope could cause snags at the pulley or catastrophic snatch loading on the parachute when the rocket motors fired. A hydraulic winch was designed and built to take up that slack. The winch was capable of pulling with 350 pounds of force at up to 100 mph. Powering the hydraulic pump was a 500 kilowatt generator. Once the rocket sled began moving, an explosive cutter was fired to sever the winch line allowing the sled to pull the parachute toward the ground. The rocket sled was designed to allow the rocket motors to be tilted up or down to fine-tune the amount of pull force on the parachute. Concrete ballast blocks were placed in the sled to bring the total weight up to 136,000 pounds. This weight was needed to keep the acceleration and deceleration of the sled low while keeping a constant tension on the tow rope. Behind the rocket motors and ballast portion of the sled was a 120 foot long tow bar sled. This was necessary to keep the hot rocket motor plume from melting the tow rope. This record breaking sled train was fabricated by the Weapons Prototype Division machine shop and personnel. Most important of all was the safety of the helicopter crew. More than a dozen layers of safety were designed into the firing system so that there was no possibility of inadvertently pulling down on the helicopter. Thirteen inhibits, three man-in-the-loop safety switches, 11 live camera feeds, a brand new firing sequencer, and a hand-off from helicopter to winch to rocket sled help ensure aircrew safety. (Phot o abov e) P a r a c h u te te s tin g b e in g conducted at N A S C hina Lake. P h o t o c o u r t e s y o f N A S Ch i n a L a ke .

Rotor Review # 123 Winter â&#x20AC;&#x2DC;14

Industry and Technology: A Method of Testing Parachutes ... at China Lake As the various pieces came together, a series of checkout tests were conducted. A winch test was run to ensure it could reel in the rope fast enough to prevent slack build-up. Next, samples of the tow rope were dragged along the track trough to determine the abrasion strength loss from scraping on the concrete foundation of the track. Various techniques to keep the rope from being damaged were tested. Following these tests, a crane was brought out to simulate the helicopter. Several tests were conducted to see if the pulley/funnel system would work properly at various rope angles. Finally, leading up to the parachute test, several practice runs both with and without the helicopter were conducted to validate the test procedures. On the morning of the test, LT James Hong and LT Christopher Webster, of Air Test and Evaluation Squadron 31, flew a China Lake MH-60 search and rescue helicopter from Armitage Airfield

and landed at SNORT. Groundcrewman AWS2 Erik Potter ensured the helicopter was promptly connected to the parachute release platform and lifted off again. Upon reaching 4,110 feet, AWS2 Justin Stonebraker released the 110 foot diameter parachute from inside the helicopter. The helicopter exited the SNORT area as the parachute fell and inflated. Three observers in the SNORT Fire Control room each determined that the helicopter was at a safe distance, the parachute had inflated, and the winch was operating properly, and pushed their individual “Go” buttons. This allowed the sled to fire its rocket motors once the tow rope had reached the track and automatically latched to the sled. The motors fired, applying a force of more than 90,000 pounds to the parachute and towing it down about 1,100 feet at a top speed of 60 mph. The parachute slowed and stopped

the sled after the motors had burned out. The parachute continued to descend to the ground and was recovered after personnel were cleared into the test area. Following the test, the parachute team inspected the parachute and provided design improvement recommendations to JPL engineers. An improved design will be tested later in the year. This parachute may eventually be used to land larger rovers on the surface of Mars with better accuracy and at higher altitudes than ever before.

PRESS BUT TON

Read More on ASD News

To prepare the second MQ-8C Fire Scout for flight operations, a series of ground and flight tests will occur to validate payload integration and that communications between the ground control system and the aircraft are working properly. Including the two test aircraft, 14 new Fire Scouts are currently under contract to be built. The Navy’s current plan is to purchase 30 MQ-8C Fire Scouts.

(Phot o abov e) M Q - 8 C F ir e Sc o u t. Phot o c our t e s y o f N o r t h r o p G r u m m a n .

navalhelicopterassn.org

Sikorsky Delivers 2nd of 2 VIP S-92 Helicopters for Service to Turkish Prime Ministry Press Release by ASDNews.com

ikorsky Aircraft Corp. announced December 17, 2013 that it delivered the second of two VIP S-92® helicopters to the Turkish National Police (TNP) for service to the Turkish Prime Ministry, as part of a contract signed in 2011. Sikorsky, a subsidiary of United Technologies Corp. (NYSE: UTX ), delivered the first aircraft in May 2013. The new helicopters provide Head of State transportation along with another S-92 helicopter operated by the TNP since 2005. “Turkey has long been a strategically important and valued customer for Sikorsky. Delivery of these two aircraft marks another step

in our continuing relationship,” said Carey Bond, President, Sikorsky Global Helicopters. “We greatly appreciate the trust and confidence the Turkish Government has shown for decades in our products and our company.” In addition to Turkey, S-92 helicopters currently transport the leaders of nine other nations. This summer, Sikorsky formally offered the S-92 platform to the U.S. Government, which is seeking to replace the “Marine One” helicopter fleet that transports the President of the United States. The S-92 aircraft is the first and only helicopter in its class certified to the latest U.S. Federal

Rotor Review # 123 Winter ‘14

Aviation Administration and European airworthiness safety standards. In addition to the Head of State mission, S-92 helicopters perform search and rescue (SAR) missions as well as a variety of transportation missions for offshore oil and gas crews, utility and airline passengers. Since entering service in September 2004, the S-92 fleet has grown to 200 aircraft. The global fleet has logged more than 600,000 flight hours to date. The two S-92 helicopters join a robust fleet of more than 130 Sikorsky helicopters currently operating in Turkey, including seven S-76® commercial helicopters.

NHA Survey: A Call for Change

his past summer, voices of friends and co-workers across the sea wall were ringing in my ears. I don’t know why, but their opinions kept eating away at me. I felt like there were so many complaints about “this” or “that” in NHA, but no one was doing anything about it. Many of the solutions are obvious to those voicing the opinions, but it takes people getting involved to make “change” happen. How could I bring these opinionated voices and the associated ideas to the people in a position to do something about it? I decided a survey would be a good start. The primary objective of this poll was to learn what changes in NHA would create relevance to its members and make them want to be involved. NHA needs to provide real “value” to members in order to maintain its current members and gain more in the future. I wanted the survey format to have a balance of question styles and not be too rigid. I wrote some questions with given answer choices but also “other” fill-in-the-blank options. I developed several optional open-ended questions to make sure everyone had the opportunity to formulate and share their opinions over the course of the survey, as well. Little did I know that the format would lead to weeks worth of reading and mental processing. I guess you get what you ask for when you remind people that their opinions matter! With the help of NHA national office, I was able to send the survey out to various parts of the naval rotary-wing community. It went to ready rooms and aircrew shops, was forwarded to flight school, sent out to fleet NHA representatives to share with their commands, and posted on NHA’s Facebook page (http://goo.gl/SZeUOI). Even the retired community got an opportunity to participate in the survey via the NHA / NHAHS distribution lists. To my relief, responses trickled in throughout September, and, after reaching 500 responses early in October, I was able to gather data about how our members really feel about the organization and what they would like to see in the future. The following are results from this survey.

Demographics

Age?

Of the 500 surveyed, 30% are currently Retired/Civilian (former active), 12% Enlisted, and 58% Officers. 53% of the sample group spans the 20 years from 18 to 38 years old. Current members compose 80% of the polled. Of the 20% of non-members who were polled, two fifths have never been a member of NHA. It should be noted that there might be some limitations to the results due to inaccuracies. For example, I found a handful of instances in which someone selected an active duty rank, such as “WO-1 to O-3,” yet they were “61+ years old.” In such an instance, the correct selection was most likely “Retired/Civilian.” I made corrections where it was obvious, but certainly a few may have been missed. Also, the survey site allowed you to select more or less than the suggested number of options (example: Select three). Another issue was distribution; attention given to the survey seemed sporadic by squadron COs/XOs and squadron representatives. The Enlisted aircrew participation suggests that few were likely reached. Despite these issues, the survey still yields notable and pointed statements about how we can make NHA better.

18-23 Yrs (2%) 61+ Yrs (25%) 49-60 Yrs (7%)

39-48 Yrs (15%)

24-30 Yrs (28%) 31-38 Yrs (23%)

Membership by Rank

Current rank?

E-5 to E-6 7%

E-1 to E-4

E-1 to E-4 2%

E-5 to E-6

E-7 to E-9 3%

WO-1 to O-3 33%

Features

Article by LT Allison Fletcher, USN

E-7 to E-9

Retired/ Civilian 30%

WO-1 to O-3

Member Non-member

O-4 to O-5 21%

O-6+ 4%

O-4 to O-5 O-6 and above

Retired/Civilian 0%

20%

40%

60%

80%

100%

navalhelicopterassn.org

Survey Results The following charts and responses are a summary of the data collected. Regarding the open-ended questions, I included only the most sound, unique, and/or noteworthy responses. A more inclusive summary of the responses can be attained from the NHA staff. Within the results listed below, all italicized text indicates the direct responses from some of the 500 survey-takers.

Top Three Member Benefits

QUESTION: Please select the top three benefits of your NHA membership. 0 Rotor Review Camaraderie Professional networking Annual Symposium Professional dialogue Social events for all members Fleet Fly-In Social events for Officer members Industry connections Charity (such as Wings to new Aviators) None Social events for Enlisted members Other

100 150 200

250

300 52%

21% 18% 18% 17% 10% 9% 6% 5% 4%

45% 40% 38% “Other” top benefits mentioned (write-ins): keeping up with advancements in helicopter aviation, history, information source for retirees, living vicariously through Rotor Review, social events for retirees, squadron post cruise reports, staying connected, Aircrew competition.

Seeing what current benefits are most valued, we should be especially encouraged to continue supporting Rotor Review, events that provide camaraderie and networking opportunities, and the Annual Symposium.

Events You Would Attend

QUESTION: Please select the events you would be most interested in and would attend. 0

100

200

Happy Hour networking event (off base)

45%

Flight Suit Formal

37%

Guest Speaker event

35%

Golf Tournament “Other” events you would attend (write-ins): social outreach (like Habitat for Humanity), concurrent event with Tailhook organization, SAR competition, 5K/10K, reunions, any events that advance/enhance rotary wing voice, briefings for retirees such as current organizational chain, tour of squadrons with UAVs, new technology show, job fairs, skeet tournament.

28%

Happy Hour networking event (on base)

24%

Ship or squadron tours/visits

23%

Rotor Review # 123 Winter ‘14

NHA Formal Ball

18%

Sports Day - Command teams (weekday) Member Banquet

18% 17%

Family BBQ

300

15%

None

Other

Feature: NHA Survey_A Call for Change QUESTION: Do you have any other event or activity ideas that would make NHA more relevant to you? ● Innovate. ● I would LOVE to see more (any) regional NHA activities. Smaller and more frequent events. ● Please bring back the Flight Suit Formal. ● Mishap reviews. Tactical rodeo. 30 min talk followed by a happy hour. Padres/Charger game nights. NHA Crossfit Competition. Aircrew Olympics. Darts or pool competition. More shooting sports competitions. Luncheons with guest speakers. Outreach to museums. The old Banquet. Paintball Tourney. Flag Football. Football game tailgates. More SAR competitions. Free beer. Charitable events. No host events like MMA fight watch. JO only social. Fleet Week statics. Off-site symposium. Fall Formal. Spring Flight Formal. Team building. Annual predictable off-base events. Weekend cruises. Weekend destination events. Local chapters. More history. Industry or military mentorship. Professional networking. Breakfasts or Luncheons with a community/industry guest speaker. Host tours for Boy Scouts and Girl Scouts. Fundraising events to help Wounded Warrior, Veterans’ homes and homeless Vets. ● Don’t use the same OLD cookie cutter approach to the Symposium each year. ● Visibility on what good NHA does. ● Extend more involvement to the USMC and USCG. ● Forums designed for and led by Junior Officers (USN career progression / mgmt, civilian career opportunities, etc), others for/by mid-grade officers, and some for/by Senior Officers. ● Connector service that would help members (those who are retired or have been out of the military for many years) to connect with former squadron members. ● Professional Helicopter Industry luncheon where current hiring standards are explained: current pay scales, working hours, who is hiring, who isn’t, expected job growth, etc. ● A guest-speaker type event held in a fleet concentration center where either a decorated active duty (helicopter) or retired war hero told his/her story and lessons learned from his/her career would be well attended, esp. if it included a happy/ social hour. ● Professional development workshops for enlisted, formal support for aircrew community issues from senior officer members, events that promote and help advancement of Naval Aircrewmen. ● Squadron Open House: our HS-4 Reunion several years ago

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What three types of content would you most like to see in Rotor QUESTION: What types of professional articles and Review? subjects would you most like to see in Rotor Review?

was hosted by one of the North Island squadrons. They did a great job just showing us around and giving us briefs (in the shops) about what was currently going on in their world. Give the junior officers a venue to interact and ask questions with the community leaders. Group discussions on innovation and best practices in maintenance, ops, and training. Rotary wing aviation skill-based competition (examples: multiple choice basic rotary wing aviation exam, precision VERTREP, no GPS route navigation, scored aerial gunnery, ordnance upload/download for time, safety & accuracy, etc). Focus on warfighting -- ASW, ASUW, MIW, SOF, PR. The Navy rotary wing aviation community needs to follow the lead of the strike fighter community and develop more of a warrior ethos. Everything about NHA is centered on the males (golf tournaments, sporting events, skeet shooting). The ladies in my squadron don’t play golf. Cater some events towards women, so we can enjoy participating too. More effort for broad Aircrew representation on issues. AWs in CVTSC, UAV, UAS and the major issues in the AW rate that continue to just be pushed off. I think the voices from CNAF, USFF, CNATRA, CNET/CNATT, each TYCOM and so on should be heard. Events that are more open and available to the Enlisted service members. More frequent interaction between Former Active/Retired members and Active Duty aviators. Tours of current squadrons and missions. Sharing old Navy values with new ones. Events and activities that bring reservists. Periodic forums that provide both professional presentations relevant to current operations and equipment with structured opportunity for cross talk about current issues, experiences and ideas. Cross community forums could yield ideas for better tactics, different equipment, or common concerns. Anything to really bridge the gaps between communities and to accelerate product delivery to the Fleet. Create a way for members to truly interact with technology developers. Access to industry professionals to help us see some of the problems with our gear (i.e. SATCOM and ASE gear), or articles on squadrons that have found fixes and workarounds.

“Other” types of content you would like in Rotor Review (write-ins): more from East Coast, 0 50 100 150 200 250 300 police rescue methods, Navy tours/civilian career opportunities, problems that need to be solved, 56% retiree event advertising, general flying dialogue "There I Was..." / Sea Stories 53% Squadron news and updates like training column in Vertical, Program 51% Historical Office info, coming upgrades, retired civilian 50% Technology rotary pilot stories, winging classes, Last Call 40% Leadership Updates obituaries (these are distributed via other means), 36% Mission 28% Opinion / Editorial international community updates, more unfiltered 24% Photo contest updates, rate management issues “from street to 12% Aeromedical physiology fleet,” community focus/way ahead, technical, 2% None achievements of helicopter community. 5% Other

navalhelicopterassn.org

Should there be more

Should there be more Retiree/civilian member Should there be more Aircrewmen involvement? involvement? Junior Officer QUESTION: Doinvolvement? you believe there should be more NHA leadership and decision-making involvement from: OTHER 6% I DON'T CARE 22% NO 10%

YES 60%

OTHER 5% I DON'T CARE 20%

OTHER 7%

YES 60%

NO 15%

Junior Officers?

YES 36%

I DON'T CARE 25% NO 32%

Aircrewmen?

Retirees and Civilans?

QUESTION: Specifically, how would you get Junior Officers and Aircrew more involved in NHA? ● Less “top down” and more “bottom up” leadership structure. ● A charismatic JO as president, remove the rigid rank structure. ● Have squadron JO and aircrew reps to organize small events like Happy Hours. Provide a method for these members to vote on priorities, leadership, activities, or interest. Currently, the same individuals who preside over mid-grade/JO/ enlisted members military life also control their professional organization, making the organization monolithic and stale, as well as contributing to the confusion surrounding NHA’s role in the wing /squadron. ● Deeper and more creative membership discounts, a solid and consistent sales pitch at every winging (when wings are donated), “two years for cost of one” sign up deals, more individualized memberships, etc. ● Email all contacts, email invitation to join, better event advertising, ● Explain the importance of NHA, and that you increasingly appreciate the personal connections it provides as your career/life progresses. ● Offer professional transitions back to civilian life. ● Rotor Review, get rid of the long introductions from the editor. Add more companies who are seeking qualified pilots and crewmen for employment. ● Younger crowd would be more interested if Rotor Review became a place for people to honestly share opinions and ideas without fear of retribution. Make them feel like their ideas and opinions matter. ● Generally more of a “no-cost TAD, get yourself there” support stance from squadrons would help event attendance. ● Choosing venues closer to where JOPA lives and plays will help attendance. ● Invite actual war fighters as speakers. ● Panels: how to be a better JO; stay Navy panel (realistic and varied career path options); transition panel. Think about NHA this way: the American Medical Association has all kinds of panels and workshops teaching doctors about how to run a business, how to bill Medicare, and other critical information to being a successful doctor in private practice that is not taught in Med School. Think about the things that make a JO a better pilot and better naval officer that aren’t taught in flight school and that the squadron leadership (CO/XO, DHs) may or may not have the ability, time or interest to offer. ● Sponsor discussions on the possibilities of technology rather than being a spokesperson for the current systems (not so

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much focus on just advertising current systems). Explore the boundaries of what is available in the helicopter and aviation arena. To be an advocate for the helicopter community, you need to develop an educated support base. Less formal events, more networking and social events not requiring large buy-in. From the Enlisted Aircrew perspective, provide events that appeal to them: ocean swim, Tough Madder type competitions, and gun shooting events. Better outreach, lots of junior aircrew don’t know what NHA is about or ever hear about events. Get the Chiefs on board and sponsor some professional aircrew development events under the NHA name. There should be more leadership from the senior ranks to get them involved. The drive should come from the senior enlisted to get the junior guys involved. Provide tools they can use for career development and career planning. The website: fewer words on the home page, more interactive images. Video clips: who we are would be highlighted for our own interest and the interest of others. Host events that are focused on the vast majority of former pilots and aircrewmen that did not make the military a career. Upper Echelon Leadership: allow time for Symposium attendance. Don’t run a full flight schedule. There is a challenge already with including aircrew in NHA, especially at Symposium time. The community has always battled the AW/ maintainer split to try to ensure unit cohesion. The region presidents need to do a better job of working with fleet CO’s across the respective wings to maximize participation. Volun-telling JO types to do all the planning of events and article submissions makes it seem like mandatory fun. Let us JO types reap the benefits more than the costs of NHA so that we see NHA as a program that we want to be in, not something to avoid due to line of sight tasking that comes with it. Quit being so PC and anti-party. Add a V/P of social media…relevant stuff on the pages daily. Make an App for the I-Phone / Android. Do not charge so much for NHA events. Having Flag Panels of relevant, helicopter aviators that are not afraid to answer a junior’s question honestly will encourage them to see the benefit of participating. A mentor program that helps those who want to stay involved in rotary aviation, networking with others who have continued with helicopters after retiring from the Navy.

Feature: NHA Survey_A Call for Change QUESTION: Serving as your professional organization, what else would you like NHA membership to include? ● A part of the magazine where civilian helicopter job opportunities are listed with details for pilots and aircrew who can gain a realistic perception of what they can expect after their military career if they pursue rotary aviation. ● Loosen the purse strings and spend the cash on the members. ● I think reaching out to the retired community to share lessons learned and also serve as an advocate/champion for where the USN/USMC/USCG is headed in the future. ● We need to pull in the retirees to get that volunteer support. ● Advocate for aviation safety programs: CEP for all aircrew, lumbar support/crash worthiness of seats, backup attitude indicators. ● Access to Midway, similar opportunities/venues at other U.S. locations. ● NHA Sponsored job fairs. ● Expanded use of social networking shaped specifically for NHA members with access to all members of helicopter aviation. ● A no cost or minimum cost Members Reunion at Symposium. ● Similar financial support for social events in other regions that don’t have the Symposium. ● Stronger voice in the enlisted decision making process to change the way NHA does business in regards to Enlisted Aircrew. ● Need a stronger, more predictable organization and events aside from Symposium. ● Membership price is good--not sure why fellow JOs are so cheap. ● Detailer brief was most valuable brief to the JOs of last year’s event thanks to LCDR (Sel) Jamie Powers. ● Open financial accountability. The best way to accomplish that, and demonstrate that NHA does, indeed, responsibly represent the general membership, is by publishing its accounting data (dues, where funding is directed during events). While showing every detail is more than required, publishing (actively publishing) what percentage of money for an event is being dedicated to general membership, what percent is being dedicated to limited membership (i.e. Leadership Lunches/Brunches or Special Guest Receptions), and what percent is being used for administration. ● Speak for our interests.

● Make Rotor Review downloadable to a tablet for reading later. ● More social events and guest speakers. ● Stay focused on what you do: naval aviation, specifically rotary wing...annual symposium, magazine, regional events. ● A patch, door prizes, a keepsake or special token (such as gold wing plaque, commemoration pen), free ball cap with renewed multiyear membership, a hat or t-shirt with the two-year membership, a car window sticker or a license plate holder, a re-designed sticker, sign-up benefits (1-yr sticker, 3-yr patch, 5-yr NHA coin), ● Stop sending me stickers. ● Do not be as restrictive with sponsors. Be flexible and less cash flow restrictive. ● Info or way to network for helo-flying jobs post active duty. ● Lobbying for more senior officer career opportunities vs. fixed wing. ● More opportunities to visit unique military facilities. ● USNA has a lifetime membership fee to join the alumni association on I-day… create something similar and hit newly winged unrestricted aviators pocket book up right as the get their wings...you could in theory do the same for aircrew graduating from FRS. ● Regions need to have quarterly no- or low-cost events attended by and maybe sponsored by our vendors. ● A Vote. ● More events, more involvement opportunities, more networking. ● Civilian transition assistance/guidance. ● Ways to remain engaged when not assigned to a Fleet Concentration Area or flying billet. ● Publish a list of all Navy, USCG, and Marine helicopter pilots/crew. ● Better NHA merchandise -- what we have seems terribly outdated, expensive, and not easily accessible. ● Newsletter other than Rotor Review. Monthly email with events and what’s new. ● A social media forum or website for connecting with or reading about former squadron members and also getting timely news about matters of interest to NHA members. ● Rotor Review should include an update every issue from the resource folks and perhaps from the Weapons and Tactics schools.

Symposium Events You Find Valuable

QUESTION: What events do you find valuable at the Annual Symposium? 0

100

150

200

250 47%

Members Reunion

46%

Flag Panel

44%

Detailer Briefs

43%

Captains of Industry Panel

42%

Community Briefs 29%

Golf Tournament

27%

Aircrew Competition 21%

5K Run

21%

Award Luncheon

19%

Safety Center Brief

17%

Senior Enlisted Panel Other Never attended

“Other” events you value at Symposium (writeins): Exhibits, Trustee Breakfast, overall Navy updates around the world, more CPO involvement, history, social event for all attendees, Spouses’ Luncheon, family kid-friendly event.

4% 24%

navalhelicopterassn.org

QUESTION: What changes would you make to improve the Annual Symposium? ● A “neutral” location would make it easier to dedicate time to attending. If we all had to travel to attend, no one would be tempted to return to work. Choosing a desirable destination and a summer event would encourage members to bring their families and make it a vacation. ● Keep in Fleet Concentration Area. ● Continue to vary the location and open the membership to the USMC. (NHA NOTE: We are always open to USN, USMC, and USCG.) ● Offer some sort of joint membership deal to members of Marine Aviation Association. ● A team sprint distance triathlon: a 5K run, a 750-meter swim, and 20K (12.5 mi) bike. ● Events requiring random crews from all participating members. This will make you network and learn to work with others that you don’t know. Actually involve something that has real life flying, like doing SAR jumps and swimming to shore to complete another task. ● Improve communications. Advertise via email to members and local retired community, CAGs/DCAGs, operational commanders. ● Stand down a majority of squadron operations so all pilots and aircrewmen can attend as much of Symposium as possible. ● Rank group discussions regarding their communities/ training/morale/etc, HX-21/VX-1 briefs on upcoming DT/OT testing, a brief from 160th or AFSOC (bringing service cross-talk), more enlisted aircrew-related briefs, more after-hour social events, retiree events, tech and industry presentations, more speakers, pistol competition, family-oriented event like BBQ picnic with bounce house, athletic competitions of squadrons/units including USMC/ USCG teams (e.g. softball), formal dinner/banquet, postdeployment briefs (great knowledge source), squadron Open House (sim and aircraft displays), a panel on the realistic and current availability of jobs in the civilian community and reality of rotary aviation in the commercial community, more professional discussion (controversial topics, lessons learned, advancement of ideas). ● Bring more youth into the planning and execution. ● Beer on the floor during briefs. ● Add other veterans groups (VFW, American Legion, etc.) and the VA. They can promote their objectives and spur recruitment. The VA can discuss Medical and Dental benefits, Post 9-11 GI Bill/Yellow Ribbon program, etc. ● T-shirt design contest. ● Improve open accountability. ● Each event should be given a budget at the beginning. This gives the host flexibility to run his event as he sees fit. ● The sports events are too expensive. Eliminate the swag and use membership dues, etc., to get the cost of these events as low as possible. ● Advertise on a Facebook page and use it to post the upcoming schedule and/or highlight the keynote brief of the day. (NHA NOTE: We do this…so “like” “NHA” and “NHA Symposium” pages on Facebook!) ● Include video recordings of the major speeches (Flag Panel Brief, Captains of Industry, Detailer Brief) on the website

Rotor Review # 123 Winter ‘14

100

150

200 39%

Golf tournament

35%

5K Run Tough Mudder / Warrior Dash type (2 per team) Pistol and rifle range competition

32% 28%

Softball tournament

22%

Paintball

22% 21%

None Traditional Aircrew Competition (4 per team)

17%

Other

QUESTION (above): Would you participate in any of the following Symposium sporting events? “Other” sporting events you would participate in are (writeins): swim race, trap/skeet tournament, horseshoe match, pickleball, cycling (mountain or road), flag football, fishing tourney, sprint triathlon, volleyball, “flight-sim” competition, soccer, and ultimate Frisbee.

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so those of us who can’t attend in person can watch them afterwards. Provide at least a 2-3 hour block dedicated to Aircrewmen (i.e. the Senior Aircrew Panel). Fund the Aviation Enlisted detailers, like the Officer Detailers are funded, to attend the Symposium. Add a Senior Enlisted member to the Flag Panel or at least have the Flag Panel talk about something that is pertinent to Enlisted Aircrew and Maintenance issues. Longer time blocks for the Captains of Industry and the detailer briefs. Have a ‘destination’ Symposium once every 4 years or so. Get more distinguished former naval aviators to come and speak. NHA’s focus seems to be solely on the “professional” aspect and not on the community aspect. We need guest speakers and events that focus on our combat achievements and shared history of sacrifice. At the recently concluded Tailhook Reunion, there was much quiet talk among board members about the future of Naval Aviation and the potential need to consolidate eventually into one Naval Aviation professional organization to maintain a Naval Aviation Voice. As a member of industry, this is a real issue in the out years. Vendors with Aircrew wings (not just pilot wings on products). Make the vendor tables very cheap and allow them to sell products at a discount. Build links between the retired community and active communities - perhaps via mentor / sponsorship relationships. Tone should keep focusing on warfighting.

Would you volunteer to help NHA?

YES 60%

If asked, would you volunteer to participate in NHA leadership on committees and/or for events?

Would volunteer

an d -6

Re t

Organizational Recommendations

ire

d/ c

iv ili

NO 27%

QUESTION:

Would not

ab ov e O -4 to O W -5 O -1 to O -3 E7 to E9 E5 to E6 E1 to E4

OTHER 13%

Feature

180 160 140 120 100 80 60 40 20 0

Aside from the three paid NHA National Staff members, NHA is entirely supported by volunteers from the naval helicopter community to include active duty, reserves, and the retired/civilian group. While the NHA National Staff works very hard and has a lot of responsibilities to manage, they cannot do it all, nor should they. This is our organization and we clearly have expectations for it. We need to take responsibility for making it what we want it to be. I challenge each and every one of the 300 of you who unconditionally selected “would volunteer” with NHA to contact national or your regional president and put yourself out there to help. For those who have not taken the survey, NHA is awaiting your help too! Now, before I get into specific recommendations, let’s discuss the basics. NHA’s mission is described as the following: to promote development and use of naval vertical lift aircraft, to provide a forum for members to interact, and provide recognition to those who significantly contribute to those purposes. There are other extended details in the description of this mission and how it is achieved, but ultimately, NHA promotes advancement of the naval (USN, USMC, and USCG) vertical lift communities by supporting its members and providing a forum for progress. NHA can enhance rotary development and professionalism by bringing our communities together to learn from each other. For example, every service has lessons to offer the others. Also, active duty can learn immensely from our reserve, civilian (former active), and retired predecessors. And all certainly appreciate being kept in the loop on today’s fight. Even our members in industry learn from our concerns and strive to make our work easier. While we are focusing on the warfighters and making them better, NHA provides a place for us to come together, build camaraderie, raise morale, and ultimately make the community stronger. As has been pointed out by the current president, we want and need our pilots and aircrew to be members for life. We must make NHA something we all want to be a part of which means meeting many interests. While it might seem like we should just “cut right to it” and focus solely on the warfighter (as a few loud voices argue), the most effective progress can be made with NHA by approaching from two fronts: one to build a strong, trusting, and loyal community (social events, dialogue, networking, sports) and the other to do the hard work of drawing out our lessons, problems, ideas, and solutions (speaker series, forums, mentoring, tactical rodeos, etc.). Without the first, the second would not be well attended, effective, or valuable. Bring one, and the second will come more naturally.

National

1. Vision, Mission, Goals. Review and readdress these with the board. Rewrite them as needed. We can update them to more clearly reflect what we still value while adding to keep up with the organization’s growth and evolution. 2. Increase communication. Release a single monthly email newsletter summarizing upcoming regional events for each region. Also, provide deadlines for scholarship applications, awards, and more. National will receive updates from each region at the same time each month and will release a newsletter the following week via email. A calendar will also be available on the website. 3. Finance. While I am not educated about a non-profit’s financial information sharing requirements, some members have asked for more financial clarity; provide more detail to what is already provided online so that we can all be better educated. While it may not be necessary to share full balance sheets, a better idea of its contents and how money is allocated would go a long way for some of those interested members. This will allow them to make educated funding requests for events or new concepts and give ideas on ways we can innovate as an organization. If we can, we should re-invest in our membership to give back in ways that members value. Small amounts of financial support to the regions could go a long way for NHA. 4. Change the Symposium location. While contracts have already been signed for 2014 and 2015, determine the cost and benefit to breaking it in 2015. Research options and poll for most popular choice. Re-assess options: alignment with Tailhook, coastal alternating, and/or a singular non-base city destination. If it remains in the same city, change the venue. 5. Aircrew. Provide a benefit to aircrewmen similar to giving new aviators their first pair of wings upon graduation from flight school. This change has just recently been implemented, but needs more advertisement. While all USN/USCG/USMC helicopter aviators graduate from the same training, it is not so with aircrew and crew chiefs. Additionally, they no longer receive their wings upon FRS completion. As an alternative, NHA has decided to provide a free year of membership to new FRS aircrew graduates. All FRSs are expected to send a list of

navalhelicopterassn.org

each graduating aircrew class to NHA to activate memberships. 6. Marketing. Create a consistent campaign plan for each region. Campaign for membership twice per year, spring and fall, and ensure each region understands how to activate the campaign. Also, be open to financially sound promotion ideas during membership drives. 7. Regional Guidance. Provide specific guidance to regions defining the basic minimum expectations: marketing (ex: at least 6 wks advanced notice recommended), membership drives (e.g. two per year), events (e.g. quarterly), etc. 8. Online forum. Consider building an online issue page off of the website for concerns and problems our aviators and aircrew are encountering (whether it be gear, tactics, squadron culture, etc). This should be a place where others can respond, industry can ask questions and provide insight, experienced retirees/civilians can make suggestions, and peers can share their ideas and fixes. This is a great opportunity for NHA to advocate for our members by helping to facilitate solutions. 9. NHA “Stuff.” Update merchandise every 5 years. Most of our current gear does not appeal to the younger generation. In addition to the website, sell the gear at the Symposium each year and add a clearance sale for older items left in stock.

Regions

1. Consistent presence. Hold quarterly events giving members a reason and desire to be a member. One event at minimum per quarter should be available for all members to attend. Whether it is a speaker breakfast or Padres game open to all members or a separate Officer or Aircrew social/networking event (such as a game or fight watch), a quarterly event should be available to each member. If you are your region’s social chair or squadron representative, check out the website for the extended list of suggestions from survey takers. 2. Leadership at every level. Each region should have at least one Junior Officer and one Aircrew member Social Chair. The JO and AW Social Chairs will be responsible for rallying the Squadron NHA representatives to organize events. While most squadrons have (hopefully) voluntary NHA reps, these are almost always Junior Officers. Squadrons should also recruit (not brand new to the fleet) aircrew NHA reps. Additionally, there is currently a movement for each region to have a retiree co-president. At present, all region presidents are Active Duty and usually on their command tours making them very busy. A co-president can provide consistency as active duty regional presidents come and go and will help to keep the retired/civilian community actively engaged. Similarly, we need an overall regional aircrew position. This person can provide guidance to the squadron aircrew reps. 3. Inclusion. Strive to have at least one event per year to specifically reach out to our retired/civilian and reserve NHA membership. Squadron tours, panel discussions followed by social hours, and guest speakers are all excellent ways to integrate. Also, we need to reach out to the nearby USMC and USCG rotary (to include tilt-rotor) units on a continuous basis. Dig up the appropriate points-of-contact and add them to the distribution list for your region. Designate a regional USMC and USCG rep to help lead your cause. While it might be a challenge to get them involved if the distance is significant, many might just be looking for an excuse to come to the area, join a new group, or expand their network.

Symposium

1. Innovate. Newness keeps interest high. We can keep some of our content the same, but also need to provide new or varied events, speakers, and even location. The upcoming Symposium, while location has already been contracted, will feature some of the other improvement ideas suggested in this survey. See the website for the full list of recommendations and ideas from the survey-takers for future years. 2. Cost. NHA heard you on this one. This year, early Symposium registration is free. Added events will still have minor costs depending on sponsorship. 3. Live stream. This is a brilliant solution for the members who cannot attend in person, whether due to age, distance, cost, or sequestration. We will be able to view many Symposium events remotely via the website. The goal is to have this available for the upcoming 2014 Symposium. Videos will also be archived for later viewing. 4. Products. We need vendors who provide gear for sale that our members can’t find or get a better deal on elsewhere. Imagine sunglasses, flashlights, boot socks, holsters, cold-weather gear, and more. 5. Inclusion. Retirees/Civilians/Reservists/USCG/USMC… invite them. Place some on our panels and you will get attendance. Regional marketing representative for the Symposium should notify the nearby Marine and Coast Guard commands. Get the word out to retirees/ civilians via NHAHS and via the National NHA newsletter. Perhaps integrate an event to commemorate a particular historical occasion or group. Create a panel of “old guys” with a cool story to share and let the younger community learn from them. Some may even want to volunteer to help like they do at Tailhook. For example, we are always seeking help for manning the check-in/registration tables at the event.

Rotor Review

1. Transition Section. We are currently building this concept and you will see it in the back of this issue. Rotor Review can help NHA members who are considering transitioning to the reserves, retiring, or simply ending active service by providing a network, tools, and expertise of other members. If you can help in this area, please send content our way. 2. Photo contest. Continue to hold the photo/video contest, but let the winners be decided by member votes in an online forum rather than board votes. Feature top photos in the magazine and offer prizes. Turn the top photos into NHA calendars to sell at the end of the year. 3. Digital for e-readers. Provide a digital format that is accessible in apps used on e-reading devices. This is also a project currently proposed.

Conclusion

To all of those who dedicated time to taking the survey, NHA thanks you. And to those reading about it for the first time, please know we are making progress. I hope many of you feel motivated by the ideas uncovered in the results from your peers detailed here. I encourage you to take your own suggestions or those you identify with most and put them to action. The national office and the regional presidents are just an email away and can help you get involved right away. Together, your ideas have built a vision of what kind of organization NHA can be to us, and your involvement will help us reach it.

Rotor Review # 123 Winter ‘14

Features

Ghostriders in the Black Sea Article by LT Geoffrey Clift, USN

RADM Ro b e r t B u r k e a r r iv e s a b o a r d U S S Mount W hitney. P h o t o t a k e n b y LT G e o f f r e y “ Ta r t a r” C l i ft.

ince 2005, HSC-28 has maintained a standing detachment in Naples, Italy. The Ghostriders’ primary role is Sixth Fleet support, which includes deploying aboard the SIXTH Fleet Flag Ship, USS Mount Whitney (LCC 20). Sailing aboard Mount Whitney presents unique challenges, but we get to go to unique places. In November, we deployed to the Black Sea in support of FIFTH and SIXTH Fleets where we visited four ports in 30 days. USS Mount Whitney is one of the oldest ships in the Navy and was not originally designed with a helicopter asset in mind, so she has no hangar. Additionally, she carries a hybrid crew of Military Sealift Command (MSC) and Navy personnel. The crew is small; when a helicopter detachment is on board, we double the size of her wardroom. Her mission includes ambassadorial duties, so every Sailor has a diplomatic role, whether they realize it or not. With no hangar and only one helicopter, maintenance gets a lot of highprofile visibility. We often have no backup plan if the bird goes down. Weather is also a significant challenge as the temperatures in the Black Sea are well below zero in

the winter making icing a hazard. Our of the ship’s job description. Part of the maintenance team constantly monitors Black Sea deployment was used to have aircraft components to detect and prevent the ship test that readiness. In one week, the ship embarked both FIFTH and SIXTH damage due to exposure to the elements. The MSC component presents a Fleet staffs; the ship was packed. We flew separate set of challenges. Most of the MSC Admirals from Fifth Fleet, Sixth Fleet, crew are each assigned three or four jobs that Submarine Group Eight and an Admiral would normally be covered by three or four from the British Navy. The ship was individual Sailors. The crew that conducts crawling with several high ranking foreign launch and recovery operations is the same officers and a seemingly endless supply of crew that mans sea and anchor detail. As a Navy Captains and Commanders. En route to the Black Sea, USS result, financial costs play a much bigger role in the flight schedule. If we fly during meal Mount Whitney was able to rendezvous hours or past 2200, MSC personnel have with USS Nimitz (CVN 68). The CO of to be paid overtime. Flying on Sundays is USS Nimitz previously served as the CO double time. The flight schedule often has to be tailored to allow everyone sufficient rest if the ship has an early event the next day. MIDRATS and box lunches are an exception because galley crews simply aren’t manned to routinely provide those services. Filling her wartime mission requires USS Mount Whitney to turn into a floating hotel and conference center. Ghostrider 30 sits as static display onboard USS Mount Being able to accommodate Whitney (LCC 20) during port visit to Batumi, Georgia. fleet staffs on little notice is part Photo taken by LCDR Scott “Smoke” Moak, USN.

navalhelicopterassn.org

HSC-28 DET ONE pilots after pulling into port: (l-r) LT Daniel “Zu Ko” Aguilera, LTJG Michael “Koopa” Swan, LT Daniel “Therapist” Moyer, LT Gerard “Junior” Dimone, LT Richard “Mush” Mehlamann, LCDR Scott “Smoke” Moak, LT Jaclyn “Mildred” Hoch. Photo taken by LT Geoffrey “Tartar” Cliff, USN.

of USS Mount Whitney …this was a perfect opportunity for a photo op. After a morning fly-by from a section of F/A-18s, the ships joined in formation. HSC-28 and HSC-6 launched with photographers for a PHOTO EX. In another coordinated effort, USS Mount Whitney, USS Gravely (DDG 107) and USS Nimitz all received a distress call from an unknown vessel 140 miles away. The initial report was a sinking vessel with 150 souls onboard. All three ships turned toward the vessel in distress and launched rotary wing assets. It turns out the ship calling in distress was, in fact, just requiring food and water. They only wanted supplies and all their personnel refused to disembark. Ultimately, this turned out to be one of the most expensive water deliveries in U.S. history. Supporting diplomacy was a central part of our effort during this

deployment. Once in the Black Sea, we visited ports in Georgia, Romania, and Bulgaria where the ship held receptions attended by high level dignitaries. The ship hosted mayors, governors, senior military officials, some of whom came from outside the host country or host city. Senior military officers from China and Iraq even came aboard. Each of our pilots was expected to be present, either shaking hands at the reception or manning the static display. At a luncheon pier side, a few of us ended up dancing with Romanian royalty. We got to share our operational knowledge as well. The Georgian Coast Guard visited and asked for courses in leadership. The Romanian Navy wanted to do DLQs aboard the Mount Whitney, so the Ghostriders briefed them on how our air operations worked and helped assist during the evolution. Ghostriders were interviewed by local news multiple

Rotor Review # 123 Winter ‘14

times; one of the news crews even wanted to know why some of the pilots and aircrew grew mustaches. In addition to unique port calls, we were treated to spectacular views through the Messina, Dardanelles and Bosporus straits. Through it all though, we never forgot that we were ultimately a military vessel in foreign waters. Immediately upon entering the Black Sea we could see various foreign ships following us as we transited, no doubt observing our operations and reporting them back to home. The Ghostriders were presented with unique challenges during this underway and excelled in true expeditionary fashion. We built relationships with other countries, made some great memories, and even snapped a few photos. We were able to serve not just as Sailors, but as diplomats – it was an experience none of us will ever forget.

Features

Screamin’ Indians’ 2013 WESTPAC Deployment Article by LTJG Kristin Hope, USN

SC-6 demonstrated hard work and ability to adapt to any situation during the second half of its eight month WESTPAC 2013 deployment aboard USS Nimitz (CVN 68). Flying a total of 719 hours in support of Operation ENDURING FREEDOM and 1,613 hours training pilots and aircrew, HSC-6 never lost sight of the mission. This determination was also evident in the rate of HSC-6 warfare qualifications. By middeployment, HSC-6 achieved a 75% Enlisted Aviation Warfare Specialist (EAWS) qualification rate, becoming the first Carrier Air Wing ELEVEN (CVW-11) command to earn the EAWS Silver Pennant. During July and August, HSC-6 flew a total of four transits through the Strait of Hormuz without incident, allowing Nimitz to take much needed port calls in Dubai and Bahrain. These transits were the first in history where the MH-60S carried the M-197 20mm fixed forward firing weapon system. “Flying the Strait of Hormuz with a massive gun attached to the left side of the aircraft made it feel like a

brand new ball game. The addition of a forward firing weapon brought many more available options and an increase in firepower to defending our transiting strike group should we be called on to execute that mission,” explained LT Gavin “Powder” McCorry. Further demonstrating the multi-mission capability of the MH-60S, HSC-6 conducted Special Operations Forces proficiency training, teaming up with Explosive Ordinance Disposal Mobile Unit ELEVEN (EODMU 11) to conduct Helicopter Rope Suspension Training (HRST) and Helicopter Visit Board Search and Seizure (HVBSS) training. HSC-6 practiced personnel insertion techniques to Nimitz, USS Princeton (CG 59), and HMS Dragon (D35), in addition to open ocean cast and recovery operations. Despite being deployed at sea, HSC-6 was able to conduct requisite overland training through several detachments during the course of their deployment. In an unprecedented two aircraft, 600-mile cross country, HSC-6 flew from the Gulf of Oman to Al Udeid Air Base, Qatar maximizing joint

training opportunities, gaining valuable readiness and increasing pilot and aircrew unprepared landing proficiency. The Screamin’ Indians also conducted overland training in Masirah, Oman and Aqaba, Jordan. Integrating the personnel recovery capabilities of HSC-6 and CVW-11, the squadron maintained a liaison officer at the Joint Personnel Recovery Center while supporting operations in theater. “It was exciting to integrate Navy Combat Search and Rescue knowledge with joint assets from United States Army, Air Force, Marine Corps, and international platforms,” recalled LT Xander “Feather” Campbell. At the end of August, the Nimitz Strike Group began its long journey back to homeport. However, just days before leaving the FIFTH Fleet area of responsibility, the entire strike group turned around. In the weeks that followed, it became clear that Carrier Strike Group ELEVEN’s (CSG-11) deployment would be extended in order to support contingency operations in theater. On September 22nd, LCDR Landon Jones and CWO3 Jonathan Gibson were lost at sea when Indian 617, deployed onboard USS Rainier (T-AOE 7) as part Continued on page 28

I ndian 610 fl y i n g p l a n e g u a rd fo r U S S N i mi tz (C V N 68). P h o t o t a k e n b y M C 2 J a s o n B e h e n k e , USN .

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Rotor Review # 123 Winter â&#x20AC;&#x2DC;14

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Two HSC-6 helicopters insert members of Explosive Ordinance Disposal Mobile Unit 11 (EODMU-11) onto the stern of the USS Nimitz (CVN 68). Photo taken by MCSA Kelly Agee, USN.

espite being deployed at sea, HSC-6 was able to conduct requisite overland training through several detachments during the course of their deployment. In an unprecedented two aircraft, 600mile cross country [...they] flew from the Gulf of Oman to Al Udeid Air Base, Qatar maximizing joint training opportunities, gaining valuable readiness and increasing pilot and aircrew unprepared landing proficiency... Integrating the personnel recovery capabilities of HSC-6 and CVW-11, the squadron maintained a liaison officer at the Joint Personnel Recovery Center while supporting operations in theater. Rotor Review # 123 Winter ‘14

of HSC-6 Detachment ONE (DET 1), was involved in a mishap onboard USS William P. Lawrence (DDG 110). HSC-6 came together like never before, showing unwavering bravery, dedication, and loyalty while conducting an extensive search for two of their own. HSC-6 was joined in their determined efforts by CSG11, HSM-75, a P-3 Orion from VP-47, and an Air Force HC-130. A memorial for LCDR Jones and CWO3 Gibson was held on the flight deck of Nimitz on October 1st. The entire air wing and hundreds of ship’s company personnel were in attendance to show support for their lost shipmates. The memorial was only one example of the overwhelming support received by the Indians. VAW-117 coordinated a poker tournament onboard Nimitz, HSM-73 held a memorial run at NAS North Island, and HSM-75 joined forces with HSC-6 to host a memorial flight deck 5K. All of the support within the air wing and from squadrons around the world exemplified just how close the Naval Aviation family truly is. Toward the end of October, Nimitz transited the Suez Canal to conduct flight operations in the Mediterranean Sea. In the SIXTH Fleet area of responsibility, the squadron seized the opportunity to conduct VFR navigation training to Souda Bay, Greece, flying five sorties over the course of three days to the joint base on Crete. The Screamin’ Indians enjoyed a well-deserved port call in Naples, Italy, a rare opportunity for a West Coast squadron. Following the port call and operations in the Mediterranean, the Indians resumed their journey home. During the transit DET 1 was stood down and returned to Nimitz. For the first time in ten months the entire squadron was reunited. Deployment presented a countless number of challenges. However, the Screamin’ Indians performed admirably even under the most difficult circumstances. Congratulations to LT Leonard “POT” Taylor, LT Brian “Fetus” Kroll, and LT Mary “Squeak” Hesler on achieving their Helicopter Aircraft Commander qualification. LT Bryon “Magnum” Yoder, LT Justin “The Great” Felgar, LTJG Kristin “NAP” Hope, and LTJG Bryan “Katy” Criger achieved their Helicopter Second Pilot qualification, and LCDR Steve “Scuba” Morrissey, LT Matt “DIFDEN” Keeley, LT Mallory “Mad Dog” Wright, and LT Rebecca “WISCA” Bennett achieved their Functional Check Pilot qualification. Finally, HSC-6 wishes fair winds and following seas to LCDR Ethan “Nasty” Haines, LT Xander “Feather” Campbell, LT Gavin “Powder” McCorry, LT Rick “DD” Dugan, and LT Christopher “Topher” Yates. The wardroom also extends a hearty welcome aboard to LCDR Brandon “Broadway” Smith, LTJG Christie “Kevin” McAllister, and ENS Brian Curry.

Features

Weather Can’t Ground NHA Region Four Helo Days Article by LT Sean Rice, USN

very aviator knows the one variable we will never be able to control is weather. Like us, most event planners share the same inability to stave off the ubiquitous “rain on their parade.” Region Four leadership had spent months planning a variety of events to reinvigorate the annual tradition of “Helo Days.” However, as we approached October 10th and 11th, no weather app nor website gave us any relief from a forecast of heavy rain and wind. Luckily, the weather seemed to hold off just enough for Helo Days to take flight. Thursday morning brought low ceilings, driving wind and intermittent rain as participants in the Aircrew Challenge gathered at Echelon Beach on Joint Expeditionary Base Fort Story. Eighty pilots and aircrew from across the Wing organized themselves into 20 four-man teams. Armed with little more

Buddy carry across the sands of Echelon Beach at Fort Story. Photo taken by MC2 Indra Bosko, USN.

than a direction to run, each team set out across the beach in five-minute intervals. At more than six stations over nearly ten miles, teams were met with a multitude of challenges which tested them mentally, physically and professionally. The course, designed by AWS1 Christopher Pearce and AWS2 James Simpson of HSC-2, consisted of calisthenics, buddy carries, rescue and CPR drills, and plenty of running. No team had any knowledge of the course, or even the next challenge, until they were given a new map upon completing their current challenge. Although the defending champions, the HSC-2 Aircrew Instructors,

were heavily favored, they were bested by the HSC-2 Instructor Pilots who blazed through the course with a time of 1:31:13. They were followed closely by team “Picked Last in Gym Class” from HSC-26 at 1:34:55. And rounding out the top three were the HSC-2 Aircrew Instructors with a time of 1:37:09. As the morning’s competitors recovered, Region Four moved the fun to the NAS Oceana Trap and Skeet Range for the first annual shotgun competition. Fifteen four-man teams shot two rounds of American Skeet with an additional seven individuals competing in five

A race in the rain toward Cape Henry at JEB Fort Story. Photo taken by MC2 Indra Bosko, USN.

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stand. Despite a torrential downpour at the opening of the competition, the clouds parted and provided a welcome respite of sunshine for the rest of the afternoon. While experience levels and success rates varied, everyone thoroughly enjoyed the opportunity to get out and blast some clays. After all results were tallied, members of HM-14’s team emerged victorious, followed by HSC-26 and the HSC-2 Instructor Pilots. In the five stand tournament, AWS3 Nathan Wilson from HM-14 decimated the competition hitting 23 of 25 clays. Throughout Thursday’s events, Region Four leadership was inundated with phone calls asking about the status of Friday’s golf tournament. Despite a week of heavy rains, which had saturated Hampton Roads and continued through Friday, the groundskeepers of Stumpy Lake Golf Course were determined to host the tournament. On Friday morning, the fairways at Stumpy Lake looked like a scene out of Scotland, beckoning golfers with dense fog and dreary skies, but luckily no rain. 136 golfers took to the course for what turned out to be one of the largest

and most successful golf tournaments Region Four had hosted. In the end, the Maintenance Officers of HM-14 topped the leader board, followed by teams from HM14 and HS-5. With the games complete, the wardrooms of Region Four descended on the Norfolk Waterside Marriott for the Annual Helo Ball. Fortunately, the Marriott provided respite from the rain, which continued to pour outside. The evening was opened by RADM John W. Smith, Commandant, Joint Forces Staff College, who gave a rousing speech highlighting a love of aviation swimming which garnered his “Aqua Rock” callsign. Admiral Smith went on to challenge those present to overcome adversity in the challenging budget and operational periods to come. The ball continued with a lovely meal, followed by a casino night and dancing late into the evening. In all, it was a great event to relax and spend time with our fellow Bubbas from around the Wing. At each Helo Days event, Region Four also hosted raffles to support our recently fallen brothers from HSC-6. In all, the Region was able to raise hundreds of

Rotor Review # 123 Winter ‘14

dollars, donated directly to memorial funds set up for LCDR Landon Jones and CWO3 Jonathon Gibson. Despite the gloomy weather, Helo Days was a rousing success. Region Four is looking forward to hosting NHA’s National Symposium in May of 2014. We are especially interested in reaching out to Bubbas who may not be directly connected to flying squadrons. If you are in a disassociated billet in the Hampton Roads area and would like to receive more information about Region Four events, please contact LT Pat Murphy (patrick.m.murphy2@navy.mil) or LT Sean Rice (sean.p.rice@navy.mil). (Photo above) CDR Todd Vandegrift, HSC-2 CO, takes aim at clay during the first annual Region Four Skeet Competition. Photo by LT Mark “LA” Klein, USN. (Photo lower) LTJG John O’Brien demonstrating a perfect backswing on the course. Photo taken by MC2 Indra Bosko, USN.

Features

2014 Fleet Fly-In

Article by LT Charles M. Cunningham, USN

(Photo above) Fly-In attendees take the opportunity to get an up-close look at AgustaWestland’s AW-119. Pho to cour t es y of Agus t aWes t land. (Photo below) Sikorsky representative Greg Hoffman (l) discusses some of the company’s latest technologies to flight students. Photo by LT Charles M. Cunningham.

he 24th Annual Gulf Coast Fleet Fly-In and NHA Reunion were held at Naval Air Station Whiting Field from October 23rd to October 25th. This event, sponsored by Training Air Wing FIVE in conjunction with the Naval Helicopter Association, promotes informational exchanges between rotary wing aviators and enhances fleet knowledge for the Student Naval Aviators. This year, due to fiscal constraints and budget concerns, the 20 to 25 aircraft we are used to seeing on the flight line was greatly reduced. However, with the help of local military units and

devoted sponsors, we were able to have a special event that continued the traditions of previous Fly-In’s. Five helicopters representing all services of naval rotary wing aviation were able to attend this year’s event, conducting static displays as well as indoctrination flights for the students. Marines from HMT-302 flew in a CH-53E Super Stallion from MCAS New River. Over three days, CAPT Pigford and his crew flew over 90 student aviator indoctrination flights. Coast Guard aircrews from Mobile, AL and New Orleans, LA flew in MH-60T and MH-

65 helicopters, and Navy aircrews from Panama City Beach, FL flew in MH-53E and MH-60S helicopters for static display. Students in all phases of flight training had an opportunity to take flights in the CH53E, and discuss what life as a fleet pilot is like with the static display crews. The NHA Reunion took place in conjunction with Fly-In events and provided many social activities designed to foster interaction between students, aviators and those who support and sponsor the rotary wing community. Events included a 5k run, golf tournament, soft patch and mixer as well as a senior officer panel. This years panel was made up of CAPT James Fisher, Commander TRAWING 5, Col Robert Sherrill, Commanding Officer MATSG-21, Col Eric Buer, Prospective Commanding Officer MATSG-21, and CAPT Timothy McGuire from the Coast Guard Liaison Office in Pensacola, FL. This panel, moderated by the NHA Chairman, RADM (Ret) Bill Shannon, included a frank and in depth discussion on the future of rotary

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Flight students gear up for flight training. Photo taken by LT C h a r l e s C u n n i n g h a m , USN.

wing aviation, budget concerns and upcoming changes to the helicopter training pipeline. Those who attended the Fly-In noticed that there were a couple of civilian helicopters on the flight line this year. Bell Helicopter and AgustaWestland brought a Bell 407 and an Agusta AW-119 for static and flight demonstrations. Approximately 40 instructors and students were able to experience familiarization flights in these helicopters. Following their flight, each individual wrote an opinion piece with pros and cons which will be used to aid in the determination of a future HT training platform. With the help of the Fleet squadrons in attendance and our loyal sponsors, we were able to have an excellent and fun filled FlyIn and Reunion. Start making your plans now and we hope to see you at the 25th Fleet Fly-In in October 2014.

Capti o n her e

2 0 1 4 S ub m i s s ion s a c c e p t e d M a rch 1 - M ay 2 3 Rotor Review 123NHA Winter Check#out onâ&#x20AC;&#x2DC;14 Facebook or NHA on 32 Twitter (@navalhelicopter) for more details.

Rotorcraft Pioneers, H. Franklin Gregory, Part I Article and Photos submitted by CAPT (Ret) Vincent C. Secades, USN he year was 1917. The crowd gathered in a small field outside the town of Cleveland, seat of Bolivar County, north-west Mississippi. With their eyes to the heavens, people waited anxiously to witness an exhilarating event. A few puffy white clouds adorned a beautiful cerulean sky. Soon a Curtiss JN-4 Jenny biplane roared across the field. The pilot rewarded the crowd by performing an air show, with wing-overs, loops, and low passes over the people’s heads. The crowd expected the airplane to land, as had been previously announced. A few times the biplane approached the field as if ready to land, but on each occasion, just before touching down, the pilot added power and climbed back in the air. Soon the Jenny departed and the disappointed crowd learned that the pilot had decided not to land because the field was too small. Amongst the disillusioned crowd was an eleven-year old boy from the nearby town of Shelby named Frank Gregory. He and his two brothers, Louis and Owen, had never seen an airplane, and had convinced their father to drive them to Cleveland to witness the event. As he wrote years later, in his intense disappointment, young Gregory thought, “Why did the airplane need such a large field in which to land? Maybe someday big fields would not be needed. Maybe someday a landing could be made in my own backyard.” Little did he know that the vagrancies of Fate in a few years would put him at center stage in the drama that would bring about the advent of just such a machine, and aircraft that could not only land on his backyard, but could also land on the fantail of a ship at sea, or on the roof of a skyscraper. This eleven years old boy would come to play a vital and historical role in the development of the first practical helicopter in this country. Hollingsworth Franklin Gregory was born in Rockwall, a small town near Dallas, Texas, on 13 January 1906. His father, Marshall Gregory, was a Baptist Minister. A few years after

Frank was born, Reverend Gregory, his it had the need for this type of aircraft, wife Glennie, and his three sons moved and expressed its interest in the singleto the small town of Shelby, in central rotor design. After the cancellation of Mississippi. the de Bothezat helicopter project in In 1918, a year after Frank 1923, the Army’s enthusiasm in further Gregory witnessed the Jenny’s flight development of rotary-wing aircraft demonstration, the U.S. Army began waned for several years. This situation to take a proactive interest in the would change drastically in 1929 with development of a vertical flight machine. Harold F. Pitcairn’s introduction of the The Engineering Division of the Army Cierva autogiro in the U.S. Air Service, the predecessor of the Army In the mean time, young Air Corps, began to investigate the various helicopter designs being proposed, both in the U.S. and abroad. Different models were tested at McCook Field, Dayton, Ohio, the center of all Army aviation, and the birthplace of Army air power. In June 1921 the Army signed a contract with Dr. George de Bothezat to develop his helicopter design. The Bothezat helicopter first flew on 18 December 1922. Major Thurmond H. Bane, USA Air Service, Chief of the Engineering Division at McCook, was at the controls, becoming the first U.S. military pilot to fly a helicopter. In a one minute and forty-two seconds flight, Bane lifted the Bothezat four-rotor contraption about five feet in the air and, carried by a light Colonel H. Franklin Gregory breeze, drifted 300 feet before setting it back down next Gregory was attending the Shelby high to the field fence. After two years of school, where he graduated in 1923. He development and testing at McCook, then enrolled at Mississippi College, at a cost of $200,000, the project was Clinton, MS. He obtained a Bachelor of terminated, as being too complex and Arts degree in 1926. His first job after impractical. In the termination letter, graduating from college was as principal however, the Army openly declared that of the high school in the small hamlet of

Historical

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Kossuth, MS. In June 1928, he enlisted in the U.S. Army as an aviation cadet. He received primary flight training at Brooks Field, San Antonio, Texas, and completed advance training at Kelly Field, also in the San Antonio area. Upon graduation, on 22 June 1929 he was commissioned as a Second Lieutenant in the Army Air Corps Reserve. He was augmented to the Regular Army on 4 September of that same year. His first duty assignment was flying the Curtiss P-1 Hawk pursuit airplane. In 1932 he completed the Air Corps Technical School at Chanute Field, Illinois, and then reported to the 16th Observation Squadron, U.S. Army Air Corps, Flight “E,” at Fort Sill, Oklahoma. Although he took this new assignment as a step down from his “pursuit pilot” status, his experience as an “observation” pilot would set him in the path to play a uniquely important historical role in the development of the first practical military helicopter in the U.S. Flying the old Thomas Morse O-19 two-seat biplanes, for the next four years his mission was to be the eyes of the long range artillery. For this job, slow was better than fast, and the capability to operate from small fields close to the front lines and artillery emplacements was highly desirable. In 1932 there was not a single helicopter design with any promise of success. The goal of achieving vertical flight seemed an impossible chimera. However, the pilots in the observation squadrons had a full appreciation for the need of an aircraft with such capabilities. They were looking at the development of the autogiro as a possible solution to their forward observer, fire directing, and troops liaison aircraft shortcomings. Thus, the Army was following with great interest the initial tentative steps of the infant autogiro industry. Finally, in 1934 the Army Air Corps Matériel Division, the successor of the old Air Service Engineering Division, issued a circular proposal for an aircraft with the performance characteristics of the autogiro. Pitcairn Autogiro Co. and Kellet Autogiro Co. submitted proposals. In 1935 the Army procured one each of these autogiros, a YG-1 (Kellet) and a YG-2 (Pitcairn). These aircraft were sent to the National Advisory Committee for Aeronautics (NACA), located at Langley Field, Hampton, Virginia, for flight testing and evaluation. The Army needed two pilots to fly these aircraft. Early in 1936, First Lieutenant Frank Gregory received orders to report to Langley Field for duty at NACA Langley

Memorial Aeronautical Laboratory. He would be one of those two pilots. By the time Lieutenant Gregory reported to Langley, the YG-2 autogiro had been lost when it developed a severe rotor out-of-balance vibration in flight and the NACA pilot had to bail out. In the spring of 1936 Gregory soloed the remaining autogiro, the YG-1, after about one hour of instruction. His instructor was Mel Gough, the NACA test pilot. On 15 May of that year Gregory received orders designating him as Officer in Charge of the autogiro test program at Langley Field. His mission was to determine the capabilities of the autogiro as a military aircraft. Evaluation of the YG-1 began at Fort Bragg, NC, on 26 May 1936. For the next eleven months, Lieutenant Gregory and Lieutenant Erickson Snowden Nichols, the other Army autogiro pilot, took the YG-1 to several Army Forts to test and evaluate its capabilities to support the operating forces. After all the exhaustive testing, it became apparent that the autogiro was not the ultimate answer. In December 1936, in a report to NACA in Langley, Lieutenant Gregory wrote, “Certainly it [the autogiro] does not have any tactical value in its present form, as it will not carry a tactical load of equipment.” Further in the same report, writing about the craft that he envisioned as the next step forward from the autogiro, he wrote, “This craft could operate from most any location – a space sufficiently large enough to allow ample clearance of the rotor blades…Certainly this would be the case for the take-off, and although I have no actual experience of vertical landings, a craft with the ability to come down vertically would have no roll.” The craft he was visualizing then was the helicopter. In his view, what all the autogiro operational testing accomplished was to shine a light on the path to the helicopter. In April 1937 Lieutenant Gregory was directed to report to Washington, D.C., to be briefed on a new assignment. The Army had signed a contract with Kellett Autogiro Co. to acquire seven YG-1B autogiros. Gregory’s new assignment would be

Rotor Review # 123 Winter ‘14

as Director of the Autogiro School, to be established at Patterson Field, near Dayton, Ohio. Patterson was close to Wright Field, the headquarters of the Air Corps Matériel Division, where technical problems could be studied and solved. After a year’s delay caused by the crash of the YG-1A, which suffered a rotor hub failure in flight, the Air Corps Autogiro School started operations on 15 April 1938 at Patterson Field. Its primary purpose was to train officers as pilots and enlisted men as maintenance crews for service-testing the YG-1B direct-control autogiros. However, Gregory had a more portentous view of the school. As he later wrote, “Here…we were conducting the first military school in the United States for the training of pilots and mechanics with rotarywing aircraft. It can be truly said that we were pioneering a new era, which beyond any doubt would instill in the military an interest in rotary-wing aircraft. That in itself makes the school an important milestone.” His very next assignment would put Frank Gregory in a commanding position to promote the advent of the first American practical helicopter. The Matériel Division considered rotary-wing aircraft important enough to create a special program office. From Patterson Field, Captain Gregory reported to that office at Wright Field to become project officer for all the Army’s rotary-wing aircraft procurement. His main task at his new job would be to look for a successful helicopter. He knew where to look. A successful helicopter, the Focke-Achgelis Fa-61, had been breaking all helicopter flight records in Germany since the spring of 1937. W. Laurence LePage had returned from his trip to Germany in February 1938 with a film of the Fa-61 flight demonstration inside the Deutschlandhalle arena in Berlin. He had shown the film to the pilots and engineers at the Matériel Division. These farsighted individuals saw in LePage’s own helicopter design proposal, which followed the proven Fa-61 design, the machine the Army had been looking for since 1918. They wanted to give the idea a try. But they did not have the funding necessary to do it. That situation began to change when Pennsylvania’s Representative Frank J. G. Dorsey introduced on the House floor bill HR-8143 for the authorization of funds for further developing of the autogiro and its procurement for service testing. As a result

Historical of the testimonies of the various agencies interested in the development of a verticalflight-capable craft, most significantly the Army and the Navy, when finally enacted by the Seventy-fifth Congress on 30 June 1938, Public Act # 787 authorized the appropriation of two million dollars for “rotary-wing and other aircraft research, development, procurement, experimentation, and operation for service testing.” Even after the bill was enacted, the future of the rotary-wing program still remained uncertain. The “other aircraft” wording of the law opened the doors to other agencies interested in using the money to pursue their own pet airplane projects. The Matériel Division would not let that

that they had built a helicopter and were ready to test it. As it turned out, these two brothers, one a piano player and the other a violinist, had built a contraption that looked like a very small airplane with a two-bladed rotor. The machine was put together with stove bolts and cast-iron piping. It was powered by a small gasoline engine. The brothers wheeled the craft to a nearby athletic field. Gregory and Haugen sat in the bleachers to witness the demonstration. The engine started, the rotors turned, and the machine shook and jounced a little. Of course, flight was out of the question. Gregory and Haugen thanked the brothers for the demonstration and

aptain H. Franklin Gregory became the f i r s t m i l i t a r y pilot in the U.S. to solo a pratical helicopter. And... he became totally convinced that Sikorsky was ready for the next stage in helicopter development.

happen. When the actual appropriation was enacted early in 1939, only the sum of $300,000 was made available. The bill gave the Secretary of War the authority to direct the use of these funds. The Army Air Corps Matériel Division, with the blessing of Secretary Harry H. Woodring, made it absolutely clear that it would use those funds for the development and procurement of a helicopter prototype. When the Air Corps intentions were publicly announced, an avalanche of proposals from manufacturers, inventors, and plain helicopter enthusiasts began to flock the Matériel Division. Captain Gregory and his assistant, First Lieutenant Victor R. Haugen, had to investigate these proposals and weed out those without merit. And, without any merit some of them were. In one occasion they had to check the claims of two “inventors” who claimed

went home. On 31 May 1939 Captain Gregory participated in a conference held in the office of the Chief of the Army Air Corps. Colonel C. L. Tinker chaired the meeting, representing General Henry H. Arnold, the Air Corps Chief. This meeting would be the first act in the play that would develop the Army’s second helicopter (Bothezat’s craft being the first). The attendants included Captain L. T. Chalker representing the U.S. Coast Guard, and LCDR C. L. Helber representing the Navy’s Bureau of Aeronautics (BuAer). The purpose of the meeting was to formulate the operational requirements for the first helicopter prototype. The representatives from the various participating agencies presented the operational needs of their respective organizations. These included a payload

of 1,500 pounds, speeds from zero to 250 mph, with a minimum top speed of 120 mph, a crew of two, and endurance of two-and-ahalf hours. Captain Gregory soon realized that the majority of the members of this committee did not understand the technical difficulties that this program faced. The helicopter was at the stage of development comparable to the airplane in the first decade of the century. And yet, they were asking for a helicopter equivalent to the Douglas DC-3 airplane. After much discussion, it was decided that with the little money available, $300,000, the Materiel Division would develop a rotary-wing aircraft capable of near vertical take-off and landing. No further requirements would be imposed until the first prototype had successfully proved the concept. Once this had been accomplished, the aircraft would be modified to be able to carry a payload of 1,200 pounds with a rate of climb of 1,000 ft/min. The committee submitted its final Draft Specification, XC-147, on 25 August 1939. After an agreement was reached on the general specifications and the criteria and methods for evaluating design proposals, Circular Proposal Number 40620 was distributed to the various aircraft manufacturers. The design competition was opened on 15 April 1940. Of the proposals received, only four offered designs that met the Circular Proposal requirements: two helicopters and two autogiros. Platt-LePage submitted an improved version of their PL-3 design. Vought-Sikorsky was already flight-testing the VS-300. It submitted a larger version of it, the VS-316. The Kellett brothers submitted a jump-off autogiro and a cyclic pitch control autogiro. Five other responses were received, but none contained the design data considered essential. The Historical: Rotorcraft Pioneers, H. Franklin Gregory, Part One along with an attribution of some materials and content used in the Platt-LePage article a published in RR121, pg 29, will continue on page 60.

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Focus

WHAT WOULD YOU SAY YOU DO HERE?

MULTI - MISSION HELICOPTERS

ACTION

ulti-Mission Helicopter s in Action. After the previous issue of Rotor Review focus ed on the ever-expanding technological capability of naval rotary wing platforms, it was natural to shift the focus of the current issue to the wide variety of missions that Navy, Marine Corps, and Coast Guard crews train for and execute. As we are confr onted by a changing world, crews from the sea services are constantly innovating in order to meet new and emerging demands. The spectrum of missions accomplished by todayâ&#x20AC;&#x2122;s naval helicopters is staggering, from Lamps to Romeos: T he Evolution to Antisubmarine Warfar e (ASW) to Not Your Typical AUF.

he range of mission sets and the capabilities that come with them make us unique. Honing the necessary skill sets and continuing to stay sharp for each of these missions is challenging. But, whether accomplished through unit level training, Week One Wor kups, Joint Task For ce exer cises, or Aviation Use of For ce Dr ug deployments, Rotor Review # 123 Winter â&#x20AC;&#x2DC;14 the naval helicopter force has long risen to the36challenge.

LA MPS t o Ro m e o s T he E volution of Anti-S ubmarine Warfare ( AS W) Arti c l e b y LT Emi l y Vaughn, U S N

“LAMPS

against the world.” “Alone and unafraid.” While going through the FRS, these were common sayings among the HSL/HSM community. This mentality applied to both SUW and ASW and stemmed from a long legacy of supporting independent deploying CRUDES and the detachment concept. The Romeo’s integration within the Carrier Airwing has changed this thought process dramatically. As I began learning the art of ASW and how much coordination it took inside and outside the cockpit during various exercises and deployments, I quickly realized that the success of an ASW problem required more than just one helicopter. Combining the best of the SH-60B and SH-60F, the MH-60R has incredible capabilities, and the introduction of the Romeo into the fleet has ensured that the pilots are more tactically proficient than ever before, especially with ASW. Any ASW pilot knows without a doubt if given a submarine threat and two aircraft with working AQS-22 Airborne Low Frequency Sonars (ALFS), no sub is safe once we have the slightest idea of its location. The efficiency of a Dip Gang between multiple aircraft combined with a seasoned sensor operator and other sensors allows the Romeo to excel at ASW. The incredible communications suite with the ability to tune up to 5 different radios, the upgraded APS-147/153 radar, multi-spectral targeting system (MTS) FLIR, and acoustic processor all combine to ensure the Romeo can truly be a force in an ASW environment. The additions of the Ku-Band and ARPDD have even further enhanced 60R’s capabilities. The Ku-Band now allows the carrier to process buoys and gain contact from multiple helicopters, while the APS153 ARPDD enables the aircrew the ability to more quickly analyze small targets as a periscope or just another piece of debris effectively reducing false contacts. SCAR with an F/A-18 has even been used to drop weapons on a surfaced or periscope depth submarine. With so much ASW ability, the aircrews must have solid CRM in order to manage the information flow internal and external to the aircraft. With such an increase in capabilities for ASW, it’s no wonder why some would like to believe that we could save the world with just two MH-60Rs, the truth is we can’t. ASW is a complex problem and requires multiple pieces to ensure that protection is given from any potential threat. From the P-3 or P-8 conducting pre-search of an OPAREA to the STG on CRUDES analyzing the data from a muti-function towed array (MFTA), the capabilities of the MH-60R are not the only platform that is evolving to become an ASW force. The P-8 can carry and monitor an increased number of sonobuoys over the P-3 and also has an upgraded acoustic processor. The A(V)-15 SONAR suite on some CRUDES adds a significant advantage through its automated signal processing and operator visual displays, truly allowing for a more complete tactical picture than ever before. When all three of these platforms work together, the ability to search, localize, track and attack becomes infinitely better than any single platform could accomplish. In an article to Defense One, the CNO stressed the importance of the “Undersea Domain:” Maintaining our undersea advantage with a growing number of other military, commercial and scientific players in the mix will require more than submarines. As capable as our Virginia-class subs are, a single submarine can only be in one place at a time. To keep our edge, we will instead have to employ a comprehensive approach to undersea warfare using aircraft, surface ships, submarines, satellites, electromagnetic and cyber capabilities, unmanned vehicles in the air and water, and fixed and portable underwater sensors.” ¹ Applying this statement to integrated training of the fleet, Naval Mine and Undersea Warfare Command (NMAWC) was established as the Undersea Warfare Center of Excellence. Strike group training has been re-focusing on all communities working together during ASW. NMAWC has begun a new training regime called NUWTAC which depends on the participation of the HSM, VP, submarine, and surface communities to gain a fully integrated experience prior to deploying. As focus returns to the maritime environment, it is important to realize it takes an integrated Navy team to truly be successful at the game of Anti-Submarine Warfare. With additional planned upgrades and as more training with other platforms occurs, the Romeo community will continue to evolve into an unstoppable, fine-tuned ASW machine. 1

“H ow the U .S . C an Mai ntai n the U ndersea Advantage,” D efense One, Oc t. 2013

navalhelicopterassn.org

hree years ago, when HSM-75 Wolf Pack began its transition to the MH-60R airframe, our new operational commander, Commander Carrier Air Wing (CAG) ELEVEN, asked the squadron, “What do you bring to the fight?” Being the only organic AntiSubmarine Warfare (ASW) platform in the air wing, half of the answer to that question was clear. At the same time, the second piece seemed slightly more complex. How would the squadron integrate with the air wing in the Surface Warfare (SUW) arena? As our community continued its development of the CVW deployment model, our integrated role in the carrier air wing was still being determined. Almost three years after CAG first asked the question, the Wolf Pack can confidently give an answer to what we bring to the fight. We have solidified our role as the primary asset for providing SUW tasking to Carrier Air Wing ELEVEN assets utilizing Strike Coordination and Reconnaissance (SCAR) tactics...

Rotor Review # 123 Winter ‘14

Focus:

Article by LT Greg Lewis, USN, and LT Tom Bell, USN

The principle concept governing SCAR is the joint targeting process of Find, Fix, Track, Target, Engage, and Assess (F2T2EA). The first three parts, Find, Fix, and Track, are what our community does on a day-to-day basis as we develop the Recognized Maritime Picture (RMP) and pass it to the warfare commanders, essentially the “reconnaissance” part of SCAR. The “strike coordination” portion moves into the Target, Engage, and Assess phases, if the rules of engagement and commander’s guidance dictate. In these cases, our MH60R Seahawk will act as a controlling platform, providing either “Investigate,” “Target,” or “Smack” tasking to F/A18 and MH-60S aircraft acting as Armed Reconnaissance (AR) assets. The reason why the MH-60R is incredibly wellsuited for the SCAR mission is because of its vast array of SUW sensors that can detect, localize, and classify targets. Our Multi-Mode Radar (MMR), Electronic Support Measure (ESM) system, and Multi-spectral Targeting System/Forward-Looking Infrared (MTS/FLIR) allow us to develop the RMP, validate hostile intent, and obtain Positive Identification (PID). With all of this information at our fingertips, there is less of a need to use multiple platforms to identify targets, thereby shortening the time required in the detect-to-engage sequence. In addition, the MH-60R, as an “armed scout,” can employ Hellfire missiles and crew-served weapons against smaller targets, while simultaneously able to direct ARs with more formidable weapons capabilities onto larger targets once they are under our control. Throughout our work-ups and into deployment, the squadron had multiple opportunities to exercise the SCAR role in multiple scenarios and locations. The Wolf Pack’s earliest notable experiences with SCAR took place over two years ago during Helicopter Advanced Readiness Program (HARP). During the SUW events, the squadron exercised control of multiple sections of helicopter and fixed-wing aircraft onto range targets on San Clemente Island. For these early events, the squadron relied heavily on the SCAR 9-line brief we were familiar with from our days of conducting Maritime Air Support (MAS). This method is extremely detailed, and while it provides all of the information required for procedural control, it proved unwieldy due to the short on-station time for our fixedwing brethren and the need for a more rapid response to the potential threat against the High Value Unit (HVU). It was the biggest challenge we faced and lesson we learned during HARP: to determine the most expeditious way to pass tasking to assets in a time-critical environment. Air Wing Fallon afforded us an incredible opportunity to practice different methods and tactics of SCAR control. HSM-75 was able to complete 17 moving vehicle targeting (MVT) events in the course of two Air Wing Fallon periods. Each event provided the opportunity to talk to four sections of F/A-18s and a section of MH-60S onto a mobile target. During these events, the squadron navalhelicopterassn.org

began utilizing and combining “Keyhole” geometry, Killbox 5-line briefs, and Link-16. These proved extremely efficient in directing assets and dilineating tasking. With assets already oriented around the target, most of the information covered by the 9-line brief was already provided. All that was needed from that point was the much more abbreviated Killbox 5-line brief. Or, with Link16 capable ARs, tasking became as easy as passing a track number, description, and egress direction. Using tactics to orient ARs around a target led to a significant decrease in the amount of communications needed to pass target tasking. By cutting out superfluous information in radio calls, the AR’s were able to complete multiple attack runs during their limited time on station. This also allowed for a more expeditious response to a potentially fast moving threat in close proximity to the HVU.

other, we coordinated our ESM and MMR systems with that of the E-2C Hawkeyes and EA-6B Prowlers to correlate surface combatants and fix their position with greater accuracy. During deployment, we implemented a simple method for providing effective training: the “Bomb Smoke” event. As simple as the name implies, our MH-60R launches prior to the AR sections, clears an area, and drops one or two Mk-58 Marine Location Markers (smokes) to serve as the target while also entering them into Link-16. As ARs check in onscene, our aircraft control them and pass tasking onto the targets for both simulated and live bombing and strafing run-ins. On one such event, a “killer tomato,” typically used by surface combatants to practice Naval Gunfire, was used in place of the smokes. Using laser designators from both F/A-18 AT/FLIR and the MH60R MTS/FLIR, the “killer tomato,” which typically stays afloat ith all of this information at our for hours, was destroyed by fingertips, there is less of a need laser-guided to use multiple platforms to identify training rounds targets, thereby shortening the time required within a few minutes of in the detect-to-engage sequence. In addition, AR’s checking the MH-60R, as an “armed scout,” can on-station. employ Hellfire missiles and crew-served Overall, the “Bomb Smoke” weapons against smaller targets, while proved to be simultaneously able to direct ARs with more an excellent formidable weapons capabilities onto larger tool in both targets once they are under our control. maintaining S C A R proficiency and allowing The lessons learned at Fallon were us to work with the other squadrons vital to the success we have had with in the air wing, building even greater integrating into and continuing to confidence in each other’s tactics, assert our presence as SUW players techniques, and procedures. in Carrier Air Wing ELEVEN. Combat Element (CEL) Two’s The Wolf Pack has been able participation in Exercise SPARTAN to hone skills and maintain proficiency KOPIS was perhaps the best test in the SCAR role throughout various of HSM-75’s ability in the SCAR events during COMPTUEX and mission area. SPARTAN KOPIS deployment. In War At Sea Exercises consisted of Rigid Hull Inflatable (WASEX) with two Surface Actions Boats (RHIBs) from participating Groups (SAG) pitted against each ships acting as Opposing Forces

Rotor Review # 123 Winter ‘14

(OPFOR) and ARs consisting of U.S. Army AH-64 Apaches off of USS Ponce and a United Kingdom Lynx helicopter from HMS Dragon. The RHIBs were excellent in simulating the Fast-Attack Craft (FAC)/Fast Inshore Attack Craft (FIAC) threat attacking the High Value Unit (HVU) simultaneously from multiple axes. Our aircraft were able to exercise yet another aspect of SCAR that makes us an even more capable asset: directive control. Using our MMR and IFF (Identification Friend or Foe) Interrogator, we used our track on AR assets to direct them from their holding areas to the target with range and bearing calls until they visually acquired the targets and engaged. Working with joint and international assets so successfully proved the squadron’s ability and our community’s capability to perform in yet another aspect of SUW. From workups to the end of deployment, HSM-75 has proven itself as a vital asset in the Air Wing’s execution of Surface Warfare. The MH-60R is a platform with an incredible capability to find, fix, track, and classify targets that pose a threat to the strike group. With this kind of situational awareness, we are able to act as the primary control asset in the successful execution of SCAR missions. We’ve learned a lot of lessons along the way, but the biggest take-away the squadron can pass on to the rest of our community is to provide tasking using the most concise methods possible. Just as important though is the ability to maintain proficiency in this skillset through effective training opportunities with the rest of the air wing. As we return from deployment and head into sustainment phase, we already have plans to conduct SCAR events with our CVW ELEVEN teammates in the SOCAL operating area. Almost three years after our transition to a new aircraft and operational commander, the Wolf Pack knows what it brings to the fight.

Photo Courtesy Department of Defense

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Rotor Review # 123 Winter â&#x20AC;&#x2DC;14

Focus

Integrating Navy and Air Force Assets in a Maritime Personnel Recovery Operation Article by LT Ransom Smith, USN

ir Combat Command’s ANGEL THUNDER Exercise came to Southern California this April. “Angel Thunder 2013 is the largest and most realistic joint service, multinational, interagency combat search and rescue exercise designed to provide training for personnel recovery assets using a variety of scenarios to simulate deployment conditions and contingencies” (http://www.dm.af.mil/library/angelthunder2013.asp). The overall exercise spanned two weeks and included scenarios ranging from New Mexico to the Pacific Ocean. Threats for this San Clemente Island-based scenario included overland-based radar, IR, and small arms defenses, as well as small boat threats in the vicinity of the isolated personnel located just off the coast of the island.

San Diego based H-60 squadrons took advantage of the exposure to USAF CSAR task force operations and the experience brought by the Air Force’s A-10 Thunderbolt “Sandy” pilots, HH-60G Pavehawk “Jolly” crews, SERE Instructors, Pararescuemen, a Predator UAV, and an HC-130J Combat King crew. HSC-21 and HSM-78 were identified to provide two MH-60S and two MH-60R aircraft respectively. For this type of mission, aircraft configuration presented a unique challenge to the MH-60S crews. The MH-60S is capable of performing both Anti-Surface Warfare and Personnel Recovery (PR) mission sets, but it is difficult to optimally configure the aircraft for both simultaneously. With both aspects of this mission present, the advantages and disadvantages of each configuration had to be weighed. A PR configuration allows for ample cabin space and rescue swimmers, permitting recovery of survivors overland or overwater, however it essentially has a defensive armament only. An ASuW configuration includes AGM-144 Hellfire missiles and .50 caliber machine guns, suited to engage small overwater threats, but has little room for rescue swimmers or survivors. In this case, the Navy H-60s sacrificed ASuW capability to ensure that we were well equipped for any potential overwater recovery of survivors. The potential mission overlap between the HH-60G and MH-60S helicopters became apparent as mission planning progressed; both platforms train as Recovery Vehicles in a PR mission. While the Navy assets operate with increased proficiency and capabilities in an overwater scenario, the Air Force HH-60Gs are also capable of conducting overwater operations. The role the MH-60R section played was more clearly defined, as they used their onboard surface search radar, ISAR, and ESM suite to efficiently build the surface picture, localize threats, and feed information to the mission lead.

MISSION DAY At the rendezvous point (RP) just after launch, the difficulty in controlling 12 separate assets simultaneously on four different nets led to clobbered radios, overlapping calls, slight confusion, and slow pushes to different nets. We were using almost all of our available communication capabilities including secure voice, HAVEQUICK II, SATCOM, and Link-16. The shear nature of directing this task force of players (who are unaccustomed to operating together) forced the Sandy pilots to prioritize tasking. Ultimately, the A-10s focused on leading the division of HH-60Gs to the terminal area and provided the Jollies with practiced guidance and overwatch all the way to the survivor, working through 43 navalhelicopterassn.org

the Authenticate, Locate, Sanitize, and Recovery process. It quickly became clear that the Navy assets were playing a backup recovery role, until the second survivor was located on the far side of San Clemente Island and we were tasked with recovering him. Prior to this tasking from Sandy 1, we waited far from the terminal area at the RP. This left us with roughly a 25-minute transit around the south of the island when tasking arrived, while the A-10s prosecuted threats and directed the Jollies around the north end of the island to the first survivor. Once in the terminal area, we were presented with small boat threats, overland RF threats, and a survivor in the water. The MH-60R section was assertively localizing and prosecuting overland radar threats, as well as building a surface picture of multiple swarms of small boats threatening friendly assets. Initially, we focused on defending the survivor against small boats while attempting to locate his exact position on our MTS/FLIR. Once out of immediate danger, we deployed a rescue swimmer to assess the second survivorâ&#x20AC;&#x2122;s condition. We recovered him to the aircraft while our Dash2 covered us in a spooky pattern. With the survivor on board, we made a discreet departure to the South, checking out with mission lead and repatriating the survivor to Good Guy Country medical care.

DIVIDING RESPONSIBILITIES Having now seen where we excelled and where we fell short of a smooth recovery operation, there are some areas for future improvement. Our fear of overlapping roles with two recovery vehicle assets was justified. We ended up executing two simultaneous recoveries with the Jollies to the North and the Sierras to the South. That worked out this time around, but it was more due to chance than design. Furthermore, the Navy

assets were unclear if their primary role was to be Anti-Surface Warfare, or if the Air Force players planned to take the lead in that regard, and we would simply be recovery vehicles. Finally, the lack of a clear mission statement for the MH-60S and MH60R sections forced us to determine most of our plan of action on the fly, after arriving at the terminal area and assessing the barriers to recovery. We were reminded that the Sandy pilots have the potential to be task saturated just like any other mission lead. They did not have the time to provide step-by-step guidance to all task force assets throughout the mission, nor should we expect them to. That said, without briefed responsibilities, we required far more direction from the mission lead than he had time to provide. We were tasked with recovering the second survivor, but our contribution to the early phases of the mission could be much more robust with a clearer delineation of responsibilities and more autonomy to that end. In an overwater opposed Personnel Recovery mission, Navy rotary wing assets bring their expertise at defending friendly forces against overwater threats. Furthermore, they excel at building a clear surface picture to enhance situational awareness for decision makers. Accordingly, when expecting an opposed maritime PR mission, Navy rotary wing assets should be responsible for sanitizing the battle space in and around the terminal area prior to the Recovery phase. The center point and area boundaries can be defined or adjusted hastily, if required. Task one or both MH60R helicopters with building a surface picture and prosecuting threats to the survivor according to tripwires laid out in the concept of operations. Give control of the MH-60S section to an MH-60R and task the Sierras with primary Armed Reconnaissance. This distinction will assist the RESCORT by classifying contacts prior to the Recovery phase, as well as potentially destroying or

Rotor Review # 123 Winter â&#x20AC;&#x2DC;14

neutralizing hostile entities before they are able to directly threaten the survivor. Additionally, this will allow RESCORT to focus on overland threats, threats to the recovery vehicles, and urgent threats to the survivor without being distracted by the frequently high number of surface contacts in littoral operating areas. This level of autonomy will protect task force assets and survivors while the Sandy and Jolly aircraft transit to the terminal area and conduct the Authentication and Sanitization process in the immediate vicinity of the survivor. This also has the benefit of shedding direct responsibility for control of the Navy aircraft to the Romeos, allowing each asset to specialize in their most effective warfighting discipline. This permits the Sandy pilots to control the Jollies en route to the survivor and allows the Navy aircraft to protect friendly forces from multiple axis swarm attacks and harassment. Both of these pairings benefit from a familiarity with each otherâ&#x20AC;&#x2122;s TTPs, allowing for a more seamless integration of varied assets working toward the same outcome. USAF and USN assets should not be segregated. To the contrary, the planning and briefing responsibilities for a mission of this nature would require a deeply integrated planning team to secure the surface picture, ensure the viability of the airspace deconfliction plan, and provide a solid command and control structure. Furthermore, nothing here precludes the inclusion of another PRconfigured MH-60S or two to serve as secondary recovery assets. At the very least, they can provide cover and ISR capability to the ASuW configured aircraft until recovery services are needed. One MH-60R C2 helicopter and two sections of Sierras with split configurations (one ASuW and one PR) could indeed provide the most robust and flexible mission assets in the task force. Regardless of the ultimate number and type of aircraft used, Angel Thunder has shown that USAF

Focus

USAF’s 355 Medical Group conducts a simulated crash at Davis-Monthan AFB. Photo by Airman 1st Class Michael Washburn.

and USN platforms have highly complementary capabilities in any maritime PR scenario. A detailed integration plan and the autonomy provided by clear mission tasking can lead to a highly effective process for sanitizing the terminal area and recovering survivors when overwater threats are present. Angel Thunder has highlighted the complexities of conducting CSAR overwater, as we normally train to overland recoveries. In the future, our community should research the likelihood of such a scenario developing. Furthermore, we should review our current requirements document to determine if overwater CSAR is a mission set our deployed units are or should be capable of conducting.

Iraq Files

Article and Photos by CWO3 Chad Carlson, USN

t is possible that the mission synopsis below is nothing more than an experience that took place a few years ago in a war that is long finished. For some, this mission may be just a mere memory or green writing in a logbook. For me, this mission has had much more of an impact. It has changed the way I look at mitigating and accepting risks. In 2007, the mission was a daytime Direct Action mission with U.S. Special Forces and Coalition allies in the CENTCOM Area of Responsibility. My assignment was as a door gunner on a Navy helicopter, in dash 12 of a mixed helicopter formation. The mission had over 200 assaulters, assorted helicopters, and five fixed wing aircraft. Tactical Risk Management assigned this mission as “High Risk.” The risks included

daytime operation in an urban area, to unprepared helicopter landing zones (HLZ), multiple sets of wires, large formations, split sections, comprehensive communication & fueling plans, small arms threats, possible rocket propelled grenades (RPGs), man portable air defense systems (MANPADS), and known improvised explosive device emplacements. The high value target we sought to capture travelled with a personal security detachment and was known for having a plethora of weapons at his disposal. To me, to accept this mission meant that death was not just a possibility, it was a probability. Our Component Commander, an Air Force Colonel, addressed the risks of accepting the mission, and mitigated each risk with great scrutiny. As he briefed, his face read “Game-Time” and the inflection

of his voice indicated all business. This mission was real, the opposition was real. We prepared ourselves for whatever was to come of the mission ahead of us. The Air Mission Brief was very detailed. The assaulters and support staff were busy printing imagery and other mission products. The Ground Force Commander (GFC) covered every aspect of the mission at the objective and multiple contingencies that could take place. It was evident that all aspects of this mission had been carefully calculated. After an hour or so it was time to depart for the objective. The 15 helicopter formation departed the forward operating base (FOB) destined for the objective. Our formation was utilizing energy management principles to the maximum extent possible and flew in contour with the terrain below. On final approach to the HLZ, we descended below

navalhelicopterassn.org

1.M-240D Machine gun overlooking the countryside of Iraq.

the trees and intercepted our approach path. Our HLZ was located in a small field to the south of the objective. Low utility lines crossed the HLZ and the ground had large ruts running parallel to our landing direction. Quickly adjusting to the real-time conditions the Aircraft Commander performed a tactical approach and landing. Townspeople were seen running frantically away from our helicopters. Some ran into buildings, others jumped in a canal. Although sporadic small arms fire was observed and reported over the radios, we remained focused on our portion of the mission at hand, to deploy our troops. Moments later we were airborne and on our way to the FOB while the mission unfolded. Safe on deck at the FOB, we intently listened as the mission played out over the radios. The troops systematically cleared the village, building by building. Our mission at this point was to be a secondary exfiltration platform; to be used only if the heavy lift helicopters were unable to exfiltrate all personnel from the objective area. 15 hours had passed since we first took off. The sun had set, and our crews were fatigued. Our biggest threat at that moment was not small arms, RPGs, and MANPADS; it was our own physical limitations and well-being. Before this mission began, our crew had identified the potential risk of fatigue. Normally we were night fliers. By our standard operating procedures we were normally required to land before morning nautical twilight. To execute this mission during the day would require all crews to reverse our sleep patterns. One week prior to executing this mission the Flight Surgeon began ground testing and documenting the use of Ambien, a common prescription sleep aid. During this testing we were not able to fly and were closely monitored by the medical professionals for any adverse reactions. After several days we were adjusted to the

day schedule and ready to perform the mission. Back at the FOB the call was heard, “Exfil, Exfil, Exfil!” This was our cue to start engines and stand by for tasking. The heavy lift helicopters were able to accommodate the over 200 assaulters and 49 combatant personnel for pickup. Mission Lead tasked us to lift and fly to the operating area to ensure the pickup zone was clean (no personnel remaining). We lifted as a four helicopter formation and departed to the objective area. Once overhead with clean HLZ’s we began our hour flight back to our base. Mission complete. As I reflect upon the flight there are many takeaways from this mission. OPNAVINST 3710.7U defines “operational necessity” as “a mission associated in war or peacetime operations, in which the consequences of an action justify accepting the risk of loss of aircraft and crew.” Although not specifically cited to us as “operational necessity,” the Colonel knew that the loss of aircraft and life was possible. He did not blindly accept the risk. In fact, he had turned off the mission for several days until all controllable conditions had been met and established safeguards to mitigate as many risks as he could, including reversing our sleep patterns to overcome fatigue. Which brings me to this point; that RISK IS RELATIVE. This mission was layered with a wide variety of risks. On the surface, the most dangerous would be the enemy and the various weapons that were in place. But if I look under the surface it becomes clear that the most prevalent risk is that we are flying during the time of day that we are normally asleep, coupled with a complex and dynamic mission, involving multiple assets also experiencing the same factors. End state. Whether you are executing a mission like this, transporting mail, flying starboard delta or performing simulated emergency procedures over the runway; as aviators, our attention to detail and level of risk mitigation are what set us apart from the rest of the world’s militaries and make us an exceptional service that I am honored to be part of.

Rotor Review # 123 Winter ‘14

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CWO3 Carlson flies with HSC-26.

Focus

The Coast Guard and UAS Article by LCDR Justin Cassell, UAS Branch, USCG Aviation Training Center Mobile, AL

nmanned Aircraft Systems (UAS) is the way of the future, and the Coast Guard intends to be part of the action. As a matter of fact, the Coast Guard has been researching and demonstrating different types of unmanned aerial platforms for several years. The Eagle Eye tilt-rotor, similar to a miniature V-22 Osprey, was intended to operate aboard the newly commissioned National Security Cutter (NSC). Because this project was highly developmental, it was terminated to avoid mounting technical and budgetary risks. Regardless, the requirement for a cutter-based UAS still remained, and has become even more critical as NSCs are actively being produced and deployed. Since the Eagle Eye project, the Coast Guard has pursued both land-based and cutter-based UAS capabilities. In recent years, the Coast Guard’s budgetary constraints and immediate demands to recapitalize the fleet have slowed progress of these UAS programs. Through valuable partnerships, the Coast Guard’s UAS initiatives have survived during these difficult times. The Coast Guard and Customs and Border Protection (CBP) are gaining valuable experience with both multirole and maritime variant MQ-9 Predator-Bs, also known as the “Guardian.” This system, manufactured by General Atomics Aeronautical Systems, Inc (GA-ASI), is 36 feet long and has a 66 foot wing span. The Guardian’s max service ceiling is 30,000+ feet and has a max endurance of 20+ hours, making it an ideal platform for airborne surveillance. Located just under the nose is the optical sensor, Raytheon’s Multi-Targeting System B (MTS-B). It features a daytime and low light camera, an infrared camera, a laser target illuminator / range finder, and a variety of other options used to enhance images. The primary surveillance and detection payload is a 360-degree Raytheon SeaVue multimode maritime radar with integrated Automatic

Identification System (AIS). The sensors provide end users with full motion video to the Ground Control Station as well as radar imaging via the Minotaur system. These particular MQ-9s are owned and operated by U.S. Customs and Border Protection. Due to the overlap in Coast Guard and CBP missions in the maritime domain, it makes fiscal sense for the Department’s UAS program to be a joint venture with Coast Guard pilots and aircrew augmenting CBP personnel. Coast Guard pilots and aircrew receive initial UAS training through CBP at Grand Forks AFB, ND, and operate Predators at CBP National Air Security Operations Centers (NASOCs) in Corpus Christi, TX, and Cocoa Beach, FL. Although the Coast Guard envisions standing up several more UAS Command Centers, including one each on the East, West, and Gulf Coasts, the current budget outlook makes this untenable for the Coast Guard. The state of current sensor capabilities still does not meet all of the Coast Guard’s requirements, but this is changing dramatically as these technologies become smaller, lighter, and more effective. As such, the acquisition of a land-based UAS capability by the Coast Guard may still be years away. Despite these challenges, the cutter-based UAS capability for the NSC is now in the early stages of acquisition. The NSC and Offshore Patrol Cutter (OPC) fleets were designed to employ advanced and integrated command and control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR) systems, including cutter-based UAS. To date, three NSCs have been produced and the addition of UAS will enhance their overall mission effectiveness. Since

the termination of the Eagle Eye program, the USCG has needed an alternative cutter-based UAS program and has been looking at several options. In the coming years, the Coast Guard will aggressively pursue a small UAS (sUAS) capable of meeting the NSC’s immediate operational needs. The simplicity and cost effectiveness of sUAS makes the technology a very attractive option to fill this capability gap. Assuming funds availability, all NSCs could reasonably be outfitted with sUAS by FY20, including the establishment of an sUAS deployment center on the West Coast. Although not part of the acquisition effort, the Coast Guard has conducted sUAS demonstrations aboard the current NSC fleet as a proof-of-concept, and a means by which to refine concept of operations, standard operating procedures, and tactics, techniques, and procedures. Since 2012, the Coast Guard has completed two demonstrations of the ScanEagle UAS aboard Coast Guard Cutters Stratton and Bertholf, with a third shoreside demonstration planned for FY14. The recent demonstration on CGC Bertholf resulted in the interdiction of approximately 600K of cocaine and two arrests. Although not intended as a program of record for the Coast Guard, the Service has partnered with the National Oceanic and Atmospheric Administration (NOAA) and the University of Alaska to employ the RQ-20A Puma from CGC Healy as part of Arctic Shield 2013. The RQ-20A is a 13 pound sUAS built by AeroVironment. It is battery powered, contains an onboard electro-optical and infrared video camera, and is hand launched with a 2-3 hour flight endurance. The Coast Guard is on the cusp of procuring organic UAS and is pursuing this rapidly-advancing technology for both landbased and cutter-based applications. The time for exploiting UAS capabilities is now, and the Coast Guard should not delay efforts to secure our maritime domain with this capable, costeffective technology.

***DISCLAIMER: The opinions of this author do not necessarily reflect the official position of the USCG***

C B P PR EDATO R - B

Phot os c o u r t e s y o f U . S . C o a s t G u a r d .

RQ - 20A PU MA

EAG LE E YE

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NOT YOUR TYPICAL

here we were: an armed MH-65D helicopter, two cutters, four small boats, one Maritime Patrol Aircraft (MPA), and some bad guys. In the right seat was a brand new Mission Qualified (MQ) pilot, ARTICLE BY LCDR Christian in the rear was a brand new Precision MarksmanRigney, USCG Aviation (PM-A), both on their first deployment, and I, the MC (Mission Commander), was in the left seat on my sixth and final AUF-CD (Aviation Use of Force-Counter Drug) deployment. We were one week into a nine-week deployment when we got intelligence that was very promising. The cutter briefed us that there was going to be a mother-ship offloading dope to two go-fasts that would be within our striking distance. We were pre-positioned just over the horizon off the north coast of Honduras when we got the call to launch. It was 0230 and illumination was near 50%, seas were calm, and the skies were clear – in other words, perfect HITRON (Helicopter Interdiction Tactical squadRON [the Coast Guard’s only aviation counter-narcotic unit]) go-fasthunting weather. We got airborne and immediately established communications with the Customs and Border Protection MPA circling overhead providing real-time updates to the cutter detailing what the bad guys were doing. Our tasking was to stay covert until the offload was complete and the go-fasts departed the mother ship. Airborne, we were about 15 nautical miles away when the MPA made the call we were listening for: “Off-load complete, two go-fasts underway heading southbound.” They then gave us a vector eastbound towards the fast-movers and we made our move to intercept. The MPA was able to track both the go-fasts and us, a warm reassurance from above. While en route, our job became much easier because our legal go-ahead to engage in AUF-CD tactics was granted by the cutter, meaning all we had to do was locate and disable the vessel. As we flew towards go-fast number one, I called for “Mission Checklist Part Two for Reconnaissance.” Photos courtesy of U.S. Coast Guard.

Rotor Review # 123 Winter ‘14

Focus

Reconnaissance is just as it sounds: we fly covertly and look for specific characteristics of the targetof-interest (TOI) to determine our best course of action. Our Precision Marksman-Aviation (PM-A) prepared the cabin for AUF-CD and we scanned the water with our Heads-Up Displays and Night Vision Goggles. The MPA gave us a vector and reported that both go-fasts were southbound and the closest one was about five miles in front of us. As we got closer I sighted from the left seat the distinctive white wake of a go-fast making good speed from left to right at the twelve o’clock position; the right-seat MQ pilot made a left turn to intercept. As the MQ turned towards the first go-fast, I saw out the co-pilot door the second go-fast out to the northwest, also heading south – a rare twofor-one deal! Once our PM-A had readied the cabin, we made our approach to the southernmost go-fast. It was a 35’ panga-type vessel (open hull with bench seats), with four Persons On Board (POB), and all the criteria of an AUF-CD target. As we descended down to engagement altitude, we conducted our on-going threat assessment and signaling procedures while our PM-A prepared for warning shots. We got into position, the MQ (Mission Qualified pilot) called for warning shots, and immediately three stitches of .762 with red tracers ripped across the water in front of the panga’s bow. The panga didn’t stop at the warning shots but decided it was a good time to jettison its load of packages. No problem. The MQ and the PM-A maneuvered the aircraft to mark the position, which we did all the while keeping our eyes on the ever-elusive target. With the bale field position passed to the cutter, we were now were ready to re-engage the TOI. Using excellent CRM (Crew Resource Management), the MQ and PM-A maneuvered the helo into perfect firing azimuth and our PM-A let out three precision rounds of .50 cal into the panga’s single engine, immediately disabling the vessel. I radioed our position to the second cutter, who was providing support, and they vectored in their OTH (Over-The-Horizon – 25’ rigid-hulled49 inflatable small boat) to board the disabled TOI. navalhelicopterassn.org Continued on page 52

Change of Command And Establishment

CHSMWL

Hellions

Vigiliant Eagles

HT-18

HSC-3 SAU

CAPT Clayton Conley, USN, will be relieving CAPT Daniel Boyles, USN, on January 31, 2014

LtCol Jeffrey Pavelko, USMC, relieved CDR Christopher Pesile, USN, on September 20, 2013

CDR Kevin Pickard Jr, USN, relieved LtCol Robert White, USMC, on October 18, 2013

CDR Jared Hannum, USNR, relieved CDR Jennifer Hannon, USNR, on November 16, 2013

HT-28

VMM-266

Fighting Griffins

LtCol Kirk B. Nelson, USMC, relieved LtCol Christopher J. Boniface, USMC, on December 6, 2013

HSM-74

Swamp Foxes

CDR Matt Boren USN, relieved CDR James Miller, USN on December 21, 2013

HSL-60

Merlins

HSC-9

Tridents

CDR Bryan S. Peeples, USN, relieved CDR Brad L. Arthur, USN, on January 9, 2014

HSM-71

Jaguars

Raptors

CDR William Maske, USN, relieved CDR William Howey, USN, on January 25, 2014

CDR Ryan Tewell, USN, relieved CDR Patrick Jankowski, USN, on February 21, 2014

HSC-22

Sea Knights

CDR Wayne W. Andrews III, USN, relieved CDR Paul de Marcellus, USN, on February 27, 2014

Rotor Review # 123 Winter â&#x20AC;&#x2DC;14

Naval Helicopter Association Membership Form

Member Information: Name: Active Military / Civilian / Retired / Former Active Duty (circle one) Rank / Rate / Title (civilian): Service / Company Name: Squadron/Military Unit: Warfare Specialty: Pilot/Aircrew/Other (circle one) Community: HSC/HSM/HM/Other Aircraft Flown: Mailing Address: Street Apt City

State

Date:

Zip

Cell Phone: Home Phone: Home Email: Work Email: Do you want your membership information published on the online directory? Yes No Do you want your spouse to be contacted about NHA events? Yes No Spouse Name: Spouse Email: Levels of Membership: NHA Membership (Annual Dues) 1 Yr: $35.00 3 Yrs: $95.00 5 Yrs: $160.00 Nugget Membership: 2 Yrs: $35.00 (Open to O-1/O-2 on first tour, one time use only) Enlisted Membership: 1 Yr: $15.00 (Open to E-9 & below) Canadian Addresses: 1 Yr: $40.00 International Addresses: 1 Yr: $50.00 Preferred method to receive Rotor Review: Paper: Electronic: Both: Payment Options: Payment Due: $ Cash: Check: (Payable to NHA) AMEX/MC/VISA AMEX/MC/VISA #: _________-__________-_________-_________ CCV: ________ Exp Date: ________

Send your completed application to: NHA, PO Box 180578, Coronado, CA 92178-0578 Commercial: (619) 435-7139, FAX: (619) 435-7354, or email: rotorrev@simplyweb.net Web site: http://www.navalhelicopterassn.org/ Apply online: http://www.navalhelicopterassn.org/forms/new_member.php or use QR code: Subscription to the Rotor Review magazine is included in the annual membership to NHA. Rotor Review is published in print and in a digital version quarterly. If you choose the digital version, you will receive a link to view your copy online or via a mobile device. The printed version is mailed at a periodical rate and will not be forwarded if your address is incorrect. Change of addresses, inquiries for membership, subscriptions, back issues, sale items, etc., should be directed to the NHA office.

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Continued from page 49

With no time to celebrate a textbook takedown, we were tasked to intercept the second go-fast. This time we were told to take extra caution because this TOI had weapons on board, and they just used them against their ‘so-called’ friends. We train that all TOIs have weapons, but this was the first time that I had gotten confirmation that there were any on board and actually used. This got the adrenaline pumping even more in all of us. We got an immediate vector from the overhead MPA and immediately sighted the second gofast about eight miles away. The TOI was fairly close in profile to the first TOI—a 35’ single engine panga with four POB. We got on scene and conducted AUF-CD in pretty much the same way as the first go-fast. Except, as the third round of .50 cal struck the outboard engine, one of the occupants decided he was safer in the water and jumped overboard. Once again, not a problem. We maneuvered the helo and deployed a self-inflating life ring to the guy in the water. He swam toward it but decided that he was better off without it. He was picked up by our cutter’s OTH and put into custody while we provide them with boarding team cover as they boarded the disabled TOI. The boarding team secured the go-fast and an exciting interdiction was complete. With both go-fasts disabled, eight bad guys detained, and $18M in pure cocaine off the street, we returned to the cutter for BINGO. Our MQ and PM-A were riding high as they had just successfully completed their first interdiction, “a twofor-one” on one bag of gas, a rare feat for HITRON. Little did we know that our night was only half over and more adrenaline was on the way. While refueling on the deck of the 270’ cutter Forward we were tasked to launch and help search for the jettisoned contraband from our interdiction. After completing the re-fuel and launching, we traveled the 10 NM to the scene to begin our search. At datum, the 210’ cutter Confidence was providing support to the operation by searching with every white light they had, as well as with their small boat. We had earlier marked the location with an infrared strobe light, so we flew directly to the flashing glow. As we got

on datum, we immediately sighted the contraband and vectored the small boat into the middle of the bale field. While we were circling at 250’AWL, our PM-A, who was counting the bales at the time, asked, “Do you guys smell smoke?” We all took a whiff and “YES!” was our answer. A quick flash of panic followed by a reminder to myself that I had trained for this many times before. “Where is our cutter?” I asked. “Out to the west, I think,” said the MQ as he turned the aircraft that way. As we did, all we could see was blackness. The Forward’s TACAN was inop and the Confidence was in no position to receive us with a fouled deck and every light on the cutter illuminated. To add to the confusion, we had too many marked points in the CDU (Control Display Unit) for me to remember which one was marked as the Confidence. More panic. MQ asked PM-A, “Where is the smoke coming from?” PM-A: “Avionics rack, I think.” As I secured the Environmental Control System cool switch, I looked at the control panel and observed no indications up front. After what seemed like an eternity, we finally broke through the operational radio chatter to the Forward and requested both an emergency landing and their current position. They reported that they were about eight NM away, so we turned directly towards them. Now, eight NM isn’t that far, but when you think you are on fire, at night, at sea, it might as well be across the ocean. We continued to smell a burning sensation and our PM-A reported some smoke in the cabin. We discussed if there is smoke there must be fire, but there were no other indications of such. I continued to look at the control panel in front of me for any symptoms: the voltmeter, sharing the load; the VEMD (Vehicle and Engine Multifunction Display), all systems green; WCA (Warning Caution Advisory) panel, nothing lit up and no Master Warning Caution light flashing. I started to think that it might

Rotor Review # 123 Winter ‘14

be a generator issue because it was more of an electrical smell, but there were still no indications up front. The MQ did an excellent job flying the aircraft while the PM-A and I worked the EP. Since the cabin door was already open, we decided to keep it open and work the Smoke and Fume Elimination EP. The thought of fanning an electrical fire had crossed my mind, and we discussed we could provide more O2 to a fire that we couldn’t see; but since the door was already open, we left it open. We had determined that it was not an engine fire, so we discussed whether we had an electrical fire or just smoke and fumes in the aircraft. Since the PM-A couldn’t determine where the smoke was coming from, we continued with the smoke and fume elimination EP. Due to having an unknown electrical issue, we discussed securing the master electrical switch, but I decided I’d prefer to take my chances with smoke and fumes on a NVG landing to a cutter with the AFCS (Automatic Flight Control System) and lights on, rather than without them. I finally got communications with tower and requested an immediate emergency landing. As we continued to analyze the situation, I desperately tried to get a green deck prior to our arrival, but tower, the LSO (Landing Signal Officer), and the fire party were all talking to each other. We later debriefed with everyone involved, that when we declare an emergency, radio traffic should be minimized. We still didn’t have a green deck as we turned downwind because the LSO spotted one of the aft crash nets was in the up position. The problem was that the davit and OTH are located one deck below the flight deck on a 270’. The cutter was in the process of launching their second OTH from the fantail to support operations after we had hot-gassed. The aft crash nets of a 270’ need to be up so the davit can be raised to launch the OTH, hence the up crash net. At this point we didn’t care – we were coming in for a landing, green deck or not. I thought to myself, I just want to get this smoking aircraft out of the sky. Anyone who is Deck Landing Qualified knows that landing a helicopter on a cutter is not a normal landing; no two landings are the same nor are they ever comfortable. Continued on page 54

navalhelicopterassn.org

We discussed that we were not looking to make a picture perfect landing; we just wanted to get safely on deck. I verbalized that we should not delay “over the circle” and to lower the collective as soon as the PM-A verbalized “in the grid.” I wanted to get on deck, preferably with TALON (a hydraulic claw on the bottom of the aircraft that secures the aircraft to the deck) engaged, but would settle for three wheels in the circle so we could expedite our egress. I requested that the cutter put its NVG lighting to 100% in accordance with our previous landings. We did this early because sometimes it takes a while for a lighting change to take place. On a 270’ cutter, if a deck lighting change is requested, the request goes from the helo to the HCO (Helicopter Control Officer) to the sound powered phone operator, who then communicates it to the lighting station personnel located in the hangar. Needless to say, it took a while for the information to be passed. As we flew on a modified base, we re-confirmed the landing checks were complete and took one last look of the aircraft for any other indications of a fire. With none noted, we set up for the approach. As we came to within three rotor disks and 65’ above the water, we finally got a green deck and the requested 100% NVG lighting. The cutter passed that both fire parties were “manned and ready” – a good feeling to have, but they would do us no good if we didn’t get the helo on deck safely.

The MQ and I discussed that the approach I took away from this event. One is that I shouldn’t be anything different than what have faith in my training, and that training we had been practicing; we just had to get took over for each of us that night. Another the aircraft down safely like we had been is that the first steps in any emergency doing for the previous two weeks. procedure are to maintain aircraft control, Ultimately, the landing was the analyze the situation, and take appropriate easiest part of this whole situation. I reverted action. We weren’t sure what we had, back to the previous 100 NVG landings that so analyzing the situation became rather I had without an emergency and decided important, especially since it was nighttime that since the MQ was still flying, he should and we were at sea. I made a decision with take the landing; I would ride the controls the information I had at the time and we with him. We came over the fantail, into lived with it. Looking back now, the only the circle, and the MQ put it down in the grid just as the PM-A was s I secured the Environmental calling out “in the grid.” Excellent Control System cool switch, landing, TALON engaged, safe I looked at the control panel on deck. As the fire team got into position, we completed the and observed no indications up front. secure checklist as fast as we After what seemed like an eternity, we possibly could and egressed even finally broke through the operational faster. As the blueberries were radio chatter to the Forward and securing the aircraft, we thanked the aviation gods for being on our requested both an emergency side that night. After a harrowing landing and their current position. flight back to the boat that seemed much longer than it needed to be, we searched for and found the cause of our change that I would have made would problems: a seized ECS compressor. have been to brief that we should have That night all of our aviation done a min-speed approach/landing in skills came into play; from ship-helo ops, case of an engine failure. We didn’t have to AUF-CD, to basic airmanship. You any indications of an engine fire so that never know when an emergency is going to probably kept the min-speed approach out happen. Was this one amplified because it of mind. The most important part of our was at night and our nearest “airport” was a adventure was that our crew made it back cutter? Probably! safely and we all have an incredible story There are a couple of things that to tell.

Rotor Review # 123 Winter ‘14

Focus: What Would You Say You Do Here?

FLEXIBILITY IS T H E N A M E

O f T H E G AM E

A rt i c le a n d P hotos by LT C hr i s A l dr i ch, U SN

t is commonly known that the MH-60S is a versatile multi-mission platform whose capabilities range from Vertical Replenishment (VERTREP), Vertical Onboard Delivery (VOD), Search and Rescue (SAR), Non-combatant Evacuation Operations (NEO), Medical Evacuation (MEDEVAC), Special Warfare Support, Combat Search and Rescue (CSAR), Maritime Interdiction Operations (MIO), AntiSurface Warfare (ASUW), CV Plane Guard/ SAR, Air Ambulance, and Organic Mine Countermeasures (OAMCM). Recently two squadrons were able to demonstrate a majority of these capabilities during the joint forces Offshore Platform Security Threat Awareness and Response 2013 exercise, in which HSC-8 and HSC-14 teamed up with the Border Patrol Tactical Unit (BORTAC), the Coast Guard Maritime Safety and Security Team (MSST), and the Federal Bureau of Investigation (FBI) to demonstrate the capabilities, effectiveness, and ability of government forces to work together to execute a mission on short notice. The scenario had an unknown number of hostile personnel boarding an

economically significant oil platform located northwest of Los Angeles. Our mission was to utilize NAS Pt. Mugu as a Forward Operating Base (FOB), rendezvous with the Boat Assault Force (BAF) who would be inserting FBI agents to the lower decks as three of our four helicopters inserted a total of twenty one personnel topside via fastrope. Once the assault force gained control of the platform, they would exfil the hostiles with the BAF and the assault force via helicopters. The mission was straightforward and everyone was clear on his or her responsibilities. We arrived at Pt. Mugu ahead of schedule and the assault force disembarked from the helicopters to attend their 0800 safety brief. The flight shut down, leaving only the auxiliary power unit running in order to conserve fuel while the crew removed seats and allowed the HRST masters to finish rigging each aircraft. As the HRST master attempted to complete his final rigging on one of the primary infil aircraft, he was unable to insert the safety pin. A second HRST master began preparations on a backup aircraft; however,

the HRST master was able to get the safety pin in for the mission. We taxied out, took the runway, and headed towards our rendezvous point. We arrived ten minutes prior to our TOT and, as we waited for the BAF, each aircraft trained their FLIRs on the oil platform in an attempt to gain some extra awareness on the situation on board the oil rig. Unfortunately, we could not make out any hostile personnel or hostages from that distance from the platform. The BAF arrived and we pushed forward, adjusting our airspeed so as to not overtake them. Upon arrival, we took note of two suspicious small boats that appeared to be involved with the hostiles. At that point the BAF broke off prior to inserting and took up a defensive position to prevent the small crafts from intervening. As each aircraft inserted their personnel and took up their respective positions, we began passing the positions of any hostile forces while providing coverage for the assault team. After 45 minutes, the BAF had successfully deterred any attack runs and captured the hostile personnel on board the small boats. The assault team cleared all

navalhelicopterassn.org

four decks and apprehended all hostile forces with no casualties. With the control of the oil platform successfully regained, all four aircraft returned to Pt. Mugu for fuel and to await the assault team. Once we received the call that they were ready for pickup, we made our way back out to the oil platform. The platform’s helicopter pad was only rated at 12,000 pounds, so we extracted all of the personnel via hoist. From there we needed to again return to Pt. Mugu to place the seats back in the aircraft. After loading back up, we

ur mission was to utilize NAS Pt. Mugu as a Forward Operating Base (FOB), rendezvous with the Boat Assault Force (BAF) who would be inserting FBI agents to the lower decks as three of our four helicopters inserted a total of twenty one personnel topside via fastrope. departed for North Island with one more major obstacle to overcome on the way home, fatigue. With most of us being up since 0300 and the time now approaching 1300, it was clear that everyone was starting to drag. Between the two pilots, we did this by swapping controls every 15 minutes. Along with the aircrewmen, we struck up a conversation that ranged from current events to everyone’s favorite plane guard game. Both of these helped us stay mentally alert and battle oncoming fatigue until we ultimately returned safely to North Island. The MH-60S is no doubt an adaptable platform. It can be configured for one specific mission or for multiple mission areas in a short period of time. However, being a part of this exercise reinforced the point that it is not always enough to have only a flexible aircraft, you need a crew that is able to flex and adapt to the ever-changing scenario or mission you are presented with. It was a great experience to get to work with so many outside entities and demonstrate the ability of all government forces to come together and execute a mission.

Rotor Review # 123 Winter ‘14

Focus: What Would You Say You Do Here?

Fire Is

the

Ar t icle

Scout

f u tu re LCDR

Mike

no w ?

Gerhart,

USN

Photos Taken By CTTSN Cameron Wheeler, USN

ire Scout has proven itself both valuable and highly capable. This aircraft will continue to be utilized for maritime-based ISR for years to come, and with the successful development and testing of the MQ-8C, unmanned aviation is very much a reality.

ith the completion of another successful deployment for the MQ-8B Fire Scout Vertical Takeoff Unmanned Aerial Vehicle (VTUAV) program, the Navy has once again taken a leap forward into the future of Naval Aviation. Even after six deployments of Fire Scout, there still seem to be many Naval Aviators who have questions concerning this aircraft and its mission. After experiencing the mission first hand, the Fire Scout is a very capable asset. Primarily used to conduct Intelligence, Surveillance, and Reconnaissance (ISR) from a maritime platform such as an FFG class ship, it proved effective supporting counterterrorism operations in the Sixth Fleet Area of Responsibility (AOR). If the level of success I enjoyed continues, unmanned shipboard, rotary-wing ISR has a future in expeditionary deployments.

Being able to witness this aircraft and its capabilities in action was certainly an interesting experience. As Officer-in-Charge (OIC) of Helicopter Maritime Strike Squadron 46 Detachment NINE, I had the pleasure of leading the ISR mission. Deployed for six months aboard USS Samuel B. Roberts (FFG 58), we were able to execute over 1,700 mishap-free flight hours – a significant milestone for the MQ-8B program and the Navy. I now have a deeper appreciation for what this aircraft is capable of and where it is headed in the future. Although specifics concerning the Fire Scout mission are classified, it is capable of providing eight hours of continuous surveillance coverage 110 nautical miles from the launch site. The MQ-8B is essentially a heavily modified Schweitzer 330 light helicopter. Referred to as an air vehicle

(AV) rather than an aircraft, it is semiautonomous, so it doesn’t require ‘stickand-rudder’ control inputs, but rather direction from an operator via a control station. It is essentially flown via keyboard and trackball. What makes flying the AV so unique, and adds another dimension to the complexity, is the MQ8B system is capable of simultaneously supporting the flight of two AVs from a single control station. This is referred to as dual air vehicle (DAV) operations. With one AV airborne, the crew linksup to, starts and launches a second, then recovers the first AV once the second AV is established at a safe operating altitude. This concept allows a single crew to maintain continuous ISR coverage over a target with multiple AVs. Fire Scout incorporates two independent functional capabilities for the ISR mission – Full Motion Video (FMV) and Aerial Precision Geolocation

navalhelicopterassn.org

(APG). Both use a modular mission payload (MMP) or sensors located on the AV. FMV is provided by an AN/ AAQ-22D electro-optical/infrared (EO/ IR) BRITE Star Block II camera. The functionality of the camera is very similar to the AN/AAS-44C(V)2 Multi-Spectral Targeting System (MTS) found on the MH-60R/S. It is a surveillance system with incorporated laser designator (LRD) and eye-safe laser rangefinder (ESLRF). APG is conducted with an electronic warfare payload and SIGINT module, TWISTER, which collects electronic data and sends it to a standalone laptop at the control station through the AV’s Tactical Common Data Link (TCDL). These two payloads make the Fire Scout a well-equipped ISR asset and an effective tool in supporting counter-terrorism efforts. TWISTER is part of the warfighter capability upgrade (WCU), which is an enhanced-capability modification to the baseline AV. This upgrade also includes two additional sensors – Automated Identification System/Ocean Surveillance Initiative (AIS/OSI) and VORTEX. Anyone who has deployed on a Navy ship appreciates AIS; it serves as an IFF for ships. The AIS on Fire Scout works in a similar manner as it does on any surface combatant. It passively collects location and identification details of all AIS transponders within receiving range. The VORTEX works in conjunction

with a hand-held video receiver known as the ROVER. If you have seen the movie Act of Valor, an RQ-11 Raven was utilized with a VORTEX type system while special operators employed a type of ROVER system allowing them to see real-time aerial views. Conducting ISR from a maritime platform such as the USS Samuel B. Roberts proved to be a very effective concept. What makes Fire Scout special is that it is mobile and expeditionary without the need for land-based operations. Launching Fire Scout from an FFG has certainly alleviated the burden of those issues. In fact, we were able to launch the AV and be over an area of interest within 30 minutes or so. Conversely, land-based ISR platforms (manned and unmanned) require hours of transit time over great distances, limiting the on station time and are susceptible to weather impacts both at their home bases as well as over the target area. The real reason to have a maritime-based ISR asset is the same reason we have a Navy – you can forward deploy and affect operations on the land without having to establish a presence ashore. In the future, Fire Scout is slated to receive additional payload upgrades such as radar, providing the AV with an additional over-the-horizon capability making it an even more viable asset. Currently the MQ-8B is being modified

Rotor Review # 123 Winter ‘14

to carry the Advanced Precision Kill Weapon System (APKWS), a laserguided rocket. Even greater improvements and expanded capabilities will be provided with the introduction of the MQ-8C variant. Now in flight-testing, the “Charlie” Fire Scout uses the same avionics and control stations, coupled with a modified Bell 407 airframe. A larger airframe and higher-capacity engines means more range and flight time and payload capacity as well as better durability in the maritime environment. After completing six deployments and currently finishing up a seventh on board USS Simpson (FFG 56) as well as executing more than 11,000 flight hours, Fire Scout has proven itself both valuable and highly capable. This aircraft will continue to be utilized for maritime-based ISR for years to come and with the successful development and testing of the MQ8C, unmanned aviaition is very much a reality. In the future Fire Scout will deploy on LCS as part of each of the three Mission Packages (SUW, USW, MCW) and continue its support of counter-terrorism. Is it now time for us to embrace unmanned aircraft as a significant part of Naval Aviation’s future? I think the answer to that is a resounding yes.

What Would You Say You Do Here,

Focus

NHAHS? A rti cl e by C D R Joe S krzypek, U S N ( Ret )

NHA HS M I D WAY Mu s e u m H e l i c o p te r Di spl ay A rea

he Naval Helicopter Association Historical Society (NHAHS) is a 501(c)(3) non-profit public benefit, charitable corporation. Originally, it was established as the Naval Helicopter Historical Society (NHHS) in 1997 and headquartered in Bonita, CA. The organization was formed to “Gather, Preserve, and Display the Legacy of Naval Helicopter Aviation.” In 2012, NHHS joined NHA to share their common interests in support of helicopter history with a new name. In the year of NHHS establishment, a small group of dedicated individuals had a vision and a goal to make rotary wing aviation a part of the USS Midway Museum in San Diego.

Chuck Smiley on USS MIDWAY flight deck

That small team included the following directors: Donald J, Hayes, Hugh F. Mclinden Jr., E. Monahan, Harold Nachlin, Lloyd l. Parthemer, William F. Quarg, Charles B. Smiley, George E. Smith, and Robert S. Vermilya. Chuck Smiley took the lead and started meetings to organize the group with the goal to acquire helicopter spaces on board the USS MIDWAY Museum. Lloyd Parthemer took the initiative to go through the difficult, time consuming and complex process of forming NHHS into a 501(c)(3) Charitable Corporation. Based on his efforts, Lloyd became the Secretary of the newly created historical society. After about seven years Chuck Smiley stated that he had accomplished what he had set out to do; and turned over the Chairmanship to Lloyd Parthemer who was nominated and voted in as the NHHS President. Lloyd had the honor of signing the rental agreement with the Midway for the NHHS spaces and had been the President of NHHS since then (until his retirement announced in November 2012).

NHAHS has been very active with a multitude of projects: 1. Memorandum of Understanding (MOU) officially connecting NHHS with NHA. 2. Negotiation of an agreement with the San Diego Air & Space Museum (SDA&SM) to manage the NHAHS collection of historical articles, letters, pictures, and helicopter related memorabilia. 3. Arranging to display hundreds of pictures on the SDA&SM website. 4. Continuing negotiations and planning for a helicopter related exhibit for the SDA&SM. 5. Creation of the LT Clyde Lassen Medal of Honor exhibit on USS Midway. 6. Continuing the Mark Starr Scholarship Award. 7. Raising funds and supporting local region activities. 8. Supporting NHA Symposiums and Fleet Fly-Ins.

H el o R eady R oom C elebr at ion

Lloyd asked Capt Bill Personius to come aboard as a director and encouraged him to bring others. Bill did just that and was voted in as President by the Board in November of 2012. Bill continued Lloyd’s pursuit of negotiating our connection with NHA and made the agreement a reality. NHAHS remains the original charitable SCAN THE CODE organization with a new name, cooperating and TO VISIT NHAHS assisting NHA while still gathering the History ONLINE. of Naval Rotary Wing Aviation of those who have served, are serving today, and those who will serve in the future.

navalhelicopterassn.org

What Would You Say You Do Here?...

A Mission from the Past

ulti-mission H-34 helicopters, while often simply “getting the mail,” sometimes also “supported our troops” in the battlefield. The excerpt of Maj Stephen W. Pless’ citation is an incredible example of such action: For conspicuous gallantry and intrepidity at the risk of his life above and beyond the call of duty while serving as a helicopter gunship pilot attached to Marine Observation Squadron Six in action against enemy forces near Quang Ngai, Republic of Vietnam, on 19 August 1967. During an escort mission, Major (then Captain) Pless monitored an emergency call that four American soldiers, stranded on a nearby beach, were being overwhelmed by a large Viet Cong force. Major Pless flew to the scene and found 30 to 50 enemy soldiers in the open. Some of the enemy were bayoneting and beating the downed Americans. Major Pless displayed exceptional airmanship as he launched a devastating attack against the enemy force, killing or wounding many of the enemy and driving the remainder back into a treeline. His rocket and machine gun attacks were made at such low levels that the aircraft flew through debris created by explosions from its rockets. Seeing one of the wounded soldiers gesture for assistance, he maneuvered his helicopter into a position between the wounded men and the enemy, providing a shield which permitted his crew to retrieve the wounded. During the rescue, the enemy directed intense fire at VMO-6’s highly-decorated aircrew (L-R) GySgt Leroy N. Poulson the helicopter and rushed the aircraft again and again, closing to (Navy Cross), LCpl John G. Phelps (Navy Cross), Capt Rupert E. within a few feet before being beaten back. When the wounded Fairfield (Navy Cross), Capt Stephen W. Pless (Medal of Honor). men were aboard, Major Pless maneuvered the helicopter out Pho to cour t es y of NHAHS Ar c hiv es . to sea. Before it became safely airborne, the overloaded aircraft settled four times into the water. Displaying superb airmanship, he finally got the helicopter aloft. Major Pless’ extraordinary heroism coupled with his outstanding flying skill prevented the annihilation of the tiny force. His courageous actions reflect great credit upon himself and uphold the highest traditions of the Marine Corps and the United States Naval Service.

Submitted by NHAHS

Historical: Rotorcraft Pioneers, H. Franklin Gregory - PART I (continued from page 35) data considered essential. The Special Engineering Evaluation Board reported its decision on 28 May 1940. The Platt-LePage proposal was selected. The fact that this design followed the already proven Fa-61 design weighed heavily on the minds of the members of the board. On 19 July 1940, the Secretary of War approved contract number 15375 with Platt-LePage Aircraft Company, Eddystone, outside Philadelphia, for the development of the XR-1. In late 1939, while attending a meeting of the Institute of Aeronautical Sciences held at the Franklin Institute in Philadelphia, for the first time, Frank Gregory met Igor Sikorsky. He was deeply impressed by this mild-mannered, self-effacing man, who was a true aviation genius. This chance meeting marked the start of a relationship that would have an enormous impact in the

development of the helicopter as an essential tool of military operations. Sikorsky had just started flight-testing the VS-300 in September of that year. He invited Gregory to go to his plant and fly his experimental craft. Gregory had already been at the Sikorsky plant once, the year before. At a time when he was looking for new rotary-wing aircraft, he had learned that Sikorsky was working on a new helicopter design. During that first visit he did not meet Sikorsky, who was traveling in Europe. What Sikorsky had at that time was not an aircraft, but a test rig to test the performance of various rotor configurations. The rig consisted of a tubular structure with two rotors mounted horizontally side-by-side and another rotor mounted vertically at the

Rotor Review # 123 Winter ‘14

rear. The differential pitch changes in the horizontal rotors provided roll control, while the vertical rotor provided yaw control. Sikorsky was trying to develop an aircraft control system that would work at zero airspeed. He had not reached yet the stage of development at which main rotor cyclic pitch changes would provide pitch and roll control. Captain Gregory visited the Sikorsky plant again in July 1940. His assistant, Victor Haugen, accompanied him. The VS300 had been flying untethered since May. The little craft was performing very well in a hover and in slow flight in any direction. Igor Sikorsky flew a demonstration where he hovered and moved forward, backwards, and laterally. After he landed, he offered Gregory the opportunity to fly the little craft. After a verbal brief from Sikorsky, Gregory opened

Historical: Rotorcraft Pioneers, H. Franklin Gregory - PART I

Attribution to Rotorcraft Pioneers: Haviland H. Platt and W. Laurence LePage

The following corrections from Jay B. Hendrickson on this article are based on the findings of Platt-LePage Aircraft Co. Archives (http://:plattlepageaircraft.com/). He stated the following: A. 1st Close Course Flight of the XR-1

Following Col Frank Gregory’s closed course flight, Lou Leavitt took the XR-1 up and repeated Col H.F. Gregory’s successful close course flight. After a conference between the PlattLePage engineering team, Col Gregory, and Lou Leavitt, adjustments were made to the control system, and the XR-1 was readied for another test flight. At this point Leavitt refused to fly the XR-1 as planned, which forced Platt-LePage to “release” Lou Leavitt from his position as test pilot. Platt-LePage Aircraft contacted Jim Ray to take over flight test duties, and to train George H. “Buck” Miller to become the chief pilot for Platt-LePage Aircraft. the throttle slowly to the briefed 2400 rpm and pulled the collective stick back. The helicopter leaped into the air. Gregory found himself with his hands full, trying to keep control of an entirely different machine from all the aircraft he had flown before. The moments that followed were full of anxiety for Gregory, and for Sikorsky and the group of observers on the ground. After about eight minutes of struggle, Gregory was able to set the helicopter back on the ground. About this experience, Gregory later wrote, “More than anything else, VS-300 reminded me of a bucking bronco. She tried to throw me when she leaped into the air right at the start. She was ornery. When I wanted her to go down she went up. When I tried to back her up she persisted on going forward. About the only thing she was agreeable to was getting down again and that probably was because she wanted to get fed and be pampered by the mechanics and her maker.” Later that same day, Gregory flew the VS-300 again. This time he was able to control the aircraft much better. A weighted handkerchief was used to mark the nose skid. Gregory lifted off, maneuvered around for a while, and then landed with the nose skid right over the handkerchief. Two important things happened that day: One, Captain H. Franklin Gregory became the first military pilot in the U.S. to solo a practical helicopter. And two, he became totally convinced that

B. The July 4th 1943 Crash of the XR-1

Dr. LePage’s recollection of the crash was faulty; the XR-1 was flown on a sanctioned test flight, according to the accident report. The improperly attached discus fairing was tagged for no flying, however the shop manager appealed the inspectors no-fly decision, and it was agreed that the XR-1 could be flown as long as speeds were kept under 50 mph. A number of low speed flight runs were made and witnessed by members of the engineering team. On the final run as Jim Ray was pulling the XR-1 into a hover, the braised attachment points of the discus fairing failed, causing the XR-1 to throw a rotor blade, which threw the XR-1 into severe vibrations while in Sikorsky was ready for the next stage in helicopter development. When he returned to Wright Field, in his report to his chiefs he recommended that Sikorsky should build an Army helicopter, even if the already contracted XR-1 was highly successful. He argued that it was wise to have a parallel helicopter development; particularly since Sikorsky’s single main rotor design was radically different from the Platt-LePage design. A few weeks later, sitting in Sikorsky’s car with Igor Sikorsky and his Assistant Engineering Manager, Serge Gluhareff, Gregory unofficially worked a deal for the new helicopter. He told Sikorsky that the Army would seek authority to use a portion of the funds still remaining from the Dorsey Bill appropriation to acquire it. Sikorsky in term believed that he could get United Aircraft to foot the bill for the remainder of the development cost. They agreed that work on the new helicopter would start. Thus, the XR-4, the prototype of the first helicopter to enter production for the U.S. Armed Forces was born. This agreement was made official in a meeting held on 17 December 1940 at the munitions building in Washington, D.C. Sixteen men, including CDR William J. Kossler, USCG, representing the Coast Guard, and LCDR J. M. Lane, USN, representing BuAer, along with Captain

transitional flight. Jim Ray managed to put the severely oscillating XR-1 on the ground, while still in forward flight of about 30 mph. The XR-1 while damaged by the rotor strike and subsequent hard landing, was saved by the skill of Jim Ray, who was commended for saving the XR-1 in the official accident report. Following recovery from his injuries, Jim Ray returned to Platt-LePage Aircraft, to make the first test flights of the XR-1A in October 1943 and to hand off the XR-1A to Buck Miller when he was ready to take over flight test duties... Read more of this attribution online by pressing the button.

Gregory and Captain Haugen representing the Matériel Division, decided to buy the first single main rotor helicopter for the Army. It was agreed that $50,000 from the remaining Dorsey Bill funds would be used to procure the two-place side-by-side single main rotor helicopter proposed by Vought-Sikorsky. Captain Gregory was now the project officer for two concurrent helicopter development programs. He continued to make frequent visits to Eddystone to stay informed of the progress of the XR-1 development. On 12 May 1941, the XR-1 was finally ready for its first flight. That day Gregory witnessed Lou Leavitt, the test pilot, lift the helicopter a few feet of the ground in a tethered flight. On 23 June, the XR-1 made its first free flight. The flight testing of the XR-1 continued throughout 1941 and beyond. It seemed to Gregory that with each test flight, some new problem would crop up to consume time. After each flight, the bird had to be taken back to the shop to implement control modifications or adjustments. Sometimes components had to be redesigned. By the fall of 1941 the aircraft was flying well enough to move the Matériel Division to give Platt-LePage a contract for the next model, the XR-1A. On 7 November, Gregory and other Matériel Division officers inspected the full scale mock-up of the XR-1A. A month later the United States would be at war and all priorities would change.

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Meanwhile, Sikorsky’s XR-4 development was advancing rapidly. The flight testing of the VS-300 had resulted in a major improvement in its control system and rotor hub design. Finally, Sikorsky had come around to implement full roll and pitch control by means of cyclic pitch control of the main rotor blades. The tail rotor continued to provide yaw control. Lead-lag hydraulic dampers were installed in the rotor hub. With these changes, the craft’s handling characteristics improved significantly. These changes were incorporated in the XR-4 design. The new helicopter was rolled out of the shop in December 1941. Fight testing began on 14 January 1942. The contract signed by Sikorsky specified that “the aircraft called for will be demonstrated by the contractor at his expense and risk and shall prove to the government the airworthiness and structural integrity of said aircraft.” On 20 April 1942, Les Morris, Sikorsky’s chief test pilot, performed what amounted to an air show more than to a demonstration of the XR-4. Among those officers witnessing the demonstration were CDR William Kossler and CDR Watson A. Burton from the U.S. Coast Guard, Wing Commander R. A. Brie of the British Air Commission, and Commander J. H. Millar of the Royal Navy. In addition to the expected hovering and air taxing demonstration, Les Morris and his associates performed a series of “stunts” to demonstrate the unique capabilities of the helicopter to perform a variety of military missions. Using the pitot tube, Morris snared a ring about ten inches in diameter from the top of a pole and deposited it in the hands of Igor Sikorsky, standing on the ground. Next, a net bag containing a dozen eggs was attached to the pilot tube with a tenfoot rope. Morris slowly lifted the bag off the ground and flew around a bit before depositing the bag back down on the same spot without breaking any eggs. Bob Labensky then took one egg and cracked it on a rock to show that the eggs were raw, and not hard-boiled. Next, Morris and Labensky went aloft 25 feet and lowered a phone line to Gregory and Sikorsky, who carried a conversation with Labensky, most likely the first ground-to-air phone

conversation from a helicopter. Labensky later resulted in the YR-4, the XR-5, and also sent paper messages down the line to the XR-6 Sikorsky helicopter programs. demonstrate another means of air-to-ground In Gregory’s mind the days of the skeptics communications. In the next stunt, a rope were over. The helicopter was here to ladder was attached to the cabin. Morris stay. hovered about 20 feet over a spot and On the Navy side, however, the dropped the ladder. Ralph Alex, a Sikorsky environment was quite different. Both, engineer, climbed up the ladder and into CDR Kossler and CDR Burton agreed the cockpit. On a similar demonstration, a that the helicopter offered the potential passenger flying next to Morris opened his to become a uniquely capable rescue cabin door, dropped a rope, and lowered vehicle. Kossler was serving as Chief himself to the ground while the helicopter of the Aviation Engineering Division at hovered motionless about 25 feet up. At Coast Guard Headquarters. Burton was the end of the flight exhibition, Gregory the Commanding Officer of the New York sent the following wire message to General Coast Guard Air Station, Floyd Bennett Carroll, Chief of the Engineering Division Field, Brooklyn, NY. In their report to at Wright Field: Headquarters, they proposed that three FLIGHT DEMONSTRATION OF helicopters be procured for service test XR-4 MOST SUCCESSFUL. THE CRAFT and evaluation. Their proposal was DEMONSTRATES ALL THAT COULD BE immediately rejected. Another year ASKED OF THE HELICOPTER TO THE would pass before allied losses in the SATISFACTION OF ALL WITNESSES. North Atlantic moved the Navy to take a ALTITUDE REACHED DURING serious look at this new type of aircraft DEMONSTRATION, FIVE THOUSAND as a potential asset in the fight against the FEET. EXPECT XR-4 DELIVERY TO German U-boats. WRIGHT ON OR ABOUT MAY FIRST. Part two of this article, coming GREGORY. in the next issue of Rotor Review, will All the officers present at examine Colonel Frank Gregory’s this demonstration agreed that further continuing role in the development of development of the XR-4 should be the helicopter in the U.S. Army, his carried on as soon as possible. Captain achievements as Test Director and test Gregory wrote a report to the Chief of pilot in the XR-4 program, his central role the Engineering Division at Wright Field, in the development of helicopter shipboard making the following recommendations: capabilities, the Navy’s coming around to “That service-test helicopters similar to embrace the concept of the helicopter as the XR-4 be procured without delay to an ASW platform, Gregory’s role in the familiarize Army Air Force personnel with development of the XR-5 and the XR-6, helicopter operations and maintenance, and and his continued pursuit of a successful to determine all the uses of these aircraft. career in the U.S. Air Force. That helicopter development be continued on a much larger scale. Sources That experimental contracts be entered 1. Anything A Horse Can Do: The Story Of The Helicopter, with Voughtby H. Franklin Gregory. The Cornwall Press, Cornwall, Sikorsky Aircraft N.Y. 1944. Division for 2. US Army & Air Force Rotorcraft Pioneers. By Brad helicopters having McNally.www.justhelicopters.com/HELIARTICLES/tabid/433/ larger useful loads ID/4211/US-Army-Air-Force-Rotorcraft-Pioneers.aspx. than the XR-4, the 3. S-47/R-4 Helicopter – Igor I. Sikorsky Historical larger helicopters Archives. www.sikorskyarchives.com/S-47.php. to be capable of carrying depth 4. U.S. Air Force, About Us. Brigadier General chargers, aerial Hollingswoth F. Gregory.www.af.mil/AboutUs/Biographies/ mines, or other Display/tabid/225/Article/106908/brigadier-general-hollingswotharmament.” These f-gregory.aspx. recommendations

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Historical

HS-11 REUNION

Article and Photo by CAPT Paul Stevens, USN (Ret)

Captain Chuck Fries, USN (Ret), (left) and Skipper Tim Kinsella at the HS-11 briefing

unique gathering of intrepid aviators met in Jacksonville, Florida this past October for a reunion of former HS-11 Dragonslayers, many of whom deployed in USS Intrepid (CV 11) on her final cruise prior to decommissioning. The three day reunion that included 22 aviators and many of their spouses was replete with stories of chasing Russian Foxtrots and enjoying some of the best liberty ports the Mediterranean had to offer. Festivities began with an evening Happy Hour at Club Continental in Orange Park where fabled stories of midnight launches from pitching decks dominated the conversation. The reunion was the brainchild of Livio Capilla who spent most of last year and this seeking out the members of that legendary wardroom of Dragonslayers from the early 70’s. Golf at NAS Jax and a formal dinner at Club Continental followed the next day and the evening was highlighted by great food, conversation and a surprisingly competitive game of Jeopardy featuring HS-11 factoids from past and present. The final day featured a trip to the last active duty, pure HS squadron on the Jacksonville seawall, HS-11, where Skipper Tim Kinsella and his wardroom briefed our group on current operations and future plans for the Dragonslayers. A tour of the H-60F and H completed the brief, but what caught the eye and interest of these intrepid aviators was the H-3 parked conveniently outside of the hangar.

(Photo Left) RADM Bill Johnston… the Navy’s second rotary wing Flag Officer. (Photo Right, l-r) Former HS-11 CO’s: CAPT(Ret) Frank Dressen, CAPT(Ret) Chuck Fries, CAPT (Ret) Mel Taunt, CAPT (Ret) Jim Curtis, and CAPT (Ret) Al Ferber with current CO CDR Tim Kensella.

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Command Updates

HSC-2 Reaches 65,000 Class A Mishap-Free Flight Hours

Article by LT Matthew “Gretel” Williamson, HSC-2 Public Affairs Officer

he Fleet Angels of HSC-2 celebrated reaching 65,000 Class A mishap-free hours on December 5th. “Achieving this milestone does not come easily, especially in a training squadron,” said LT Christopher Robinson, HSC-2’s Safety Officer. “Every Sailor in the command has to give 100%, 100% of the time. All departments of this squadron have to work in conjunction to reach this milestone since we are a squadron full of students being trained to maintain and fly the aircraft.” LT Patrick Cortez, Maintenance Officer at HSC-2, stressed that reaching a milestone like this only occurs when every Sailor does every task by the book. “A milestone of this magnitude is only made possible with the complete buy-in from all stake holders throughout the command,” said

LT Cortez. “At HSC-2, this has become evident by the true professionalism and attention to detail exhibited by all hands in the performance of each and every task within the squadron, such as FCF briefs, daily inspections, pre-flights, and even fundamental events such as FOD walk down. Our high standard of excellence made this impressive achievement possible.” “It is easy to lose perspective on flight hour milestones - particularly those which may seem routine,” said CDR Todd Vandegrift, HSC-2’s Commanding Officer. “Sustained mishap-free operations are anything but routine and we need to understand what this milestone represents. It represents more than 11 years of constant attention to detail. It represents hundreds

of thousands of inspections that occurred by the book. It represents nearly two million man hours of labor accomplished with a commitment to excellence. This milestone represents who we are as Naval Aviation and as Fleet Angels. Some say that the difference between “the good” and “the great” is that “the great” earn it every day. This milestone of 65,000 mishap-free flight hours represents just that - earning it every day.” HSC-2’s last class A mishap occurred on July 5th, 2002. SCAN AND LIKE HSC-2 ON

HSM-35 Command Updates Article courtesy of HSM-35 Public Office

ast July, HSM-35 Detachment ONE completed initial training in the MQ-8B Fire Scout Vertical takeoff and landing Tactical Unmanned Aerial Vehicle (VTUAV) for aircrew and maintenance personnel. The HSM-35 Magicians, as part of the Navy’s first expeditionary composite squadron, will fly and maintain the MH-60R helicopter and the MQ-8B Fire Scout VTUAV. The squadron will be fully qualified to operate and maintain both manned and unmanned systems concurrently. DET ONE pilots and aircrewmen received simulator training on NAS North Island from Northrup Grumman Corporation (NGC) instructors and culminated training by flying the VTUAV out of Webster Field, an outlying field attached to NAS Patuxent River. DET ONE’s AWR3 Kristjon Reuling, a Maryland native, stated “I believe that VTUAVs will ultimately save the lives of aviators

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Command Updates

(Photo top) VADM Copeman speaking with the Magicians of HSM-35. (Photo r) VADM Copeman conducting checks on the MQ-8B Fire Scout with HSM-35 maintenance.

and aircrewmen.” In the near future, all aircrew qualification for the MQ8B will be performed in the simulator saving money and time and extending the service life of the VTUAV. Maintenance professionals were trained through two courses, one taught by Center for Naval Aviation Technical Training Unit (CNATTU) and the other by NGC, dependent on individual maintenance rating. Building upon previous helicopter experience from manned aircraft, the courses enable a swift path to qualification for the new aircraft. This was the first step in building a talented cadre of MQ-8B trained and qualified ground maintenance personnel which will ensure HSM-35’s future success. ENS Chris Vandorn, HSM-35’s Maintenance Material Control Officer said that “this is an exciting new step for both HSM35 and the future of Naval Aviation.” Highlighting the completion of this training, Vice Admiral Thomas Copeman, Commander Naval Surface Forces, spent the morning at HSM35 learning about the Navy’s first combined manned and unmanned squadron and how it will interact with the Littoral Combat Ship (LCS). “This was an opportunity for us to showcase our great sailors operating one of the newest combat capabilities in the Navy’s

newest squadron, which is charged with supporting LCS.” VADM Copeman’s visit included a brief on aviation detachment capabilities, a static display of the MH-60R as well as participating in maintenance ground operations of the MQ-8B with DET ONE’s Fire Scout trained personnel. This event highlighted the increased responsibility of ground maintenance personnel in the operation of the UA system. In a significant departure from H-60 procedures, ground personnel can be fully qualified to start the Fire Scout engine and rotor systems and perform Functional Check Flight (FCF) ground procedures. A diagnostics laptop connected to the aerial vehicle via an Ethernet cable enables the capability. VADM Copeman conducted prestart checks, started the UAV, and collected vibration data, all under the cognizance of AM3 Brett Frisius. AM3 Frisius stated, “It was exciting to see a three star admiral come to our flight line to experience firsthand the operation of this new technology that our squadron is adopting.” As the first detachment to embark with the MQ-8B and MH-60R in

LCS, they have a challenging task in front of them. “It’s never been done before. It’s an exciting time to be at HSM-35 and I am happy to be part of the future of Naval Aviation.” says LTJG Kevin Bell. DET ONE’s first underway period started in late September 2013 assisting to evaluate the Surface Warfare capabilities of LCS. Since then, HSM-35 has qualified several additional detachments for Fire Scout operation. Integrating into the Navy’s premiere ship class with the proven MH-60R airframe and the additional warfighting capabilities of the MQ-8B ensure that HSM-35 will remain at the forefront of Naval Aviation. PRESS AND LIKE HSM-35 ON

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HSC-8 Eightballers Roll On… Article by LTJG Mike Strauss, USN

he men and women of HSC-8 were finally able to enjoy the holiday season with their families and friends at home in San Diego for the first time in three years. Home certainly feels sweeter after so much time underway. After back-to-back deployments, HSC-8 continues to train hard and welcomes several new pilots to the wardroom: LTJG Rob Kaplan, LTJG Jeff Ouimette, LTJG Alvin Bueno, LTJG Hank Strong, and LCDR Justin “Robe” Ott. The Eightballers bid a fond farewell to LT Jeanne “Outlook” Moody, LT Jen “Judy Tumbleweed” Dean, LT Jake “Pampers” Whitehill, CWO3 Jake “Sunshine” Johnstone, and LT Andrew “Chowdah” Leone. Since returning from deployment, HSC-8 has enjoyed getting dirty through

terrain flights in East County, working on Level III qualifications for numerous HACs, as well as supporting SEAL and EOD training units with CRRC, SPIE, fastrope, and rappel operations. HSC-8 also conducted a joint exercise with HSC14, FBI, USCG, and Border Patrol assets in a GOPLAT Oil Takedown Exercise off the coast of Los Angeles. Additionally, HSC-8 is proud to partner with NASA and San Diego based LPDs to support the next generation of manned space flight known as the Orion Program. Numerous overland and sea detachments are scheduled to support the program, which will culminate in Exploration Flight Test ONE scheduled for the fall of 2014. HSC-8 also recently won the 2013 Retention Excellence Award, the culmination of a year of dedicated hard

work by the Command Career Counselor, NC1 Natasha Miller, and her Divisional Career Counselors. The Commanding Officer of HSC-8, CDR Derrick Kingsley, would also like to thank all hands for contributing to the squadron’s 25,000 Class Alpha mishap-free flight hour achievement, a phenomenal effort across the board! Until next time, ROLL FAST, ROLL HARD!!! PRESS AND LIKE HSC-8 ON

HSL-37 Accepts First Delivery of MH-60Rs

Article by LTJG Shane P. Brenner, USN

ecently, a C-5 Galaxy originating from San Diego, California, landed at Marine Corps Base Hawaii carrying HSL-37’s first four MH60R helicopters. The Easyriders, stationed at Kaneohe Bay, Hawaii, accepted the helicopters in advance of their official transition to HSM-37. Commander Danny Nowicki, HSL-37 commanding officer said, “Being stationed in Hawaii,

the Easyriders’ transition to the MH-60R required a great deal of planning and teamwork. The Easyriders, our Wing, the fleet replacement squadron (HSM-41), and many others have worked very hard in advance of the transition. It is great to see all of the planning, teamwork, and effort from all hands start coming together as the execution phase of our transition begins.” As part of the transition, HSL-37 sends squadron members to HSM-41 in San Diego for training to operate the MH-60R. Pilots, aircrew, and maintenance personnel bring new skills back to the squadron allowing HSL-37 to stand-up MH-60R detachments. HSM37 will operate as a composite squadron, still providing legacy SH-60B support to the fleet during transition to the MH60R throughout 2014.

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The MH-60R Seahawk helicopter brings enhanced capabilities over the legacy SH-60B. These improvements include all-glass cockpit displays, upgraded radar, an improved avionics suite, defensive countermeasures, a multispectral targeting system (MTS), an acoustics processor upgrade, and dipping sonar. “With its improved capabilities, the Romeo is a game changer for our detachments and their future deployments in the Pacific region,” said Commander Brannon Bickel, squadron executive officer.

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Command Updates

The 8,885 Mile Crew Swap for “Special Agents” Article by LT Jake Lacey, USN

n August 2nd, 2013, at the Sembawang Wharves in Singapore, four pilots and six maintainers from Blue Crew, Combat Element ONE “Special Agents” of HSM-73 out of NAS North Island, CA, requested permission to cross the brow onboard USS Freedom (LCS 1). The purpose of the visit: to relieve CE ONE Gold Crew during the halfway point of Freedom’s ten-month deployment to the Indo-Asia-Pacific region. This moment served as the culmination of planning that commenced approximately twelve months prior when the “World Famous BattleCats” were assigned to LCS 1 for the first-in-class deployment to South East Asia. In order to deploy LCS in theater, extend its in-theater operability window, and return the ship home safely, the LCS manning construct is divided between two separate crews (Gold and Blue). Each ship team is complemented by an appropriate Mission Package (SUW, ASW or MCC) Team. To support this deployment, HSM-73 manned two separate combat elements. The first crew was the Gold crew and consisted of nineteen BattleCats. Eight of the nineteen CE members from Gold also volunteered to remain with Blue through the full ten month deployment. Blue’s relief of Gold aboard LCS marks the first time an HSM combat element conducted a crew swap in theater. From the second through the sixth of August, the combat elements conducted a full turnover of maintenance and operational programs. BattleCat ONE inspected BattleCat 707 to ensure its continued readiness for shipboard tasking during

the second half of deployment. Through a careful review of CHSMWPINST 5 4 4 0 . 1 A Detachment Deployment Training Plan, the Gold and Blue OICs developed an exhaustive turnover checklist to include: maintenance program audits, Aviation Life Support System (ALSS) build-up, ground job turnovers, Shipboard Helicopter Handler traverse qualification, and various inventories. Additionally, in order to help guarantee success for the remainder of deployment, 16 shipair integration lessons learned from the first five months were briefed to both Gold and Blue ship chains of command. VR-57 and VR-58 were big components of the turnover periods success. Both squadrons manned and piloted the C-40A to transport over 90 Sailors, 150 sea bags, and a belly full of the combat element’s METCAL/ IMRL that was set to expire. The NALO flights to and from theater were on time and provided a cost effective alternative to the USAF AMC and commercial travel options. All future LCS crews will be well-served by the VR community. On August 7th, with most personal gear already shipped home via tri-walls, the Gold crew flew 23 hours from Singapore to San Diego and a very welcoming reception of family and friends gathered within

VR-57’s hangar at NAS North Island. The Gold crew disembarked USS Freedom on August 6th after executing over 230 flight hours with a 99% maintenance availability rate. Gold crew demonstrated a very successful integration of the MH-60R with LCS during Cooperation Afloat Readiness and Training (CARAT) exercises in Malaysia and Singapore. Along the way, the combat element made some great friends in Singapore (RSAF 123 S-70B pilots and RSN TACCOs) and had the pleasure of meeting many senior officials, including the CNO and the Vice President. With HSM-73 CE ONE Blue Crew taking the baton next, their experiences will further improve HSM and LCS integration and surely benefit future deployments.

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Old Soldiers Never Die, They Just Fade Away Article by LTJG John Begley, USN

n April 19, 1951 General MacArthur dedicated his retirement from military service by recalling the above words to this old British warhymn. General MacArthur first arrived in Japan by way of NAF Atsugi on August 30, 1945 and began an era of cooperation and friendship between the United States and Japan continuing to the present day. This sentiment seemed appropriate as Atsugi’s own HSM-51 Warlords said goodbye to the last remaining SH-60B in service in the FDNF (Forward Deployed Naval Forces). On October 29th, 2013, just shy of the SH-60B’s thirtieth year in operational service to the United States, HSM-51 executed its “Last Bravo Flight.” HSM51 flew the SH-60B since the squadron’s inception just over twenty years ago and is in the final stage of a transition to the MH60R upgrade. For 20 months, the Warlords split their operations between some aircrew only being qualified in the old model and the newer Warlords only training in the new aircraft. Often times, legacy pilots were required to return to a training syllabus immediately after earning their qualification as aircraft commander. Over the years, the SH-60B has earned a reputation as being a dependable work-horse for the Fleet. The jobs it does are seldom glamorous though vital to naval operations; however even when given high

profile tasks such as the relief effort following the Tsunami of 2011 that ravaged much of the Eastern Japanese coast, the SH-60B has always delivered with the same dependability the Fleet has grown to expect from it. While the new MH-60R represents a comprehensive upgrade to the capabilities of the SH60B, many are sad to see it go. The final flight of Warlord 715 was an affair suited to its work-horse roots. Warlord 715 took off with Warlord 51 (MH-60R) in form, with the new squadron show-bird giving way to its senior squadron show-bird and serving as a photo platform. The pair then took a scenic training flight which included the areas the Warlords know and love, from the sprawling metropolis and skyscrapers in Tokyo to the always impressive Mt. Fuji. There was good food, kind words from a devoted Skipper, and a small group of loyal Sailors paying their respects. Upon their return, NAF Atsugi’s own base fire department was standing by, ready to give 715 a ceremonial wetting down. A small assembly of Warlords and their families had assembled to take pictures. After narrowly escaping being drenched himself, Skipper Loo briefly recounted the major milestones accomplished by the SH-60B during its tenure in Atsugi before cutting the cake.

Rotor Review # 123 Winter ‘14

LT Gutierrez, the other pilot in 715, was grateful to be able to take part before he departs the Warlords of HSM-51, saying, “I appreciate the opportunity to share my last flight at the squadron with the last Bravo flight. This will be a lasting memory.” While 715 was the focal point of the ceremony, it represents a mass exodus of aircraft from HSM-51’s inventory. In August, seven aircraft were transported away from HSM-51’s hangars, four of which went to squadrons state-side who have not yet made the transition to MH-60R. On December 7th, the last serviceable SH-60Bs departed the pattern as passengers on a C-5, destined for the Aerospace Maintenance and Regeneration Group (AMARG), also known as “the boneyard,” likely to do exactly as General MacArthur said and simply “fade away.” Regardless of the final assignments of the remaining SH-60B’s in the years to come, what is unmistakable is the mark they made on Naval Aviation. The SH-60B built its reputation through hard work, and it was well earned. PRESS AND LIKE HSM-51 ON

COMMAND UPDATES

Setting a New Maintenance Standard Article by LT Jessica Rosa, USN

he implementation of realtime integrated vehicle health monitoring hardware and software has radically improved helicopter maintenance at HSM-77. With the introduction of Integrated Mechanical Diagnostics Systems (IMDS) into the MH-60R community, maintainers are able to review a multitude of data from various sensors throughout the helicopter and use that data to monitor aircraft limit exceedences. While IMDS is a remarkable tool, Mechanical Diagnostics Analysis Tool (MDAT) is an additional resource that is extremely useful for monitoring trends and facilitating condition based preventative maintenance. MDAT, a Windows based software program, creates graphs of data collected from IMDS accelerometers that is not viewable on the IMDS Ground Station. With training from the MultiMission Helicopter In-Service Support Team (MMHISST) engineers based at MCAS Cherry Point, squadron personnel can use MDAT graphs to quickly analyze aircraft trend data, identify negative vibration trends, and direct maintenance attention to problem areas in order to focus MMHISST feedback. The Saberhawks experienced firsthand the importance of MDAT software in March 2013, and have since implemented a program to expand their

knowledge and use of the software. During a routine training flight out of NAF Atsugi, the pilot at the controls noticed a sudden onset of abnormal vibrations after takeoff and promptly returned to land. The next morning, maintenance control was alerted by a representative from MMHISST that vibration data on the tail rotor of one of HSM-77â&#x20AC;&#x2122;s aircraft had spiked well out of limits (figure below). Upon inspection, maintenance personnel discovered a cracked tail rotor blade tip cap on the red blade. The tip cap was replaced and the tail was re-balanced with no further maintenance action required. Three months later, an MMHISST representative contacted HSM-77 again to alert them that the balance data on the same tail rotor was continuing to increase beyond limits. After rotating the blue/black tail rotor paddle assembly in accordance with standard troubleshooting procedures, the aircraft experienced an increase in vibrations despite attempts to balance the tail rotor. They then replaced the red/ yellow paddle which had the previous broken tip cap; however this still did not rectify the issue. Only after replacing the blue/black paddle and conducting a bias were maintenance personnel able to successfully balance the tail rotor.

Had HSM-77 been utilizing MDAT, the squadron would have discovered this upward trend in vibrations much sooner and been able to pinpoint that the blue/ black paddle was the culprit. It quickly became apparent to the Saberhawks that MDAT was a valuable tool that squadrons could use on-site to both reduce response time in identifying malfunctioning components and resolve issues before they compound into more serious malfunctions. Selected by NAVAIR to beta test O-level use of MDAT, HSM-77 sent two Helicopter Aircraft Commanders (HACs) and a maintenance Senior Chief to MMHISST in Cherry Point, NC to receive training on the software. The goal of this trip was to gain an in-depth knowledge of the software and learn how to analyze MDAT data for anomalies. After receiving this valuable training, HSM-77 personnel are now able to monitor the data and proactively inform MMHISST of when an issue is discovered. This could potentially help HSM-77 streamline squadron maintenance procedures, reduce costs due to a more refined preventative maintenance schedule, and increase the overall safety of helicopter and crew. Although still in its infancy, HSM-77â&#x20AC;&#x2122;s MDAT program has already demonstrated its ability to improve maintenance procedures. The very same aircraft that had the cracked tip cap was continuing to show an increase in in-flight

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vibration levels, specifically in regards to the tail rotor bias. There is no vibration limit for the in-flight levels typically attributed to the bias, but MDAT was indicating values much higher than traditionally observed. Screen shots of the data were sent to MMHISST in order to receive quick feedback on what needed to be done. The aircraft was recently put into phase and maintenance control directed that another tail rotor bias be done based on guidance from MHHISST. After analyzing data points from the post-phase FCF, it appears that the vibrations levels had dropped 60% (figure right). The history of IMDS can be traced back to the late 1990s when installation began on US Navy H-60 aircraft. Engineers initially installed IMDS on four SH-60Bs and used these aircraft to further software development. One of the products of this research was MDAT, which was initially developed as an engineering tool for viewing and trending of condition indicators (examples being shaft 1/ per, 2/per, bearing energy, etc.). Engineers used MDAT and the condition indicators to help develop a user-friendly ground station program which would display basic information but not trending data. The first MH-60S IMDS install was accomplished in 2004 and the first MH60R install was completed in 2009. The number of IMDS-equipped aircraft increased drastically in 2010 as aircraft began to be delivered from the factory with the system installed and retrofit efforts began to pick up. As a result, the amount of data to review began to increase exponentially, far beyond the capability of a single server. Since 2011 shore based squadrons with high internet bandwidth can upload IMDS data to the MMHISST servers daily and get feedback from weekly contractor data scrub. However, squadrons without a network enabled IMDS

ground station and deployed units with limited bandwidth must mail CDROMS to the MMHISST team creating a significant time lag for data analysis. As the number of deployed units using IMDS increases, the demand signal is clearly growing stronger for a more robust squadronbased data analysis capability. The short-term solution available now is for squadron level review of IMDS data using MDAT. With a two day training course, squadron personnel gain an increased working knowledge of MDAT and are capable of interpreting the IMDS data independently. When data warrants concern, squadron personnel proficient in MDAT analysis can ask MMHISST engineers questions targeted to trends during specific time periods on an airframe, helping to expedite the troubleshooting and correction process. The individuals that work at MMHISST are extremely knowledgeable but they are limited in their ability to support helicopter squadrons due to manpower limitations and the sheer volume of data that they review. The importance of a thorough understanding of MDAT at the squadron level is paramount and helps ensure a more rapid discovery of discrepancies, which in turn could cut down on the number failures. MDAT is extremely useful in the identification of failing components thereby improving safety, but could it also be used to show that a part can last longer than its manufacturer life expectancy? Condition-based maintenance is becoming a reality in some communities, but

for the MH-60R, time-based maintenance reigns. Will we ever completely shift our maintenance paradigm? Perhaps not, but utilizing MDAT or similar trend analysis tools could be the first step in finding a new balance allowing us to define more efficient maintenance standards. HSM-77 would like to express our sincere gratitude to Mr. John Bullock at MMHISST. His extensive knowledge and stead-fast dedication to the H-60 community over the years have led to a positive push towards condition-based maintenance and made the aircraft safer for pilots and aircrew.

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

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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 123 Winter â&#x20AC;&#x2DC;14 70the U. S. Navy, Marine Corps and Coast Guard. Keep members informed of new developments and accomplishments in rotary wing aviation.

Features

What Would You Say You Do Here?

A Reservist’s Transition Interview by CAPT Mike Steffen, USN

The following is an interview with CAPT Jamie Pierce, US N , a 1 9 8 5 graduate of the U.S. Naval Academy and helicopter pilot a n d f o r m e r comma n d i ng offi c er of HSL- 60. His cur r ent naval r eser ve pos i ti on is a Senior Aviation Advisor to the Afghanistan Ministry of D e f e n s e . As a civilian, he is a pole manager for Thermal Projec t s f o r G E P ow er an d Wa te r. Read m or e below about his exper ience . MS: Please describe your civilian job

help them to grow a sustainable and robust Air Force. Just prior to my mobilization, I turned over command of the NATO Combined Joint Operations from the sea unit (under Fleet Forces Command). I had the opportunity to work with some incredibly talented NATO teammates and help to shape NATO Maritime doctrine. And c’mon… Command is always awesome.

and what you like about it. JP: I work for GE Power and Water. I am the General Manager for our team that manages all of GE’s Thermal Power Plant Equipment projects in North and South America. I lead a global team across two continents, working to bring clean power to our customers. Two things stand out in this job and make it appealing: First, the team of folks that I get to work with: they are passionate experts in their field and work to MS: What made you decide to “rejoin” the Navy through the reserves? delight our customers. Second, the job is interesting and ever JP: I missed the service, the camaraderie, and belonging to changing: it keeps the team on their something much bigger than each toes which makes it challenging one of us. I am being completely and rewarding. honest here: the Navy Reserve helped to fill that void in my life MS: Why did you choose to leave the that you can only get by serving active service? and serving with others. JP: Plain and simple… my family. I do love the Navy, but chose to leave active duty because I needed to be MS: What advice would you give young naval officers who are considering with my family at that time. a transition to civilan life and/or the navy reserve? MS: Describe your current navy reserve position and what you like most JP: First, join the reserves. You have too much time invested already, and about it. the Navy wants your experience, JP: Currently, I am finishing up a oneyour knowledge, and your service. year mobilization to Afghanistan. During my time in the Reserves, I can honestly say that my team and I have commanded a helicopter I are making a positive difference squadron, served my community with our Afghan partners as we 71

when I was mobilized to the NY State Emergency Management Office during a hurricane, helped the Navy respond to wildfires in California, and served in Halifax, Stuttgart, and Barcelona (and of course, scenic Kabul). Second, you have more leadership experience from your time in the Navy than any of your peers gained in the civilian sector. That is your selling point; it is your strong suit. Don’t ever forget that. Leadership is always in demand. Finally, keep in touch with your friends from the service. They are buddies for life… and will be in your corner whenever you need them.

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Transitions...

The following resources are designed to help NHA members who are considering or have the desire to explore options outside of the Navy. This section also provides resources encouraging those same members to “recapture” their talents by affiliating with the Reserves. 1. Navy Career Transition Office: As a Navy veteran, there are substantial benefits, for you and your family, to affiliating with the Navy Reserve before leaving active duty. Officers currently serving on active duty, who would like more information about Navy Reserve programs and opportunities, should contact the CTO at (901) 874-4192 or cto.officer@navy.mil. You can also check us out on Facebook: http://goo.gl/ RbWz7Y or YouTube: http://www.youtube.com/user/NPCCTO.

2. Ruehlin Course: The Career Transition Seminar provides unique insight into career transition for senior military and civil service personnel. The course adopts and refines professional private sector transition training programs to address the situations senior military/senior civil service personnel face during career transition. The result is an intense training experience that prepares the member for all phases of career transition. The focus is strictly on the practical aspects dealing with the process of managing a career and finding the right job. We incorporate new ideas and “lessons learned” inputs. Career Transition Seminars are conducted coast-to-coast, Japan, and Europe. Military commands/Government activities sponsor the seminars and coordinate scheduling with Ruehlin Associates. Please contact Mr. John Ruehlin at 619.435.2220 or Mr. Ken McGhee at 619.464.4047 for information (also visit the Coordinating a Seminar page).

3. NHA’s LinkedIn

For job listings or other career transitions, join Naval Helicopter Association Group and follow the company page. Scan the code for fast access.

4. Fleet and Family Career Services

Fleet and Family Service Centers provide courses and access to events including Finding Federal Employment, How to Work a Job Fair Workshop, Insights to Starting a Home-Based Business, Intro to Owning Your Own Business, Military Spouse Employment Workshop, Resume Writing, Winning Interview Techniques, networking events and job fairs. For more information and local schedules, contact your local FFSC or equivalent.

5. American Corporate Partners – Veteran Mentoring Program

With the help of business professionals nationwide, ACP offers veterans tools for long-term career development through mentoring, career counseling, and networking opportunities. Believing that oneon-one relationships enhance an atmosphere of mutual understanding, respect, and support, ACP aims to strengthen the connection between corporate America and veteran communities. ACP has two distinct professional-development programs for veterans: an online network offering business advice and a nationwide mentoring program.

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6. NAVNET

NAVNET is a group of current & former military members whose primary purpose is to assist each other in career transitions. The group was founded in San Diego in the mid-1990’s and has expanded from there into a worldwide networking group. The group provides three basic benefits: 1. Anetworking breakfast on the third Friday of each month at Trellises Garden Grille in the Town & Country Hotel in San Diego. 2. Contact information for 7,200+ members. This information is used to make personal contact with each other to gather information on specific companies, individual transition experiences, and the general job market conditions. 3. Periodic email distribution of job opportunities. For more information about NAVNET and to become a member, scan the code or contact Tom Hammons (mailto: tjhammons@aol.com).

7. Reboot

REBOOT is a (FREE) three-week reverse bootcamp that has a 98% success rate for helping veterans find meaningful employment. We have helped more than 1,000 transitioning military and veterans make the personal, social and career transition from military service to civilian life. We offer FREE job placement assistance and career coaching upon graduation! We have over 1,800 employers in our database looking to hire veterans. The REBOOT Workshop will help you ReLearn - ReBuild - ReBrand your career/life. To visit us, scan to code above.

The newest naval helicopter pilots going to the fleet

WINGING CLASS 11OCT13 Second Row: CDR Matthew J. Bowen, USN, Commanding Officer, HT-8; 1stLt Ryan J. Fullmer, USMC; ENS Alex D. Johns, USCG; 1stLt Nicholas P. Moran, USMC; and Maj John P. Ruffini, USMC, Sr. Marine, HT-8. First Row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer, HT-28; LtCol Robert S. White, USMC, Commanding Officer, HT-18; 1stLt Bradley M. Ebach, USMC; LTJG Gregory Scott Baird, USN; and CAPT James J. Fisher, USN, Commodore, TRAWING-5.

WINGING CLASS 24OCT13 Third Row: CDR Matthew J. Bowen, USN, Commanding Officer, HT-8; 1stLt Kyle R. Spiritus, USMC; LTJG Levi S. Rusch, USCG; 1stLt Randall S. Weakley, USMC; and LTJG Timothy G. Nicolet, USCG. Second row: CDR Kevin Pickard Jr., USN, Commanding Officer, HT-18; LTJG Patrick D. Ahern, USN; 1stLt Ryan H. Eder, USMC; Ens. Dean C. Viane, USN; 1stLt Nolan R. Utterback, USMC; and VADM Paul A. Grosklags, USN, Principal Military Deputy Assistant Secretary of the Navy for Research, Development & Acquisitions. First row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer, HT-28; 1stLt Zachary A. Fulmer, USMC; LTJG Thomas R. Hendricks Jr., USN; 1stLt Austin L. Vauiso, USMC; LTJG Shaun K. Molina, USN; and CAPT James J. Fisher, USN, Commodore, TRAWING-5..

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WINGING CLASS 09NOV13

Third Row: CDR Matthew J. Bowen, USN, Commanding Officer, HT-8; 1stLt Joseph W. Hawkinson, USMC; ENS Jeffrey D. Fudge, USN; 1stLt Lewis H. Martin, USMC; and ENS Kevin V. Holland, USN. Second Row: CDR Kevin Pickard Jr., USN, Commanding Officer, HT-18; LTJG Trent A. Meyers, USCG; 1stLt Robert J. Truver, USMC; LTJG Nicholas C. Vlasak, USCG; and CAPT James J. Fisher, USN, Commodore, TRAWING-5 First Row: : LtCol Jeffrey M. Pavelko, USMC, Commanding Officer, HT-28; LTJG Lauren R. Hohenberger, USCG; ENS William E. Brooks, USN; ENS Trevor T. Hoyt, USN; and Col Robert C. Sherrill, USMC, Commanding Officer, MATSG-21.

WINGING CLASS 22NOV13

Third Row: CDR Matthew Bowen, USN, Commanding Officer HT-8; LTJG Michael Brunetti, Jr., USN; ENS Lance Dolci, USN; 1stLt Justin Motenko, USMC; Capt Mitchell Hinz, USMC; 1stLt Cray Pack, USMC; 1stLt Darrin Carrier, USMC Second Row: CDR Kevin Pickard Jr., USN, Commanding Officer, HT-18; LT Daniel Hilburn, USCG; 1stLt Bryen Roder, USMC; ENS Sebastian Diaz, USN; ENS Louis Guagliardo, USN; 1stLt Max Caggiano, USMC; CAPT Paul Day, USN (Ret.) First Row: LtCol Jeffrey Pavelko, USMC, Commanding Officer, HT-28; LTJG Nicole Lung, USN; ENS James Mariani, USN; 1stLt Ryan Daly, USMC; 1stLt Thomas Breard, USMC; 1stLt Michaela Amore, USMC; CAPT James Fisher, USN, Commodore, TRAWING-5

Rotor Review # 123 Winter â&#x20AC;&#x2DC;14

CAPT Joe Beel, USN CAPT Beel served 29 years of distinguished service as Naval Rotary-Wing Aviator. He is originally from Saint Louis, MO, and was commissioned from the U.S. Naval Academy earning a Bachelor of Science degree in Mechanical Engineering. Additionally, he earned a Master of Science degree in Operations Research (with distinction) from the Naval Postgraduate School. He taught mathematics at the U.S. Naval Academy and served as the Fifth Company Officer. Later, he served as the Training and Education Program Analyst in the Assessment Division (N81), Office of the Chief of Naval Operations. Then CAPT Beel became a Federal Executive Fellow at the RAND Corporation in Santa Monica, CA, and OIC of Navy Warfare Development Command’s San Diego Detachment. AIRCRAFT: SH-2F Sea Sprite with HSL-33 deploying in USS Kirk (FF 1087), USS Knox (FF 1052), USS Francis Hammond (FF 1067) and USS Sterrett (CG 31), including service in Operation Earnest Will; and SH-60B Seahawk with HSL-43 deploying in USS Princeton (CG 59), and onboard USS John C. Stennis (CVN 74), including service in Operation Noble Eagle and Operation Enduring Freedom. MILITARY ACCOMPLISHMENTS: Commanding Officer of Space and Naval Warfare Systems Center Pacific (SSC Pacific), and Naval Air Technical Data and Engineering Service Command (NATEC) within the Naval Air Systems Command (NAVAIR); a member of the Defense Acquisition Corps: Chief of Staff/Deputy for Operations in the Program Executive Office, Command, Control, Communication, Computers and Intelligence (PEO C4I); and as Deputy Program Manager of the Navy Tactical Networks Program Office (PMW 160). AWARDS: Meritorious Service Medal, Air Medal (individual award), Navy and Marine Corps Commendation Medal, Navy and Marine Corps Achievement Medal, Sikorsky “Winged-S” Lifesaving Rescue Award, and various unit, campaign and service awards.

CDR Chris “Flashlight” Singletary, USN

Best wishes and congratulations to LCDR Singletary on his retirement after 24 years of faithful Naval Service. His family is moving to Ocala, Florida where his wife is currently employed as a math teacher. LCDR Singletary is a CFI and plans to continue flying while enrolled with Kansas State University.

LT Christopher “Rockhound” Johnson, USN

LT Johnson served 21 years of distinguished Naval Service. Originally from Minnesota, “Rockhound” joined the Navy in 1992 and became an Aviation Boatswain’s Mate (Handler) (ABH). He first served his first tour with the USS Wasp (LHD 1) from 1993-1997 and participated in Operations RESTORE HOPE - Somalia 1993, UPHOLD/SUPPORT DEMOCRACY - Haiti 1994, and JOINT ENDEAVOR - Bosnia 1995-1996. Then he was assigned shore duty at NAS Corpus Christi for three years as an aircraft fire-fighter and arresting gear supervisor. Next, he became a part of the USS George Washington’s (CVN 73) Air Department V-3 Division. During that tour, he was selected for the Enlisted Commissioning Program in the NROTC at Iowa State University. He studied Economics and was commissioned 10 May 2003. After being selected to Naval Aviation, he completed flight training with VT-28, HT-18, and HSM-41. His first fleet tour was in San Diego, CA, at HSL-43 where he completed three deployments: a WESTPAC on USS Lake Champlain (CG 57); another on USS Antietam (CG 54) to the Persian Gulf; and finally a WESTPAC cruise on USS Howard (DDG 83). He enjoyed a successful shore tour next as a flight instructor at VT-27 in Corpus Christi, TX. His final tour brought him back to San Diego to fly as a member of the newly established HSM-78. After 21 years of dedicated service, LT Christopher “Rockhound” Johnson retired on 1 Feb 2014 with over 2600 flight hours. His aircraft flown were the T-34C, TH-57, SH-60B, and MH-60R. Best wishes and congratulations to LT Johnson. LT Johnson plans to continue flying and is looking forward to the career opportunities ahead. Enjoy your Rocktirement, Rockhound!

Rotor Review # 123 Winter ‘14

Rotorboys

Book Review

A Novel by Larry Carello Book Review by CDR (Ret) E. Chip Lancaster

he time is post Vietnam, the place the South China Sea, the mission Vertical Replenishment …VERTREP. Larry Carello’s short, but well-crafted novel puts you in the cockpit right off the bat. From it’s start during night, turbulent, foul weather, the book twists it’s way through several story lines that come together in a jungle climax that will leave you wanting more work in the future from this author. The characters and places are well developed and immediately familiar to those who have been in this environment and quickly become so to those who have not. LCDR Lammers, an Officer in Charge with a troubled past and shaky present, attempts to keep his two-helo detachment together in an atmosphere of personality conflicts, close friendships, and aircraft problems while foreign political events are closing in. Out of the cockpit, and alternately onto a tramp steamer rolling through storm-tossed seas and then into a jeepney while fighting through diesel-smog-choked, metro-Manila traffic, more characters and plot lines develop. Circumstances weave together with deep political insights into Philippine historical events which ultimately impact Lammer’s detachment. If you’ve “been there” or if you’ve never been there, Rotorboys is an enjoyable and satisfying read with characters and events that will keep you in suspense from start to finish. I found myself feeling that twin-engine tandem rotor whine and beat puckered up night low-level, smelling the diesel in the back of a jeepney, watching the Mahjong players in the Ruf, and working on a late night cheeseburger at the Chuckwagon. Check it out; it’s worth the price of admission.

About the Author

Larry Carello hails from Sylvan Beach, NY. After graduation from USNA, he embarked on a four-decade career in aviation, flying a wide variety of military and commercial aircraft. He spent five years attached to a San Diego based H-46 squadron making two deployments to the Western Pacific. His book, A Golden Weekend, received first runner-up honors from the Military Writers Society of America for Best Literary Novel of 2012. Larry currently lives with his wife in Michigan and flies for a major U.S. airline.

The Naval Helicopter As s o ci at i o n wo u l d l i k e t o h o n o r

LT S ean C. Snyder, USN, LT Wesley Van Dorn , US N, and AW 3 B r i an An d rew Collin s, US N, f o r t h e i r h e r o i c ser vice to our nation. T hey have g i v e n t h e u l t i mate sacr if ice f or our f r eedom. 76

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Naval Gunfire/Surface Fire Support: Still a Viable Tactic Article by LCDR Ron Martin, USN

aval Gunfire Support, or its updated moniker Naval Surface Fire Support, has been a historically viable tactic as a part of shaping operations. In past operations such as DESERT STORM and, more recently in IRAQI FREEDOM, U.S. and Allied ships have been called upon to execute Naval Surface Fire Support (NSFS) from both air and ground controlling elements. This tactic is still practiced by Marine aircrews as is taught in their Forward Air Controller – Airborne (FAC-A) and Joint Tactical Air Controller (JTAC) training syllabi. Additionally, this tactic is part of the Seahawk Weapons and Tactics Instructor (SWTI) training course of instruction. At the Naval fleet level, NSFS is a secondary mission for Navy SH-60B/MH-60R crews. Despite being a mission area and taking an introductory course during pre-deployment training, few crews have effectively trained to employ Call for Fire (CFF) procedures proficiently. This weakness in specific “Air Spotter” techniques and CFF procedures leads to weaker crew confidence in safety-of-flight as they fly offset from the gun firing line. It also leads to the necessity of readbacks and corrections thereby delaying time critical gun employment. Historically, the NSFS mission has proven effective under particular circumstances and can continue to be so if we properly support continued training at the fleet level. Its applications in DESERT STORM and IRAQI FREEDOM are examples of its utility in modern warfare and also highlight opportunities for improvement as our warfighting advances with new technology.

Historical Perspective

NSFS Missions: Desert Storm

(Provided by Rice University - American National Security Policy Projects, rice.edu)

Perspective on Multi-Mission

To defend against an amphibious landing by Coalition forces, Iraq had positioned a large proportion of its troops and weapons along the Kuwaiti coastline. This positioning exposed Iraqi forces to offshore naval gunfire; however, the combination of local hydrographic features and the Iraqi mine threat precluded the effective use of the 5-inch gun against shore targets; therefore the battleship’s 16-inch gun was used primarily for NGFS. (The limited water depths in the area held ships several miles off the coast, out of the 5-inch gun’s effective range, while the Iraqi mine threat prevented free movement of ships up and down the coast). NGFS missions were allocated to both amphibious forces and ground forces and were divided into four major target areas: the Kuwait-Saudi Arabia border area, the Ras Al-Qul’ayah area, the area north of Ash Shuaybah, and Faylaka Island (Figure VII22). At the start of the theater campaign’s battlefield preparation phase, neither battleship provided NGFS because of the mine threat and navigational hazards off the Kuwaiti coast. After the battle of Ras Al-Khafji, at least one battleship was stationed off the coast of Ras Al-Khafji at FSA RK2 (Figure VII-22) from 4 to 9 February. Until the start of the ground offensive, the battleships were on seven-hour alert to MARCENT requests for fire support. During the ground offensive, the theater campaign plan required at least one battleship to provide NGFS to the Commander, Joint Forces Command-East (JFC-E) and MARCENT. During Operation Desert Storm, battleship NGFS missions were generated in three ways: pre-arranged fires, selfdetermined targets of opportunity, and fires called for by ground forces. Before 15 February, NGFS missions focused more on command, control, and communications (C3) facilities, radar sites, and electronic warfare sites. Once the ground offensive began, the focus shifted to artillery positions, mortar batteries, ammunition storage facilities, logistics sites, Silkworm anti-ship missile batteries, and troops on beaches. Only six percent of the missions were fired in a direct support role responding to calls from ground forces. This small percentage was due primarily to MARCENT’s inland position beyond NGFS range before the ground offensive and the rapid Coalition advance during the ground offensive.

NSFS Operations: Desert Storm

(Provided by Rice University - American National Security Policy Projects, rice.edu)

On 4 February, with Marines providing fire control direction, USS Missouri’s 16-inch guns fired 2,700-pound shells onto Iraqi C3 bunkers, artillery emplacements, radar sites, and other targets. Between 4 and 6 February, USS Missouri fired 112 16-inch shells, 12 five-inch shells, and successfully used an Unmanned Aerial Vehicle (UAV) in support of combat missions. USS Wisconsin, escorted by USS Nicholas, relieved USS Missouri on 6 February. On her first mission, the most recently re-commissioned battleship fired 11 shells 19 miles to destroy an Iraqi artillery battery in southern Kuwait. Using an UAV for spotting, USS Wisconsin attacked targets ashore, as well as small boats which were used during Iraqi raids along the Saudi coast. USS Wisconsin’s guns opened fire again on 8 February, destroying Iraqi bunkers and artillery sites near Ras Al-Khafji. Both battleships also used 16-inch guns to destroy enemy targets and soften defenses along the Kuwaiti coastline in preparation for a possible amphibious assault. On 21 February, the battleships moved north to conduct battlefield preparation as the ground offensive neared. As USS Wisconsin and USS Missouri operated in the FSA south of Faylaka Island, which had been cleared recently of mines, the 16-inch guns continued to fire at Iraqi targets.

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On 23 February, the night before the ground offensive started, USS Missouri’s guns fired pyrotechnic shells onto Faylaka Island to convince Iraqi troops an amphibious invasion had begun. USS Wisconsin, accompanied by USS Mclnerney (FFG 8), moved in closer to the Kuwaiti coast to complement the deception. NGFS continued against Faylaka Island on 24 February to deceive the Iraqis that a large-scale amphibious assault was imminent. As Coalition ground forces advanced around and through the Iraqi defenders in Kuwait, USS Wisconsin and USS Missouri’s guns continued to support them. The battleships provided NGFS during the ground offensive to Joint Forces CommandEast (JFC-E) on several occasions against dug-in Iraqi positions. On 26 February, the battleships provided support to the 1st Marine Division (MARDIV) when naval gunfire struck Iraqi tanks dug in at the Kuwait International Airport. USS Wisconsin fired the last NGFS of the war; together, both battleships passed the two million-pound mark in ordnance delivered on Iraqi targets by the cease-fire on 28 February.

NSFS Application of UAVs

(Provided by Rice University - American National Security Policy Projects, rice.edu)

During Operation Desert Storm, battleships used UAVs extensively in NGFS (NSFS) for target selection, spotting, and Battle Damage Assessment. The UAV accounted for 52 percent of spotting and virtually all BDA support the battleships received. The battleships were able to generate NGFS missions using organic UAV for spotting. Targets of opportunity accounted for 30 percent of the total missions and about 40 percent of the shells fired. Using a UAV in this manner increased the battleship’s flexibility to provide NGFS because it allowed each battleship to receive real-time target acquisition and BDA without relying on external spotting and intelligence assets. In addition to direct support of NGFS missions, UAVs also were used to gather intelligence on Faylaka Island when national sensors were not available and weather prevented aircraft reconnaissance. Over Faylaka Island, USS Wisconsin’s UAV recorded hundreds of Iraqi soldiers waving white flags - the first-ever surrender of enemy troops to an unmanned aircraft. After the cease-fire, UAVs monitored the coastline and outlying islands in reconnaissance support of occupying Coalition forces. Because UAVs were under direct tactical control of combat forces, they could respond quickly in dynamic situations. On one occasion, USS Wisconsin’s UAV located two Iraqi patrol boats, which were sunk by aircraft directed to investigate.

NSFS Operations: Iraqi Freedom According to the article “Five Inch Friday: Defining moment for Anzac” (Defence.gov.au), on March 21, 2003, HMAS Anzac was tasked to provide Naval Gunfire Support to the ground forces on the Al Faw peninsula and became the first Australian warship to engage in Naval Gunfire Support in over three decades. During a ceremony to present Anzac’s spent shell casings to Vic Jeffery of the Fleet Base West Historic Collection, WEEO, CMDR Lili Bradley, RAN, and the ship’s Gunnery Officer, LCDR Ivan Ingham, said: “Over three days Anzac conducted seven fire missions, pounding Iraqi bunkers, destroying artillery pieces and key military installations on the battle-scarred Al Faw peninsula. She continued to provide fire support to the Royal Marines as they fought their way through Iraqi forces, seizing the small township of Al Faw and the deep water port of Umm Qasr.”

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During those three days, Anzac shook and shuddered as the firing of her 5-inch gun launched barrages of high explosive shells in support of the Royal Marines of 40 Commando.

Current Applications

NSFS in the Present

During CARAT 2011, USS Howard (DDG-83) provided valuable NSFS training with the use of a Malaysian Navy Helicopter in the Air Spotter role utilizing standard Call-for-Fire procedures further justifying the continued need for this tactic. Together with the ship’s Weapons Officer, the ship’s Air Detachment (Det Two) aircrews developed and implemented a proof of concept to utilize the combined unique characteristics of the SH-60B and the organic Mk34 Gun Weapon System. The Mk34 Gun Weapon System is composed of the Mk 45 5-inch/62 caliber Lightweight Gun Mount and the Mk 160 Gun Fire Control System (GFCS). The ship and helicopter are integrated together via the HAWK link and the AEGIS weapon system. During three sorties, Det Two aircrews utilized the HAWK link to successfully link and enable a Call-for-Fire (CFF) utilizing the organic 5-inch gun system against a simulated maritime target. The linked targeting allowed for clear and concise calls utilizing “normal/non standard” voice commands vice the standard CFF communications format. Additionally, crews were able to utilize lat/ long vice standard grid coordinates. Using “normal” voice commands reduced the need for corrective voice calls on a moving target which increased the weapon employment time. Furthermore, linked FLIR video provided instant verification of the target by USS Howard’s gun team and Tactical Action Officer (TAO) as well as round splashes for adjustment. As an increased complexity within this training opportunity, aircrews executed time-on-target suppression of enemy air defenses (TOT SEAD) tasking for a simultaneous (simulated) Hellfire missile employment. The tactical training objective was to increase the lethality of the strike as well as provide suppression of the “target” air defenses which thereby increased the survivability of the helicopter aircrews as they egressed the “target’s” weapon engagement zone (WEZ). In the larger spectrum of warfare, utilization of this technique can assist weapons economy, increase survivability and lethality of both the ship and the helicopter within the Maritime Dominance role. Specifically, this technique can be effectively employed in areas of confined waterspace leveraging the H-60 and future UAV capability in the Strike Coordination and Reconnaissance (SCAR) role in order to provide critical situational awareness (SA) to the ship’s Combat Information Center team. Today the proliferation of UAV’s has grown exponentially. The tactical application of these assets is felt throughout global operations. UAV’s, such as the MQ-8B Fire Scout can be a force multiplier in shaping the Maritime Battle Space and directing precision fires onto maritime targets. Utilizing the capabilities of the Littoral Combat Ship’s fire and maneuver coupled with the VTUAV’s longer on-station times, Fire Scouts and similar UAV’s can provide the ship’s gun crews with accurate and timely Call-for-Fiire capability and adjustments. This is especially useful in close-in engagements of multiple small boat threats. With the addition of future capabilities like RADAR, UAV’s are a practical option to maintaining this viable tactic in support of our national security.

Sources

“Historical perspective, Chapter VII - The Maritime Campaign.” rice.edu, n.d. Retrieved July 30, 2013, from <http://es.rice.edu/ projects/Poli378/Gulf/gwtxt_ch7.html#Naval%20Gunfire%20Support%20(NGFS)>. Wheeler, Stu, CDMR, RAN. (nd). “Five inch Friday: Defining moment for Anzac.” Defence.gov.au. Retrieved July 30, 2013, from <http://www.defence.gov.au/news/navynews/editions/4605/topstories/story06.htm>.

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