Number 126 Fall 2014
Fall 2014 Issue 126
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.
One of the “Lowriders” of HSC-28 Det. 5 conducting flight operations on board the USS Iwo Jima (LHD 7) in the Atlantic Ocean enroute to Mayport, Florida for a homeport change.
Naval Helicopter Association ©2014 Naval Helicopter Association, Inc., all rights reserved
Photo taken by LCDR Scott “Smoke” Moak, USN,
Features Time Capsule Unearthed at NAS Pensacola Janet Thomas, Gosport Staff Writer
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HSC-28 Ghostriders Prove Expeditionary Versatility During BALTOPS 2014 LT Nick Mermering, USN
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George Hopson
The H-60 Handicap LT David Farrell, USN
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Aircrewman / Special Missions Editor
HSM-37 Easyriders Debut Fleet’s Newest Helicopter in the Mid-Pacific LTJG Nicolas Parsons, USN
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Sikorsky, Boeing Selected to Build Technology Demostrator for Future Vertical Lift SB>1 Defiant expected to fly in 2017 Republished from a 12 August 2014 Sikorsky New Release
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Kilo is King Mike Hirschberg, Reprint form VERTIFLITE July/August 2014 Vol 60, No. 4
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Editor-in-Chief
LT Ash Preston, USN
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Design Editor
AWCM Justin Tate, USN
HSC / HS / HM Editor LT James Thomas, USN LT Kristin Hope, USN
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HSL / HSM Editor LT Erin Pursley, USN LT Nick Holiman, USN LT Emily Lapp, USN
Focus Crossing Interagency Boundaries
USMC Editor
Capt Rebecca Hagner, USMC
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USCG Editor
LT James Cepa, USCG
Technical Advisor
LCDR Chip Lancaster, USN (Ret)
Historian / NHAHS
CAPT Vincent Secades, USN (Ret) CDR Joe Skrzypek, USN (Ret)
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Leveraging Partnerships, Operational Prowess, and the Latest Technology to Expand Community Horizons. HSM-71 Shines During First MH-60R Air to Air Shootdown LCDR Kyle Lambert, USN and LTJG William Leight, USN
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Central American Wildcards Continue the Fight Against Drug Trafficking HSC-23 Public Affairs
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The Army-Navy Game: Arabian Gulf Edition LT Tim “Nibbles” Zakriski, USN
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HSC-8 Eightballers Partner with HX-21 and NASA to Boost America Space Efforts LTJG George Meszaros, USN
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Printing by SOS Printing, Inc. San Diego, California
Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc. (NHA), a California nonprofit corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. Views expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the membership fee in the Naval Helicopter Association or the corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporations Code, is available to members 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 HoverGirls Properties University of San Diego MSGL Navy Mutual Aid Association USAA AirBus Group Sikorsky Aircraft Corporation
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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.
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 / Ocean Systems L3 Communications / Vertex Logistic Solutions 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
National Officers
President.......................................................CDR Brent Gaut, USN V/P Corp Mem......................... CAPT Don Williamson, USN (Ret) V/P Awards ...........................................CDR Dewon Chaney, USN V/P Membership .....................................LCDR James Udall, USN V/P Symposium 2015.....................................CDR Ed Weiler, USN Secretary.......................................................LT Kasey Scheel, USN Treasurer .................................................LT Jeremy Cappalo, USN NHA Stuff...............................................LT Robin Dirickson, USN Senior NAC Advisor................................AWCM Justin Tate, USN Executive Director........................CAPT Bill Personius, USN (Ret) Admin /Rotor Review Design Editor........................George Hopson Membership/Symposium ......................................Jennifer Cappalo
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 Shawn Malone, USN CAPT Lawrence Vincent, USN CAPT Mike Steffan, USN President..…...................................................CDR Ed Weiler, USN
NHA Scholarship Fund
President........................................CAPT Paul Stevens, USN (Ret) Executive Vice President.......CAPT Kevin “Bud” Couch, USN (Ret) V / P Operations.............................................CDR Chad Falgout, USN V / P Fundraising ............................................................................ TBD V/ P Scholarships ....................................CDR Jeffrey Melody, USN V/ P CFC Merit Scholarship.......................LT Jonathan Wendt, USN Treasurer.................................................LCDR Bob Royal, USN (Ret) Corresponding Secretary............................LT Alexa Bestoso, USN Finance /Investment..............................CDR Kron Littleton, USN (Ret)
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)
Region 3 - Jacksonville
Director ..........................................................CAPT Clay Conley, USN President......................................................CDR Michael Burd, USN
NHA Historical Society
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)
Region 4 - Norfolk
Director ................................................CAPT Todd Flannery, USN President ....................................................CDR Chris Bailey, USN
Region 5 - Pensacola
Directors.................................................CAPT Mark Murray, USN Capt Thomas MacDonald, USCG President ....................................................CDR Rob Sinram, USN 2014 Fleet Fly-In.......................................LT Patrick Salvitti, USN
NHA Junior Officer Council
President.................................................LT Jeremy Cappalo, USN Region 1........................................................LT Dave Thomas, USN LTJG Laura Woessner, USN & LT Anna Kopp, USN Region 2......................................................................................TBD Region 3................................................LT Tim Barnikel, USN (Ret) Region 4...................................................LT Andrew Countiss, USN Region 5...... LT Cameron Bouton, USN & LT Ross Conely, USN Region 6.....................................................LT Chris Campbell, USN
Rotor Review # 126 Fall ‘14
Region 6 - Far East
Director..............................................CAPT Murray J. Tynch, USN President..…............................................CDR Thad Johnson, USN
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Departments Number 126 / Fall ‘14
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In Review
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From the Organization
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In Our Community
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Fleet Fly-In / NHA Join-Up Fall 2014
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Historical
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The History of Vertical Replenishment CAPT Mike Reber, USN (Ret)
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Rufadora Helicopter Bar CDR Joe Skrzypek, USN (Ret)
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Retired Sergeant Major Walking, Talking Marine Corp History Lesson Cpl. Christopher Johns, USMC
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Change of Command
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There I Was
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Ruff Responder Petty Officer 3rd Class Manda M. Emery, USCG
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Command Updates
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Transitions
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Engaging Rotors
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Pulling Chocks
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Perspective
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Everyday NHA
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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.
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John Ball Sean Laughlin Mike Curtis Bill Chase Maureen Palmerino Gabe Soltero Steve Bury Kristin Ohleger Allison Fletcher
navalhelicopterassn.org
I n REditor’s e vie w Log
by LT As h Pre s to n - Rotor Review Editor-in-Chief
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r e e t i n g s from the Editor’s chair! I hope you enjoy Ro tor Review issue 126. Serving as Editorin-Chief for this issue was truly rewarding for me, as this issue’s content highlights just how much our community continues to evolve into an interconnected network of DOD and interagency partnerships. We also learn how the missions of Navy, Marine Corps, and Coast Guard helicopters have grown to include our partner agencies and branches. These growing partnerships excite me as a helo bubba for a few reasons.
Letter to the Editors
It is always great to hear from the members of NHA to learn what impression Rotor Review is making upon its members. This magazine’s staff always strives to provide the product that meets the demand of the NHA members at large. We urge you to remember that we maintain many open channels by which you may contact the magazine staff for feedback, suggestions, praise, or publishing corrections. 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
Letter to the Editors via Email
Naval Helicopter Association (NHA)/Helicopter Community, Since 1963, members from a single professional society have achieved virtually every milestone in modern American flight. That society is the American Institute of Aeronautics and Astronautics (AIAA), and it is the world’s largest technical society dedicated to the global aerospace
Rotor Review # 126 Fall ‘14
First, my fellow rotor-heads in the fleet are gaining awesome experiences as pilots and aircrewmen. I am extremely envious and happy for them. Monotony is never a good thing; nor is it enjoyable. So, teaming up with a new agency or service to conduct training or operations is a fresh, challenging, and a rewarding experience for all those involved. Second, despite already being masters of our equipment and our missions, new and exciting ways to employ our equipment and skillsets challenge us as individuals, crews, and as a community. I think this type of challenge makes us better, since it is always good to break out of our “comfort box.” Lastly, these types
of missions put our elite technology on display to new audiences. The H-60’s Multi-Spectral Targeting System (MTS), for instance, has now been employed, by HSC-8, to test the tracking of a simulated NASA Crew Module entering the Earth’s atmosphere at high speed and high altitude. This groundbreaking mission (scheduled for December 2014) really showcases the naval helicopter community’s high skill level to outside agencies like NASA. Until next time, enjoy this issue and all of the great content shared by our members.
profession. Created in 1963 by the merger of the two great aerospace societies of the day, the American Rocket Society (founded in 1930 as the American Interplanetary Society), and the Institute of the Aerospace Sciences (established in 1933 as the Institute of the Aeronautical Sciences), AIAA carries forth a proud tradition of more than 80 years of aerospace leadership. Like NHA, the AIAA has some of its founding roots in San Diego. Reuben H. Fleet was the President of the Institute of the Aeronautical Sciences (IAS), when they built their offices on Harbor Drive. The old IAS building is now the San Diego Harbor Police headquarters. For the first time in its history, the annual Aerospace Sciences Meeting (now called SciTech) will be coming to San Diego in 4-8 January 2016 (at the Manchester Grand Hyatt). As a past Chair of the AIAA History Technical Committee and History Track Chair for the 54th annual Aerospace Sciences Meeting (SciTech 2016), I would like to focus upon the long history that San Diego has had in aviation and Naval Aviation in particular. In 2011, I served as the technical co-chair of the Centennial of Naval Aviation Conference that was held in Virginia Beach. Last evening the San Diego AIAA Section had a dinner meeting and the presentation was a forum on helicopters presented by CDR Tamara Graham, Commander of Naval Air Force Pacific Fleet; CDR Sean McKamey, Commander of HSC-3; and retired COL John Telles, Jr., former Presidential Helicopter pilot. When I told the speakers that I was recruiting papers to be presented at a session on helicopters, they urged me to contact your organization.
Having a paper accepted and published in the proceedings of the AIAA is an honor that is usually reflected in one’s resume for the rest of their life. Having the conference in San Diego presents a rare opportunity, not only for convenience, but most attendees will be coming from every corner of the United States and the globe; and for local attendees that cuts the expense of travel. Why a session on helicopters at this conference? Imperial Beach in the southwest corner of San Diego has been known as “The Helicopter Capital of the World.” In 1917, the United States Army established the aviation field on the current site of Navy Outlying Field Imperial Beach and in 1918, it was named in honor of Army Major William Roy Ream, the first flying surgeon of the American Army and the first flight surgeon killed in an aircraft accident. In 1951, Ream Field Imperial Beach became home to its first helicopter squadron when HU-1 moved on board. HS-2 and HS-4 were also commissioned here in 1952. They were followed by many others, HS-6 and HS-8 in 1956 and HS-10 was formed in 1960. In 1967, the oldest of the helicopter squadrons, HC-1, commissioned in 1948 at NAS Lakehurst, was divided into five different squadrons, HC-3, HC-5, HC-7, HAL-3 and HC-1 and brought on board at Imperial Beach. This long record in military helicopter history makes SciTech 2016 the ideal forum for this session on the history of vertical takeoff flight. Michael Hirschberg, Executive Director of the American Helicopter Society has been recruited as the Session Chair to introduce the authors at the conference. The official Call for Papers will probably be
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published in early January 2015 with abstracts due around April 2015. I’m recruiting papers now so that I can go to the organizing committee and insure that the History Sessions are allocated the proper space for presentation. At past conferences the History papers have been some of the most popular and well-attended. If anyone has any questions, please feel free to contact me (858-514-6121, or e-mail: Kevin.Burns2@ ngc.com). Information on abstract guidelines can be found at URL: http://www.aiaa.org/secondary.aspx?id=4597. Registration to the conference is required for presentation, and the AIAA has a “No paper – no podium / No podium – no paper” rule. In other words, anyone whose abstract is accepted is expected to submit their paper prior to the conference and if it is not received, then they will not be allowed to give their presentation at the conference; and anyone whose paper is received and does not show-up to give the presentation, then their paper will not be published in the proceedings. Presentations are usually about 30-minutes with an additional 10-minutes for questions and answers from the audience. I would be happy to hear of any topics or papers proposed for submission, and be willing to work with anyone in guiding them through the process. As a guide to the forum in which papers would be presented, you can visit the website for the SciTech 2015 conference at URL: http://www.aiaa-scitech.org. Thank you for any consideration you might give this endeavor, and I look forward to working with any of your members that might be interested in presenting papers on the history of helicopters (in general or specific helicopters), locations that are historical to the topic (such as OLFIB), helicopter unit histories, historic events, or perhaps even a paper on the history of your organization. Sincerely, Kevin Burns
Letter to the Editors from Social Media
23 August 2014 on Facebook LTJG Brett Bankus, USN: This cover photo is extra special to me. Not only was I born in Palm Springs CA, but if you look very closely, just below the aft AAR-47 (“fish eyes”) you can see a light spot on the mountain amongst the many windmills. That light spot is a rock quary that has been in my family since the 1960’s. My Dad will be excited so see the mighty MH-60R and his quary in the same photo, as was I. From the Editor-in-Chief: Brett, What a touching story! I hope the picture did, in fact, excite your father as you had hoped. Thank you for sharing such a remarkable coincidence that impacted our greater NHA family.
Naval Helicopter Association
2015 Submission Deadlines Winter 2015, Issue 127 ....................... November 18, 2014 Spring / Symposium 2015, Issue 128........March 18, 2015 Summer 2015, Issue 129............................... May 21, 2015 Fall 2015, Issue 130................................... August 19, 2015 Rotor Review Submission Instructions 1. 2. 3.
Articles must be put in a Word Doc format without any tabs, formatted alignment and embedded photos or artwork. Photos and Vector Images must be a EPS, TIF, HI-RES JPEG or PDF in CYMK mode with a resolution of 300 dpi. Videos can be in a mp4, mov, or avi formats. All submissions must follow these guidelines:
18 August 2014 on Facebook Patrick Glenn Durden I just posted this on the Aircrew page. There are a lot of former and retired Aircrewmen that just need to hear from the Association. Recruiting those former military members who now pay the taxes to buy those wonderful rotor heads!
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From the Editor-in-Chief: Patrick, Thank you for not only expanding NHA’s outreach by reaching out to the Aircrew community, but for also pointing out a very important membership effort at NHA. Naval Aircrewmen are vital to NHA’s goal to increase in capacity and improve our value to the naval helicopter community. I encourage all of your former crewmen to join NHA and remain active in the community they certainly grew to love.
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With your submission, please include the title and caption of media, photographer’s name, command, and the time length of the video. Make sure the media does not display any classified information / material. Make sure all manuvers comply with NATOPs procedures. All submissions shall be tasteful and in keeping with good order and discipline. All submissions should portray the Navy, Marine Corps, and Coast Guard and individual units in the best light.
All submissions can be forwarded to your community editor via email, NHA website, or by mail to Rotor Review c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA , 92178-0578
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From t h e O rga n i z a ti o n
Chairman’s Brief
by R A DM B ill S ha n n o n , U S N (R e t)
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reetings! By the time you read this Navy will have already defeated Ohio State in its opening game (I can dream can’t I?). First and foremost: a big welcome aboard to our new NHA National President CDR Brett “Hollywood” Gaut. Hollywood is CO of the west coast MH-60R FRS, HSM41. That ought to be enough to keep him more than busy but he volunteered to take the NHA helm. I had a chance to sit down with him during my West Coast swing this summer and was impressed with his enthusiasm. He’s got some great ideas and is excited to be leading NHA. Speaking of west coast swing; what a great visit I had out at NAS North Island when I travelled to attend the HSCWINGPAC Change of Command where CAPT Jack Schuller was relieved by CAPT “Bingo” Vincent. It was a wonderful ceremony on a gorgeous San Diego day with great words by the Air Boss, VADM Dave Buss. During my visit I had a chance to visit with both Commodore Bingo Vincent and the HSMWINGPAC Commander, Commodore Shrek Malone. I also got squadron tours from both FRS CO’s: CDR Gaut from HSM -41 and CDR Tim Symons from HSC-3. I even got to shoot the M-197, the new 20MM gun, on the MH-60S. Of course, it was in the MH-60S simulator. Believe it or not I actually hit the target ship. Of course I may have been cheating
just a little: the laser targeting was working even thought it was a daylight flight. I was impressed by the extra touch of realism in the sim; as I pulled off the ship target and turned away I could hear the sound of the simulated door gunner shooting behind me. Nice touch!! It was such a motivating experience to speak with our west coast community leadership. The Commodores and FRS CO’s left me with a strong sense of confidence as they manage a community that continues to grow with capability and demand, to wit: • The introduction of the M-197 and rockets on the MH-60S • The introduction of Advanced Periscope Detection and Discrimination (ARPDD) on the MH-60R • The demand for more MH-60S’s in the Expeditionary Strike Groups • The integration of the new long endurance MQ-8C Firescout into the HSC squadrons • Longer deployments (HSM-73 was departing for a 10 month deployment while I was there!) Perhaps the biggest thrill I had out at North Island was just looking out on the HSC and HSM flight lines and seeing all H-60R/S helo’s parked there. Pretty awe inspiring for an old
H-60 Program Manager who remembers what a challenge it was just to introduce the first MH-60 to the fleet. One last note: while out west, I also had a chance to meet with Bill Personius and his staff at NHA. He and the staff are working on many upgrades to the membership experience. They are also planning a great Symposium for next May. Mark your calendars now! The members reunion on the Midway will be worth the trip alone. Hope I see you there! All for now.
President’s Message
b y C DR B r ent “ Ho l l y w o o d ” Ga u t, U SN
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irst and foremost, I am both honored and humbled to assume the duties as NHA President. With great anticipation I look forward to working with our national and regional leaders to better serve our members and the association. Brad “Weeman” Garber, our outgoing NHA President, worked relentlessly alongside our Executive Directors (Colonel Howie Whitfield, USMC, Retired and now CAPT Bill
Rotor Review # 126 Fall ‘14
Personius, USN, Retired) to expand the NHA brand and firmly establish it as one of which we could all be proud. Brad – from all of us at NHA, thank you for your extraordinary stewardship, vision and ingenuity in leading our NHA organization throughout your tenure as President – we are no doubt better for having had you serve in that capacity and want you to know you will be missed!
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I would like to extend a warm welcome to CDR Ed “E-Dub” Weiler, HSC14 Skipper, as our Region One President. He takes over for Chris “Hewy” Hewlett, HSM35’s outgoing Commanding Officer. Chris – thank you for your service to NHA! As well, please join me in welcoming HSM-75’s XO, CDR Jeff “JMel” Melody and HSM35’s Skipper, CDR Chad “Frog” Falgout. Both Jeff and Chad will be working for the NHA Scholarship Fund, with Jeff as VP,
CDR Bre n t “ H o l l y w o o d ” Gaut, U SN NHA Pr es i dent
RADM Bill Shannon, USN ( Ret) NHA Chair m an
Scholarships and Chad as VP, Operations. Welcome aboard gentlemen! Our goals and priorities over the next 18 months are straight forward. One, build membership; currently we stand at just under 2,750 members and would like to see that number above 3,000. In particular, we would like to see an emphasis on both our enlisted Sailors and retirees. Two, streamline/enhance our organizational processes/how we operate; we recently invested in an Office Management System we hope will generate an enhanced level of online interaction, to include the NHA website, membership database, online store,
CAPT Bill Personius, U SN ( R et) N H A Ex ec uti v e D i r ec tor
payment processes and registration options (e.g. the 2015 Symposium, Gulf Coast Fleet Fly-In, etc.). Three, provide an active voice to ALL members, regardless of age/rank/ status (active duty or retired). Last, plan for and execute a world-class 2015 NHA Symposium right here in San Diego. Make no mistake; we at NHA need your assistance if we are to build upon the sound foundation laid by our previous NHA leaders. Your regional and national officers
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 J u s t i n Ta t e , USN Seni or N A C A d v i s o r
are committed to doing whatever we can to foster a palpable sense of pride, camaraderie and ownership throughout the NHA family – we hope you will help us in establishing our proud organization as the premier non-profit, aviationspecific association nationwide. It bears repeating …I look forward to meeting you and working with over the course of the next 18 months. All the best to you and yours, and hope to see you at the Gulf Coast Fleet Fly-In!
Executive Director Notes by CAPT B i l l P e r s o n i u s , U S N ( R e t )
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ll, It’s been a busy few months for us here at the NHA National Headquarters. We have been reviewing many of our business practices and are working on some changes to include employing an automated business solution to manage our membership. This system should make us more efficient as well as make the organization more viable going forward into the future. This process includes updating our website (to be unveiled soon) before the symposium which will allow you to register and sign-up for events on-line, allow you to view and maintain your own membership information as well as participate in social media groups of your choosing (HC, HS, HM, HSC, HSL, HSM, squadrons, aircraft types, or create one of your own) and then stay in contact with those other people that join these groups. We just had a Community Service Volunteer scan in all 125 back copies of the Rotor Review Magazine and those materials will be available soon for you on-line. Stop on over to building #654 and check-out our spaces as the NHA Historical Society has placed some of the many plaques that they rescued
from the Rufadora Helicopter Bar in the Philippines that are now hanging in our passageways. The Historical Society has also acquired a rotor blade from a stricken MH-60R that is also displayed in the passageway that I understand will someday have all the squadron stickers from the east and west coast wings on it along with all the legacy squadrons and organizations that support our Navy Rotary Wing Community. If you might be interested in helping with this project let me know and we’ll get you the materials to get started. George Hopson also just updated his collection of Rotor Review Magazine covers in the office and that display also looks great. Stop on by and check us out. CAPT Paul Stevens has added a couple new people to his team for the Scholarship fund and they will kick-off their hunt for worthy scholarship recipients starting in September. I would also like to thank RADM Bill Shannon our NHA
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Chairman for coming to San Diego for a visit. This was Admiral Shannon’s first trip to our NHA facility and we hope that he enjoyed seeing the operation. The Admiral was in town for the HSC COC and we very much appreciate him spending some time with the Historical Society and National Office as well as visiting both the HSC and HSM FRS’s as CDR Gaut and CDR Symons both took the Admiral for a tour of their spaces. This is the Gulf Coast Fleet Fly-In NHA Fall Join-Up 2014 Issue #126 of the Rotor Review. NHA is calling the event the NHA Fall Join-Up so that the CNATRA/ TW-5 Official Events are not confused with our social functions that augment the flying, professional briefings and meetings that are taking place. We are again proud to support (with the help of our sponsors) the Welcome BBQ, Golf Tournament/5K Fun Run/Walk (to support the Scholarship From The Organization columns will continue on page 10.
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 ev e n s , U SN (R e t)
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reetings! The new scholarship cycle has started and will run through the month of January. We are looking forward to another great round of applications and with your continued financial support, a larger number of scholarships. If you or someone you know is applying this year, please remember that your application is not complete until the required documentation (see http:// nhascholarshipfund.org/how-do-i-apply. html) is sent in to NHA Scholarship Fund, P.O. Box 180578, Coronado, CA 921780578. That documentation includes current transcripts, letter (s) of recommendation and proof of eligibility. Proof of eligibility can be any piece of official correspondence that validates your connection to the Naval (USN, USMC, USCG) rotary-wing community. Awards, training certification, designations, service record entries, etc. will all work. For those active duty folks applying, that letter of recommendation needs to come from your CO. Questions? E m a i l u s a t info@nhascholarshipfund.org. We are working hard to expand both the number of scholarships and the award levels this year so your personal
donations are always needed. The Combined Federal Campaign (CFC) has an important role in making many of our scholarships available but qualifying for the national level CFC has been difficult. We have been approved for several Local Area CFCs again this year and our ID is still 10800. If you don’t see us in your Campaign booklet, please consider making a direct donation via our website (see www.nhascholarshipfund.org) or by mail. As always, your donations are tax deductible. Thanks in advance for supporting this important work. If you are a retiree and reading this column from anywhere close to our Regional offices, (see http:// nhascholarshipfund.org/region-map. html), the NHA Scholarship Fund could use your help. I am always looking for a retiree to work with Regional leadership on fundraising events, the scholarship selection process and applicant outreach. If you’re interested in giving back to the community this is a great way to do it! Please email me at pstevens.nhasf@cox. net. Hold fast
Captain Paul Stevens receiving a check from Mr Glenn Messenmer, Vice President and General Counsel for the Kaman Corporation. This generous donation from the Kaman Family Charitable Trust establishes a perpetual scholarship in memory of Mr Charles Kaman, founder of the Kaman Corporation and a pioneer in the naval rotary wing community (See Rotor Review Magazine Issue 112). Special thanks go out to Bill and “Beanie” Kaman for making this scholarship possible and keeping the Kaman legacy in the forefront of Naval Aviation.
Naval Helicopter Association Historical Society by C A P T B ill P er s on i u s , U S N (R e t)
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ello All, I think that I have pretty much covered my NHA Historical Society Input in my Executive Directors column comments however I would like to once again thank RADM Shannon for stopping by and talking to the NHA Historical Society Board of Directors when he was in town. We briefed the Admiral and Chuck Deitchman from Sikorsky Aircraft Corporation on our plans for our USS Midway Squadron Ready Room Project upgrade that we would like to unveil in connection with the NHA Symposium Members Reunion in May 2015. We are hoping to make this a surprise for those of you who visit the USS Midway Museum and see our Ready Room. Overall, things are going well for the Historical Society. We
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are standing-by to support the Miramar Air Show, if we can get involved with manning some of the concession sales, to help raise money for Region One and the Scholarship Fund and NHAHS. We are also standing-by to help support the renaming of Building G on the CNAP Campus/Grounds at NASNI, when the Wings get the authorization to do this project. We are also working on completing the Rotor Blade Project in Building #654 across the hall from our Historical Society Office. Our hope is to get another rotor blade and put it on display in the USS Midway Museum, in our helicopter exhibit. Anyone interested in helping with this project please let me know at 619-435-7139 or
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executivedirector@navalhelicopterassn.org. That about does it for the Historical Society this quarter. Remember if you have any helicopter related memorabilia (plaques, patches, flight gear, awards, citations, scrapbooks, etc., you name it!) that you would like to donate to a good cause (NHAHS) we will gladly come and pick it up (no junk/unserviceable items please). Just send us an email at rotorrev@ simplyweb.net and we will set you up with an appointment.
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 by CA P T G eor ge Ga l d o ri s i , U SN (R e t)
That’s O.K. - We Have the Best Killer-Good Technology Already
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ur editors tell me the theme of this issue of Rotor Review is, “Crossing Interagency Boundaries: Leveraging Partnerships, Operational Prowess, And The Latest Technology to Expand Community Horizons.” That’s a huge topic and one that will be discussed by others in many places in this issue. I’d like to tackle the technology piece here. What is so important about technological improvements? I’d wager, given the great leaps forward in technology in the naval rotary wing community – especially in the last decade – it might be a natural reaction not to focus on technology in the future and take the attitude described in the title of this piece, “That’s O.K., We Have the Best KillerGood Technology Already.” I also think this attitude might be reinforced in all of you wearing flight suits by those of us who hung up our zoom bags long ago who constantly tell you, “You guys and gals have such awesome technology we never had.” But here’s the challenge. Technology is advancing so rapidly it’s hard to get your arms around the broad scope of emerging technology that should be examined for its potential positive impact on the naval rotary wing community. Those of us in the baby-boomer generation get it. Anyone who received wings around the time I did remember when reading Popular Science was all you needed to do to be at the cutting edge of emerging technology? Yep, that was pretty easy. Clearly, that is no longer the case. All of you wearing flight suits can be forgiven for being overwhelmed by how much
technological change is out there. I’m mindful there are a number of naval rotary wing aviators – both active duty and retired – who spent a year with the Chief of Naval Operations (CNO) Strategic Studies Group (SSG) in Newport, Rhode Island. The SSG reports directly to CNO and is, for want of a better description, the Navy’s premier “think tank.” I attended a plenary session at SSG some years ago where the CNO Fellows provided an interim report on their work. These bright, sharp Captains and Colonels were in the informationgathering phase of their work and were planning their multiple exploratory trips to learn about emerging technology. Armed with a generous travel budget that would make most of you weep, they were planning trips to technology hubs in the United States and elsewhere. I remember one fellow as he described an upcoming trip to Silicon Valley to explore niche technology in a company he had heard about third-hand through a family connection. Other fellows chimed in with similar plans. Finally, one of the graybeards had enough. He asked the fellow if he had yet visited the Office of Naval Research (ONR). He hadn’t. Then the elder asked if he had visited The Defense Research Projects Agency (DARPA). He hadn’t visited that either. The graybeard then gently suggested that rather than take a scattershot approach to try to find that “cool new technology” in some niche area, the fellows first exploit the work ONR and DARPA are doing with cutting edge technology. So that’s the point as it refers
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to our community. We need, as my friend Captain Tom Culora puts it, the “inside baseball” gouge on emerging technology. Both ONR and DARPA are proactive in their outreach efforts to interact with the fleet, and our community would be wellserved by deep-diving in the cutting-edge technologies these world-class organizations are shepherding today in order to meet our community’s warfighting needs tomorrow. Want to look even further out into the future of technology? A great resource is one that taps the collective efforts of the U.S. Intelligence Community. The National Intelligence Council (NIC) has released their quadrennial report forecasting global trends that have a major impact on our world, Global Trends 2030: Alternative Worlds, or GT2030. The link to the report is here: (http://www.dni.gov/index.php/ about/organization/global-trends-2030). While many organizations – both inside and outside of government, as well as pundits of varying stripes, attempt to project what the future may hold – with varying degrees of success – GT2030 does this and does it extraordinarily well. This is an especially important time for our community to leverage this analysis. Many of you may be thinking, “What does some policy-wonk pub have to do with me, with my community, or with technology?” The answer is: a great deal. GT2030 has major section dedicated to technology. There is not enough space in this short column to deep-dive into all GT2030 has to offer in this major technology section. Briefly, the report identifies the following In Our Community columns will continue on page 11.
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From the Organization (Cont) and Historical Society), Wardroom Crawl, Flying Lunch, Aircrew Breakfast as well as the set-up and displays in Sikes Hall. It should be a great event and everyone is looking forward to a good time at South Whiting Field. If you are interested in doing some volunteer work for NHA or just want to come over to the office an hang-out for a while, please free to stop on by. We have several projects that we could use some help with if you are interested. For example: 1. Organizing our COC Programs/Rotor Review Magazines 2. Organizing/scanning still pictures/ photos of aircraft that we would like to catalog and put on our website. 3. For some of you more senior folks, we are working on trying to organize
a list of our lineage that tracks our flag officer history. Please contact Mike Reber (reebs@cox.net) or myself at (executivedirector@ navalhelicopterassn.org) if you might be interested in helping with this project and we will send you what we have to date. 4. We also have other projects too if you are interested, just let us know and contact us if you have some time you can donate to make NHA better. Many of you indicted on the recent NHA Members Survey that you would be interested in volunteering some of your time. Give us a call at 619-435-7139 or stop by. I’d like to welcome our new
Region One President and VP Chairman for Symposium 2015, CDR Ed Weiler to the team. Ed is the CO of HSC-14. Welcome aboard and we all are looking forward to working with you on Symposium 2015 and upcoming Region One events. Ed is moving out and is already working on plans for a Hawk Ball in Oct. He is involved with the Miramar Air Show and starting work on the 2015 Symposium. Ed has been over to the River Walk Golf Course, secured the Midway for the Members Reunion, and is in contact with the Town and Country Hotel and has gotten us into the newly refurbished rooms at the resort. This fall is going to be a busy time leading up to the holidays however we are up to the challenge and looking forward to doing more NHA related events. Keep your turns up.
From the Reserves
by CA P T M i c h a e l J . S t e ff e n , U S N
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n a time of budget austerity and the re-focus of the Navy’s procurement strategy toward “core-Navy missions”, one can wonder how supporting Joint and non-DOD missions fits into today’s operations. A quick look at the CNO’s Sailing Directions reveals a philosophy that extolls the virtues of using our current technology and weaponry to “deter aggression”, as well as to “foster and sustain cooperative relationships with an expanding set of allies and international partners to enhance global security.” In fact, both our active and reserve helicopter squadrons lead the Navy’s forces in Joint and non-DOD interoperability. Our helicopters are always the first assets on the scene of every major humanitarian disaster around the globe; tsunamis in Indonesia (2004) and Japan (2011), and the earthquake in Haiti (2010) are just a few of the recent examples. We work closely with our USCG cousins to enhance global security through counter-drug and counter-piracy operations, using our weapons systems to enhance their lawenforcement efforts. No other Navy community provides more support to the Joint & Coalition effort than our helicopter units. With a helicopter on almost every air-capable ship, there are countless opportunities to engage with foreign allies and provide combat support to our sister services in every theatre around the globe. The helicopter is perhaps the most versatile flying machine mankind has ever invented. Using this flexibility to support joint and partner nation operations, both inside and outside the maritime environment, serves to deter aggression and enhance our global security.
Aircrewman’s Corner by AW R C M J u s t i n Ta t e , U S N
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ellow Aircrewmen, I am personally honored to be assuming the role as the NHA Enlisted Aircrewman Advisor. I wanted to take a moment to thank AWCM David Crossan for his dedication and attention to the Rotary Enlisted Aircrew communities. His passion assisted in forging a pathway ahead for the roles of the enlisted Aircrewmen in their respective communities and the Naval Helicopter Association. Master Chief Crossan, your devotion to the Aircrewmen is unmatched and it is my privilege to start where you left off in working with the NHA National Staff. This issue of Rotor Review is focusing on the technical upgrades in the
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rotary wing communities. Reminiscing through my career, I think back to when I started flying and the technological advances in the aircraft then were considered ahead of their time. Over the years it was always being talked about how things were changing and the aircraft that were in the design phases will be drastically more capable then what we were currently using. That time has come, and they were right! All the new aircraft entering into the DOD inventory have received drastic technological improvements and it is amazing what all these aircraft can do. A sincere gratitude to our partners in industry and the personnel in the design
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phase of these new aircraft who have worked very diligently to have the latest technology at the hands of the flight crews. We as Aircrewmen have been challenged by these technological advances and have responded in a manner that, combined with the pilots, are making the helicopter’s capabilities very relevant in past and current military operations. All of you are taking these aircraft to the fight and defending freedom around the world as you are tasked to. I applaud all of you in your adjustment with the times and in what each and every one of you have accomplished to date. Keep striving for excellence and continue to fly safe. C o n t i n u e d on pa ge 11
In Our Community (Cont) new technologies’ current status, potential for 2030, issues and impact. This technological breakthrough section of GT2030 is organized in four primary sections 1. Resource Technologies • Genetically-modified(GM) Crops • Precision Agriculture • Water Management • Bio-Based Energy • Solar Energy 2. Automation and Manufacturing Technologies • Robotics • Remote & Autonomous Vehicles • Additive Manufacturing/3D Printing 3. Information Technologies • Data Solutions • Social Networking • Smart City Technologies 4. Health Technologies • Disease Management • Human Augmentation I can’t imagine the impact some of these technologies might have on the naval rotary wing community in 2030, or even beyond. But some of them are the
kinds of technologies we want to be wired into because they will impact our community in the future, and if we harness them, they can make us stronger. The “art” here is to give the researchers working on some of these disparate technologies a clear sense of how they could be used in our community. Then, as the technology matures, it will be far more likely to be something we can adapt to meet our specific needs. To highlight just a few possibilities: Take 3D Printing. How many of you have been out on detachment with a down aircraft waiting for a part to be shipped from
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halfway around the world before you could fly again? What if a 3D printer could manufacture that part on the ship? Or, take remote and autonomous vehicles, especially autonomous aerial vehicles or UAS. UAS, like the Fire Scout, are the beginning of a huge trend in autonomy in the Navy, Marine Corps and Coast Guard. But, how will they integrate with our H-60 fleet? Are the people designing these UAS working that into the design today – or will it have to be bolted on after-the-fact? Perhaps, enough for now. If there’s a bottom line here it’s that our military and our nation are investing billions of dollars in cutting edge research on technologies that our community can harness today and in the future to make us stronger. We just need the “inside baseball” gouge of what’s out there and get involved early.
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Features
Time CapsuleArticle Unearthed at NAS Pensacola Janet Thomas, Gosport Staff Writer
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charming green and yellow frog was the star of the show July 11 during a celebration that forged a new link between Air Force and Navy personnel aboard Naval Air Station Pensacola (NASP). The joint operation involved excavating a time capsule buried in 1994 when the Navy disestablished Helicopter Combat Support Squadron 16 (HC-16), the “Bullfrogs.” Members of the Air Force’s 479th Flying Training Group (FTG) arranged the ceremony after uncovering the frog’s secret. More than 200 people, including NASP CO CAPT Keith Hoskins and 479th FTG CO Col Thomas Shank, gathered in a hangar at Forrest Sherman Field to do the honors, and it was announced that members of the 479th FTG plan to continue HC-16’s time capsule tradition. Hoskins hailed the celebration of military history and heritage, a subject that has special significance because of the yearlong celebration of the 100th anniversary of NAS Pensacola. Shank said he is excited to be a part of the tradition that the Bullfrogs started 20 years ago. “It is something I love about the military – traditions and heritage,”
Wright, who is 79 and lives in Navarre, remembers the squadron’s beginning and its end. “Not only was I here 40 years ago to start the squadron, I was invited to come back 20 years ago to bury the time capsule,” he said. Hansen explained that the 20-year deadline was set to match the amount of time that the squadron existed, and the frog was left behind to stand guard over the time capsule, which was buried near the old HC-16 hangar. Lt Col Timothy Moser of the 479th FTG gets the credit for getting the ball rolling on the excavation project. The HC-16 hangar is Here is some background on how it all now occupied by the 455th Flying unfolded: HC-16 was established in 1974 as Training Squadron (FTS), and Moser the East Coast H-46 Fleet Readiness said the frog caught his attention five Squadron, the H-1N Fleet Readiness years ago when he arrived at NASP. Squadron, and the U.S. Navy Search After walking by the frog for nearly and Rescue (SAR) school. It was a year, Moser took the time to read also responsible for U.S. Coast a timeworn plaque and learned that Guard District 8 SAR responsibilities. time capsule was supposed to be dug Members provided search and rescue up in 2014. He did not expect to be support for the NAS Pensacola training at NASP that long, but as the deadline complex and carrier qualification drew near he enlisted some help to contact members of HC-16. “They operations until 1994. he said. “It is what bonds our community. It truly does.” The connections created by a project like this are significant, Shank said. “The most valuable thing about this is not what is in the time capsule, it is about the people who put it together,” he said. “People are our most vital resource in the military.” Members of HC-16 who were present included retired Navy LCDR Lee Wright, the first HC-16 commander; retired Navy CAPT Dan Hansen, the squadron’s last commander; and CAPT Mike Fisher, who is now Naval Aviation Schools Command Executive Officer.
Dig: (From left) Col Thomas Shank, Commanding Officer of the 479th Flying Training Group (FTG), CAPT Mike Fisher, LCDR (Ret.) Lee Wright, CAPT (Ret.) Dan Hansen and NASP CO CAPT Keith Hoskins excavate a time capsule placed 20 years ago by search and rescue helicopter squadron HC-16. Photo by Mike O’Connor
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A photo of the frog statue that marks the location of the time capsule.
got a hold of us through LinkedIn and Facebook,” Hansen said, “and, somehow, here we are.” Moser, who is scheduled to leave next week for Ramstein Air Base in Germany, is glad he finally got to see what was inside the capsule. “It is pretty amazing to still be around for this,” he said. “I delayed my departure for this. I could not get that close and leave.” A musty smell filled the hangar as the time capsule was cracked opened, and the guests, including about 50 members of the old helicopter squadron, crowded around to view the contents. The capsule contained about 80 items ranging from official patches, awards, photographs, newspaper articles, videos and documents to personal items such as hats, T-shirts and a sonogram of the last child born while the squadron was still active. Following a toast and a cake cutting, the guests were invited to a reception at the Mustin Beach Club. The mementos won’t be above ground for long. The plan is to reinter the HC-16 capsule along with a capsule being assembled by members of the 479th FTG. The concrete frog that was a key player in the 2014 celebration will be back on guard duty for another 20 years. The date for the next opening is scheduled to be in July 2034. The mission of the 479th FTG is to train Air Force combat systems officers (CSO) for commands including the 455th FTS, the 451st FTS and the 479th Operations Support Squadron (OSS).
Scan Code to Read More News from 479th FTG
Rotor Review # 126 Fall ‘14 Vintage photo from when the 20 time capsule was interred.
Features
HSC-28 Ghostriders Prove Expeditionary Versatility During BALTOPS 2014 Article by LT Nick Memering, USN
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his year marked the 42nd Exercise Baltic Operations (BALTOPS), an annual training exercise conducted in the Baltic Sea. BALTOPS 2014 featured 29 ships and 50 aircraft from 14 different North Atlantic Treaty Organization (NATO) and Partnership for Peace (PFP) allied countries, all participating in joint air and maritime exercises. The goal of the annual 12 day exercise is to enhance military cooperation and interoperability between U.S. and partner nation forces, while increasing maritime safety, security and stability in the Baltic region. It also provided an excellent opportunity for the Naples-based Ghostriders of Helicopter Sea Combat Squadron TWO EIGHT (HSC-28) Detachment ONE (Det. 1), while attached to the USS Mount Whitney (LCC 20), to display the diversity and flexibility of MH-60S expeditionary detachments. The Ghostrider detachment is unique in the expeditionary community in that it consists of only one MH-60S, and 30 personnel, tasked with providing Special Operations Forces (SOF), Search and Rescue (SAR), Passengers/Mail/Cargo (PMC) Logistics, and VIP transfer support to Commander, Sixth Fleet. Additionally, the Ghostriders provide limited Anti-Surface Warfare (ASuW) capability for the theater.
As part of BALTOPS 2014, the Ghostriders completed numerous VIP transfers to include the U.S. Ambassador to Sweden, the Swedish Foreign Minister, the Swedish Minister of Defense, RADM Richard Snyder, Commander, Expeditionary Strike Group TWO (ESG 2), and VADM Philip Davidson, Commander, U.S. Sixth Fleet. Outside of this primary mission, the Ghostriders demonstrated the flexibility that is the hallmark of the HSC expeditionary community by providing SOF support, Surface Surveillance & Control (SSC), PMC, aerial photography, Medical Evacuations (MEDEVAC), and a wide array of shipboard training. The MH-60S proved to be an excellent photography platform, enabling media from all participating nations the ability to photograph both the large ship formations and a live mine exercise, during which a sea mine was detonated off the coast of Denmark. The Ghostriders continued to display the versatility of the MH-60S by providing valuable training to several partner nation vessels, including the German frigate FGS Mecklenburg-Vorpommern (F218) and Dutch Offshore Patrol Vessel HNLMS Friesland (P842). In a damage control exercise with the FGS Mecklenburg, the Det. 1 aircraft Ghostrider 30 executed a simulated MEDEVAC and provided ship familiarization for all involved personnel. In addition to the FGS Mecklenburg, the Ghostriders also provided Deck Landing Qualification (DLQ) training to the HNLMS Friesland. The Ghostriders
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An underwater mine is detonated off the coast of Bornholm Island as part of the BALTOPS 14 exercise. (Photo Below) Ghostrider 30 lands aboard the USS Mount Whitney during BALTOPS 14 naval exercise Photos courtesy of Expeditionary Strike Group TWO (ESG 2)
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ALTOPS is an annual, multinational exercise to enhance maritime capabilities, interoperability and support regional stability. This year’s BALTOPS, the 42nd since 1971’s inaugural exercise, saw the participation of naval forces from 14 countries including Belgium, Denmark, Estonia, Finland, Georgia, Germany, Latvia, Lithuania, The Netherlands, Norway, Poland, Sweden, the United Kingdom, the United States and NATO.
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finished up the exercise by supporting Explosive Ordnance Disposal Mobile Unit (EODMU) 8 and participated in several simulated Mine Pounce exercises off the coast of Denmark. The Cast & Recovery training for EODMU 8 and the Ghostrider crew yet again highlighted the versatility of the MH-60S helicopter and its crew. All of these missions would not have been possible without the support and enthusiasm of the Ghostrider maintenance department. The tireless maintenance crews provided the reliable assets necessary for HSC-28 Det. 1’s 100% sortie completion rate during BALTOPS 2014. The Ghostriders were not alone in providing support to the BALTOPS exercise. The Helicopter Maritime Strike Squadron SEVEN TWO (HSM-72) Highlanders supported BALTOPS 2014 with two MH-60R helicopters aboard the USS Oscar Austin (DDG 79) in order to provide an over the horizon ASuW and Anti-Submarine Warfare (ASW) platform. A Royal Navy Lynx helicopter, from the HMS Montrose (F235), supported the exercise in a similar role. The exercise, in addition to building interoperability across many different platforms and nations, also allowed for an extension of good will and stewardship at port calls in Karlskrona, Sweden and Kiel, Germany. Overall a rewarding and impressive experience, Exercise BALTOPS 2014 was an important exercise in allowing the Ghostriders to continue to build and define the role of expeditionary aircraft in modern maritime security and defense.
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The H-60 Handicap Article by LT David Farrell, USN
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esterday, I flew an MH-60R helicopter with a student pilot and asked her to verify her preflight engine power calculations in flight. Using the engine power charts in the current version of the H-60 Naval Air Training and Operating Procedures Standardization (NATOPS) Flight Manual, she calculated that the engine temperature would reach 851 degrees Celsius in a particular flight regime. Upon conducting the in-flight verification the engine temperature only reached 780 degrees Celsius. This, unfortunately, was not the first time that preflight calculations, when properly determined using the NATOPS engine charts, proved to be inaccurate. In fact, this significant disparity has become a common occurrence.
As a member of the instructor pilot cadre at one of the U.S. Navy’s two MH-60R Fleet Replacement Squadrons (FRSs), it is my job to teach newly designated Naval Aviators basic flight safety and the art of flying and tactically employing the MH-60R helicopter. But, well before Fleet Replacement Pilots (FRPs) ever arrive at the FRS, they are taught time and again the importance of performing accurate preflight calculations. If an aircraft’s center of gravity is out of limits, its wings may stall or lose controllability; if its gross weight is too high, it may not clear the obstacle at the end of the runway during takeoff. All aviators, aircrewmen, and maintenance professionals fully understand that meticulous pre-flight preparation enables in-flight success; however, a current aspect of the Navy’s H-60 model NATOPS Flight Manual (NFM) and maintenance procedures hinder its pilots from doing just that.
Accurate Pre-flight Calculations are Critical There are two preflight calculations that are particularly important to helicopter pilots—the engine power required to prevent altitude loss in a specific flight regime, and the engine power available, as determined by the torque output of the engine prior to it reaching an operating limit. One of the highest power required flight regimes for a helicopter is known as a Hover Out-of-
Ground Effect (HOGE). In a HOGE, a helicopter requires increased power settings when compared to nearground or forward flight. A HOGE is a common flight regime for H-60s when conducting Search and Rescue (SAR) recoveries, employing a dipping sonar, or when performing a Confined Area Landing (CAL). The current NFM has adequate charts to predict the HOGE power required, however, the pilot must also calculate the expected engine power available in flight. These power available calculations are completed based upon engine performance during its last Functional Check Flight (FCF), along with the anticipated operating altitude and air temperature for that day. The H-60 engine, the GE T700-401C, is designed to reduce fuel flow to the engine’s combustion chamber, thereby limiting further power increase, once the engine reaches a certain maximum operating temperature, which is at 851 degrees Celsius or 903 degrees Celsius if the pilot turns on the “contingency power” switch. Accurately calculating the engine power available on preflight for 851 and 903 degrees Celsius determines the maximum amount of power that the pilot should expect to have available in flight. In fact, both the NFM and the H-60 Wing Standard
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Operating Procedures (SOP) wisely require a minimum of 10% torque (power) margin between power available and power required when performing a CAL, or when conducting Vertical Replenishment (VERTREP) in order to ensure the helicopter can safely conduct those high power required missions.
The NFM is Setting the Fleet up for Failure So if a mission is accepted or declined based on whether or not the H-60 has a sufficient power margin to conduct the mission, and the current NFM often predicts an engine power available value that greatly differs from the actual capability of the aircraft, then both the pilot and the fleet are being set up for failure. During my aforementioned flight with the student pilot, the NFM charts predicted 120% engine torque (power) available at an engine temperature of 851 degrees Celsius. Instead, the aircraft’s engines actually produced 120% torque at a much lower engine temperature of 780 degrees Celsius. Had my student continued to increase power past 780 degrees towards 851, she would have discovered that our power available was much higher than the predicted value, even though she properly determined her preflight calculations by following the guidance in the NFM. Where is this error coming from? The short answer is that the engines we flew that day operated at a temperature much cooler than the engine manufacturer’s “specification” or “spec” engine, but neither the FCF procedure that determined the “maximum power” value (which she used to determine the aircraft’s power available) nor the associated NFM power available charts have been updated to account for such engines. To explain further, during an engine-related FCF, H-60 pilots perform a variety of procedures to test the performance of the aircraft’s two main engines. One procedure called the Maximum Power Check requires
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the pilots to determine if the engine can produce the “spec” torque at high power settings. To do this, the pilot first references the Target Torque Value (TTV) chart in the NFM, which states the torque of what a “spec” engine will produce at 851 degrees Celsius at a given altitude and ambient air temperature. This value is then used as the standard for the check. To perform the check, the pilot increases the engine torque until the engine either reaches this torque value (at which time the engine is deemed to be a “spec” engine), it reaches 851 degrees Celsius, or until any other engine limit is reached (at which time the torque reached will be compared to the “spec” value). When an engine operates at a cooler temperature than “spec”, chances are good that the engine will first reach the pre-determined spec engine torque value before any other engine limits. When this occurs, no data is collected or recorded to show how much better than “spec” the engine actually performs. The engine performance data of such an engine is artificially rounded down to indicate that it has identical performance to a “spec” engine. This rounding causes valuable engine data to be lost and error to be introduced into the preflight calculations on every subsequent flight because pilots will base their calculations off these rounded values, not the actual engine installed in their aircraft.
Bad Data is Detrimental to Mission and Safety As mentioned before, not knowing the full power capabilities of the helicopter could lead a Helicopter Aircraft Commander (HAC) to decline a mission that he is actually capable of safely conducting. But this is not the only danger. An additional problem is that a pilot, with a cooler operating engine, is now more likely to exceed a torque and/or an Ng limit. The pros and cons of a hot vs. cold operating engine can be illustrated while conducting “single engine” emergency procedure training. During this training one engine’s power is brought back to idle to simulate an engine loss. Operating alone, this one
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engine will require much more power to keep the aircraft in flight, which will cause the engine to begin approaching its operating limits. A true “spec” engine will typically reach a temperature limit (903 degrees Celsius with contingency power on) prior to exceeding any other engine limits, such as torque or Ng (gas turbine speed). If the temperature limit is reached, the fuel flow reduces and the main rotor RPM will decrease, preventing the engine from exceeding
damage and lead to costly engine and transmission repairs. C u r r e n t l y, t h e N F M inadequately predicts when either a torque or an Ng limit will be exceeded. By treating a cooler operating engine like a “spec” engine, the NFM will often under-predict the amount of engine torque available prior to reaching temperature limiting. Pilots need to be able to predict, prior to flight, in what flight regimes they may exceed torque or Ng limits in order to reduce the s a m e m b e r o f t h e risk of inadvertently breaking these limits. Currently, the most reliable instructor pilot cadre at method to test if an engine’s one of the U.S. Navy’s maximum power available will be two MH-60R Fleet Replacement “Ng limited” (i.e. the engine will reach its Ng operating limits Squadrons (FRSs), it is my job first prior to any other) is a “Power to teach newly designated Naval Available Check” in flight, which Aviators basic flight safety and often inaccurately replicates the the art of flying and tactically most dynamic flight regime a crew might experience that flight. Plus, employing the MH-60R helicopter. it is not always required.
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its other limits. During such simulated single-engine training, if more power is needed to safely recover, the pilot not handling the flight controls can quickly add power by bringing the idling engine to a normal operating condition. However, with an engine that operates cooler than “spec” this is not typically how the single engine training unfolds. In this case, because the engine is already cooler it will likely exceed either its torque or Ng limits before the engine ever operates hot enough to reach temperature limiting at 903 degrees Celsius. During an actual engine failure this would work in favor of the crew as, unlike in the case of exceeding the temperature limit, the pilot can control whether they exceed the engine torque or Ng limit in order to maintain or gain needed power (remember that when exceeding the temperature limit, the aircraft automatically reduces fuel flow to prevent the engine from getting hotter but in turn restricts the power). However, in a training scenario, and especially as an instructor pilot, it is important to be concerned with exceeding engine torque and Ng limits. To neglect these limitations could bring unecessary
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Most H-60 Engines are Better than “Spec” Although it does not make up for the engine Max Power data that is lost during the FCF, a separate enginerelated FCF procedure can provide insight as to how much hotter or colder the engine is operating at compared to a “spec” engine. This procedure records the engine operating temperature at a specific mid-range torque, which is known as the Health Indicator Test (HIT) value. The HIT corrects for ambient pressure and temperature and is then compared to the temperature value of the manufacturer’s “spec” engine under these same conditions. This difference is recorded to serve as a temperature reference on all subsequent operational flights. For example, if an engine produces less than “spec” torque during a Maximum Power Check it may also burn, say, 10 degrees hotter than a “spec” engine at this specific midrange torque. On subsequent flights, the crew and maintenance personnel expect this same engine to remain 10 degrees hotter than “spec”, within a 20 degree tolerance, or else an engine malfunction is suspected.
Feature: The H-60 Handicap So how much cooler than “spec” is the HIT value for a typical modern-day engine? While surveying the HIT historical data for fifteen HSM41 squadron aircraft (thirty engines total), the average engine HIT value for a newly installed engine was 47.5 degrees cooler than “spec”. In total, these new engines ranged from 34 to 66 degrees Celsius cooler than “spec”, and as most pilots know, engine degradation is a very slow process—often only degrading (indicated by operating at higher temperature) by a degree or two every hundred flight hours. This data suggests that all H-60 engines operate significantly cooler than spec, essentially “off the [NFM’s spec engine] chart”, for extended periods of time after engine installation. Not yet convinced? Survey the Engine Torque Factor’s (ETF’s) of the engines in your H-60 command. I suspect 50 percent or more of them will be listed as an ETF of 1.0. Why? Because a majority of H-60 engines are actually above an ETF of 1.0, but NATOPS FCF and maintenance procedures have restricted us to a 1.0 artificial limit.
The NFM Must be Updated Two items need to be updated in the NFM: Ng must be predictable and the engine Max Power Check procedure must record accurate data. 1. Pilots must have a method to predict when they will be limited by Ng in flight. The H-1 helicopter has an engine chart that describes at what ambient temperatures, pressure altitudes and torque settings its engines will expect to reach temperature, fuel flow, or Ng limiting. A similar chart for the H-60 would allow crews to anticipate these flight profiles on preflight. Alternatively, nominal Ng value lines could be added to the 401C’s existing Continuous, Intermediate and Contingency Power charts to illustrate in what regions of the chart its pilots should expect to reach Ng limited conditions (nominally 102.2% and
105%, for example) or when pilots should expect to experience Ng fuel flow limiting. Engine testing would likely need to be completed to generate this data, but every H-60 crew would benefit from having a preflight chart that predicts Ng. 2. Max Power Checks must allow engine data to be recorded for an engine that operates cooler than the “spec”. There should not be a 1.0 ETF artificial limit. In order for pilots to walk to the aircraft with relevant data, the FCF and maintenance procedures must be updated to not only allow this data to be collected and recorded but to require it. To accomplish this during an FCF, Functional Check Pilots (FCPs) would need to increase power past the TTV when able, without exceeding any engine limits, to determine the actual torque at which the engine is temperature, torque or Ng limited. Alternatively, FCPs could continue to cease the check once they reach the TTV, but then use a chart to extrapolate the predicted additional engine power available above “spec” based upon the margin between the engine’s actual operating temperature at the TTV and 851 degrees Celsius. Regardless of the new method, the updated FCF procedure must begin recording complete data for all engines—to include those worse, equal to, and better than “spec”.
Without Change, the H-60 Community Will Remain Degraded Three major degradations to mission accomplishment & safe helicopter operation will continue to occur on a daily basis until these changes are implemented: 1. As a result of consistently inaccurate preflight calculations, H-60 pilots are becoming desensitized to the importance of performing power available calculations at all. Since error is nominally introduced as a matter of course, pilots are
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preconditioned to not recognize if (a) their calculations are in error, (b) they are experiencing environmental conditions other than expected, or (c) their engines have an actual malfunction. 2. A crew may accept mission tasking from a higher authority that an aircraft cannot safely perform, resulting in an aircraft exceeding NATOPS Ng limits and potentially costing the Navy millions of dollars in damage. Until the NFM has a reliable way for pilots to predict Ng in various flight regimes, the engines may reach Ng limits before any other without a way for the pilots to predict this prior to flight. Some crews will accept a mission, only to discover that their aircraft is limited by Ng as they perform the in flight “Power Available Check”. Other crews may neglect to perform a “Power Available Check” or deem that the mission is too urgent to do so, and they will exceed their Ng limits while performing the mission. 3. H-60 HACs throughout the fleet may have adequate power margins to perform assigned high-power missions such as VERTREP, SAR, CALs, or dipping sonar operations, but decline their mission tasking because the NFM and recorded data from the previous FCF tells them that they cannot safely perform the mission. To increase their power margin, some crews may elect to dump fuel (wasting dollars), or take off with an unnecessarily light fuel load (potentially creating a low fuel situation later). Until data for a cooler than “spec” engine (as every engine is for a significant period of time after installation) is accurately recorded during an FCF, crews will continue to incorrectly calculate power margins on pre-flight, ultimately reducing mission accomplishment and effectiveness. At this year’s NHA symposium in Norfolk, VA, the Commander of the Naval Safety Center, Rear Admiral Norton, briefed those in attendance on the current negative trends in Naval Aviation. The second point briefed was “Power Required versus Power
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Available” as it related to a 2011 mishap in Fallon, NV. Admiral Norton commented, “This was a mishap that was totally preventable because we have the charts in the back of NATOPS.” It is true the H-60 has power available charts in the back of its NFM, but do these charts accurately reflect the performance and limitations of the engine that is installed in your H-60? Does the FCF practice of rounding engine performance data enable subsequent pilots to conduct accurate preflight planning? In flight, have you as an H-60 operator nearly exceeded your NATOPS torque or Ng limits unexpectedly? I agree that the next aircraft mishap caused by the factors discussed in this article is totally preventable. But in order to do so, the H-60 community must start anticipating and managing risk during preflight planning with adequate power charts, stop accepting unnecessary risk by recording inaccurate FCF data, and make the necessary updates to its NATOPS Flight Manual.
(Top left) MH-60R Seahawk transfer supplies to the flight deck of a Arleigh Burke-class destroyer. (Bottom) MH-60R helicopters fly formation off the coast of California. Photos courtesy of HSM-41 Public Affairs.
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Feature
HSM-37 Easyriders Debut Fleet’s Newest Helicopters in the Mid-Pacific Article by LTJG Nicolas Parsons, USN
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elicopter Maritime Strike Squadron (HSM) THREE SEVEN sent the command’s first MH-60R detachment to sea this July in support of the world’s largest Naval exercise, Rim of the Pacific 2014, also known as RIMPAC. HSM37 has been sending detachments to sea aboard Hawaii based ships in support of THIRD, FIFTH, and SEVENTH FLEET operations since the squadron’s establishment in 1975.
The Easyriders of HSM-37, stationed on Marine Corps Base Hawaii (MCBH), began the transition from legacy SH-60B helicopter to the MH-60R in the fall of 2013. The transition required a great deal of planning, training, and teamwork by everyone involved. HSM-37 successfully completed the transition on February 6, 2014, and continues to operate as a composite squadron until early 2015 while the last SH-60B Detachment deploys. The MH-60R primary missions are Surface Warfare (SUW) and Anti-Submarine Warfare
(ASW), but the airframe brings to the fight a new array of systems which include glass cockpits, advancements to the airborne radar, improved defensive countermeasures, avionics, acoustic processor, and a dipping sonar. These enhancements greatly increase the flexibility and capability of Easyrider crews to track and prosecute surface and subsurface threats. RIMPAC 2014 marks the culmination of the hard work and preparation required to send MH60R detachments to sea. Moreover, it marks the dawn of the maritime strike presence in the mid-pacific. HSM-37 Detachment FOUR (Det. 4), (comprised of 26 Sailors and aircrew as well as two Lot 10, MH-60R helicopters,) deployed aboard the Navy’s newest guidedmissile destroyer, the USS Michael Murphy (DDG 112). Before the USS Michael Murphy was able to fully support RIMPAC operations, shipboard and aviation personnel completed Initial Ship Aviation Team Training (ISATT). During the six-day evolution,
the aviation team flew 38.5 hours, conducted training and performed countless drills in which the members of the ship and air detachment learned to integrate and work together as a team. Once complete, the USS Michael Murphy was able to fully participate in RIMPAC exercises. As an integrated team, they played a crucial role in the successful completion of RIMPAC 2014. A part of both offensive and defensive operations, the Easyriders completed 25 sorties which totaled 71.5 hours of flight time, including nine SUW and eight ASW exercises. Aside from taking part in the wartime exercises, Det. 4 Easyriders also carried out cross deck flight evolutions with foreign ships, including the Royal Norwegian Navy’s HNoMS Fridtjof Nansen (F310), the Chilean Navy’s CNS Blanco Encalada (FF 15), and The Republic of Singapore Navy’s RSS Intrepid. Easyrider aircrews
Detatchment Officer-in-Charge (OIC), LCDR Daniel Schlesinger, copilot LTJG Kyle Mayes and sensor operator AWR2 Ryan Hodges, conduct the first organic helicopter landing onboard the USS Michael Murphy (DDG 112) Photo by: ENS Lauren Seebode, USN
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worked with foreign air controllers, and conducted simultaneous flight operations with foreign aircraft. RIMPAC marks many firsts for both the USS Michael Murphy and HSM-37. The first air detachment embarked aboard the USS Michael Murphy , the first MH-60R to be deployed to sea as part of HSM-37, the first Easyrider MH-60R aircraft to conduct ASW and SUW operations at sea, and the beginning of an arduous work-up cycle for the USS Michael Murphy’s first deployment. On July 31, 2014, Easyriders returned home to Kaneohe Bay, Hawaii to begin preparations for deployment this fall aboard the USS Michael Murphy in support of SEVENTH FLEET operations in the Western Pacific. The coming deployment is sure to be full of many more firsts for everyone embarked.
Sikorsky, Boeing Selected to Build Technology Demonstrator for Future Vertical Lift SB>1 Defiant expected to fly in 2017 Republished from a 12 August 2014 Sikorsky News Release
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ikorsky Aircraft Corp., a subsidiary of United Technologies Corp. (NYSE: UTX), and Boeing (NYSE: BA) have been selected to build a helicopter for the U.S. Army’s Joint Multi-Role Technology Demonstrator Phase 1 program (JMR TD), paving the way for the next generation of vertical lift aircraft. The U.S. Army Aviation Technology Directorate (AATD) selected the Sikorsky-Boeing team to continue the development of the SB>1 Defiant, a medium-lift helicopter configured to Sikorsky’s X2™ coaxial design, through flight testing. First flight for the program is expected in 2017. “Defiant will use Sikorsky’s proven X2 technology to overcome aircraft design challenges, which will be critical requirements on future vertical lift aircraft,” said Mick Maurer, Sikorsky president. “The Sikorsky-Boeing team’s integrated approach has created a unique blend of expertise, innovative spirit and customer commitment that are unmatched in the industry. The complementary capabilities of each team member have delivered a design that will provide the best future vertical lift solution to the U.S. Army, and the flexibility of our design makes it suited for naval applications as well. This is a major leap forward.” The Defiant aircraft will feature counter-rotating rigid main rotor blades for vertical and forward flight, a pusher propeller for high-speed acceleration and deceleration, and an advanced fly-by-wire flight control system. “Our team brings leadership and new ways of thinking to aircraft development,” said Shelley Lavender, president of Boeing Military Aircraft. “As the original equipment manufacturers for both the Black Hawk and Apache helicopters, we bring tremendous technological breadth and depth to the customer. I believe our technical capabilities and experience in development and flight testing of complex rotorcraft systems were a key factor in the customer’s decision.” To date, Sikorsky and Boeing collectively have delivered more than 3,000 helicopters to the Army in support of its challenging missions. The JMR TD program supports the Department of Defense’s Future Vertical Lift (FVL) program to deliver the next generation of vertical lift aircraft with greater performance, reliability and affordability. The Defiant aircraft packages evolutionary technologies in a new, innovative and affordable design that flies faster, farther and with more payload. The JMR TD Program offers Sikorsky and Boeing the opportunity to partner with the U.S. Government in demonstrating the maturity of advanced and enabling future vertical lift technologies. Sikorsky and Boeing formed their JMR team in January 2013, and each company has invested significantly in the program. Sikorsky Aircraft Corp., based in Stratford, Connecticut, is a world leader in aircraft design, manufacture and service. United Technologies Corp., based in Hartford, Connecticut, provides high-technology products and support services to the aerospace and building systems industries. A unit of The Boeing Company, Boeing Defense, Space & Security is one of the world’s largest defense, space and security businesses specializing in innovative and capabilities-driven customer solutions, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Boeing Defense, Space & Security is a $33 billion business with 56,000 employees worldwide. Follow us on Twitter: @BoeingDefense This press release contains forward-looking statements concerning opportunities for development and potential production of helicopters. Actual results may differ materially from those projected as a result of certain risks and uncertainties, including but not limited to changes in government procurement priorities and practices, budget plans, availability of funding and in the type and number of aircraft required; challenges in the design, development, production and support of advanced technologies; as well as other risks and uncertainties, including but not limited to those detailed from time to time in filings submitted by UTC and by Boeing to the Securities and Exchange Commission.
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Feature
Kilo is King
Article By Mike Hirschberg (AHS Executive Director) Reprint from VERTIFLITE July/August 2014 Vol. 60, No. 4
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n May 5, the US Marine Corps announced the name of the CH53K during a rollout ceremony at Sikorsky Aircraft’s Development Flight Center in West Palm Beach, Florida. The Commandant of the US Marine Corps, General James F. Amos announced that the “King Stallion” will be the successor to the CH-53 Sea Stallion and CH-53E Super Stallion, which have been successively operated by the Marines since 1966. When the CH-53K King Stallion becomes operational in 2019, it will mark more than a half-century of operational CH- 53s. The ceremony featured remarks by Florida Congressmen Thomas J. Rooney and Patrick E. Murphy, as well as Mick Maurer, President of Sikorsky Aircraft, and Louis R. Chênevert, Chairman of United Technologies Corp. (Sikorsky’s parent company). Dr. Michael S. Torok, Sikorsky’s CH-53K Program Vice President, emceed the event.
Testing on the Ground Before Taking to The Air The CH-53K Ground Test Vehicle (GTV) began spinning the bare rotor head on January 24, and then with the main and tail rotor blades for the first time on April 17. This effort initiated a rigorous two-year test program of the rotor blades, transmission, engines and all subsystems while anchored 55 inches (1.4 m) above the ground. The 44,000 lb (20 t) GTV
aircraft will characterize the dynamic response of the aircraft, including resonance at different rotor speeds, and interactions with the airframe. It is outfitted with sensors at more than 1,300 points that measure and verify the ability to operate safely under its own power. Prior to any King Stallion getting off the ground, the non-flying but flightcapable GTV will be subjected to more than 250 hours of testing, simulating flights up to the maximum gross weight of 88,000 lb (40 t). “Consistent with our program approach to accelerate discovery – with digital design and simulation tools, fully populated system integration laboratories and risk reduction and qualification testing - the fully configured Ground Test Vehicle is undergoing comprehensive integration testing to not only clear the flight aircraft from a safety perspective, but also to identify and rectify any issues that could impede efficient execution of the flight test program,” says Torok. The first of four flight test helicopters – Engineering Development Models (EDMs) – is expected to take to the air in late 2014. During the threeyear flight test program, each YCH53K EDM is expected to accumulate approximately 500 flight test hours. Each aircraft has up to 20,000 strain
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Marine Commandant General Amos announced during a rollout ceremony on May 5, 2014 that the Kilo would henceforth be know as the “King Stallion.” (Photo courtesy of AHS International)
gauges measuring the stresses, strains and aerodynamic forces. To ensure safety of flight, the GTV will continue to accumulate operational endurance hours ahead of the flight aircraft; it will have accumulated about 900 hours by the end of the GTV test program in December 2016. After that, it will be transported by C-17 to the Naval Air Weapons Station China Lake, California, where it will be used for live fire testing. In addition to the four flying aircraft and the GTV, Sikorsky is also testing a static test article (STA) in Connecticut, and will test a fatigue test article (FTA) after initial flight-testing yields sufficient flight loads data. As the YCH-53K EDMs are completing their developmental testing, the CH-53K system demonstration test articles (SDTA)
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will also take to the air. Col. Eldon Metzger, USMC, the Military Assistant and Marine Corps Aide to the Assistant Secretary of the Navy for Research, Development and Acquisition told an AHS Federal City Chapter meeting in March that the Navy would be ordering two additional Kilo SDTAs, bringing to six the total number, which will be part of the 200 production aircraft on order. These additional aircraft will increase the overall maturity of the King Stallion, particularly with respect to the manufacturing processes. Initial operational capability (IOC) is expected in 2019.
Newer and Stronger Although originally promoted as an upgrade of the Super Stallion, the all-new 88,000 lb (40 t) gross weight CH-53K more than triples the external load capacity of the 73,500 lb (33.3 t) CH-53E from 8,000 lb (3.6 t) to 27,000 lb (12.2 t). Despite being visually nearly identical in general appearance, about the only thing that the two aircraft have in common is the designation “CH-53.” The rotor diameters are identical at 79 ft (24 m), but the King Stallion’s maximum gross weight is nearly 20% more, partly due to a chord of nearly 3 ft (0.9 m) and 12% more blade area. The all-new K also leverages more capable engines, transmission and rotor blades, as well as lightweight composite airframe structures and digital fly-by wire flight controls. The “fourth generation” composite blades have new airfoils, taper, twist, and tip shape to significantly increase lift while enabling the aircraft to remain within the footprint of the CH-53E. These
Photo courtesy of AHS International
improvements enable the CH-53K to lift more than three times the CH-53E in hot, high altitude operational environments. General Electric’s GE381B engines, now with the military designation of T408, are 7,500 shpclass (5,600 kW) engines, which yield 57% more power for about 20% lower specific fuel consumption vs. the legacy T64-GE-416 engines. The three engines power a split-torque transmission and the seven-bladed rotor system. The 13 ft (4 m) diameter fully elastomeric rotor hub alone weighs 4,500 lb (2 t). Of course, the main driver for developing the King Stallion is for logistics: the CH-53K will be able to move troops and equipment from ship to shore, more quickly and effectively and to higher altitude terrain than the Super Stallion, but in the same sized package in order to be able to use the existing ship elevators and other infrastructure. Despite having a slightly smaller outside width, the cabin is 12 inches (30.5 cm) wider inside, which is wide enough for 463L cargo pallets, eliminating the need to break apart pallets delivered by fixedwing cargo aircraft, which causes huge delays for today’s CH-53Es. In addition, basic maintenance of the “K” will be much easier than the “E,” one of the most expensive aircraft
Sergei Sikorsky, chats with U.S. Marine Brigadier General Matthew G. Glavy after the unveiling of the Sikorsky CH-53K heavy lift helicopter, right, during an official rollout (Photo by Wilfredo Lee, Associated Press)
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to operate in the US military. CH-53 Program Manager Col. Robert Pridgen, USMC, notes that four of the seven Key Performance Parameters (KPPs) are related to logistics. The Quick Change Assembly, consisting of the hub and main gearbox, totals 12,500 lb (5,670 kg), more than the empty weight of a UH-60 Black Hawk, but it is designed to be removed and replaced in the field. Other innovations include fewer parts count; the T408 engine, for instance, is comprised of one-third fewer parts than the legacy T64.
Changing Games The King Stallion is managed by the Navy and Marine Corps’ Heavy Lift Helicopters Program Office PMA- 261). On May 29, Col. Pridgen turned over command to Col. Henry Vanderborght, former Light/Attack Helicopters (PMA-276) platform team lead for UH-1Y production and UH-1N sundown, and Foreign Military Sales lead. Vanderborght – previously the CH53K helicopter lead systems engineer, then the program manager during the design and initial test period – has spent the majority of his career either flying or maintaining the CH-53E in real-world operations. Pridgen’s next assignment will be program manager for the Presidential Helicopters Program (PMA-274) in July. All three PMAs are part of the Naval
Feature: Kilo is King Air Systems Command’s (NAVAIR’s) Program Executive Office for Air AntiSubmarine Warfare, Assault and Special Mission Programs, PEO(A), headed by Rear Admiral Cindy “CJ” Jaynes, who states simply: “This helicopter is going to change the game for the United States Marine Corps.” Not only for the Marines, though. Several other operators are also showing interest in the largest helicopter outside of Russia. Sikorsky estimates that more than 100 game-changing King Stallions could be sold to Sea Stallion and Super Stallion operators such as the US Navy, Israel and Germany, or for anyone where moving thousands of pounds – or thousands of Kilos – is king. The seven-bladed main rotor (left) lifts 20% more than its predecessor, while the 20 ft (6.1 m) diameter tail rotor produces as much thrust as the S-76 main rotors. (right)
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Historical
The History of
VERTICAL REPLENISHMENT Article by CAPT Mike Reber, USN (Ret)
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f the many important and varied missions in Naval Aviation, there are a select few, which routinely demand constant maximum effort from both pilot and machine. In the helicopter community, one of those missions is Vertical Replenishment, or VERTREP. The rather mundane purpose of VERTREP is to move material from one underway ship to another. The pilot skills and aircraft capabilities required to accomplish this make VERTREP one of the most demanding and exciting missions in Naval Aviation. It has been said that watching VERTREP is akin to watching a “… dance of flying machines”. For the pilots involved, it is the “last of scarf-in-the-wind aviation”. As routine as it may seem to some, sliding a missile container on to the forward brow of a pitching deck of a cruiser in heavy seas can produce some exciting moments. The Navy VERTREP Mission was conceived in response to the need for Navy task forces to remain disbursed during underway replenishment (UNREP) as a defense tactic against attack by nuclear weapons. If a way could be devised for the transfer of stores, weapons and ammunition via helicopter, ships could remain more widely separated and maneuverable during underway replenishment. Vertical Replenishment (VERTREP) was the answer.
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However, the limited lift capability of the UH-34 and the design restrictions of both transferring and receiving ships severely limited the amount and type of cargo that could be transferred by vertical replenishment. A more capable helicopter and redesigned support ships were needed. The employment of the UH-46 in the Navy VERTREP mission was only one aspect of a dramatic advance in UNREP capability. Introduction of the H-46 in 1964 was planned to coincide with the introduction of a series of new classes of service force ships; the AFS and the AOE. These were followed a few years later by the AOR and a new class of AE, all of which had been designed from the keel up to conduct VERTREP and operate the H-46. . VERTREP had arrived! The capability of the H-46 and the new Service Force ships introduced a change in underway replenishment that can only be described as dramatic. Where two H-34s operating from old AF’s and AO’s lifted loads of 600-1000 lbs and achieved maximum transfer rates of 2 to 6 tons an hour, two H-46s operating from an AFS were lifting 4000 lb loads and achieving transfer rates of 30 tons an hour! And later, transfer of munitions from the new AOEs
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Historical: The History of Vertical Replenishment
CH-46D Sea Knights rotates positions during vertical replenisihment (VERTREP) as USS Lassen (DDG 82) pull alongside to receive supplies. Photo taken by
and AEs sometimes achieved rates approaching and often exceeding 50-60 tons/hr. These huge increases in cargo transfer rates were equaled in impact by the enormous personnel transfer capability. Where the H-34 or H-2 could take 4-6 passengers from ship to ship, the H-46 could transfer 20 or more, including baggage and mail. The H-46 totally transformed Fleet logistical operations and capability. In some cases Vertrep was viewed as almost too capable as more and more surface units began to prefer VERTREP to the exclusion of connected replenishment (CONREP) as a consistently faster and safer way to conduct underway replenishment. VERTREP is a vital mission and it has grown largely in accordance with its original vision, although the needs have changed with the changes in fleet operating methods and tactics. The change to significantly increased night ops, for example, mean fewer night replenishments. The H-46 has been replaced by the H-60 with greater lift capacity. New ship designs on both transferring and receiving ships have increased the ability to move cargo transferred by VERTREP. But these and other changes have not made the mission any less demanding, fun and exciting to fly.
Rufadora Helicopter Bar
Olongapo, Luzon Island, Philippines Article By CDR Joe Skrzypek, USN (Ret)
THE HISTORY Naval Base Subic Bay (adjacent to NAS Cubi Pt) was a major ship-repair, supply, and rest and recreation facility of the Spanish Navy and United States Navy located in Olongapo, Zambales, Philippines. The Navy Exchange had the largest volume of sales of any exchange in the world, and the Naval Supply Depot handled the largest volume of fuel oil of any Navy facility in the world.[1] The naval base was the largest overseas military installation of the United States Armed Forces after Clark Air Base in Angeles City was closed in 1991. Following NB Subic Bay’s closure in 1992, it was transformed into the Subic Bay Freeport Zone by the Philippine government.
THE SEA STORY Once upon a time, there was a little village called Olongapo, where sailors went, in the Philppine Islands. It is in Subic Bay, just outside the Naval Base gate. These sailors came from everywhere in the Western Pacific. Liberty started after crossing the bridge over what is referred to as the “Fragrant River”, or words to that effect. They remember the young ladies, dressed in pure white, standing on small banka boats with a funnel shaped object to catch coins. The ladies called
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out, “Hey sailor, throw me coin, sailor, throw me coin”. The sailors threw coins (centavos) and it seemed like the ladies were always there to greet them. The world looked different to them after crossing that bridge and these sailors don’t talk about adventures in Olongapo except, only to each other. You see, no one believes them. They all try once, to describe “liberty in the PI”, only to notice jealousy, contempt and comments like “Liar”, “You’re full of it”, “I don’t believe you”, etc. etc.
THE PLAQUES Helicopter squadrons and unit detachments gathered at a place referred to as the “Rufadora Helicopter Bar”. The “RUF” is the original home of 139 Navy helicopter unit plaques placed there by helo crews during an era estimated to be the 1960s through the 1990s. The plaques represent teamwork at sea, in the air and on liberty, and were proudly displayed by owner Mr. Rufino (Pop) Ramos. He was the curator of a significant amount of US Navy helicopter history and reluctant to even consider releasing them to the HC-7 ex-patriots Don West and Paul Trombetta, who still “hung out” in his bar.
Paul and Don visited Pop and his family to sincerely promise to preserve the family’s plaques. Paul obtained permission to take ownership of the plaques and had his “Texas Joes” barbecue restaurant staff clean and repair them. Don sent photos of each to Ron Milam, HC-7/NHAHS historian. In the meantime, Ron Milam, 2012 Mark Starr awardee, met John Pineta at the 2012 NHA Symposium. John Pineda, owner of Squadron Toys.com, hand carves & hand paints wooden model aircraft. John graciously arranged the transfer of three shipments to San Diego. CAPT Bill Personius, NHA Executive Director, led the efforts to hang them on the bulkheads of the Naval Helicopter Association passageways. These plaques contain names of hundreds of helicopter crew members who chose the “Rufadora Helicopter Center and Snack Bar” as their home away from home. (on the right) All of these plaques have been transferred to the Naval Helicopter Association Historical Society (NHAHS) on North Island Naval Air Station, Coronado, CA. and are on display.
Historical section will continued on page 52
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ore often than not, unit level training requires units to develop war-time scenarios to simulate operations with outside entities such as ground personnel, airborne control units, or a unit’s own air wing or strike group assets. Most aviators would probably agree that working with actual entities, vice notional assets, brings a new level of value to the event. The training and operational value of interagency evolutions is certainly high for the individual, but the value extends well beyond the individual crewmembers. Units, as a whole, gain experience through lessons learned and by refining Tactics, Techniques and Procedures (TTPs). Furthermore, a unit’s regard amongst the interagency community as a competent, professional, and capable group of warfighters is built upon the work it does with these outside services and agencies. The hard work of these units, whose operational prowess and technological expertise is put to the test across the globe, also lays the foundation for the naval helicopter community’s improved interagency partnerships worldwide. Although the aforementioned opportunities are not a new concept to our community, helicopter squadrons fleet-wide are making great strides in the last several months in building professional partnerships, showing off their elite operational capabilities, and employing advanced weapons systems. Recent fleet success in these areas influenced the focus of this Rotor Review issue – Crossing Interagency Boundaries: Leveraging Partnerships, Operational Prowess, and the Latest Technology to expand Community Horizons.
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Š MC3 Johans Chavarro, USN
Focus
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HSM-71 Shines During First MH-60R
Air-to-Air Shoot-down Article by LCDR Kyle Lambert, USN and LTJG William Leight, USN groundbreaking event for the U.S. Navy’s helicopter community took place on Wednesday, August 6, 2014. Helicopter Maritime Strike Squadron SEVEN ONE (HSM-71) participated in the first MH-60R Seahawk air-to-air live fire engagement of any kind, and the result was an unequivocal success. The crew of Scout 700 shot down an Outlaw unmanned aircraft system (UAS), resulting in the most cost effective target attrition of the BLACK DART exercise. From July 29 to August 8, 2014 at Naval Air Station Point Mugu in Southern California, the U.S. Department of Defense held its annual joint exercise to test countermeasures to protect against enemy UAS. This exercise, known as BLACK DART, assesses the integration of counter-UAS systems across air and missile defense in both coastal and maritime environments. This year was of particular interest for the rotary wing community as HSM-71, a two-year participant in BLACK DART, was selected to demonstrate the ability of the
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MH-60R to identify and engage UAS. The Raptors’ involvement proved the effectiveness of the MH-60R and her crews’ abilities to positively identify different UAS systems, and when necessary, eliminate the possible threat. The primary mission for the majority of HSM-71’s flights was to act as an Intelligence, Surveillance and Reconnaissance (ISR) platform. The crews were tasked by other platforms to investigate an air contact of unknown classification. They were able to effectively use their sensors to gain positive contact and update the classification of the UAS. While the MH-60R has been a proven asset in classifying
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surface contacts, this demonstration was an opportunity for Seahawk crews to train against unconventional air assets. On the day of the live fire event, the crew was able to localize the target using on-board systems and conduct a self-guided intercept. Once the target was positively identified and the crew was cleared to fire, it took MH-60R aircrewman AWR2 Eric Schepner only 34 seconds to down the target with the GAU-
Focus
21 .50 caliber door gun. Through AWR2 Schepner’s superior marksmanship, the engagement required only 100 rounds. BLACK DART 2014 demonstrated the MH-60R’s continued growth into new and emerging warfare areas. The Navy helicopter community has taken the initiative to drive community change and show the versatility of not only the airframes, but also the crews who operate them. This year proved that “choppers” are a flexible, capable and cost effective weapons to counter the very real and growing threat of UAS against our national security. The Raptors of HSM-71, and the entire Carrier Air Wing NINE (CVW-9) SHOGUN team, are proud to have been given the opportunity to be a critical player in this momentous occasion. LCDR Kyle “Fatty” Lambert, HSM-71’s training officer and the Officer-in-Charge (OIC) for the detachment, affirms this sentiment: “It was a great experience to be a part of the team that was able to showcase the Romeo’s capabilities in this emerging warfare arena. My detachment personnel’s professionalism and superb ability to meet the challenges posed by this groundbreaking event were evidenced by the successful shoot-down of the target. It was an honor and privilege to be a part of this landmark event for our community and naval rotary-wing aviation as a whole.”
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Central American Wildcards Continue the Fight Against Drug Trafficking Article by HSC-23 Public Affairs
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n 1998, the U.S. Coast Guard estimated that its United States sea-based drug seizure rate was less than one seizure per ten shipments. At the time, the primary method used by Drug Trafficking Organizations (DTOs) was the employment of small open-hulled boats with oversized outboard motors, appropriately referred to as “go-fast vessels” using the Coast Guard’s vernacular. DTO members powered through the seas at speeds in excess of 30 knots to evade law enforcement, gangs, and competing DTOs. This method has been so effective at evading authorities and threats that it is still widely used to this day. To counter this successful “go-fast” method, the USCG formed the Helicopter Interdiction Tactical Squadron (HITRON), a unit that specializes in Airborne Use of Force (AUF) during drug-interdiction missions. Very soon after the HITRON’s establishment, the USCG realized a drastic spike in drug intervention seizure rate. The HITRON’s newfound success led the USCG and the U.S. Navy to embark on several joint ventures to assist in the adaptation of USCG aircraft for shipboard use. Beginning in 2006, the first Navy aircraft, SH-60B Seahawks, began operating from U.S. Navy frigates in support of joint AUF operations.
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Nonprofit, Member-Owned, Veteran Service Organization.
Currently stationed aboard the Oliver Hazard Perry class frigate USS McClusky (FFG 41), the Wildcards of Helicopter Sea Combat Squadron TWO THREE (HSC-23), Detachment THREE (Det. 3), departed on an historic sixmonth deployment in April 2014. Prior to deploying, HSC-23 DET 3 faced only six weeks to train and increase mission qualifications in their MH-60S Knighthawk helicopters. AUF, which calls for the embarkation of Coast Guard snipers aboard sea-based Navy helicopters, had never been attempted by an MH-60S platform. While SH60Bs are the traditional employment aircraft, the aging airframes are inching toward retirement. One of the SH60B helicopter’s limiting factor has been the restriction to only execute AUF missions during day-time hours, effectively eliminating the ability to capture traffickers who often transit the open ocean after sunset. To prepare for day and night AUF operations, Wildcard crews trained with HITRON, Helicopter Sea Combat Weapons School Pacific (HSCWSP), and Helicopter Maritime Strike Weapons School Pacific (HSMWSP). Having already interdicted and disrupted nearly 8,000 kilograms of illegal drugs thus far on their deployment, the Wildcards’ most recent counter-narcotics mission involved joint operations with the Patrol Squadron TEN (VP-10) Red Lancers, operating shore-based P-3C Orion aircraft, and the Helicopter Anti-Submarine Squadron Light FOUR NINE (HSL-49) Scorpions, flying SH-60B helicopters from the USS Ingraham (FFG 61). In close coordination with the USS McClusky, the USS Ingraham, P-3Cs and SH-60Bs, the Wildcard crew was vectored to a simultaneous interdiction of two “gofasts” in the middle of the night, resulting
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in the seizure of over 2,000 kg of cocaine with an estimated street value of more than $310 million. This interdiction, as with similar missions, involved the use of a combination of technological advances that the MH-60S employs in conjunction with precision AUF tactics and rules of engagement; namely, the MH-60S’s advanced avionics suite, Multispectral Targeting System (MTS), and the Night Vision Device (NVD) Heads-Up Display (HUD). After initial detainment, the AUF teams turn control of the traffickers over to the U.S. Drug Enforcement Administration (DEA) for processing into the U.S. justice system. As of August 2014, HSC-23 Det. 3 has prevented the delivery of $1.2 billion in cocaine, executing the Navy’s first night-time AUF interdictions in the Eastern Pacific while underway on the Navy’s first active duty, night-time AUF deployment. The importance of Counter Transnational Organized Crime (CTOC) cannot be underestimated. Illegal cocaine profits fund a broad spectrum
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of terror and transnational organized crime groups such as the Revolutionary Armed Forces of Colombia (Fuerzas Armadas Revolucionarias de Colombia, FARC), the National Liberation Army (Ejército de Liberación Nacional, ELN), the Shining Path in Peru, and the Sinaloa Cartel in Mexico. The Congressional Research Service reports that more than 90% of the cocaine seized in the United States transits the Central America/ Mexico corridor, including the waters currently patrolled by Det. 3. Supporting U.S. Southern Command’s number one priority, Det. 3’s and the USS McClusky’s assistance in Operation MARTILLO, an international, partner-nation effort involving 14 nations in an effort to target drug trafficking routes in the coastal waters of Central America, is making a measurable difference in the region and highlights the versatility and capability of the MH-60S.
The Army-Navy Game:
Focus
Arabian Gulf Edition Article by LT Tim “Nibbles” Zakriski, USN
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he Tridents of Helicopter Sea Combat Squadron NINE (HSC-9) departed early in February 2014 for a scheduled nine-month deployment with the USS George H.W. Bush (CVN 77) and Carrier Strike Group TWO (CSG 2). Throughout an arduous Fleet Readiness Training Plan (FRTP) as part of its workup cycle in 2013, HSC-9 repeatedly practiced live Close Air Support (CAS) and Armed Reconnaissance (AR) with Navy Special Warfare Command, Marine Corps Special Warfare Command, and Carrier Air Wing EIGHT (CVW8) assets. As the first Navy helicopter squadron to deploy with both the M-197 20mm cannon and 2.75” rocket pods, HSC-9 pilots and aircrew were ready to put “rubber to the road” after conducting a long and intense workup cycle. Alongside CVW-8, our mindset was clear: Tactical patience above all, but when called for, flawless execution in defending our Task Force.
Once we entered the U.S. Naval Forces Central Command’s (NAVCENT) area of responsibility (AOR), it was easy to see the importance of joint maritime defense of U.S. and coalition assets in the Middle East. Months before the USS George H.W. Bush (CVN 77) was tasked to support Iraq contingency operations in the Arabian Gulf, the strike group had already conducted one joint maritime defense exercise (JMDX) in the Mediterranean, one synthetic JMDX with the Combined Air and Space Operations Center, and an actual JMDX that the strike group supported from the Arabian Sea. For HSC-9, this meant daily, heavy HSC / HSM integration against small boats and low, slow flying (LSF) aircraft. After arriving on station in the Arabian Gulf, it became more and more apparent that Navy rotary wing assets must be able to conduct Air Operations in Maritime Surface Warfare (AOMSW) in conjunction with Army Rotary Wing platforms. We quickly identified the need to share joint Tactics,
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Techniques, and Procedures (TTPs) between Navy HSC squadrons and Army Apache units. Our first opportunity to work joint TTPs was with the 3rd Battalion, 159th (3-159th) Armed Reconnaissance Battalion (ARB), in U.S. Central Command’s AOR. The 3-159th initially reached out to CVN 77 with a request to conduct Carrier Qualifications (CQs) in order to get their crews exposure to operating around an aircraft carrier. HSC-9 facilitated coordination of the CQ event between the 3-159th and CVN 77, and thus began a strong relationship between our two helicopter units. Working with the 3-159th, our goal was to develop joint rotary wing TTPs for AOMSW, culminating in an MH-60S / AH-64D overwater live fire gun exercise (GUNEX). Together, we started building a three step plan to facilitate this “Blue / Green” training.
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STEP 1: Conduct Integrated Live Fire Exercise with HSC-9 and the 3-159th Overland HSC-9 and the 3-159th coordinated two events. During both, HSC-9 crews gained exposure to Army CAS TTPs and Army crews were briefed on Naval Strike and Air Warfare Center (NSAWC) tactics for Restricted Waters Transit (RWT) / War At Sea (WAS) procedures. In a “first of its kind” event, the Tridents conducted simulated CAS with Hellfire Captive Air Training Missiles (CATM) while the Army fired live 30mm and 2.75” rockets. Control authority laid with the U.S. Air Force Joint Terminal Attack Controllers (JTACs) and Army ground representatives. All units gained many lessons learned: general event administration/tactical administration, forward arming and refueling point procedures, range de-confliction, and Navy operational requirements for returning to CVN 77. However, most importantly, we learned first-hand that CAS standardization allows two different platforms from two different services to execute the same mission in similar fashion to one another. On July 16, HSC-9 and the 3-159th conducted a joint integrated live fire event at the same range. This time, the Tridents would be shooting live ordnance. In just over an hour, 600 rounds of 20mm and 19 rounds of 2.75” rockets were employed by HSC-9; 600 rounds of 30mm and 76 rounds of 2.75” rockets were employed by the 3-159th. These two CAS events proved that Navy and Army assets can safely employ live forward firing ordnance together, in confined airspace, and have opened the door for continued joint live fire training events.
STEP 2: Conduct day CQ for the 3-159th on CVN 77 The aircraft carrier is the embodiment of Naval presence; with strike assets at the ready to project power ashore and support national tasking whenever, wherever. Although the 3-159th regularly conducts single spot and multi-spot ship landings with cruisers, destroyers and amphibious ships, they had not previously trained with an aircraft carrier. Since it is feasible that the Army could be called upon to render defensive assistance to a CSG, the 3-159th wanted to operate on CVN 77
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to fulfill a training gap and meet their desired deployment metrics. There are two main reasons non-organic rotary wing assets have difficulty operating at a carrier. First, the carrier yields a high operational tempo environment, especially during combat operations. Secondly, non-organic helicopters operating at the carrier brings the risk of maintenance issues on the flight deck, taking space away from the movement and maintenance of organic assets. Moreover, maintenance issues might restrict the ability to launch and recover jets. To quell any worries, HSC-9 and the 3-159th thought it would be beneficial for the Army to send representatives out to CVN 77 to help explain their goals and requirements prior to flying aircraft aboard. HSC-9 coordinated a two-night visit aboard CVN 77 for several 3-159th pilots to engage in face-to-face meetings between the 3-159th and the CVN 77/ CVW-8 staffs. By way of the meeting, all parties shared concerns, received answers to questions, and helped determine the best course of action for the joint training. CVN 77 learned that the AH-64D uses the same fuel hose, tow bar, wind envelopes, and tie down chains as the MH-60S (although the Apache is a right side fueling aircraft). Additionally, navigation assistance would be required to safely bring the Apaches to the boat. Walking out of the meeting, the Army had three carrier qualification periods scheduled: 18, 19, and 25 Aug. Due to weather constraints and real-world tasking, the 3-159th was only able to conduct CQ two of the three days; however, they were extremely happy with the aircraft carrier exposure they received. Also, HSC-9 crews learned that by utilizing Link-16, Blue Force Tracker, and chat capabilities, the carrier had constant positioning and communications with Army assets flying “feet wet.”
STEP 3 Conduct Integrated Live Fire Exercise with HSC-9 and the 3-159th in the North Arabian Gulf Having demonstrated that Navy and Army assets can operate together using live ordnance overland,
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and during CQ at sea, the units wanted to combine the lessons learned and conduct a Restricted Waters Transit (RWT) exercise. We planned to have our sister CVW squadron, Helicopter Maritime Strike Squadron SEVEN ZERO (HSM-70), act as the command and control (C2) asset, while HSC-9 and the 3-159th employ ordnance against a target or smoke, simulating a small boat attack. Additionally, we aimed to utilize the 3-159th Manned Unmanned Teaming (MUM-T) capability in a simulated littoral / straits environment. MUM-T allows the AH-64Ds to receive air and land feeds, across all bandwidths, from capable assets. This includes Strike Fighter (VFA) and HSC Remotely Operated Video Enhanced Receiver (ROVER) system feeds, HSM Hawklink, and manned / un-manned national asset Intelligence Surveillance and Reconnaissance (ISR) feeds. MUM-T, coupled with the capabilities of CVW squadrons, would increase warfare commander situational awareness and the expediency of tactical decision making in a RWT scenario. As in the previous steps, we learned a number of lesson. One of the largest of these lessons applied to shooting live ordnance around the carrier and the need to standardize ordnance handling procedures across the services. Most naval units are not yet thoroughly familiar with the procedures for operating and shipboard hot refueling with Army rocket loads. However, despite this lesson and other lessons learned, we are confident that we can organize an outstanding training event using HSC-9 inert 2.75” rockets and 20mm guns, combined with the Apache’s 30mm cannon, against a simulated small boat threat. Working with the Army these past few months has provided all Trident pilots and aircrew benefits and experiences we could not possibly have seen prior to this deployment period. We will continue to push our operational scope with the 3-159th until we depart the NAVCENT and turnover our lessons learned to the next CVW squadrons. At that time, every effort will be made to pass-down all points of contact, briefs, products and lessons learned so the HSC community can continue to grow and be more effective and efficient at conducting AOMSW.
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Focus
Article by LTJG George Meszaros, USN
NASA
is sending Americans back into space! In hopes of executing a manned mission to Mars within the next ten years, NASA has been conducting ongoing tests of their next space vehicle, the Orion. The Eightballers of Helicopter Sea Combat Squadron EIGHT (HSC-8) will provide assistance with the rigorous test and evaluation efforts, both ashore and at sea. NASA’s Capsule Parachute Assembly System (CPAS) Division requested HSC-8’s assistance to track the Orion Crew Module (CM) as it re-enters the atmosphere and lands in the Pacific Ocean off the California coast – a mission dubbed Exploration Flight Test-1 (EFT-1). This mission, slated to begin in December 2014, involves two MH-60S helicopters from HSC-8 and HX-21. In order to capture the first atmospheric re-entry and parachute deployment of the Orion CM, the crews will precisely navigate pre-planned routes, while carrying twelve NASA engineers and photographers, and employing their MultiSpectral Targeting System (MTS). Additionally, HSC-8 will stream live video to NASA’s Mission Control in Houston, Texas, via the Remotely Operated Video Enhanced Receiver (ROVER) system and the VideoScout software system onboard the USS Anchorage (LPD 23). Thus far, HSC-8’s efforts have focused on demonstrating proof of concept during two detachments. During the first mission in February 2014, while underway on the USS San Diego (LPD 22), the squadron demonstrated operational video capture and integration. The second test, at the U.S. Army Yuma Proving Grounds in Arizona, highlighted HSC-8’s capability to capture MTS 47 navalhelicopterassn.org imagery while executing the EFT-1 flight profile.
NASA, HSC-8, and HX-21 members gather aboard the USS Anchorage (LPD 23)
Underway Recovery Test – USS San Diego
The primary objective of the Underway Recover Test (URT) was to ensure a San Antonio class amphibious transport dock ship (LPD) could effectively recover the CM. Secondly, the URT aimed to test and improve operating procedures for future Orion missions. This underway period was also an important step in HSC-8’s integration efforts with NASA and U.S. surface assets. From an air operations perspective, HSC-8’s objective was to track a NASA Gulfstream aircraft that was simulating the Orion CM re-entry trajectory. Two HSC-8 MH-60S aircraft, operating at 6,000 feet and 10,000 feet above Mean Sea Level (MSL), were able to capture video imagery of the test aircraft flying at altitudes as high as 45,000 feet. The success of this training exercise was a true accomplishment for the NASA-Navy partnership, NASA-Navy technical integration, and the overall preparation for the EFT-1 mission.
Parachute Test Vehicle (PTV) Drop Test – Yuma Proving Grounds, Arizona HSC-8 successfully captured the first full-scale deployment of the parachute system that will return the next generation of U.S. astronauts safely to Earth. The PTV was dropped from an Air Force C-17 airplane flying at 40,000 feet. After being correctly oriented by programmer parachutes and free falling long enough to simulate atmosphere re-entry forces, the parachute sequence began with a pilot chute and ended with three fully inflated canopies. The challenge for HSC-8 crews was precisely maneuver the helicopter to the right location at the right time in order for the MTS operators, videographers, and photographers to acquire the capsule at the calculated azimuth and elevation. Additionally, the MTS operators in each aircraft were challenged with high-altitude, fast-moving, and small-scale target acquisition. The small PTV, which is a replica of the actual CM, was to be captured from a distance of over 4 miles, while traveling at 275 knots of closure with a high rate of descent. After successful tracking of the PTV, HSC-8 aircrews directed the NASA recovery team in locating all of the test articles, parachutes, and debris that landed in the desert. NASA personnel examined the debris and its impact footprint. Immense dedication, planning, and training enabled the joint NASA, HSC-8, and HX-21 crews to meet and exceed the expectations of the CPAS testing manager while affording the aircrews an opportunity to practice the December 2014 EFT-1 mission flow. This successful training evolution served as another step toward an operational mission never before attempted by Navy helicopters. “Our team is excited to be developing the procedures and techniques to be used for all future missions of this type,” said Detachment Officer-in-Charge, LCDR Thomas “TC” Neill. Overall, these detachments have been an invaluable step towards helping NASA engineers put Americans back in space. The HSC-8 Eightballers are honored to be involved in this mighty endeavor!
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Change of Command And Establishment
USCG ATC
Mobile
CAPT Thomas MacDonald, USCG relieved CAPT Thurman Maine, USCG on June 13, 2014
HSC WING PACIFIC
CAPT Lawrence S. Vincent, USN relieved CAPT Frank J. Schuller, USN on August 15, 2014
USCGAS
ELIZABETH CITY
CAPT Richard S. Craig, USCG relieved CAPT Joseph P. Kelley on June 27, 2014
USCGAS
Savannah
CAPT John Rivers, USCG relieved CAPT Gregory Fuller, USCG on June 26, 2014
HSC-28
TRAWINGFIVE Dragonwhales
Col Gary A. Kling, USMC relieved CAPT James Fisher, USN on September 19, 2014
CDR Edward D. Johnson USN, relieved CDR Donald W Rosa, USN on July 24, 2014
USCGAS
San Diego
CAPT Jonathan S. Spanner, USCG relieved CAPT Seam M. Mahoney, USCG on July 30, 2014
HSM-46
Grandmasters
CDR Grahame A. Dicks, USN relieved CDR Michael J. Weaver, USN on August 14, 2014
HSC-25
HSC-4
CDR Gabriel E. Soltero, USN relieved CAPT Gregory J. Leland, USN on August 21, 2014
CDR Shannon L. Moore, USN relieved CDR Sean P. Rocheleau, USN on September 5, 2014
Island Knights Black Knights
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Rangers
CDR Jason Stumpf, USN relieved CDR Marc Christino, USN on Rotor Review # 126 Fall ‘14 50 September 5, 2014
HSC-2
Fleet Angels
TACCON 22
CDR Chris Bailey, USN relieved CAPT Todd Vandegrift, USN on September 25, 2014
CDR James G. Zoulias, USN relieved CDR Joseph T. Kemp, USN October 1, 2014
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Historial (Cont)
Retired Sergeant Major Walking, Talking Marine Corps History Lesson Article by Cpl. Christopher Johns, USMC
S
ome would consider thirty years and one week of active duty service and several combat tours, including four in Vietnam, to be enough for any man in the United States Marine Corps. However, retired SgtMaj Mike Zacker, secretary of the board of directors and docent at the Flying Leatherneck Aviation Museum and Historical Foundation, cannot get enough. He and his wife, Margie, not only volunteer at the museum, but also give their time to Toys for Tots. Zacker provides tours to people of all ages, giving oral histories of aircraft and their pilots from 9 a.m. to 3:30 p.m. on days he volunteers, while his wife helps run the museum’s gift shop. “They down play what their roles are and that’s one of the things that you love about them,” said retired MajGen Bob Butcher, chairman for the board of directors. “They have significant roles here and they are both outstanding in every way imaginable. One thing that is particularly outstanding about them is that if they say they will be here, they will be here. You don’t really have to worry about them.” Volunteers make their own hours since they aren’t being paid, explained Butcher. He described the two as completely reliable because they ensure they are on time and stay until it is time to leave.
Flying Leatherneck Aviation Museum’s Secretary of Board of Directors / Docent Sgt. Maj. (Ret) Mike Zacker, USMC poses with HRS-1 in the background. Photo taken by Cpl Christopher John, USMC
The museum welcomes hundreds of thousands of visitors each year. People throughout the globe come to see Marine Corps aircraft from generations past – and Zacker couldn’t be more ecstatic to share their history. “The Corps is his first and primary love, that’s first and everything else falls after that,” said Margie. “When younger Marines come in, sometimes up to seven or eight, and get him to start talking they are just mesmerized. H e ’s h a p p i e s t when he’s with his Marines.” E a c h of the museum’s
Margie Zacker volunteers at the store at the Flying Leatherneck Aviation Museum and Historical Foundation. Photo taken by Cpl Christopher John, USMC
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70 volunteers have stories and parts of history they love and take pleasure in passing to future generations. Some of these men and women took active roles in the stories they tell – like Zacker. He left high school his junior year to enlist in the Corps, and during the first 18 years of his enlistment, he knew only aviation. He provided maintenance for helicopters as an aviation technician, and while in Vietnam, he and most of the other members of his squadron became helicopter machine gunners. “It’s being able to talk to a live piece of history because it’s not history to him, it’s his past,” explained Margie. “What he lived is history to the younger generation. They are getting the chance to talk to people who lived it, experienced it and walked through the fires of hell and came home.” Whether it was as a junior Marine in his first tour in the jungles of Vietnam, or his tour as the sergeant major of Marine Forces Southwest Asia near the end of Operation Desert Storm, Zacker witnessed pivotal changes in aviation throughout the years. “I saw Marine Corps aviation from the days of the reciprocating engine all the way
Historial: Retired Sergeant Major Walking, Talking Marine Corps History Lesson
Visit
THE FLYING LEATHERNECK AVIATION AND HISTORICAL FOUNDATION
CLICK LINK
Sgt. Maj. Zacker talks with a vistor at the museum. Photo taken by Cpl Christopher John, USMC
through the CH-53E, the most powerful helicopter in the free world,” said Zacker. “I had a great career, enjoyed the heck out of myself and traveled all over the world. I was very fortunate to be in Marine Corps aviation [during] a time when squadrons made history.” Zacker’s aircraft crew used their helicopters to sweep mines from North Vietnamese harbors such as Haiphong in 1973 to secure the release of prisoners of war. Another time, he flew for 20 hours straight while helping citizens to safety during the evacuation of Saigon. These were just a couple of the exploits he took part in, but however incredible these feats might have been, all good things come to an end. After retiring in 1993, earning a Master’s degree in business administration and then working almost 10 years, Zacker’s deteriorating health prompted permanent retirement from the workforce.
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Zacker decided to use his free time volunteering at the museum, and contributing to the annual Toys for Tots campaign. “I have 50 years plus of knowledge on Marine Corps aviation that I am very proud of,” said Zacker. “I’m very proud of the museum here at Miramar, and the fact that we are the only aviation museum that the Marine Corps has. I’m proud that we tell the story of Marine Corps aviation going back to 1912 when Lt. Alfred A. Cunningham talked his way into flight training, all the way to the present.” Regardless of his own accomplishments, Zacker loves to share his knowledge with all who visit the museum, passing on his love for the Marine Corps and the legacy he played a part in. “It just seems incumbent on me to share this knowledge I have and this love I have of things that fly, especially those that involve Marines,” said Zacker. “I’m proud to have served in the organizations I did, helping to set records and playing the small part that I did, but I’m more proud of the legacy, not only our Corps of Marines, but those Marines in the air.”
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USPS Statement of Ownership, Management, and Ciriculation
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There I Was
Ruff Responder
Article by Petty Officer 3rd Class Manda M. Emery, USCG Reprinted from the Coast Guard District Eight Blog
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ften times, Coast Guard personnel are called to duty for very challenging missions. No matter the reason for the call – disaster response, Search and Rescue (SAR), an oil spill, an ice-breaking operation – the Coast Guard responders thrive under the demand for service and selfsacrifice. The tougher the missions a group is called to perform, the tougher the training its members must endure. The members called to duty are Men, Women, and even K9! One particular Coast Guard pup is Bert, a 5-yearold German Shepherd explosive detection dog from Coast Guard Maritime Safety and Security Team (MSST) Galveston. “Our dogs are trained to search out hazardous material…using a K-9 to do this is a lot quicker than…an ion scan,” said Petty Officer 2nd Class Chandler Nuttal, Bert’s handler. “With Bert, we can search key parts of a ship very quickly and very systematically. Their olfactory, their sense of smell, is 100 times greater than a human’s. So, it makes it quick, accurate work for the Coast Guard.” One of the training evolutions required for Bert’s duty is his seventh trip to the ship via helicopter. “The importance of hoist training is to get the K-9 familiar with a helicopter,” said PO2 Nuttal. “If you take a dog, put them in a helicopter, push them out the door, and say ‘go work,’ there’s a high probability they’re going to shut down.”
Paws down, snout up and ready for landing! As Bert and PO2 Nuttal approach the ship’s deck edge in the cabin of their helicopter, Bert seemed part anxious, and part calm. His flight outfit was complete from muzzle to paw: aviation goggles, chest harness, and mouthpiece. Bert’s confidence was evident as he was lowered down the rescue hoist, through the whirlwind of the cold ocean’s salt spray, more than 30 feet down to the flight deck of the ship. PO2 Nuttal and his K-9 ended their descent toward the ship’s flight deck just as Bert’s poise and confidence shined. “Bert is…very calm when it comes to hoists,” said PO2 Nuttal. “He does freak out when he gets to the door, as anybody would when you’re coming out of a helicopter. But, he is an irregularly-calm working dog.” Bert wasn’t the only dog in training that day. His colleague Diggo was getting acclimated to vertical entry, as well. Another key player in the safe hoisting of a K-9 is the Flight Mechanic. Responsible for not only the safe lowering and raising of Bert and PO2 Nuttal, but also for communicating to the pilots the proper helicopter placement throughout the evolution. “This is the first time I’ve hoisted a dog,” said
Petty Officer 2nd Class Gregory Afek, an aviation maintenance technician at Coast Guard Air Station Houston. “The biggest difference [in] the evolution was [in] the beginning: getting the handler and dog out of the door and hoisting them down. Normally I’m used to just one person for the initial portion, rather than two” PO2 Afek said he followed the normal checklist as usual and adjusted accordingly as he conducted both dog evolutions. “I just had to make a little more room for the dog. The first dog was a little squirmy, but I was told he wasn’t as experienced, so I expected it,” said PO2 Afek. PO2 Nuttal shared some insight on how the handlers prepare their bombsniffing K-9s for this unusual delivery. “To get the dogs prepared, we do what’s called successive approximation,” said Nuttal. “We’ll bring the dog to the helicopter, let them sniff around, and let them get familiar. Then, we’ll bring the dogs closer and closer to the helicopter with the rotors spinning, just to make sure they’re comfortable. Next, we’ll deal with lifting off the tarmac. We’ll lift up off the ground then set back down. After a short break, the dogs get underway in forward flight.”
PO2 Nuttal, the K-9 handler, and Bert, the Coast Guard German Shepard, are being hoisted down durning explosive detection training. Photo by PO3 Mandy Emery, USCG.
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(Above) PO Nuttal and Bert land safely before sniffing around for potential explosives onboard. (Right) Bert is calm while being held by his handler during the training. Photos by PO3 Mandy Emery, USCG.
Currently the Coast Guard has 14 handlers, each his or her own K-9. “The purpose for the vertical delivery qualification is to get the dog to the target ship much quicker than if we boarded using a boat transport. Plus, rough sea states can beat up the dog before we even get them working,” said PO2 Nuttal. “The helicopter is so much more efficient.” The K-9 handlers and their dogs have a significant task. They’re responsible for sniffing out potential explosives on ships coming into our ports. Real-life training scenarios like this are the key to our proficiency as an organization and the success of our missions.
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Eightballers Expand their Horizons on RIMPAC
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he summer of 2014 proved to be a busy one for the HSC-8 Eightballers. With Carrier Qualification detachments aboard the USS Carl Vinson (CVN 70), USS Ronald Reagan (CVN 76), multiple trips to NAS Fallon, NV, and a detachment to Yuma, AZ to support the National Aeronautics and Space Administration (NASA), HSC-8 had numerous chances to hone their tactical skills and work on increasing mission qualifications. In June, however, the Eightballers, who recently moved from Carrier Air Wing NINE (CVW-9) to Team Barbwire with Carrier Air Wing ELEVEN (CVW-11) and the USS Nimitz (CVN 68) Strike Group, had a unique opportunity to embark on board the USNS Mercy (T-AH 19) in support of the Rim of the Pacific (RIMPAC) Exercise 2014. Broken into two phases, in port and underway, RIMPAC 2014 offered HSC-8 the prospect of small detachment experience, something not often afforded to a CVN-based MH-60S squadron. While in port in Pearl Harbor, HI, and in preparation for the multiple medical evacuation (MEDEVAC) drills and logistics flights that Detachment TWO (Det. 2) was tasked with during the underway portion of RIMPAC, the Eightballers conducted multiple flight deck familiarizations on board ships from foreign navies, including the Royal Australian Navy, the Royal Canadian Navy, People’s Liberation Army (Navy), and the Japanese Maritime Self-Defense Force. Although the Helicopter Operations to Ships Other Than Aircraft Carriers (HOSTAC)
manual outlines the basics of landing aboard non-US ships, the meetings allowed Eightballer aircrews to talk to their foreign counterparts and learn about each individual ship’s operating procedures. RIMPAC also afforded the chance to provide invaluable experience for the medical personnel embarked on board Mercy. By way of a Mass Casualty drill involving numerous foreign ships, including the HMAS Success, HMCS Calgary, and JS Ise, HSC-8 helicopters flew simulated casualties to and from the Mercy, giving her doctors, nurses, and corpsmen the opportunity to care for patients arriving via airborne medical evacuation. The Mercy’s en route Care Nurses also flew multiple flights in order to sharpen their abilities to care for patients in the back of a flying helicopter. The highlight of RIMPAC’s underway phase came when an MH-60S from Det. 2 became the first American helicopter to land on the flight deck of a Chinese naval vessel, the People’s Liberation Army (Navy) Peace Ark. As the Chinese counterpart to the Mercy, the Peace Ark’s participation in RIMPAC was a first for the exercise. The Mercy and Peace Ark made history by conducting the first exchange of medical personnel between the two ships, facilitated by logistics flights provided by the Eightballers. Det. 2 also flew VADM Jiang, PLA (Navy), Commander, South Sea Fleet, and his delegation to and from the Mercy and Peace Ark in a show of international cooperation.
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Command Updates
Article by LTJG George Meszaros, USN
HSC-8 Det. 2’s accomplishments on board the Mercy during RIMPAC are largely attributed to the maintainers and troubleshooters who tirelessly worked to keep two MH-60S helicopters in a fully mission capable status for the entirety of the exercise. By the time they returned home to NAS North Island in August, the Eightballers had flown 91.2 hours in support of RIMPAC, transferring 212 passengers over 37 sorties. Det. 2’s pilots and aircrew also completed 12 Seahawk Weapons and Tactics (SWTP) flight events, as well as two actual medical evacuations. “I’m so incredibly proud of each Sailor in Det. 2. Throughout the last three months, their complete professionalism, motivation, and flawless event execution while supporting USNS Mercy and RIMPAC ’14 was nothing short of phenomenal! I would especially like to congratulate LCDR Justin Ott (DET OIC), LT Rebekah Cranor (AOIC), AM2 Sean Fagan (DET LPO), AT2 Tyler Goodpasture, and AE2 Sarah Shapiro for their remarkable work,” said HSC-8’s Commanding Officer, CDR Derrick Kingsley. With the experience of RIMPAC 2014 and USNS Mercy detachment operations now under their belt, HSC-8 Det 2 members look forward to sharing their lessons learned across the squadron, while showcasing the incredible capabilities of the “World Famous” Eightballers. CLICK AND LIKE HSC-8 ON
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HSL-49 DET FIVE “WRECKERS” Alone and Unafraid in the New SOUTHPAC Article By LTJG Colin P. McCarthy, USN
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rom July 2013 to February 2014, the HSL-49 DET 5 “WRECKERS” deployed onboard USS Rentz (FFG 46) with two SH-60B helicopters to the FOURTH Fleet Area of Operations. The primary mission was Counter Transnational Organized Crime (CTOC). The WRECKERS role in this mission involved the interdiction of drug traffickers transporting narcotics (mostly cocaine) along routes destined for the United States. The detachment was one of many assets assigned to Joint Interagency Task Force South (JIATF-S) for OPERATION MARTILLO, which is Spanish for “hammer.” During the seven-month deployment, Rentz was the only U.S. Navy asset with embarked helicopters deployed to FOURTH Fleet. During a visit to Rentz, Rear Admiral Harris, Commander U.S. FOURTH Fleet, reminded the detachment, “You are FOURTH Fleet!” Although DET 5 and the Rentz made up the bulk of naval presence during this time on station, multiple assets from other countries, services, and U.S. government agencies all came together as an extraordinarily successful force at curbing the illegal narcotics trade. While many of DET 5’s sister detachments have deployed to FOURTH FLEET with other Naval assets in theater, the “WRECKERS” lone deployment was anything but typical. The “WRECKERS” experienced many things that a traditional “Crack-PAC” deployment might not normally include, such as the multinational exercise UNITAS (Spanish for “Unity”); filming for a new television series; conducting Functional Check Flight (FCF) ground turns pierside in a foreign port; and watching fellow Army helicopter brethren learn a thing or two about landing on ships. The “WRECKERS” were highly successful at their primary mission: CTOC. Over the course
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of deployment, the “WRECKERS” had four successful busts and four disruptions, interdicting over 5.4 tons of cocaine with an uncut value of $116 Million. DET 5 started off as a success even before it began due to an unprecedented pre-deployment bust during the FOXHUNT exercise off the coast of Southern California. While exercising Airborne Use of Force (AUF) tactics, the “WRECKERS” received tasking to chase an active marijuana case that ended in the seizure of 51 bales of Marijuana valued at $1.2 million. Throughout the deployment, AUF tactics were employed three times, using live gunfire from an airborne Coast Guard Law Enforcement Detachment (LEDET) precision marksman -- once to disable engines and twice as warning shots. Although the Detachment was not night AUF certified, they stayed in the game by employing coordinated Visit Board Search and Seizure (VBSS) techniques to surprise suspected drug vessels. On one occasion, the “WRECKERS” even vectored partner-nation national naval assets to the scene when the target vessel had evaded Rentz. Overall, the detachment had a 100% success rate at interdicting a vessel suspected of drugs once located and targeted for law enforcement action. In addition to busting drug-runners, Rentz and HSL-49 DET 5 participated in the 54th annual UNITAS exercise, hosted by the Colombian Navy. UNITAS, Spanish for “unity”, brought together navies from 15 different countries in order to promote regional defense, interoperability, and readiness through a series of challenging maritime scenarios. During this exercise, all of the crews were able to gain an invaluable experience, to include, launching on a live-fire Hellfire and GUNEX event against a floating hulk and flying several hours of live diesel submarine tracking in a major international Anti-Submarine
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Warfare (ASW) event. By participating in UNITAS, the crew was also afforded unique opportunities to transit the Panama Canal twice, visit the beautiful city of Cartagena, tour the Colombian Naval History Museum, check out an actual Self-Propelled Semi-Submersible (SPSS) previously used in the drug trade, and participate in several community relations projects around the city. Following UNITAS, the Rentz embarked a film crew from Paraiso Pictures. Their upcoming mini-series, Interceptors, based on counter narcotics operations in South and Central America, is scheduled to air on the new TV station FUSION in July 2014. They filmed the Rentz in action as well as the detachments maintenance and flight operations. The camera crew followed the detachment around, filming the crew during normal day to day operations to include some in-flight footage from the helicopter. The series will raise awareness in the public sphere on the negative effects of the drug trade and how the U.S. Navy is making a difference in the lives of real people by stopping the flow of illicit goods. Like all helicopter detachments, phase maintenance was a fact of life and getting the helicopters back up in a timely fashion was paramount to mission success. While in port for an extended maintenance period for Rentz, the detachment decided to request the Panamanian Port Authority approve post-phase ground turns on RED STINGER 107 while moored to the pier. After a bit of coaxing, Panamanian work permits and a gas-free test of the pier, the crew was back in business. While all Functional Check Pilots have to fight the clock with sunset, the pilots also had to battle tides. Panama has a large tidal swing that makes conducting ground turns impossible when at low tide with rotors below the pier. Challenges aside, the ground turns were completed
Command Updates: HSL-49 / USCGAS Kodiak over the course of two days, which brought the helicopter one step closer to being mission capable upon the Rentz departure from port. The “WRECKERS” deployment to FOURTH Fleet began and ended with the Rentz supporting Deck Landing Qualification (DLQ) sessions for US ARMY H-60s from U.S. Army Aviation Regiment 1-228th assigned to Joint Task Force Bravo (JTF-B), headquartered at Soto Cano Air Base, Honduras. One of two task forces under the control of USSOUTHCOM, it is comprised of several different commands made up of Army, Air Force, and Marine Corps personnel. The original mission of the task force at its inception in 1984 was to provide support to US forces and to train military personnel of Central American
militaries. Since then, its role in the region has expanded greatly to include a variety of humanitarian missions including disaster relief and medical aid. Their DLQ sessions on Rentz provided a great opportunity for the Army helicopter pilots to gain some valuable experience in the shipboard environment in order to provide SOUTHCOM added operational flexibility. It also gave Army personnel a chance to get a brief glimpse into life aboard navy vessels. The maintainers enjoyed looking over the UH-60L with its enormous auxiliary tanks suspended from bat wings, unique aircraft survival equipment, and huge seating capacity. After talking with some of the Army pilots after their NVG DLQs, it was obvious that in the end, they gained a healthy respect for the unique skills that
all Naval Rotary-Wing Aviators possess. As evidenced by the “WRECKERS”, deployers to the region need to be ready for anything down there; whether it’s alert launches in the middle of the night or an opportunity to fly into foreign countries to pick up parts vital to the ship so that it can continue its mission. The mission is vital and it will be interesting to see how it will develop as the drug runners change their tactics. CLICK AND LIKE HSL- 49 ON
Coast Guard Locates, Rescues 2 Overdue Boaters Near Kenai, Alaska
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Coast Guard Air Station Kodiak MH-60 Jayhawk helicopter crew located and rescued two overdue boaters in the vicinity of Harriet Point, near Kenai, Sunday afternoon of September 28, 2014. The aircrew located the men in good condition and transported them aboard the helicopter to awaiting family members in Kenai. A family member reported the boaters overdue that Sunday to Coast Guard Sector Anchorage command center watchstanders. The two male boaters had departed on their 16-foot skiff along Kenai River, 23 September, for a voyage to Drift River and were
scheduled to return to Kenai River on that Friday. The watchstanders issued an urgent marine information broadcast and directed the launch of the Jayhawk crew. Within approximately an hour of searching the path of the boaters, the Jayhawk crew spotted the skiff inland of Harriet Point, on the west side of Cook Inlet. The boaters had run out of gas and beached their vessel. “The boaters did the right thing and stayed with their vessel once it ran out of gas,” said Lt. j.g. Laura Gadziala, Command Duty Officer, Sector Anchorage. “It’s a lot easier for us to find a boat than an individual person.”
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The Coast Guard encourages boaters to file a float plan with a friend or family member. For more information on float plans, please visit www.uscgboating.org. ClLICK AND LIKE USCGAS KODIAK ON
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ASW Tips for Autumn
Article and Photos by CDR Jim “Dirty” Hartman, USN
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his summer produced a wave of Anti-Submarine Warfare (ASW) training opportunities for the West Coast Helicopter Maritime Strike (HSM) community. In addition to fleet exercises with the Chilean Submarine CS Thomson, the Eastern Pacific Integrated Training Syndicate (EPITS) has offered training events with U.S. submarines, and a large number of Helicopter Advanced Readiness Program (HARP) flights have provided training against range targets. Considered broadly, recent experience highlights several best practices. ASW training conducted away from instrumented ranges generally limits the ability of crews to benefit from a tactical level debrief. During exercises with foreign submarines, for example, crews often believe they
tracked a valid contact but have no way to know whether or not they were doing so. Even on a range, such as the Southern California Offshore Range (SCORE), the familiarity of the range, while potentially providing mitigation in terms of Operational Risk Management (ORM), means that there are few surprises in environmental conditions or bottom topography. A comprehensive debrief of off-range events could combine the advantages of range fidelity with the challenge of varied conditions. Early in 2014, HSM-51 pioneered the use of a Naval Undersea Warfare Center (NUWC) mission replay capability in reconstructing ASW events flown by HSM aircraft. The Visual Interactive System for Training and Analysis (VISTA) combines MH-60R postmission analysis (PMA) data, mission
display recordings, environmental data, and track and event data provided by a submarine to construct a comprehensive event reconstruction. Building on the work of HSM-51, the HSM Weapons School Pacific used VISTA to reconstruct off-range events during HSM events with CS Thomson in June and July. Crews were able to debrief off-range events the following day, while the events were still fresh in memory. VISTA debriefs emphasized some issues that are not generally factors in on-range events:
1. Bottom topography. VISTA displayed the submarine track over a topographical underlay in real time, quickly revealing instances where the submarine used topographical noise stripping or other
Chilean submarine officers participate in ASW training.
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Command Updates: HSMWSP phenomena to deny acquisition, deny targeting, or defeat (simulated) weapons employment. Essentially, the submarine used direct and indirect terrain masking to its advantage.
2. Recording The West Coast HSM community has made considerable progress in improving the reliability of DVR recording and PMA data capture. For example, during HARP squadrons are increasingly likely to successfully record Hellfire shots. The recording of significant events is critical in any operational context, but is also important to reconstructing events with VISTA. When both aircraft in a section were able to record PMA and mission display video, crews benefited from quite detailed debriefs.
3. Containment During exercises with both live submarines and with training targets, HSM crews tend to neglect containment of the threat. There are several possible reasons for this. Training targets are loud enough that even in the relatively poor acoustic conditions off Southern California, it is often possible to track a contact with minimal buoy usage or infrequent dips. The HSM community also tends to be conservative in buoy usage due to a perceived need to save buoys and preserve tactical flexibility. Interaction with real submarines suggested the need to prioritize containment over buoy conservation. THOMSON presented much shorter detection ranges than training targets, and once clear of a buoy or active sonar, she was able to distance herself from the threat of detection. Nevertheless, the mean number of buoys employed by crews prosecuting CS Thomson matched the average used by HARP crews tracking range targets. Longer than momentary contact was only possible when two or more aircraft cooperated with both well-placed dips and rapidly expanded containment patterns. The results of these exercises suggest that against all but the loudest
targets, immediate pattern development and expansion is more likely to drive success than hoarding buoys for possible later use. Instead of relying on one aircraft to supply buoys over a period of hours, strike group planners should emphasize rapid replenishment of buoys on scene, using multiple aircraft. However, at the element level, this also requires careful management of radio frequency interference, as the available number of channels will quickly be exhausted. Finally, the limitations posed by sonobuoys point to a more general need for the Air ASW community to move beyond the constraints of legacy sonobuoy technology.
4. Multi-Helicopter/Platform Prosecution
Buoy,” which provides automated wind and wave data. Ultimately, crews had to decide on scene whether or not dipping was safe, after considering that in shallow waters, lowering the dome to increase stability may not be an option. In the long term, the HSM community will continue to seek real time integrated bottom topography information in the aircraft. In the meantime, the carriage of nautical charts is recommended. A summer’s worth of ASW has spotlighted the success that crews enjoy when they employ best practices such as proper ORM, close cooperation with cooperative assets, containment of the threat, detailed study of the terminal area, and honest debrief. These general practices are, in fact, recommended for any mission and for any community.
Successful prosecutions of CS Thomson generally made use of the dipping sonar, passive and active buoys, and also non-acoustic sensors. Each sensor provided advantages at different parts of the problem, but because the workload required for buoy plot stabilization, dipping, MAD runs, optimum radar profiles, and so forth was too much for any one aircraft to handle, close coordination between aircraft was a key factor in success. Of note, crews that rapidly reported a dynamic event gave other aircraft the opportunity to adjust sensors or attacks in time to preserve the prosecution.
5. Dipping ORM Dipping during exercises outside of deep water ranges increased the need for deliberate and time critical ORM. The Tanner Bank operations area includes shallow and deep water in close proximity. Crews mitigated the risk to the dipping sonar in several ways. First, to deal with the shallowest waters, the Weapons School published “no dip” overlays for input via JMPS. Crews also flew with copies of nautical charts, allowing in situ confirmation of bottom depth. Prior to launch, crews checked wind and wave conditions at Tanner Bank by referencing the NOAA website or calling NOAA”s “Dial a
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Navy Helicopter Squadron Celebrates 30th Anniversary Article by LT Andrew Bradstreet, USN
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he Island Knights of Helicopter Sea Combat Squadron TWO FIVE (HSC-25) are celebrating their 30th anniversary this year. The Navy helicopter squadron based at Andersen Air Force Base in Yigo, Guam has proudly served the Navy and the local island community for 30 years. HSC-25’s primary mission is to provide multiple combat-ready crews for continuous, year-round deployment in support of U.S. 7th Fleet. Because of the squadron’s unique forward deployed position in Guam and the lack of any other capable air asset in the area, HSC-25 provides 24-hour search and rescue (SAR), medical evacuation, aerial firefighting, force protection, and disaster relief services to the entire Northern Mariana Islands region. HSC-25 was commissioned on February 3rd, 1984 as the Providers of Helicopter Combat Support Squadron FIVE (HC-5). Originally based at Naval Air Station Agana, Guam, HC-5 flew the H-46D Sea Knight helicopter. When NAS Agana closed in 1996, HC-5 moved to the squadron’s present location at Andersen Air Force Base. 1996 also marked the squadron’s first Night Vision Device capable amphibious SAR detachment, deployed on the USS Belleau Wood (LHA 3). On March 31st 2002, the first MH-60S Seahawk arrived at HC-5. The squadron officially completed its transition to the Navy’s newest helicopter when on April 17th 2003, HC-5 retired the last H-46. On April 21st, 2005 the Providers were re-designated as HSC-25 and took on the call sign Island Knights. In 2006, HSC-25 assumed another great responsibility by becoming part of the U.S. Army 2515th Naval Air Ambulance Detachment (NAAD) at Camp Buering, Kuwait and Basrah, Iraq in support
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of Operation IRAQI FREEDOM and Operation ENDURING FREEDOM. In four and a half years serving in the NAAD, HSC-25 flew 12,632 hours and saved 2,689 military and civilian lives throughout the two countries. Today, the squadron’s 400 highly-trained active-duty Sailors – 70 officers and 330 enlisted personnel – fly and maintain a fleet of eleven multimission MH-60S Seahawk helicopters. The squadron executes a diverse mission set, including special operations support, combat search and rescue, anti-surface warfare, air ambulance, maritime interdiction operations, and vertical replenishment of ships at sea. As the only rescue-capable helicopter unit in the Marianas region, the Island Knights maintain a helicopter and crew on continuous alert. HSC-25 works closely with the US Coast Guard and Guam Fire Rescue and is ready to assist day or night, 365 days a year. In three decades of service, the Island Knights have conducted 2,445 missions, resulting in 762 medical evacuations and 475 rescues from waters and jungles of the island chain. While maintaining their continuous search and rescue capability, HSC-25 also trains two detachments which deploy from Guam months at a time to provide logistical and search and rescue support to the U.S. Navy’s fighting forces. These detachments transport supplies, ammunition, and personnel throughout the Pacific Area of Responsibility (AOR) with the USS George Washington (CVN 73) Strike Group and provide an armed helicopter capability to the USS Bonhomme Richard (LHD 6) Amphibious Readiness Group, based in Japan. This year the detachments helped support the multinational 2013 TALISMAN SABER Training Exercise with Australia, and conducted joint
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training while shore-based with the U.S. Army 3rd Battalion, 2nd Aviation Regiment (3-2) General Support Aviation Battalion at Camp Humphries, Republic of Korea. In addition to their diverse and demanding mission set, the Island Knights also stand ready to deploy a two-helicopter humanitarian relief detachment anywhere in the world within 24 hours should the need arise. HSC-25’s most recent humanitarian mission was conducted by Detachment ONE (Det. 1) in November. The detachment supported the Philippines for Operation DAMAYAN immediately following the aftermath of Super Typhoon Haiyan. While onboard the USNS Charles Drew (TAKE 10), Det. 1 provided transport for 101 personnel and delivering over 96 tons of food, water, and other life-saving supplies throughout the devastated island chain. HSC-25 is proud of the squadron’s role in the Guam community and the Pacific AOR. The squadron looks forward to another 30 years of service to its people and the “Island Knight TEAM.”
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Command Updates: USCGAS Corpus Christi
Coast Guard Medevacs Sailor From Container Ship Off South Padre Island
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Coast Guard rescue helicopter crew medevaced the crewmember of a container ship approximately 40 miles offshore of South Padre Island late Saturday night. The Coast Guard’s 8th District watchstanders notified the Sector Corpus Christi Command Center at around 6:30 p.m. Saturday, that a 24-year-old foreign male crewmember aboard the 892foot container ship Monte Azul, was experiencing symptoms of appendicitis and requested to be taken off of the ship for treatment. The ship was originally beyond the range of responding helicopters. The watchstanders at the 8th District
watchstanders requested the ship head toward South Padre Island and arranged a rendezvous location 40 miles offshore of South Padre Island with the ship’s captain. A Sector/Air Station Corpus Christi MH-65 Dolphin rescue helicopter and crew were dispatched at 10 p.m. After refueling the helicopter in Brownsville, the aircrew met the Monte Azul and lowered their rescue swimmer to the deck of the ship to stabilize the crewmember and hoist him with the rescue basket with the assistance of the tanker’s crew. “Conducting an offshore hoist is a difficult and potentially risky operation that our crews train for regularly,” said Lt. Tom Mulder, one
of the pilots aboard the rescue helicopter. “This operation went as smooth as possible because of the professionalism and teamwork of the crew of the Monte Azul, Coast Guard watchstanders, and my helicopter crew. I am extremely happy we could bring this sailor to safety as quickly as we could and glad that he is receiving the higher level care he needs.” The crewmember is being treated at Valley Regional Medical Center in Brownsville and was reported to be in stable condition. SCAN AND VIEW VIDEO ON
Search and Rescue Mission Successfully Recovers Sailor Article released U.S Fleet Forces Command
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MH-60R Seahawk helicopter crew embarked aboard the guided missile destroyer USS Jason Dunham (DDG 109), performed the at-sea rescue of an USS New York (LPD 21) Sailor Sept. 11. The amphibious transport dock USS New York initiated the successful search and rescue mission after the Sailor failed to report for muster. USS New York, USS Jason Dunham, the guided missile cruiser USS Vicksburg (CG 69), and Coast Guard Cutter Tybee also assisted in search and rescue (SAR) efforts. The Helicopter Maritime Strike Squadron (HSM-46) helicopter located the Sailor who was recovered by their SAR swimmer shortly after 11 p.m. The cause of the incident is currently under investigation. At this time, the Sailor is in the ship’s Medical department for evaluation and observation and is being treated for minor injuries. SCAN AND LIKE HSM-46 ON An MH-60R Sea Hawk helicopter assigned to Grandmasters of HSM - 46 on the flight deck of the guided-missile destroyer USS Jason Dunham (DDG 109).
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Transitions...
CAPT Pat Baccanari, USN • CURRENT MILITARY POSITION: Staff Officer, NR C3F JFMCC CURRENT CIVILIAN INDUSTRY/JOB: Aerospace / Test & Evaluation 1. DESCRIBE YOUR CIVILIAN 3. DESCRIBE YOUR CURRENT JOB AND WHAT YOU LIKE MOST NAVY RESERVE POSITION AND ABOUT IT. WHAT YOU LIKE MOST ABOUT I work Test & Evaluation on unmanned IT. aircraft systems for a major defense contractor. I’ve supported programs from technology demonstration and rapid prototype, through engineering, manufacturing and development and lowrate initial production. I enjoy attacking the technical challenges of early development programs while always keeping the end-user in mind – our men and women in uniform. It gives me great satisfaction knowing that I am in a position to continue to contribute to our nation’s defense.
2. WHY DID YOU CHOOSE TO LEAVE THE ACTIVE SERVICE?
I originally left active duty after 12 years of service in order to do more – both pursue professional aviation opportunities in the civilian sector while remaining active in a challenging and professionally rewarding Navy helicopter community. Simply stated, I left the active component in order to become a citizen-Sailor.
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In my current billet, I have the opportunity to support Commander, THIRD Fleet and participate in major exercises at the operational level of war. It has given me the opportunity to share knowledge and experience gained working many years at the tactical level performing the challenging missions of special operations support and personnel recovery. I enjoy the camaraderie and esprit de corps that accompanies continued affiliation with the Navy Reserve – and continuing to work with dedicated and talented patriots from diverse professional fields who bring their varied backgrounds and experience to perform Navy missions in some amazing ways.
4. WHAT MADE YOU DECIDE TO “REJOIN” THE NAVY THROUGH THE RESERVES? 64
I really don’t look at it that way – I don’t believe I ever left. I’m approaching 28 years of Navy service, consisting of different periods and types of service – active component, fulltime support, selected reservist, mobilized reservist, “traditional” reservist, home-based, deployed – and I’ve supported routine training, exercises and combat operations across this spectrum of service.
5. WHAT ADVICE WOULD YOU GIVE YOUNG NAVAL OFFICERS WHO ARE CONSIDERING A TRANSITION TO CIVILIAN LIFE AND/OR THE NAVY RESERVE? The transition should be in pursuit of clearly stated goals – part of a larger plan. Seek out mentors who have made the transition before you – most people are very willing to share their experiences and lessons learned. Give serious consideration to continuing your service to the Navy – that service may come in various forms and level of time commitment – there are many billets, programs and reserve units across that continuum of service. Find one that fits in your plan!
The newest naval helicopter pilots going to the fleet
WINGING CLASS 25JUL14 Third Row: CDR Robert G. Sinram, USN, Commanding Officer HT-8; LTJG John R. Borneman IV, USN; Ensign Alexander P. Natarajan, USN; LT Matthew D. Poore, USCG; LTJG Charles E. Gehrke, USN; LTJG Christian R. Soncini, USN; CAPT Joseph P. Kelly, USCG. Second Row: CDR Kevin Pickard, Jr., USN, Commanding Officer HT-18; 1stLt Matthew W. Cahill, USMC; LTJG Alex R. Webber, USCG; 1stLt Matthew D. Nole, USMC; LTJG Andrew D. Gsell, USN; 1stLt Robert A. Handley III, USMC; Col Gary A. Kling, USMC, Deputy Commodore TRAWING-5. First Row: CDR Jeffery D. Ketcham, USN, Executive Officer HT-28, USMC; 1stLt Austin W. Hartz, USMC; LTJG Feras A. Al-Rayes, RSNF; 1stLt Jeffery D. Snyder, USMC; LTJG Robert E. Swain III, USN; 2ndLt Joseph C. Lerro, USMC, LTJG Sarah H. Brown, USN
WINGING CLASS 08AUG14 Third Row: CDR Robert G. Sinram, USN, Commanding Officer HT-8; LTJG Mark P. Meyer, USN; LTJG Michael S. Callahan, USN; LTJG Shawn M. Gateau, USN; LT Myles A. Richardson, USCG; LTJG Jenya S. Boss, USN; LTJG Justin E. Norris, USN; LTJG Ian P. Dolan, USN; LTJG Kyle P. Couillard, USN.. . Second row: CDR Kevin Pickard, Jr., USN, Commanding Officer HT-18; LTJG Jesse R. Hampsher, USN; LTJG Alessio Scatena, ITN; 1stLt Clint M. Nies, USMC; LTJG Luigi Tanzella, ITN; LTJG Christina A. Lanouette, USN; LTJG Michael G. Klakring, USCG; 1stLt Trevor W. Sewell, USMC; LT Jonathan D. Magin, USCG; BGen Kevin J. Killea, USMC, Commanding General, Marine Corps Warfighting Lab. First row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer HT-28; LTJG Heather A.65 Henry, USN; LTJG Lisa M. Amble, USN;navalhelicopterassn.org LTJG Alexander K. King, USN; LTJG Jessica R. Hayter, USN; 1stLt Brant W. Douville, USMC; LTJG Tyler J. Dewechter, USCG; LTJG Kevin T. Bryant, USN; LTJG Rachel N. Maurer, USN; LTJG Jessica L. O’Brien, USN; CAPT James J. Fisher, USN, Commodore TRAWING-5.
WINGING CLASS 22AUG14
Third Row: CDR Robert G. Sinram, USN, Commanding Officer, HT-8; 1stLt Kenneth A. Pierce, USMC; LTJG Joshua A. Price, USN; 1stLt Benjamin K. Hovies, USMC; LT Michael J. Hennebery, USCG; Col Stephen A. Wenrich, USMC, Chief of Staff Marine Forces Reserve. Second Row: CDR Kevin Pickard, Jr., USN, Commanding Officer HT-18; LTJG Phillip W. Skelley, USN ; 1stLt Barak L. Mossbarger, USMC; LTJG Cory R. Poudrier, USN; LTJG Trevor S. Stickels, USN; CAPT James J. Fisher, USN, Commodore, TRAWING-5. First Row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer HT-28; 1stLt Christopher Edge, USMC; LTJG Holly N. Madden, USCG; 1stLt Justin S. Freeman, USMC; LTJG Jason E. Brownlee, USCG.
WINGING CLASS 12SEP14
Third Row: LtCol Rafford M. Coleman Jr., USMC, Executive Officer HT-18; LTJG Caleb J. Derrington, USN; 1stLt Timothy S. Horst, USMC; LTJG John G. Pollock, USN; 1stLt Brian C. Flaherty, USMC; ENS John T. Black, USN; 1stLt James I. Summerfield, USMC; LTJG Larry D. Wheeler III, USN; 1stLt Daniel R. Wilde, USMC; ENS Walker C. Robinson, USN; LTJG Matthew K. Downing, USN Second Row: LtCol Jeffrey M. Pavelko, USMC, Commanding Officer HT-28; 1stLt Sean P. McCarthy, USMC; 1stLt Matthew T. Ganyard, USMC; LTJG Andrew M. Biltonsmith Jr., USN; 1stLt David A. Eklund, USMC; LTJG Daniel G. Boshoar, USCG; 1stLt Michael R. Marchbanks, USMC; ENS Matthew R. Spafford, USN; 1stLt Justin P. Morrison, USMC; LTJG Andrew B. Wilson, USN; 1stLt Ryan P. Baker, USMC; CAPT James J. Fisher, USN, Commodore TRAWING-5 First Row: CDR Robert G. Sinram, USN, Commanding Officer HT-8; LTJG Danielle A. Hilt, USN; 1stLt Mark A. Betzel, USMC; 1stLt Sean E. Mayo,Review USMC; LTJG ErinFall L. Fields, Rotor # 126 ‘14 USN; Capt Nicholas P. Kuhn, USMC; 66 1stLt Patrick F. Fitzgibbons USMC; LTJG Christopher A. Boynton, USN; 1stLt Jessica M. Lucia, USMC; 1stLt Samuel J. Riley, USMC; ENS Jeffrey T. Warnock, USN; 1stLt Garrett S. Peirce, USMC
Honoring those senior naval helicopter pilots and senior naval aircrewmen who have transitioned into retirement.
CAPT F. J. “Jack” Schuller, USN (Joined 1988 - Retired 2014) Graduated from University of Colorado 1991: Winged as a Naval Aviator Tour of Duty
• • • • •
• A tour with the VF-31 Tomcatters embarked on USS Forrestal (CV 59) • First tour with HS-2 Golden Falcons embarked on USS Nimitz (CVN 68) • H-60 Fleet Replacement Squadron (FRS) Instructor with HS-10 Warhawks • A tour on the THIRD FLEET Staff embarked on USS Coronado (AGF 11) Second tour with HS-2 Golden Falcons embarked on USS Constellation (CV-64) Served as Commander of the Air Warning Center, and Director of Future Operation U.S. Strategic Command, Cheyenne Mountain Commanding Officer of HS-6 Screamin’ Indians, April 2008 Headed Readiness Requirements Office (N8C), Commander, Naval Air Forces Staff Commodore, Helicopter Sea Combat Wing, U.S. Pacific Fleet, February 2013
Awards and Citations
Defense Meritorious Service Medal, Meritorious Service Medal, the Strike/Flight Air Medal, Navy Commendation Medal, Navy Achievement Medal, various campaign, unit and service medals.
CAPT John Miley, USN (Joined 1984 - Retired 2014) Graduated from U.S. Naval Academy in 1985 1986: Winged as a Naval Aviator Tour of Duty
• • • • • • •
• A operational tour with HC-11 Gunbearers • Ship Navigator onboard USS Inchon (LPH-12) • Department Head tour with HC-6 Chargers Flight Instructor tour with HC-3 Pack Rats Shore tour with Secretary of the Navy Appropriations Liaison Office (FMBE) Shore tour with Allied Joint Force Command Naples, Italy Commanding Officer, HC-8 Dragon Whales, June 2003 Commanding Officer, HSC-3 Merlin, December 2005 Commanding Officer, Amphibious Squadron ONE, July 2007/extended overseas tour as Commander, TARAWA EXPEDITIONARY STRIKE GROUP. Commanding Officer, Tactical Training Group, Pacific, March 2012
Awards and Citations
Legion of Merit, Defense Meritorious Service Medal, the Meritorious Service Medal, the Navy and Marine Corps Commendation Medal, the Navy and Marine Corps Achievement Medal, and various service and campaign awards.
NHA Service
NHA President, 2006 and 2009 CY2011 Service to NHA Award Recipient
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Honoring those senior naval helicopter pilots and senior naval aircrewmen who have transitioned into retirement.
CAPT Gregory T Eaton, USN (Joined 1987 - Retired 2014) Graduated from University of Nebraska in 1987 1989: Winged as a Naval Aviator at NAS Whiting Field Tour of Duty
• • • • •
• H-3 and SH-60 Pilot (HS-4) • SH-60 Instructor (HS-10) • Helicopter Operations/Anti-Submarine Warfare Officer (CVW-9 Staff) • Tactics Officer, Admin Officer, Maintenance Officer (HS-8) College of Naval Command and Staff, earned a masters degree in National Security and Strategic Studies Combat Operations Staff, United States Space Command XO and CO of HS-6 J33 Current Operations Division Chief at United States Strategic Command’s Joint Function Component Command for Global Strike Professor of Naval Science, University of Idaho / Washington State University
Awards and Citations
Legion of Merit, Defense Meritorious Service Medal, Meritorious Service Medal, Defense Meritorious Service Medal, Four Navy Commendation Medals, Air Medal - Individual Action, Two Navy Achievement Medals
Rotor Review # 126 Fall ‘14
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Checks to Write: The Treasurer’s Addition Commentary by LT Jeremy M. Cappalo, USN
the forums), social networking (called “Circles”), and we are absolutely open to any ideas that you send our way. We have the capital and connections to invest in your career progression and professional development, but we need your help to know what direction you want to see NHA go. Help take NHA to the next level. As members of the rotarywing community, we will soon be over half of Naval Aviation and we contain even more strength in our retired members, former aviators, aircrewmen, and maintainers, and industry partners. There is no reason that we should not be the largest and most productive professional organization in the Navy, Marine Corps, and Coast Guard. Make the push in your squadron, station, or wherever you may be based. If we can build our membership, we will bring more sponsors. If we can bring in more sponsors we can have bigger events. Put yourself in industry’s shoes. If you created parts for a helicopter, do you think you would be more likely to
sponsor an event for an organization with 1,000 members (with membership shrinking by the year), or would you be more inclined to sponsor an event for a 10,000-member organization with a growing membership base? It’s a numbers game so let’s make our numbers undeniable. NHA currently has about 3,000 members. I would like to see us hit 6,000 by this time next year. That is not a difficult task. With most squadrons at less than 50% membership and only 2-3 newly winged aviators joining each winging class, all we have to do is influence the wardroom and aircrew that we already have. Let NHA National worry about the sponsors, its our job as members to bring up new members. Be a positive influence in your wardroom and workplace for NHA. Build the brand and watch our influence grow. If you have something you wish to suggest, contact NHA or feel free to email me directly at jeremy.cappalo@navy.mil. Let’s get it done.
we volunteer our time to make this a better organization? Did we even care enough to try and make the magazine readable? Some people did, and they are the only reason this organization is still afloat. But we need to fix that. The Junior Officer Council is an attempt to try and make some positive changes in the way we do business. In the opening pages of this edition you will see a list of all the regions and their associated representative on the Junior Officer Council. While this is a movement that is still in its infancy, we are already seeing increased participation and vigor for the community. We need the senior JOs in the squadron to stop being too cool for NHA and realize that they are missing an opportunity to advance their own community and career, not to mention have a good time on someone
else’s dime. If you think NHA is lame, we are open to suggestions. Do you want more golf tournaments? Would you like NHA to sponsor a sporting event or social in your region? If you don’t ask for improvements, don’t be surprised when you don’t see any. Push for membership of your professional organization. The more members your region has, the more money your region’s treasurer will have to spend on region events. We have the resources; we just need to know where to direct them. Talk to your squadron rep, JO Council rep, or email NHA directly and help make this a better organization.
The Junior Officer Council The NHA Board of Directors with the support of the active duty leadership has approved the creation of an official consortium of junior officer members of NHA. The Junior Officer Council has been formed with members from each region with the sole purpose of supporting the voice of the JOs and presenting it to the National staff and senior leadership. Our reason for existence is simple: Make NHA Relevant To The Junior Officers. In the recent past membership has been on the decline, Symposium showings have been weaker, and overall participation in our professional organization has been slowing. That is our fault. I know what you are thinking…Why Should I Pay $35? Because I get a magazine a few times a year? Because they put together a conference? What has NHA done for me lately? Well, lets look at the other side of the coin. Did we actively ask anything of NHA outside of our water cooler complaints? Did
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Perspective on The Future of the Organization
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or those of you who do not know, NHA is a non-profit organization. As a non-profit, we raise money to promote a cause. Our cause is the advancement of the Naval Rotary-Wing Community. That community is you. Every cent that we raise is earmarked for you and the future of your professional organization. We exist to foster networking, build a social framework within the Navy, Coast Guard, and Marine Corps, and open up your future to what the civilian industry has to offer. We do all of this through membership and sponsorships. Remember that: membership and sponsorships. NHA has recently invested a substantial amount of money into a new member management system. This system will allow the NHA National Staff to better keep track of members and be better organized for future events. But, that is not why the money was invested. The money was invested to make the website work for our members (you). It now has a login to access member only features, forums to discuss professional issues, the ability to organize and promote events region by region, and much more. For starters, we are incorporating job postings (in
navalhelicopterassn.org
EVERYDAY NHA
One of the “Lowriders” of HSC-28 Det. 5 conduct flight operations on board the USS Iwo Jima (LHD 7) in the Atlantic Ocean enroute to Mayport, Florida for a homeport change. Photo by LCDR. Scott “Smoke” Moak
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 ) (6) nonprofit association.
NHA Founding Members CAPT A.E. Monahan CAPT M.R. Starr CAPT A.F. Emig Mr. H. Nachlin
CDR H.F. McLinden CDR W. Staight Mr. R. Walloch CDR P.W. Nicholas
CDR D.J. Hayes CAPT C.B. Smiley CAPT J.M. Purtell CDR H.V. Pepper
Objectives of NHA Provide recognition and enhance the prestige of the United States Naval vertical flight community. Promote the use of vertical lift aircraft in the U. S. Navy, Marine Corps and Coast Guard. Keep members informed of new developments and accomplishments in rotary wing aviation.
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Command Updates: Everyday NHA
The USS Iwo Jima (LHD 7) and USS Fort McHenry (LSD 43) conduct a “Photo X” with one of the “Lowriders” of HSC-28 Det. 5 in the Atlantic Ocean, enroute to Mayport, Florida, for a homeport change. Photo by LCDR. Scott “Smoke” Moak
One of the “Lowriders” of HSC-28 Det. 5 sits on top of the USS Iwo Jima (LHD 7) in the Atlantic Ocean enroute to Mayport, Florida for a homeport change. Photo by LCDR. Scott “Smoke” Moak
The Next Issue of
will be “Search and Rescue All photo, video, and article submissions need to be sent no later than November 18, 2014 to your Rotor Review community editor or NHA Design Editor. Any further questions, please contact the NHA National Office at 619.435.7139 or navalhelicopterassn@gmail.com
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ORDER FORM Please circle items, note the style, desired size, and indicate an alternative if possible.
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Walk-In: NHA is located in Bldg 654 on Rogers Rd. aboard NAS North Island. Mail-In: NHA, P.O. BOX 180578 Coronado, CA 92178-0578 TEL: (619) 435-7139 FAX: (619) 435-7354 Email: rotorrev@simplyweb.net
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Rotor Review # 126 Fall ‘14
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