Rotor Review Spring 2015 #128 by Naval Helicopter Association, Inc

Number 128 Spring 2015

Spring 2015 Issue 128

Digital Composition of a MH-60S with two Digital Rocket Launchers. Art Cover designed by CDR Ed Weiler, USN

Features Page 15

Editor-in-Chief

LT Ash Preston, USN

Design Editor George Hopson

Copy Editor

CAPT Jill Votaw, USN (Ret)

Aircrewman / Special Mission Editor

Despite Bay Raiders’ Quick Reaction, The Community Mourns Three Lost Shipmates LT Ryan Yonkman, USN

24 Hours in OPBAT LT Tom Huntley, USCG & LT Doug Eberly, USCG

Fire Scout Training Begins At HSC-3 LT Amelia Owre, USN

Saying Goodbye Reprint from Military Times

Page 18

Focus

AWS1 Dan Mitchell, USN

HSC / HS / HM Editor

Symposium Edition: Forward Firing and LETHAL!

LT James Thomas, USN LT Kristin Hope, USN

HSL / HSM Editor LT Nick Holman, USN LT Emily Lapp, USN

Page 37

USMC Editor TBD

USCG Editor

LT James Cepa, USCG LT Doug Eberly, USCG

Page 62

Technical Advisor

LCDR Chip Lancaster, USN (Ret)

Historian / NHAHS

CDR Joe Skrzypek, USN (Ret)

Historians Emeritus

CDR Lloyd Parthemer, USN (Ret) CAPT Vincent Secades, USN (Ret)

Printing by SOS Printing, Inc. San Diego, California

2015 NHA Symposium Section

In appreciation of our advertisers 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.

Northrop Grumman Robertson Fuel Systems Elbit Systems Vietnam Veterans Memorial Fund Navy Mutual University of San Diego MSGL LSI AgustaWestland HoverGirl Properties Dole & Son Kongsberg Sikorsky Aircraft Corporation

Page

C2 29 32 35 41 49 55 80 90 90 C3 C4

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Naval Helicopter Association, Inc.

Corporate Associates

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

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

AgustaWestland Inc. Airbus Group BAE Systems / Electronics Bell Helicopter Textron, Inc. Boeing Integrated Defense Systems Breeze-Eastern CAE Inc. Capewell Aerial Systems 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 Leanne Dehner

Directors at Large

Chairman.....................RADM William E. Shannon III, USN (Ret) CAPT Gene Ager, USN (Ret) CAPT Chuck Deitchman, USN (Ret) CAPT Dennis DuBard, USN (Ret) CAPT Tony Dxielski, USN(Ret) CAPT Greg Hoffman, 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 Marc Orgain, 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 Kevin Kropp, USN ..................................................Col Paul Croisetiere, USMC (Ret) President ...........................................................CDR Roe Howell, USN ........................................................................CDR Pat Jeck, USN (Ret)

NHA Historical Society

Region 3 - Jacksonville

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)

Director ..........................................................CAPT Clay Conley, USN President......................................................CDR Michael Burd, USN

Region 4 - Norfolk

Director .......................................................CAPT Pat Everly, USN President ....................................................CDR Chris Bailey, USN

Region 5 - Pensacola

NHA Junior Ofﬁcer Council

Directors.................................................CAPT Mark Murray, USN CAPT Thomas MacDonald, USCG President ....................................................CDR Rob Sinram, USN 2015 Fleet Fly-In.............................................LT John Geary, USN

President.................................................LT Jeremy Cappalo, USN Region 1........................................................LT Dave Thomas, USN LTJG Laura Woessner, USN & LT Anna Kopp, USN Region 2............................................................LT Aaron Lee, USN Region 3................................................LT Tim Barnikel, USN Region 4...................................................LT Andrew Countiss, USN Region 5...... LT Cameron Bouton, USN & LT Ross Conely, USN Region 6.....................................................LT Chris Campbell, USN

Rotor Review #128 Double Issue Spring ‘15

Region 6 - Far East

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

Departments Number 128 / Spring ‘15

Page 11

In Review

From the Organization

In Our Community

Industry and Technology

Change of Command

Historical Page 13

Page 94

Reminiscences of a 2.75” Rocket Marksmen CDR Tom Phillips, USN (Ret)

HC-7 Det 110’s Birthday Article Courtesy of NHA Historical Society

Command Updates

Engaging Rotors

Transition

100

Book Review

101

Perspective

102

Page 96

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. 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.

Editors Emeritus

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

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

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I n REditor’s e vie w Log

by LT As h Pre s to n - Rotor Review Editor-in-Chief

Welcome to this Spring’s Double-Issue of Rotor Review! This issue is packed with great content that serves as a fitting lead-in to this year’s Symposium. Each year, the NHA symposium offers many events that provide an in-depth snapshot of the Navy, Marine Corps, and Coast Guard rotary wing community. I am confident this double-issue will peak your interest in some of these events on the symposium’s agenda. For starters, LT Jason Aldridge and LT Bryan Criger, from HSC-6, provide great insight into the challenges and successes

of the first helicopter detachment on board an Independence class Littoral Combat Ship (LCS). The symposium’s LCS Panel will continue the discussion of how the helicopter community is and will continue to integrate with the LCSs in the fleet. Maj Ryan Schiller puts the Advanced Precision Kill Weapon System II on display as he writes about the lethality, precision, and cost-effectiveness of this relatively new weapon system. The article is sure to excite its readers for this year’s lethality-focused symposium. LT Ryan Yonkman from HSC2 provides a captivating story of the

fatal MH-53E crash off the coast of Virginia in January 2014. His story describes his experience from the driver’s seat of one of the SAR mission’s many rescue helicopters, and serves as a stepping stone for the symposium’s SAR Hotwash discussion. This event will not only present lessons learned from this SAR mission’s operations cell, but it will also tell the story of other challenging and dynamic rescues our community is conducting. These three examples are just a few of the many great submissions our editorial staff received this quarter. Keep the great content flowing! I hope you enjoy this edition of Rotor Review and this year’s NHA symposium.

Letter of 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 92178-0576

Shine Angel Shine I am writing in regards to the last article in the Winter 2015 Edition titled “Shine Angel, Shine!” by Tom Phillips. The article was concerning CSAR, but it seemed to be missing significant segments. The article didn’t talk about rescues and didn’t discuss the two tables that are shown. Is it possible to publish the article, in its entirety, in the next issue. I’m sure there are other readers that would be as interested in CSAR as I am. Thank You. Terry Keitzer Old Helo Bubba Dear Terry, The editorial staff regrets to admit that we failed to accurately publish Tom’s article, “Shine Angle, Shine”, in

Rotor Review #128 Double Issue Spring ‘15

Rotor Review Issue 127. Thank you for expressing your findings and disappointment that are certainly shared by many of our readers. We plan to re-publish the article in its entirety in our next issue, Rotor Review Issue 129.

Farewell Letter Dear Editor; I would like to take this opportunity to say my “farewells” to my fellow helo bubbas before temporarily retiring the German colors: Fellow NASNI Bubbas of zee US Navy! After more than three years at HS-10/ HSC-3 orders have arrived which will catapult me from sunny and charming SOCAL into the realities of German Navy north coast life. The land there is so flat that one can see today who will be visiting tomorrow and going by bicycle is NO FUN because there seems to be a head wind from every direction. However there is no reason to despair, as I have had an unforgettable time here in San Diego; and there are only so many words I can use to remark how thankful I am to have had this opportunity to work (um...) and fly alongside you great folks! I would have liked to name everybody who I have had the pleasure to meet here on NASNI and in SD, but Mr. George asked me to keep this good-bye note around 400ish words (that worked well...). I would have to mention everybody anyways as there has not been a single person I have come across in this swell time who I have not intensely enjoyed interacting with. I dearly hope this has showed in my daily behavior and I was able to convince you that there is actually a good German underneath once you got past my questionable sense of humor and mediocre flying and aeronautical instructional skills. I thank the United States Navy (all of you) for entrusting me with teaching the newest generation of fleet aviators in the MH-60S to fly, think and talk at the same time while withstanding a barrage of badly served jokes and misplaced punch lines. In all seriousness, my time at HSC-3 has been “plain” perfect (i.e. 100 %Nr). Please accept my deepest gratitude for a marvelous time and best wishes for the future and many “butt-hurting” flight hours! Hover steady, bubbas, and keep it out of the water! For me it is good-bye IB 500 and entertaining FCFs/ 60-hour engine

washes and hello LYNX at Nordholz Naval Air Base, freezing fog over the North Sea and searing heat in the Gulf of Aden. Auf Wiedersehen und vielen herzlichen Dank fuer Alles! (Goodbye and thank you so much!) GO MERLINS! Markus “TRY HARDER” Gawlitza Fregattenkapitaen, Deutsche Marine HS-10 Warhawks/ HSC-3 Merlins

Naval Helicopter Association

2015 Submission Deadlines and Publishing Dates Summer 2015, Issue 129...................................May 21, 2015 / July 2015 Fall 2015, Issue 130................................August 19, 2015 / October 2015 Winter 2016, Issue 131....................November 19, 2015 / January 2016

Rotor Review Submission Instructions 1.

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:

2. 3.

• •

Retraction The Rotor Review Editorial Staff regrets to have mispublished HSM-75 Change of Command information in Rotor Review issue 127. The following is the correct information: December 15, 2014, CDR Jeffrey A. Melody, USN, relieved CDR Thomas Foster, USN, as HSC-75 Commanding Officer.

• • •

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

navalhelicopterassn.org

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)

reetings and welcome to our special “NHA Symposium” edition of Rotor Review. I’m really excited about this year’s symposium. I know that our NHA National President, CDR Brent Gaut, and his Symposium VP CDR Ed Weiler have been working hard to make this a memorable event. Can’t wait for the Member’s Reunion on the USS MIDWAY!! Special Thanks also to our Executive Director, CAPT Bill Personius USN (Ret) and his staff for all the hard work they have done behind the scenes to make the event

successful. Look forward to seeing you all there! It’s been a wonderful past year as your Chairman. I’ve had a chance to visit with all the communities and all the Commodores and see first hand the exciting changes taking place in the communities. There are too many to mention them all but a few that impressed me the most have been: the continued evolution of the teamwork and tactics of the MH-60R/MH-60S team; the assumption of responsibility for the

unmanned Helicopter, MQ-8B Firescout, by HSC-3 and the addition of rockets and forward guns for MH-60S. The communities also have their challenges which the Commodores are working hard: the challenges of an aging A/C in the HM community; promotion rates across the entire community and the development of a plan that will ensure our aircraft continue to get the refresh and upgrades required to stay relevant. After meeting with our communities’ leadership, I’m very confident in the future! All for now and see you at the Symposium!

President’s Message

b y C DR B r ent “ Ho l l y w o o d ” Ga u t, U SN

Get Ready for the 2015 NHA Symposium – Forward Firing and LETHAL! reetings from NHA Headquarters! Our NHA Symposium is finally upon us, and the 2015 rendition promises to be an epic event. Our NHA Symposium is constructed for the benefit and enjoyment of our most valued group of individuals… YOU! Our members are the absolute heartbeat of NHA, and we are thankful you have elected to join us for the festivities. We are excited about the lineup this year, which includes not only energizing events both planned and sponsored by our corporate partners, but also an extraordinary schedule of professional briefings and forums. When you have a moment, check out the schedule of events either in this issue or on our website (navalhelicopterassn.org) – you will not be disappointed. Of note, I want to recognize those volunteers who

have made our 2015 NHA Symposium a reality; a motivated cadre of active duty personnel (many of them your peers) has dedicated herculean amounts of time and effort to deliver our most successful NHA Symposium ever! The theme for this year’s Symposium is “Forward Firing and Lethal.” Know that our theme was not selected because of its “wow” factor; instead, it was chosen because our collective weapons systems and capabilities are advancing at unprecedented rates, augmenting already robust USN, USMC and USCG warfighting capabilities and facilitating each organization’s ability to aggressively and skillfully promote peace and democracy around the world. The battlefield has become highly asymmetric and dynamic, and rotary

warfighters are perfectly suited to handle the challenging landscape we are now tasked to navigate. As Rotary Wing bubbas, we ALL impart a daily and lasting impact on our services and in our respective communities. We at NHA are eager to promote and provide a forum for vigorous discussions and presentations covering both where we currently stand as a rotary community, and what the future has in store for the services, unit-level commands, personnel and our NHA Enterprise – and of course HAVE SOME FUN! I encourage you to be a part of our NHA future. If not already one, become a member and sign up for the 2015 NHA Symposium. Make no mistake about it – we are a vital and prominent player in defense of this great Nation we call home…We Are Rotary Wing Aviation. See you at the 2015 NHA Symposium!

Executive Director Notes by C A P T B i l l P e r s o n i u s , U S N ( R e t )

reetings, Well we’re finally here. The kick-off of the 2015 NHA Symposium in San Diego, CA. There has been a lot of hard work, dedication and coordination accomplished in the last 6 months to make this event happen so now it is time to execute and make it all happen. We

really hope that you all will have an enjoyable and enlightening experience this year. There is a lot going on and we encourage you to take advantage as much as you can. Squadron Open Houses, Reunions, H-60 Bravo Sundown Ceremony, I-Bar Welcome Reception, Safety Symposium, Awards

Rotor Review #128 Double Issue Spring ‘15

Luncheon, Detailers Briefings and Interviews, Members Reunion, Red Bull Helicopter Demonstration, Aircrew Competition, 5K Fun Run, Flag and Captains of Industry Panels, Team Seahawk Reception, Padres Game and golf, just a name a few things that we have planned. Our corporate members and sponsors have supported our efforts to help ensure your

RADM Bill Shannon, USN ( Ret) NHA Chair m an

enjoyment this year. Please remember to thank them when you see them. Just to name a few this year include: USS MIDWAY Museum, Red Bull, Sikorsky Aircraft Corporation, Lockheed Martin and Team Seahawk, General Electric, Northrop Grumman, Airbus, AgustaWestland, Kongsberg, FLIR, Bell, BAE and Raytheon and many others. We sincerely hope that you have

CDR Br e n t “ H o l l y w o o d ” G aut, U SN NHA Pr es i dent

CAPT Bill Personius, U SN ( R et) N H A Ex ec uti v e D i r ec tor

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

a good time this year. I’d like to mention the support that our office has had from LCDR Madren, HSC-3, Symposium Coordinator, CDR Ed Weiler, CO HSC-14,VP for Symposium, CDR Gaut, CO HSM-41, NHA President, CDR Tim Symons and CDR Shawn Bailey, COs of HSC-3, the Wing Commanders, Admiral Shannon and our Board of Directors. Of course all

the volunteers that did the coordination to make all the events happen have done a great job also. We hope that this turns out to be an event to remember. If you have comments or suggestions on how to make it better next year in Norfolk please give me a call or send me an email. Have a great time and I’ll see you at the events. Keep your turns up.

March 1915, creating the Naval Reserve Force. The theme of this issue of RR has special meaning when it comes to helicopters in the Navy Reserve. Four years after the disestablishment of the HA(L)-3 Seawolves, the Navy determined it still had a need for the helicopter gunship, and established two new Helicopter Attack (Light) Squadrons in the Naval Reserves in 1976. Helicopter Attack Squadron (Light) FIVE (HA(L)-5), nicknamed the “Blue Hawks”, was established at Naval Air Station Point Mugu, California and its sister squadron, Helicopter Attack Squadron (Light) FOUR (HA(L)-4),

known as the Red Wolves, was formed at Naval Air Station Norfolk, Virginia. With the consolidation of the HAL (NSW) and HC-9 (CSAR) mission sets in the late 80’s, these squadrons later transitioned to HCS4 & HCS-5, flying the (then) new HH-60H. Finally, in accordance with the helo master plan, they were both were redesignated to the units we know today as HSC-84 and HSC-85. All of these squadrons have a proud legacy of contributions in numerous contingencies and wartime operations over the last several decades, and prove how valuable and relevant the Navy Reserve can be.

relevant to the current employment of the helicopter community. With the cooperation of our partners of industry and the expertise of each and every one of you, the helicopter community is what it is today. Being that the rotary community is used for Airborne Use of Force, Search and Rescue, missions over water and over land and every

other requirement that we are employed for; every one of you has helped make a difference. “THANK YOU!” and keep up the great work. Now make sure to look at the schedule of events and enjoy what NHA has to offer the week of May 11th – May 15th. See you all there. Fly Safe.

From the Reserves

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

reflection on the Navy Reserve’s contribution to this issue’s theme - “Forward-Firing And LETHAL” - comes on the heels of the celebration of the Navy Reserve centennial. Even though citizen Sailors have been used since our country’s birth (think Privateers and State Militias), the outbreak of World War I in 1914 demonstrated that a modern “war at sea” required a federal naval reserve force. Secretary of the Navy Josephus Daniels and his assistant, a young New Yorker named Franklin D. Roosevelt, launched a campaign in Congress to appropriate funding for such a force. Their efforts brought passage of legislation on 3

Ready Then, Ready Now, Ready Always!

Aircrewman’s Corner by AW R C M J u s t i n Ta t e , U S N

ellow Aircrewmen, It is the time of year again for the NHA Symposium. If you haven’t looked completely through this issue of Rotor Review yet, make sure to look at what is being offered at the symposium out here in San Diego. The caption of this issue and the NHA symposium, “Forward Firing and LETHAL,” is so

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)

reetings from the Scholarship desk. Both the Regions and our headquarters’ team are busy working through this year’s applications and I’m pleased to report that the number of complete applications has increased considerably this year. That means that the word is getting out that we are here to serve the fleet. Many thanks to those in leadership positions that helped carry the word to our rotary wing communities. We should be complete with our deliberations by late April and Awardees notified in early May. Based on what I’m seeing of the

active duty applications, the competition will be stiff and I’m sure that holds true for the non-active duty applications as well. I’m also pleased to report that we brought in some new volunteers to our headquarters’ team. LCDR Bob Royal USN (retired) is our new treasurer and he is already making big improvements in our financial record keeping. Joining him is CAPT Mike Fuqua, USN (retired) who is taking the helm as our V/P for Fundraising, and LT Ian Gill (HSC3) who has taken over our Combined Federal Campaign efforts. Rounding out

the team are CAPT Kevin Couch, Executive V/P, LCDR Alexa Bestoso our Corresponding Secretary (and she’s a good one!) and LT Jonathon Wendt, who will be stepping up to V/P Ops. Fund financials continue to be strong thanks to the hard work of our investment manager, Kron Littleton. However, I anticipate we will need to take some monies from our investments this year to meet projected scholarship awards. That will be the first time in my tenure we’ve had to do that so needlessto-say, your donations are more important than ever to keep the Fund growing. Hold fast!

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)

reetings, This is a busy time of the year for NHAHS as we get ready for the 2015 NHA Symposium. That means manning a booth, selecting and preparing the Mark Starr Award and this year getting ready for the Video Premier of the Fleet Capabilities Video in our Helicopter Ready Room Two on board the USS MIDWAY Museum. Sikorsky Aircraft Company has graciously sponsored the creation of a current Helicopter Fleet Capabilities Video that will be played on a continuous loop in the Helicopter Readyroom on board USS MIDWAY for what should be the foreseeable future. Mr. Mike Manley,

Joe Peluso and I installed a big screen TV and sound system in the readyroom while Sikorsky Aircraft commissioned the video that will be dedicated on 11 May prior to the Members Reunion on board MIDWAY. Unfortunately this was a by-invitation only event as the ready room can only accommodate 20 people for the viewing of the video. It is our hope to have the video on our website after the premier so everyone can view and enjoy it. We are excited about this year’s recipient of the Mark Starr Award and it is always great to man the booth and get to interact with those in the

community on the exhibit hall floor. We are looking forward to all the events at this year’s Symposium and especially looking forward to the golf tournament as that is one of our fund raising events for the year. We hope to see you in and around the Town and Country Hotel and Resort for the Symposium. We’d like to give a special shout-out and huge thank you to Sikorsky Aircraft Company for supporting our Readyroom Two project this year by commissioning the Fleet Capabilities Video and we look forward to your continued support in the future. Keep your turns up!

A View From The Labs: Supporting The Fleet

by C A P T G eor ge Ga l d o ri s i , U SN (R e t)

2015 NHA Symposium Theme: Forward Firing and LETHAL But What is the Strategy and With What Tools Will We Execute It With?

he 2015 NHA Symposium Theme: Forward Firing and LETHAL, is a worthy one and it certainly one that reflects the growth of the naval rotary wing community over the years - and especially over the past several decades. We are no longer an enabler or an adjunct to our national and naval strategy, but an integral part of warfighting in a wide spectrum of mission sets.

But as much as things have changed over the past years they will surely change in the future - and most likely at an even more rapid pace. And as things change our national strategy will - and must - change, and the military platforms, systems, sensors and weapons we procure to execute our national strategy will change with it.

Rotor Review #128 Double Issue Spring ‘15

When the naval rotary wing community wasn’t an integral part of warfighting, these changes pretty much just washed over us - the impact was modest at best. Picking up a pilot who had bailed out of a prop plane wasn’t all that different from picking up one who had ejected from a high-performance jet. Delivering pallets of cargo to a ship powered by steam was about the same as delivering them to a

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

ship powered by gas turbine generators or even nuclear propulsion. We didn’t care because we simply didn’t need to. But now we need to more than care we need to “deconstruct” our national strategy as well the platforms, systems, sensors and weapons we buy to execute that strategy. Two documents arrived nearly simultaneously this past February: The National Security Strategy and the U.S. Navy Program Guide. Taken together, they have a huge impact on what missions we will need to conduct, the platforms, systems, sensors and weapons we will need to work with - and adapt to - and what the future of the naval rotary wing community will be like years hence. The Obama administration’s National Security Strategy (NSS) has just been released. The document, required by Congressional mandate, outlines President Obama’s foreign policy priorities for the remaining two years of his term. It also provides a framework to inform the strategic guidance documents produced by other government organizations, such as the DoD’s Quadrennial Defense Review and the Naval Services’ forthcoming Maritime Strategy. In short, the NSS articulates America’s “ends,” or strategic objectives, while lower-level guidance documents amplify this by providing the “ways” and the “means.” The NSS describes the rapidly changing strategic landscape, noting the need to adopt a long-term perspective. It notes five recent transitions have significantly changed the security landscape since the release of the 2010 NSS: •

Power among states is more dynamic, as the balance of economic power shifts and expectations about

• •

•

influence over international affairs shift with it Power is shifting below and beyond the nation-state, as individuals are increasingly empowered The increasing interdependence of the global economy and the rapid pace of technological change are linking individuals, groups, and governments in unprecedented ways The struggle for power underway among and within many states of the Middle East and North Africa will redefine the region The global energy market has changed dramatically, as the United States has emerged as the world’s largest natural gas and oil producer

The key theme of the 2015 NSS is America’s continued global leadership; in his Foreword, President Obama writes that “the question is never whether America should lead, but how we lead.” The objectives of this leadership are rooted in America’s enduring national interests, which remain as outlined in the 2010 NSS: • •

• •

The security of the United States, its citizens, and U.S. allies and partners A strong, innovative, and growing U.S. economy in an open international economic system that promotes opportunity and prosperity Respect for universal values at home and around the world A rules-based international order advanced by U.S. leadership that promotes peace, security, and opportunity through stronger cooperation to meet global challenges

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

The 2015 NSS is organized into chapters for each of these interests, and highlights from each are summarized below.

Security

Some highlights from the document’s discussion of security include the objective of strengthening the United States’ national defense. This objective is clearly aligned with the 2014 QDR as both documents describe the U.S. military’s mission in identical terms (defending the homeland; conducting global counterterrorist operations; deterring aggression and assuring allies through forward presence and engagement; and if deterrence fails, projecting power globally to defeat and deny aggression). The NSS further calls for an end to sequestration, and for the selective use of military forces, in which they are not the first choice, but ready to be used when national interests demand it and in those cases, the NSS states that “we prefer to act with allies and partners.” Also in the section on security, the NSS stresses the need to assure access to shared spaces, and calls for a focus on cyber-security, space security, and air and maritime security — particularly in the Asia Pacific and the Arctic. A last highlight from this section is the NSS’ section on combatting terrorism, which notes that the U.S.’s goal is to “degrade and defeat” ISIL, but warns that “Our support [of Iraq] is tied to the government’s willingness to govern effectively and inclusively and to ensure ISIL cannot sustain a safe haven on Iraqi territory.”

Prosperity

Within the section on prosperity, the NSS sets forth the goal of advancing In Our Community continued

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In Our Community (Cont) America’s energy security through the development of cleaner, alternative fuels and reduced carbon emissions. It also describes the objective of leading in science, technology, and innovation, as these areas have the potential to propel the economy and bolster America’s military edge. Specific focus areas related to S&T and innovation include: “robust” investments in basic and applied research; strengthened STEM education; and “opening our national labs to more commercial partnerships while tapping research and development in the private sector.”

Values

The values section of the NSS describes the United States’ goals to: end torture and “enhanced interrogation techniques;” advance equality; support emerging democracies, as in sub-Saharan Africa, Tunisia, and Burma; and prevent mass atrocities such as genocide.

International Order

Lastly, the NSS reiterates the United States’ commitment to the Asia-Pacific rebalance in the chapter on international order. The NSS states that in order to enact the rebalance, America is strengthening the alliances with its regional treaty allies, partners and key institutions such as ASEAN. U.S. forces are also diversifying their defense posture and presence in the region. The NSS addresses China explicitly, stating that while “we reject the inevitability of confrontation … we will manage competition from a position of strength … [and] take necessary actions to protect our businesses and defend our networks against

cyber-theft … whether by private actors or the Chinese government.” This national strategy is farreaching and does not envision a United States’ retrenchment from international affairs. But a strategy is useless unless the levers of power - and in this case military power are in place. For that we turn to the U.S. Navy Program Guide, a comprehensive listing of the platforms, systems, sensors and weapons the Navy intends to procure. So much for strategy. But a nation wanting to execute such a far-reaching strategy must have a strong military and while ultimately the most important ingredient of that strength is the people who serve in that military, they must have the equipment - the platforms, systems sensors and weapons - the “stuff” they need to execute their missions. For that for the Navy we turn to the 2015 U.S. Navy Program Guide The 2015 U.S. Navy Program Guide is a 202 page document describing Navy platforms, payloads, systems, and technologies. According to the document, the following six priorities guide Navy planning, programming, and budgeting decisions: 1.

Maintain a credible, modern, and survivable sea-based strategic deterrent 2. Sustain forward presence, distributed globally in places that count 3. Preserve the means to win decisively in on multi-phase contingency

4. 5.

operation and deny the objectives of another aggressor in a second region Focus on critical afloat and ashore readiness to ensure the Navy is adequately funded and ready Enhance the Navy’s asymmetric capabilities in the physical domains as well as in cyberspace and the electromagnetic spectrum Sustain a relevant industrial base, particularly in shipbuilding

The contents of the 2015 Program Guide are organized into seven sections: 1. Naval Aviation 2. Surface Warfare 3. Submarine Force 4. Expeditionary Force 5. Information Dominance 6. Supply and Logistics 7. Science and Technology Importantly, the 2015 U.S. Navy Program Guide contains sufficient information of all of these platforms, payloads, systems, and technologies - all of which we will encounter as the naval rotary wing community will encounter as we work with today’s Navy, tomorrow’s Navy and the Navy-After-Next. We will do our community a disservice if we treat these important documents as “shelfware” that has little impact on us. Talk about them in your ready rooms as if our future depends on what they contain - because in many ways it most certainly does.

An AGM-114B Hellﬁre missile is launched from an MH-60S Sea Hawk helicopter assigned to HSC-8 during a live-ﬁre exercise. Photo taken by MC2 Daniel M. Young, USN

Rotor Review #128 Double Issue Spring ‘15

Press Released by ASDNews.com

orthrop Grumman Corporation (NYSE:NOC) has received a contract from the U.S. Navy for the continued production of the AN/AES-1 Airborne Laser Mine Detection System (ALMDS). The contract includes the production of five ALMDS pod subsystems, support equipment, spares and technical support. The ALMDS is mounted on an MH-60S helicopter. Flying over sea lanes, it finds and geolocates mine-like objects with its pulsed laser light and streak tube receivers by imaging, in 3-D, day or night, the near-surface of the ocean. “This program is a win-win. The airborne sensor has the capability to keep our sailors out of the minefield and we are producing it while reducing the per-pod price over previous buys that helps enable the Navy to meet their cost targets,” said Doug Shaffer, director, electronic attack/maritime systems integration, Northrop Grumman Aerospace Systems. “We look forward to continuing our long-standing relationship with the U.S. Navy on the ALMDS program and supporting initial operating capability in FY16.” The Northrop Grumman ALMDS team is comprised of Arete Associates, Tucson, AZ., which manufactures the receiver sensor assembly; Cutting Edge Optronics, a Northrop Grumman subsidiary in St. Charles, MO, which

AN/AES-1 Airborne Laser Mine Detection System (ALMDS) Photo courtesy of Northrop Grumman Corporation

manufactures the high-powered laser transmitter; CPI Aerostructures, Edgewood, manufacturer of the pod housing; Curtiss Wright Defense Solutions, Santa Clarita, CA, manufacturer of the central electronics chassis; and Meggitt Defence Systems, Irvine, CA., which produces the environmental control system. Northrop Grumman has delivered 12 ALMDS pods to the U.S. Navy through four low rate initial production lots, and four pods to the Japan Maritime Self Defense Force which are currently undergoing integration and test aboard the EH-101 helicopter.

Industry and Technology

NGC Receives US Navy Contract to Begin Production of Additional ALMDS

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Bell 505’s 2nd Flight Test Vehicle Achieves 1st Flight Press Released by ASDNews.com

ell Helicopter, a Textron Inc. company (NYSE: TXT), announced March 2, 2015 that the Bell 505 Jet Ranger X’s second flight test vehicle has successfully achieved its first flight. The Bell 505’s flight test vehicle one completed its first flight in November of last year, and the program has quickly progressed, performing additional flight tests and numerous practice autorotations. “We are so excited to announce this accomplishment to our customers eagerly awaiting their aircraft. This puts us one step closer to certification and production,” said David Smith, program director of the Bell 505 Jet Ranger X. “The aircraft performed incredibly well, successfully demonstrating a low traffic speed traffic pattern at 60 knots.” The Bell 505 was designed based on extensive input provided by a Customer Advisory Council (CAC). Bell Helicopter unveiled the Jet Ranger X at HELI-Expo 2014 in February and has already received more than 300 letters of intent for the new model. “We continue to make excellent progress with the flight test program and are working to assess key operational scenarios customers may be faced with” added Smith.

Bell 505 Jet Ranger X in Flight.

Photo courtesy by Bell Helicopter.

The Bell 505 Jet Ranger X blends the proven systems of the Bell 206 with advanced technology and a sleek, modern design. The Garmin G1000HTM Integrated Avionics Suite provides pilots critical flight information at a glance to maximize situational awareness. Pilot workload is further reduced by Note: Visit Bell Helicopter

the Turbomeca Arrius 2R engine with dual channel Full Authority Digital Engine Control (FADEC). These features, combined with the aircraft’s high inertia rotor which delivers superior autorotation capability, and a newly designed cabin seating five passengers place safety, performance and affordability at the forefront. at the 2015 NHA Symposium.

LM Delivers 1st Enhanced Automated Testing Station for the US Navy Aircraft Fleet Press Released by ASDNews.com Sailors from NAVAIR taking the ﬁrst eCASS for test run. Photo courtesy by NAVAIR.

ockheed Martin [NYSE: LMT] delivered the first electronic Consolidated Automated Support System (eCASS) to the U.S. Navy for maximizing aircraft readiness. Sailors and Marines will use eCASS to troubleshoot and repair naval aircraft electronic components at sea and ashore, allowing them to return aircraft to operational status quickly

and efficiently. The Navy expects to deploy eCASS on every U.S. aircraft carrier and at its Aircraft Intermediate Maintenance Depots. “With eCASS, the Department of the Navy will enable a cost avoidance of more than $1 billion annually by averting the repair of avionics at the next level of maintenance or sending the parts back to the original equipment manufacturer,” said Chris Giggey, deputy program manager for Automated Test Systems at the U.S. Navy Naval Air Systems Command. “Our focus is providing Sailors and Marines with the most effective tool to maintain the Navy’s aircraft because they are called on to ensure security anytime and anywhere,” said Randy

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Core, director of Enterprise Test Solutions at Lockheed Martin Mission Systems and Training. “eCASS advances automated testing to maximize aircraft availability worldwide.” Currently, the Navy has ordered 38 eCASS stations and is gearing up to purchase an additional 29. The Navy ultimately plans to field 341 of these stations. eCASS preserves the Navy’s investment in test programs, extending the value of the legacy CASS program that consolidated 30 test equipment systems into one resulting in $3.9 billion in cost avoidance. The system can support more than 750 avionics components as well as a range of electronic equipment on carriers, other maritime craft or at shore to reduce the amount of gear needed for deployments.

Industry and Technology

Future USS Gabrielle Giffords (LCS 10) Launches

Press Released by ASDNews.com he future USS Gabrielle Giffords (LCS 10), launched from the Austal USA shipyard February 25, 2015 marking an important production milestone for the Littoral Combat Ship (LCS) program. “This third Independence variant ship of the block buy is the first ship constructed fully utilizing Austal’s LCS Modular Manufacturing Facility and is launching at the highest level of production completion to-date,” said CAPT Tom Anderson, Littoral Combat Ship program manager, “a sign that facility investments are now paying off in schedule and cost performance.” The ship is named after former United States Rep. Gabrielle Giffords. LCS 10 will be the 16th U.S. naval ship to be named for a woman, and only the 13th ship to be named for a living person since 1850. Gabrielle Giffords was rolled out of her assembly bay onto a barge for transfer down the Mobile River to a floating drydock Feb. 24, 2015. The ship entered the water for the first time the following day when the drydock was flooded for the ship launch. The ship will return to the shipyard to continue final outfitting and activation until her christening later this year. She is expected to deliver to the fleet in 2017. Gabrielle Giffords is the third ship in a block buy contract with Austal

USS Gabrielle Giffords (LCS 10) Photo courtesy by Austal.

to build 10 Independence – variant LCS ships. Sister ship Jackson (LCS 6) is preparing for builder’s trials, and Montgomery (LCS 8) was christened in November 2014. The LCS program is ramping up in 2015 to deliver two ships per year from the Austal shipyard, as well as two Freedom-variant ships from the Marinette Marine shipyard in Wisconsin. The Navy is leveraging competition, fixed-price contracting and ongoing production efficiencies to reduce construction time and costs on littoral combat ships. Lessons learned from

the lead ships have been incorporated into both Freedom variant (odd-numbered) and Independence variant (even-numbered) hulls. PEO LCS is responsible for delivering and sustaining littoral mission capabilities to the fleet and is working with industry to increase production efficiencies and leverage cost savings to achieve steady serial production. Delivering high-quality warfighting assets while balancing affordability and capability is key to supporting the Navy’s Maritime Strategy.

Sparks of Life: LM-Led Team Lays Keel on Nation’s 13th LCS Press Released by ASDNews.com

he Lockheed Martin led industry team officially laid the keel for the U.S. Navy’s thirteenth Littoral Combat Ship (LCS), the future USS Wichita, in a ceremony held at Marinette Marine Corporation in Marinette, Wisconsin, today. Ship sponsor Mrs. Kate Staples Lehrer completed the time-honored

tradition and authenticated the keel of Wichita (LCS 13). Mrs. Lehrer had her initials welded into a sheet of the ship’s steel, which will ultimately be mounted in the ship throughout its entire service. “This is an honor and a pleasure for me to be a sponsor of the USS Wichita,” said Lehrer. “My right hand will remain forever in a salute to those men and

women who are building and to those who will serve on this special ship.” Wichita is a flexible Freedom-variant LCS that will be designed and outfitted with mission systems to conduct a variety of missions including anti-surface warfare, mine countermeasures and submarine warfare. The industry team building Wichita has delivered two ships with six others in various stages of

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construction and testing. The nation’s first LCS, USS Freedom, completed a U.S. Navy deployment in 2013, and USS Fort Worth (LCS 3) is currently deployed for 16 months to Southeast Asia. These two deployments demonstrate how the ship class is addressing the U.S. Navy’s need for an affordable, highlynetworked and modular ship unlike any other in the world. “This ship class, and the industry team behind it, has shown it can adapt to meet the Navy’s most challenging missions and provide a powerful, modular platform,” said Joe North, vice president of Littoral Ships and Systems at Lockheed Martin. “We have leveraged best practices and incorporated improvements based on sailors’ feedback to ensure the fleet

is prepared and empowered to fight, operate and support the ship in the littorals and open seas worldwide.” The Lockheed Martin-led LCS team includes ship builder Marinette Marine Corporation, a Fincantieri company, naval architect Gibbs & Cox, as well as nearly 900 suppliers in 43 states. “The LCS 13, Wichita, is a tangible measure of the collaboration and strength within this industry team,” said Jan Allman, president and chief executive officer of Marinette Marine Corporation. “I’m extremely proud of our skilled workforce, the hardworking men and women that transform the LCS from a design into a powerful warship that will serve an invaluable role in the Fleet. Through Fincantieri’s expansion and improvement in our facility,

Marinette Marine was tailored to grow with this program, and we look forward to continuing our valuable partnership with the Navy.” “Lay the keel” is a shipbuilding term that marks the beginning of the module erection process, which is a significant undertaking that signifies the ship coming to life. Modern warships are now largely built in a series of pre-fabricated, complete hull sections rather than a single keel, so the actual start of the shipbuilding process is now considered to be when the first sheet of steel is cut and is often marked with a ceremonial event. Note: Visit Lockheed Martin and the rest of Team Seahawk at the 2015 NHA Symposium.

Lockheed Martin representatives watch while the keel is being laid for USS Witchta (LCS 13) Photo courtesy by Lockheed Martin.

Rotor Review #128 Double Issue Spring ‘15

Features Despite Bay Raiders’ Quick Reaction, the Community Mourns Three Lost Shipmates

Article by LT Ryan Yonkman, USN

t Helicopter Sea Combat Squadron TWO EIGHT (HSC-28), search and rescue (SAR) training is a priority and as a result, when the call came two experienced crews were able to make a smooth and expeditious transition from a tactical mission profile to that of an incredibly time-sensitive SAR evolution. No matter the mission, no matter the location, we must always be SAR capable. Despite HSC-28’s quick reaction that began a seawall-wide SAR effort, the crash that initiated the chain of events yielded three fatalities. Although we study lessons learned from a crew’s perspective, and often carry excitement in a crew’s ability to save lives, we shall never forget the inherent danger in our professions that sometimes leaves spouses, children, brothers, sistersand parents without their loved ones. On January 8th, the crews of Bay Raider 44 (BR44) and Bay Raider 42 (BR42) were conducting a section Helicopter Rope Suspension Techniques (HRST) training mission with SEAL Team FOUR at Joint Expeditionary Base Fort Story in Virginia Beach, VA. Minor mechanical troubleshooting delayed BR44 on start-up and both crews determined that in order to meet their expected brief time with the SEALs, BR42

would need to launch solo and BR44 would follow shortly behind. BR42 launched and began its 10 minute transit east along the beach line toward Ft. Story. It was one of the coldest days that winter and as LT Yonkman, the Helicopter Aircraft Commander (HAC) of BR42, conducted HIT checks he noticed the OAT reading was -5ºC. BR42 arrived at Helicopter Landing Zone (HLZ) Master Blaster, and in order to minimize time on deck, remained spinning during the Air Mission Brief (AMB) with the Team. Not only would it minimize overall time on deck but would allow minimal delay to launch once all players were briefed, thus maximizing training time. LTJG Paskey and AWS2 Wiegman remained with the helicopter while LT Yonkman and AWS2 Chiarizia exited to begin discussing the training plan. With its minor maintenance issues resolved, BR44 arrived a few minutes later and decided to leave their aircraft spinning as well. LCDR Witt, AWS2 Buck and AWS3 Mason remained in

the helicopter while LCDR Evick and AWSCS Chun exited the helicopter to join the AMB. After approximately 15 minutes with the Team, the HACs and Crewchiefs solidified the training plan. They would conduct live fastrope training and cycle the SEALs into different zones in order to accomplish different training objectives. The four crew members returned to their individual aircraft to relay to their crews the plan for the day and begin the training. No sooner had the crews plugged in their ICS than they heard an alarming call on the radio on Guard: “This is Vulcan 547, wing man Vulcan 543 has crashed in the water with five souls on board. Requesting immediate assistance.” While this radio call was being made, the SEALs had already began rigging and loading their fastropes into both aircraft. The crews confirmed with each other that the call had been real and LT Yonkman immediately called Oceana Tower to inquire further, while the crew prepared to assist. Oceana Tower, who owned the airspace above Ft. Story and much of the surrounding area, had not yet heard of the crash. While AWS2 Chiarizia cut the fastrope and pushed a group of confused SEALs out of

HSC-28 aircraft conducts overwater SAR training Photos taken by LCDR Scott Moak, USN (HSC28).

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the rotor arc, AWS2 Wiegman began to don his SAR gear. As soon as the SEALs were clear and the crews were set, BR42 launched and climbed east to seek more information from Fleet Area Control and Surveillance Facility, Virginia Capes (FACSFAC VACAPES), call sign Giant Killer. Vulcan 547 responded and explained that they had been operating in the vicinity of Vulcan 543 on a similar Airborne Mine Countermeasures (AMCM) training mission when they noticed that Vulcan 543 was no longer in sight. Upon investigation of 543’s last known position they found a debris field with survivors in the water and immediately relayed a MAYDAY call for the crashed helicopter. BR42 immediately “bustered” to the datum provided, roughly fourteen miles east of Ft. Story (located where the mouth of the Chesapeake opens to the Atlantic Ocean). BR42 then called Oceana Tower on their own frequency to confirm the crash and to ask the tower controllers to direct BR44 to follow as soon as possible. Rolling out on course, the crew of BR42 was able to visibly identify the rotorwash from Vulcan 547 who was overhead the crash site dropping a life raft to the survivors. The crews used the few minutes they had en route to build a game plan for what might lay ahead and agreed that lowering the rescue swimmer via rescue hoist would be the safest and most effective method. BR42 continued to close at max speed and from roughly eight miles away, the crew began to recognize the two bright yellow inflated rafts. BR44, now airborne, checked in on HSC-28s common frequency and confirmed they were en route only minutes behind. Vulcan 547 continued their coordination as the On Scene Commander (OSC) and began assisting the SAR assets with mission details and expected souls on board of Vulcan 543. BR42 and BR44 began to coordinate rescue efforts and a common frequency was

selected to minimize confusion and allow for smooth coordination of the rescue. As BR42 arrived on the scene, two inflated life rafts became clearly visible and it appeared that one of the rafts was overturned with a survivor attempting to flip it upright. Vulcan 547 relayed that two additional members of the downed crew were floating in the debris field just north of the life rafts. LT Yonkman, of BR42, remembering the OAT having been at -5ºC and a reported water temperature of 44ºF, elected to recover the two survivors in the water first, followed by the survivors in the rafts. AWS2 Chiarizia verbally controlled the aircraft forward and down to position the aircraft as close to the first survivor as possible, while allowing LT Yonkman to maintain sight of the second survivor who was floating on debris to the left of the aircraft. After obtaining a safe hover altitude, BR42 lowered AWS2 Wiegman via the hoist into the frigid waters of the debris field. AWS2 Wiegman was quickly able to recover the first survivor, who was unconscious. LT Yonkman then assumed control of the aircraft and moved the aircraft left 100 feet to recover the second survivor, who was floating on a piece of the floating airframe. The survivor was shielding his eyes from the rotorwash. BR42 lowered AWS2 Wiegman back into the water to assist the second survivor. AWS2 Wiegman began to hook up the second survivor as BR44 arrived on scene. LT Yonkman radioed to LCDR Evick in BR44 to investigate two helmets floating in the water 150 feet

Rotor Review #128 Double Issue Spring ‘15

north of BR42’s position while BR42 continued to recover the second survivor. BR44 overflew the helmets but did not see any survivors in the immediate area. With no other survivors in sight amongst the field of debris, BR44 elected to return to the liferafts to start hoisting survivors aboard. With two survivors onboard, AWS2 Chiarizia in BR42 reported that both were suffering from severe hypothermia and other critical life-threatening injuries. Based on their condition, LT Yonkman decided to depart immediately for Sentara Norfolk General Hospital, the area’s only Level I Trauma facility. AWS2 Chiarizia began to administer first aid en route as BR42 “bustered” to the hospital. BR44 approached the two life rafts spotted earlier by BR42, and observed two remaining survivors: one survivor onboard and another in the water clinging to the raft’s platform. BR44 lowered AWS3 Mason into the water to assess the survivors’ condition. AWS3 Mason quickly recognized which of the two survivors was more critically injured and proceeded to hoist this survivor first. After safely recovering the third survivor, AWS3 Mason reentered the water to assist the fourth survivor and bring him up to the helicopter. At this time, BR44 verified with BR42 and Vulcan 547 the total number of survivors rescued was four. LCDR Evick, of BR44, understood that one crew member of Vulcan 543 remained unaccounted for. However, the severity of the third and fourth survivors’ injuries prevented them from remaining on scene any longer. With an aircraft from HSC-26 checking in on scene at that time to aid in the search, BR44 quickly followed BR42 directly to Norfolk General Hospital with AWSCS Chun and AWS3 Buck administering first aid in the aircraft’s cabin. Both aircraft squawked the emergency code 7700 on their transponders and coordinated

Features Features: Despite Bay Raider’s Quick Reaction...

HSC-28 Rescue Swimmer conducts training out of Bayraider aircraft Photos taken by LCDR Scott Moak, USN (HSC28).

with Giant Killer to remain on its frequency en route to the hospital. Additionally, the section requested Sentara Norfolk General be notified that they were ten minutes away with critical patients. Since the three nearby airports were likely to have congested airspace, the section requested the airspace between their position and the hospital be cleared for a direct route of flight. The pilots expeditiously navigated through NAS Oceana, Norfolk International, and Chambers Field airspace while the aircrewmen tended to the survivors in the cabins of each aircraft. BR42 and BR44 updated HSC-28’s Squadron Duty Officer (SDO) during the transit and the SDO confirmed that the hospital expected both helicopters. Less than 45 minutes since Vulcan 547’s initial MAYDAY call, BR42 and BR44 arrived at the hospital minutes apart from one another with the four survivors. Upon landing at Norfolk General Hospital, personnel at the helipad appeared surprised at the helicopters’ arrival. Despite FACSFAC, HSC-28, and HSC-26 coordination with the hospital, emergency responders had not received notification of the dire situation. After LT Yonkman safely landed the aircraft on deck of the hospital’s upper helipad, LTJG Paskey departed the aircraft and ran into the hospital’s emergency room to grab assistance and stretchers. Once the survivors departed the aircraft with medical personnel, BR42 departed to refuel at the Chambers Field Heliport. While BR44 and BR42 were on deck at the Chambers Field Heliport they also picked up additional first-aid kits, strops, and litters, in order to return to the crash scene and continue searching for the remaining crewmember of Vulcan 543. Personnel from HSC-28 quickly transported gear out from the hangar to the fuel pits to minimize the on deck time. The crews launched and returned to aid search efforts for the fifth crewmember. The

crews of BR44 and BR42 remained on scene for an additional six hours before being relieved by fresh assets and returning to base for the debrief. For the next six days, the U.S. Coast Guard and U.S. Navy combined search efforts to locate the aircraft wreckage and lost crew member. The search units included Mobile Diving and Salvage Unit Two (MDSU-2) from Joint Expeditionary Base Little Creek Fort Story dive boats, U.S. Coast Guard 87-foot patrol boat Shearwater, Guided Missile Destroyer USS Jason Dunham (DDG 109), the salvage vessel USNS Grasp (T-ARS 51), the Amphibious Transport Dock ship USS Mesa Verde (LPD 19) and the dry cargo ship USNS Medgar Evans (T-AKE 13). On January 9th, the Navy released information that two of the recovered crew members, LT Wes Van Dorn of Greensboro, NC, and AW3 Brian Collins of Truckee, CA, died at Sentara Norfolk General Hospital as a result of the injuries sustained in the crash. On January 10, 2015 the U.S. Navy identified the missing crew member as LT Sean Christopher Snyder of Santee, CA. “At this time, our hearts and prayers are for Sean’s recovery, the other families who have suffered loss and for the health of the hospitalized sailors,” read a statement from the family provided by the Navy. It was not until January 14th after six days of intense search efforts, when Navy divers located the crashed helicopter’s cockpit. Inside the cockpit were LT Snyder’s remains.

1717

On September 11, 2014, Commander, Naval Air Forces Atlantic (CNAL) released the Judge Advocate General Manual (JAGMAN) investigation into the crash. According to U.S. Naval Institute News, the investigation found that the crash occurred as a result of a fire that erupted in the upper left side wall of the crew cabin, resulting in a thick smoke that filled the cabin and cockpit. This caused the aircrew to lose spatial awareness and become disoriented, resulting in the aircraft crashing into the ocean. “Chafing between insulation covering electrical wires and the surface of an aluminum fuel transfer tube had likely enabled an electrical arc from a wire to breach the transfer tube, igniting the fuel that was inside,” said CAPT Todd Flannery, Commander, Helicopter Sea Combat Wing Atlantic (HSCWL). “LT Sean Snyder, LT Wesley Van Dorn and Petty Officer Brian Collins were outstanding Sailors, sons, brothers, and fathers,” said CAPT Flannery. “We continue to keep their families in our hearts, thoughts, and prayers,” CAPT Flannery continued. “These Sailors are true American heroes who loved doing what they did. They are missed and remembered, not only by their families, but by their Shipmates as well.” Helicopter aviation is not without its risks. On this particular day, two pilots and an aircrewman paid the ultimate sacrifice while serving their country and doing what they loved. Ultimately, their sacrifice is a testament to the commitment of naval aviators and crewmen and a reminder of the dangerous job we perform daily. Thanks to HSC-28’s quick reaction, excellent airmanship and crew coordination, two of the five downed crew members were saved. As a community, we honor the dedication and sacrifice of those lost and support their families and loved ones during this very difficult time.

Editorial Note: LT Andrew McDonald, HSC-2, will be speaking at the Symposium’s SAR Lessons discussion about the C2 challenges and lessons learned from the SAR case discussion about the C2 challenges and lessons learned from the SAR case discussed in this article.

navalhelicopterassn.org navalhelicopterassn.org

24 Hours in OPBAT

Article by LT Tom Huntley, USCG and LT Doug Eberly, USCG

ust north of the Windward Pass between Cuba and Haiti, Great Inagua is some 650 miles to the southeast of Clearwater, FL. Home to the small village of Matthew Town as well as a Morton Salt production facility, and home to Air Station Clearwater’s operating base located adjacent to the island’s airstrip.

perations Bahamas, Turks and Caicos (OPBAT) is a joint partnership between the United States and the governments of those two island nations in a combined effort to curb maritime trafficking of narcotics through the Caribbean. The U.S. Coast Guard, Drug Enforcement Administration and Customs and Border Protection Office of Air and Marine serve on the front lines of this effort. To that end, the Coast Guard maintains two deployment sites in the Bahamas, staffed entirely from Coast Guard Air Station Clearwater. On a recent deployment, our crew learned that the multi–mission nature of the Coast Guard remains true wherever we operate. Nestled just north of the Windward Pass between Cuba and Haiti, Great Inagua is a flat and largely unpopulated island some 650 miles to the southeast of Clearwater, FL. Home to the small village of Matthew Town as well as a Morton Salt production facility, Great Inagua is also home to Air Station Clearwater’s operating base located adjacent to the island’s airstrip. Coast Guard aircrews and maintenance support personnel rotate through, continually standing watch and ready to launch on short notice for Law Enforcement, Search and Rescue, Maritime Pollution Response and other missions.

About halfway through deployment we came onto what seemed like just another duty period. Assigned a southern patrol, we briefed our crew and conducted a preflight inspection of the MH60T helicopter. Flying with our flight mechanic, rescue swimmer, and a DEA Agent, we climbed into the cockpit and began the prestart procedures for our flight. Once airborne, we headed south towards the Windward Pass, the open water between Cuba and Hispaniola, noting a few transiting vessels on RADAR before positively identifying them visually. Once complete with the Windward Pass, we flew east along the Haitian shoreline. As we transited, our crew utilized the onboard sensor suite to view each cove and harbor up close. “Hey, sir… I’ve got something on the camera” our rescue swimmer’s voice came over the ICS system. “It’s back behind us.” We banked the helicopter around, following our swimmer’s directions, and soon flew parallel to an inlet containing numerous boats resting at anchor. Partially hidden among the sail freighters and coastal merchant vessels, so common in Haitian waters, was an uncommon site; a 30 foot gofast with twin 250 hp engines. Utilizing our sensor system, we were able to capture imagery for use by our partner agencies to

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build a law enforcement package that hopefully will lead to the apprehension of these suspected smugglers in the future. Although a popular tourist destination, the Turks and Caicos archipelago is also a popular stop on both the narcotics and human trafficking routes. The 125 miles of open water between Haiti and what is commonly referred to as ‘Provo’ is a major smuggling vector for both migrants and contraband, at times made dangerous by the ocean swell that can build up quickly from the northeast. In the past year, the Coast Guard has responded to numerous search and rescue cases involving capsized migrant vessels in this stretch of water. One such case saw a small overloaded vessel capsized in rough seas, resulting in 30 people in the water. However, the day we overflew this area, with winds from the northwest and forecast to build and shift to the north and then northeast, the seas were relatively calm and our RADAR did not pick up any vessels transiting northward. We soon landed at Provo International for fuel and a much needed stretch before climbing back into the aircraft.

Features: 24 Hours of OPBAT As soon as we were airborne again, we were notified of a possible SAR case. Earlier that morning, a makeshift wooden boat with a failing engine went aground onto the shore of Cay Verde. The tiny remote island, not even a dot on most maps, is located north of Cuba and is roughly halfway up the Bahamian chain. Our operations center received a report from a Good Samaritan claiming to see a person in peril on this speck of an island. With the sun setting and an overcast layer forming above, we spent the hourplus transit discussing contingency plans for fuel, medical care and the nearest emergency divert, which was 90 miles away. By the time the island was in sight on Night Vision Goggles (NVGs), our rescue swimmer spotted a heat signature from a fire on the ElectroOptical Infrared (EO/IR) camera. The closer we became, the more people he was able to identify, calling out “I see two people, now four, okay it looks like six, no make that seven people, sir.” Based on the small size and condition of the beached vessel, it appeared they might be migrants. Two primary concerns quickly arose as we circled above: First how do we safely assess the condition of these people? Second, how do we safely bring them into the helicopter while minimizing risk to our crew? Thousands of large birds surrounded the tiny island’s only viable landing zone. “I don’t think we can make a safe landing, sir” our Flight Mechanic said, seeming to read our minds. We opted to conduct hoisting operations from a high hover, primarily to mitigate the risk of a bird strike, but also due to the possibility of underestimating the landing surface due to lowlight NVG misperceptions on minimally contrasting terrain. An ancillary benefit to hoisting

was that we would burn more fuel doing so, thus increasing our power margin. We knew an increased power margin would prove beneficial as we hoisted several passengers into the cabin of our helicopter. Another consideration was the possible physical threat to the aircrew, however unlikely, posed by this group of unknown people. To mitigate this risk we elected first to lower the armed DEA Agent who accompanied us. Noting that the people seemed to remain around their grounded vessel, we opted to conduct hoisting operations a few hundred yards down the beach. The DEA agent remained just outside the rotor wash while we lowered our rescue swimmer. Once both were together on the beach, we backed off as they slowly approached the people. Fluent in Spanish, our rescue swimmer interpreted for the DEA agent and briefed the seven individuals on what was about to happen. One by one, our rescue swimmer would escort each man down the beach to the awaiting helicopter where our flight mechanic would hoist each one up into

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the safety of the cabin. Nine hoists later we would be heading back to base. However, the last hoist didn’t go as planned. As the basket was halfway up, one of the many birds inhabiting the island, with a four to five foot wingspan, flew up into our rotor arc. We felt a reverberation through the flight controls but with full and normal flight control authority and response confirmed, along with no unusual vibrations or secondary indications – we continued on. Without hesitation, the flight mechanic had completed the hoist recovering the man to the safety of the cabin. Once the flight mechanic reported that the hoist was complete, we again verified flight controllability and as a crew verified the landing criteria with our Emergency Procedures Checklist. Without any secondary indications, our landing criteria remained “Land as Soon as practicable.” Still in a hover, we opted to expedite the last two hoists and then verify aircraft response in forward flight before returning to Great Inagua 100 miles away. Once complete, we traced the tiny shoreline of Cay Verde during our transition to forward flight for one final flight control check, and then set our course for our forward operating base. Coordinating the safe transfer of the seven suspected migrants to

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CG Rescue 6008, USCGAS Clearwater

Photo courtesy of USCGAS Cleanwater Public Affairs

local officials, we landed safely in Great Inagua just before midnight, completed paperwork and went to sleep. We awoke the following morning to our operations center calling with information of another possible search and rescue case. Some 200 miles to the northeast of our previous rescue, an 80–foot yacht transiting from Grand Turk to Fort Pierce, FL began to experience engine problems and to take on water. As we readied the crew and aircraft, additional information was passed that the vessel may have gone aground. As with any SAR case, the reports were initially both incomplete and conflicting. We briefed our crew with what information we had and were soon airborne. During the transit, we again queried our operations center for details of the case, soon learning that the vessel had anchored during the night north of Acklins Island but that the anchor line had parted in the high winds and the vessel had subsequently gone aground. Two individuals were on board but their medical condition was still unknown. After an hour transit making call outs to the vessel on VHFFM channel 16, we were finally able to establish communications with the master of the vessel which was indeed hard aground in an uninhabited stretch of Acklins Island. As we came on scene and circled overhead, we could see the boat being rocked in the surf line as the two men on board tried to maintain their balance as they made final preparations. As a crew we again discussed our options and weighed the risks associated with each potential choice, using an operational risk management briefing model that compares potential gain with the reduction of controllable risk factors.

While hoisting is always an option, it is an inherently dangerous maneuver, and one that should not be undertaken lightly. Unlike the previous night’s case where hoisting was the only course of action, in this instance we had other options and unanimously agreed that hoisting should be only as a last resort. Landing the helicopter seemed like a much safer option. Assessing potential landing zones, we noted that the beach was narrow, uneven, and abutted a thick grove of brambles, rocks and palm trees no good for a landing. Then, about 300 yards from the grounded vessel, we noted a small, relatively open patch of land. We conducted a low recon of the potential landing zone then briefed our potential abort criteria and fly–away plan. Relying on our flight mechanic’s verbal commands, we eased the helicopter onto final and began our landing sequence, the rotor wash caused a partial brownout of sand and debris as we tucked into the landing zone, landing clear of the nearest palm tree by a few feet off the nose and clearing another off the tail by an equal distance. Our rescue swimmer then got to work, assisted again by our DEA Agent, exiting the helicopter and proceeding to the two survivors to assess their condition. After approximately 15 minutes, our swimmer radioed that he was heading back with both men. The captain, who had been hired by the owner to pilot the vessel to the United States, was in relatively good health, but his crewman was experiencing shortness of breath and some chronic complications

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from a recent surgery. They reported to our swimmer that they had experienced a series of engine casualties and had anchored in the bay the previous night. As the wind shifted and the swell entered the cove, the yacht’s anchor line parted and they were awoken to the jarring sound of the vessel going aground and beginning to take on water. Taking care of the flooding, they were then faced with the very real prospect of being alone, aground, and without the resources or ability to take care of any medical issues nor the ability to get the vessel back underway. Furthermore, they were sitting ducks with no way to protect their vessel against potential criminal elements that sometimes transit these same islands. This real possibility was underscored earlier when a small center console vessel approached the grounded vessel, without offering assistance, before heading back across the channel to the more populated Crooked Island to the west. Once the two men were safe in the helicopter, we departed and returned the two survivors to Great Inagua, making a safe landing just as our duty day ended and in time for our partner aircrew to take over the ready status. The survivors were able to make arrangements with the owner of the vessel and a commercial salvage company for food and lodging assistance. Bahamian police were also notified and were able to increase their local presence to protect the vessel until the salvage company could arrive. The last 24 hours entailed three of the major Coast Guard missions – Search and Rescue, migrant operations and law enforcement. As the two men left our base for a local hotel in Matthewtown, the captain of the vessel reminded us of the unique nature of Coast Guard aviation. “Thanks for coming to get us, gentlemen. I’ve never felt so great as to hear and then see your helo come over the horizon. I knew we were safe.”

About the Authors LT Tom Huntley, USCG (Clearwater) is an MH60T Aircraft Commander and Flight Examiner LT Doug Eberly, USCG (Clearwater) is an MH60T First Pilot and will soon begin his Aircraft Commander syllabus.

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his year’s Symposium Theme — Forward Firing and LETHAL — highlights the latest advancements within the HSC/HSM communities. We have had “forward firing” capability with the Hellfire missile, but now with the M197 (20mm), 2.75 inches Unguided Rockets as well as the Advanced Precision Kill Weapon System we have increased our relevancy within the NAE and have the lethality to engage multiple threats at any range. I challenge all of you to continue to develop TTPs and push the tactical envelope of your platforms in preparation for the day you need it most. – CDR Ed Weiler, HSC – 14 Commanding Officer / 2015 NHA Symposium VP

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2015 NHA Symposium TABLE OF CONTENTS Page Welcome to NHA Symposium 2015

Hosts of the 2015 NHA Symposium

2015 Symposium Schedule of Events

2015 Symposium Committee

New Toys for an Old Boy

LTJG Matthew A. Lawson, USN

Proof of Concept

LT Jason Aldridge, USN and LT Bryan Criger, USN

2015 Symposium Guest Speakers

2015 Symposium Flag Panel

2015 Symposium Captains of Industry

2015 Symposium Aircrew Panel Advanced Precision Kill Weapon System II

Maj Ryan A. Schiller, USMC

2015 NHA Awards

2015 NHA Exhibitors

Air Wing Fallon: An Evolutionary Experience

CDR Tom Foster, USN , CDR Matt Schnappauf, LCDR James Cordonnier and LCDR Dan Murphy, USN

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navalhelicopterassn.orgg navalhelicopterassn.org

WELCOME TO THE 2015 NAVAL HELICOPTER ASSOCIATION SYMPOSIUM

OFFICE OF THE GOVERNOR

May 12, 2015

Naval Helicopter Association, Inc. Greetings to all who have gathered for your 67th annual symposium at the Town and Country Resort and Convention Center in San Diego, California. Helicopters and helicopter pilot have played an important role in every major engagement since the Korean War. They also provide critical support as lifesaving aviation tools. I value your steadfast commitment to keeping our country safe. On behalf of the state of California, I would like to thank the active and retired military members in attendance for your courageous service. Best wishes for a memorable event and every future success. Sincerely,

EDMUND G. BROWN JR.

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MASTER OF CEREMONIES RADM WILLIAM E. SHANNON III, USN (RET) NHA CHAIRMAN

ill Shannon joined Science and Engineering Services, LLC, as the Executive Vice President for Naval Programs in November 2012 following a distinguished career in the U.S. Navy spanning more than 30 years. During his Naval career, Bill held numerous operational, command and staff positions. He attained the rank of Rear Admiral, serving in his last tour as the Program Executive Officer for Unmanned Aviation and Strike Weapons. Prior to that, he served as the Vice Commander for Naval Air Systems Command. Bill began his naval career as a helicopter pilot in the H-53 helicopter and held numerous squadron level positions culminating in squadron command. Following his command tour, Bill transitioned to the Acquisition Corps and was selected to lead the Navy H-60 program office during the development and fleet introduction of the MH-60R and MH-60S. He is a graduate of the U.S. Naval Academy and holds a master’s degree from the University of Southern California. He is also a graduate of the Armed Forces Staff College, the United States Marine Corps Weapons and Tactics Instructor Course, and the Defense Acquisition University’s Advanced Program Manager Course.

HOST COMMODORES CAPTAIN SHAWN MALONE, USN

COMMANDER, HELICOPTER MARITIME STRIKE WING, U.S. PACIFIC FLEET

ommander, Helicopter Maritime Strike Wing, Pacific Fleet under the direction and guidance of Commodore Shawn Malone, CAPT, USN, provides operational, administrative and training support to five Pacific Fleet HSM Carrier Air Wing Squadrons, four HSM/HSL Expeditionary Squadrons, a Fleet Replacement Squadron, a Weapon School and an Aviation Supply Department. COMHSMWINGPAC Carrier Air Wing and Expeditionary Squadrons support missions across the full range of military operations to include Anti-Submarine Warfare, AntiSurface Warfare, Search and Rescue, Medical Evacuation, Vertical Replenishment, Naval Surface Fire Support, Communications Relay, Command-and-Control Warfare and Non-Combat Operations including Counter-Illicit Trafficking and Humanitarian Assistance and Disaster Relief. COMHSMWINGPAC squadrons are located in San Diego, Hawaii, and Japan and stand ready to deploy MH-60R, SH-60B, and MQ-8B helicopters in Pacific Fleet aircraft carriers, cruisers, destroyers, Littoral Combat Ships and frigates in support of our National Maritime Strategy.

CAPTAIN LARRY “BINGO” VINCENT, USN

COMMANDER, HELICOPTER SEA COMBAT WING, U.S. PACIFIC FLEET

OMHSCWINGPAC is under the direction and guidance of Commodore Larry Vincent, CAPT, USN. The command was established on April 1, 2005 with the realignment and merger of COMHSWINGPAC and COMHELTACWINGPAC. In 2006, as part of Active Reserve Integration (ARI), COMHSCWINGPAC took over the responsibilities of COMHELWINGRES. The establishment of COMHSCWINGPAC was part of the Navy Helo CONOPS, which includes the Navy’s move from five Type/Model/Series (T/M/S) helicopters to two T/M/S helicopters and two VTUAV T/M/S. With a 66 member military staff and a complement of 21 civilians, COMHSCWINGPAC serves as the Immediate Superior in Command for one Fleet Replacement Squadron (FRS), one weapons school, one composite VTUAV FRS, one VTUAV maintenance detachment out of Pt. Mugu, CA and eight operational Sea Combat squadrons located at NAS North Island, NAF Atsugi, Japan and Andersen Air Force Base, Guam. COMHSCWINGPAC manages the administrative, operational and training Rotor Review #128 Spring ‘15 28 requirements of over 3600Double militaryIssue personnel and maintenance requirements for 147 aircraft.

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2015 NHA Symposium

Grand Hall Exhibit Hours Tuesday, 12 May — 0730 - 1530 Wednesday, 13 May — 0730 - 1530 Thursday, 14 May — 0730 - 1600

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2015 NHA Symposium

SCHEDULE

EVENTS

Town & Country Resort and Convention Center, May 11 - 15, 2015

All events are at Town & Country Resort and Convention Center unless otherwise noted. Events in “white” are ticketed and /or invitation only (*) items, and require online registration. The schedule is subjected to change up until the week of the event. Please check navalheliocpterassn.org/ nhasymposium2015, phone app, on-site registration desk, or call 619 - 435 - 7139 for more details if attending.

Monday, 11 May TBD 0900-1500 1300 1300-1500 1600 1700

Airlift Arrival HSC-3 / HSC-21 Open House Exhibitor Booth Setup HSM-41 Open House SH-60B Sundown Ceremony SH-60B Sundown Reception & Symposium Welcome Event

Tuesday, 12 May 0730 0800 – 0830 0830 – 1015 1000 – 1015 1015 – 1115 1115 – 1145 1145 – 1330 1330 – 1445 1445 – 1545 1445 – 1545 1545 – 1700 1545 – 1715 1800 – 2230

1300 – 1430 1430 – 1515 1515 – 1600 1600 – 1700 1900

0645 0700 0730 0800 – 0900 0900 – 1000 1015 – 1215 1230 1230 – 1330

Registration / Exhibit Hall Open Opening Ceremonies Keynote Address Break Safety Symposium Awards Roll Call Awards Luncheon Combat Experience Panel PERS - 43 Brief Aircrew Panel Detailer Breakout Groups ESC (invitation only) Members Reunion featuring Red Bull Helicopter Flight Demonstration

1330 – 1530 1530 – 1630 1700 1800

NHA Office Open 5K Fun Run Registration / Exhibit Hall Open CVW VTC HSM-73/HSC-15 VTC Cruise Update “The Waterfront Perspective” CO Panel Captains of Industry Panel VIP Luncheon* Sikorsky Salute to Naval Aviation Luncheon Flag Panel Team Seahawk Reception Exhibit Hall Tear Down Sikorsky Aircraft –“ Night Out at PETCO Park” featuring PADRES vs. Washington Nationals

Friday, 15 May TBD 0630 0730 – 1300 1300

Wednesday, 13 May 0645 0730 0700 0730 0730 0800 – 0900 0930 – 1030 1045 – 1200 1100 – 1300

Thursday, 14 May

NHA Office Open Registration / Exhibit Hall Open Trustees/Directors Breakfast Meeting * Registration Open Aircrew Competition LCS Panel CAG Round Table Chuck Aaron Red Bull Presentation Helicopter Officer Spouse’s Club (HOSC) Luncheon All Hands (Officers/Enlisted) Enlisted Matters Panel History of CSAR - Tom Phillips, USN (Ret) SAR Rescues Hot Wash - There I Was Higher Education Brief – (Doctorate, Masters, JPME, NPS, etc.) NHA Gaslamp Social at Legends

Airlift Departure Golf Range Time Riverwalk Golf Tournament Sports BBQ/Awards Ceremony

For the latest Symposium Updates on-site, Scan Code and download the 2015 NHA Symposium App for IPhones or Androids

navalhelicopterassn.orgg navalhelicopterassn.org

Head Up. Eyes Out.

There is a visible difference. Around the clock mission ready— Elbit Systems of America’s Helmet Display and Tracking System (HDTS) provides an enhanced ‘Head Up, Eyes Out’ display and line-of-sight tracking capability that brings next generation aircraft systems management and control to the pilot today. The Color Helmet Mounted Display (CHMD) represents the next step in cockpit awareness and crew coordination. With a lighter helmet system weight and mission-tailorable display pages, the Color HMD improves mission comfort and reduces flight management task loads. • • • •

Head Up, Eyes Out for Enhanced Situational Awareness and Safety 24/7, Sunlight Readable Light Weight, Flat Panel Technology Color, Wide Field of View (WFOV)

Your next generation is available now! For more information, visit our website. www.elbitsystems-us.com

Rotor Review #128 Double Issue Spring ‘15

The Spirit of Innovation®

2015 NHA Symposium

COMMITTEE

NHA would like to give a Special Thanks to this year’s Symposium Committee for their hard and detailed work to make this NHA event the best ever... Symposium Coordinator LCDR Nic Madren, USN

2015 NHA Symposium V.P.

(HSC-6)

5K Fun Run

LT James Stranges, USN (HSM-35)

Monday, May 11

CVW VTC HSM73/HSC15

HSM Open House Coordinator

LT Scott Clark, USN (HSC-21)

LCDR Jamie French , USN (HSM-41)

HSC Open House Coordinator CDR Jeff Sargent, USN (HSC-3)

H-60B Sundown Ceremony LCDR Bret Walther, USN (HSL-49)

Tuesday May 12

VIP Hospitality Room LT Arlen Connolly , USN (HSM-41)

Opening Ceremonies & Keynote Address LT Jayme Bronley , USN (HSM-41)

Safety Symposium

LT David Williams, USN (HSC-85)

NHA Awards (Roll Call / Lunheon)

CDR Dewon Chaney, USN / LTJG Sean Burke, USN (HSC-23)

CNAP Readiness Brief LT Tim Musmanno, USN (HSC-14)

Aircrew Panel

AWCM Justin Tate, USN (HSM-41)

PERS 43 Brief

LTJG Sam Calaway, USN (HSC-14)

Detailer Breakout Groups LT David Barandon (HSM-71)

Thursday May 14

Waterfront Brief

CDR Edward Weiler, USN Commanding Officer of HSC14

LT Tim Musmanno, USN (HSC-14)

Captains of Industry Panel

Members Reunion

LT Tim Musmanno, USN (HSC-14)

Wednesday May 13

LT Arlen Connolly, USN (HSM-41)

LT Rebekah Cranor (HSC-3)

Aircrew Competition

AWSCM Jerome Shropshire, USN (CHSCWP) / AWRC Adrian Santini, USN (HSM-41)

LCS Panel / Commodore Panel LT Matthew Rusinak , USN (HSC-14)

Red Bull Presentation featuring Chuck Aaron

LT Albert Schrautemyer, USN (HSC-6)

HOSC Luncheon Mrs. Regina Brown (HOSC President)

All Hands Enlisted Panel LCDR Jason Martinson, USN (HSCWP)

SAR Panel

LT Ash Preston, USN (HSC-3)

Higher Education Brief

Flag Panel

Sikorsky Aircraft’s Night at PETCO

featuring San Diego Padres vs Washington Nationals LTJG Sam Calaway, USN (HSC-14)

Friday, May 15

NHA Symposium Golf Tournament & NHA Sports BBQ LTJG Mark Trask, USN (HSC-21)

Others

NHA “Stuff”

LT Robin Dirickson, USN (HSC-3)

Audio Visual / Hotel Coordinator

LT Scott Clark, USN / LT Cox, USN (HSC-21)

Registration

Jennifer Cappalo (NHA), LeAnne Dehner (NHA), ?

Transportation

LTJG Drew Gresh (HSC-4)

LT Sam Dirickson, USN (HSC-85)

Downtown Gaslamp Social

Symposium Media

LT Arlen Connolly, USN (HSM-41)

RR Editorial Staff

navalhelicopterassn.org

New Toys for an Old Boy Article by LTJG Matthew A. Lawson, USN

orty years ago along the Mekong Delta, in the Rung Sat Special Zone and across the inland battleﬁelds of Vietnam, a small, combat-tested Navy helicopter squadron employed both forward firing weapons and unguided rockets in strike and close air support missions. Helicopter Attack Squadron (Light) THREE (HAL-3) is the only Navy rotary wing squadron to bear the moniker of ‘attack’ in their title and see combat action during the Vietnam War. They used these weapon systems and tactics to wreak havoc on the North Vietnamese Army (NVA) and Vietcong. So successful were their combattested tactics that, after identifying a severe threat gap, the naval helicopter community gathered members of HAL-3 together to advise on and help reinvigorate the employment of fixed firing ordnance from a Navy helicopter. The result of this summit, along with rigorous testing and tactical development, was the phased delivery of the fixed forward firing weapon (FFFW) system to MH-60S squadrons across the fleet. The modernized FFFW system consists of a 20mm automatic gun system on the port side and the LAU-61C 2.75-inch unguided rocket system on either side of the aircraft. In the early hours of November 3, 2014, a MH-60S from Helicopter Sea Combat Squadron TWELVE (HSC-12) broke the deck of the USS George Washington (CVN 73) and reintroduced

an old friend to the 7th Fleet Area of Responsibility: the 2.75 inch unguided rocket. This monumental event marked the first e m p l o y m e n t of the LAU-61 rocket pod by a rotary wing aircraft in the Western Pacific since the Vietnam War. With the rocket pod on the right and the 20mm automatic gun on the left, the HSC-12 Seahawk helicopter practiced attack runs on a floating target. Releasing that much ordnance from a low and slow flying aircraft adds a new capability to the arsenal of Carrier Air Wing FIVE (CVW-5) and Commander, Battle Force, 7th Fleet (CTF-70). Small and maneuverable surface threats may be difficult to engage by fixed wing fighters, but with this newly rediscovered air-to-surface capability, the MH-60S is filling an important gap in offensive and

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defensive warfighting capability in the carrier strike group. The World Famous Golden Falcons of HSC12 will continue to develop their capability and sharpen their skills so that they may bring these awe-inspiring weapons to bear in defense of the Strike Group. Coming to a wake shoot near you: an armed Sierra looking to roll in for the kill. APKWS II Rocket (top) homes in on target. during an exercise. Photo courtesy of unknown. Seawolves (middle) pictured with one of their rocket launchers forty years ago. An MH-60S (below) helicopter ﬁres an APKWS II rocket from a Digital Rocket Launcher. All Photos courtesy of HX-21 Public Affairs.

35 Ad space donated by Enterprise Management Sytems, LLC

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Proof of Concept

Establishing HSC’s Relevance in Future Littoral Operations Article by LT Jason “Napoleon” Aldridge and LT Bryan “KATY” Criger, USN

he Screamin’ Indians of Helicopter Sea Combat Squadron SIX (HSC6) are based out of NAS North Island and attached to Carrier Air Wing ELEVEN. For years, the primary mission of HSC-6 has been to provide support to the Nimitz Carrier Strike Group, but after returning from their most recent Western Pacific (WESTPAC) deployment in December 2013, the Screamin’ Indians began to operationally reintegrate into Helicopter Sea Combat Wing, Pacific (HSCWP). In May 2014, HSCWP tasked HSC6 with short notice to provide a detachment of two MH-60S helicopters and 24 personnel to the USS Independence (LCS 2). Independence had also received short-notice tasking to depart for the Hawaiian operation area for participation in Rim of the Pacific (RIMPAC) 2014. Since no helicopter detachment had ever embarked on an Independence class Littoral Combat Ship, HSCWP recognized the opportunity for "proof of concept" for HSC and LCS integration. HSC-6's mission was to expand the existing envelope, establish precedent and show what the MH-60S brings to bear as part of a mission package, especially in the Naval Special Warefare (NSW) and Anti-surface Warfare (ASUW) mission areas.

In early June the Indians completed their maintenance on-load before getting underway for a very hasty pre-RIMPAC work-up. The large mission bay and helicopter hangar spaces quickly extinguished any doubts about the ship’s size and storage capability. The Indians were pleasantly surprised that despite the presence of the already embarked Surface Warfare (SUW) DET, LCS 2 was still capable of handling the additional equipment required to conduct flight operations and routine maintenance. As the Integrated Ship Air Training Team (ISATT) work-up progressed, the Indians worked closely with LCS 2 to complete the required pre-deployment evolutions. During ISATT, HSC-6 pilots and aircrewmen executed the first simultaneous dual-ship helicopter launch and recovery. After completing the first dual helicopter recovery on board LCS 2, LCDR Nicholas “Kitty” Burkle, HSC-6 Detachment

Operations Officer stated, “Dual spot helicopter operations demonstrate the flexibility and responsiveness that an Independence class ship and an HSC detachment can bring to the fight. The ability to quickly employ and recover two aircraft is critical whether operating blue water or in the littoral region.” During ISATT, the HSC-LCS team worked through the difficulties associated with the minimally-manned-crew approach. While the advanced technology onboard Independence class ships greatly reduced the required number of crew to safely operate the ship, it also presented many challenges not typically found on other naval vessels. In order to employ the entire spectrum of warfighting capability, the entire crew assumed multiple collateral duties. Daily galley operations highlighted

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Focus: Proof of Concept

the minimal manning concept, with every crewmember, including the ship’s captain, washing his or her own dishes in order to maintain the requisite number of watch standers throughout the ship. The collateral duties extended beyond the galley. The same personnel who participate in Sea and Anchor detail are also required for flight deck operations and Rigid Hulled Inflatable Boat (RHIB) launch and recovery. It immediately became apparent that helicopter operations forced the ship’s core crew to work at a high OPTEMPO, which in the long run would be unsustainable. In order to alleviate the strain on the Spartans of LCS 2, the Indians worked to qualify their maintainers on some unfamiliar subsets of air-capable ship operations. Within days of embarking, the newly qualified Indian maintainers took control of the flight deck LSE and chock/chain watch stations, freeing the Spartans to man other combat watch stations in the mission bay. According to LCDR Brandon “Broadway” Smith, the

Indian 616 (top right) prepares to launch on a night Helicopter Visit Board Search and Seizure (HVBSS) exercise. Indian 610 and Indian 616 (left center) execute dual spot launch and recovery operations. Photos by IT1 Medina

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HSC-6 Detachment Officer In Charge (OIC), “The hurdles, such as minimal manning, were significant given the short notice and the HSC community’s lack of LCS experience. It quickly became clear that the minimal manning construct does not allow for flexible and sustained flight operations. Our key to success was quickly converting our existing carrier based HCO, LSE, and chock/chain qualifications to air-capable Ship qualifications so the detachment could help support sustained flight operations." After the successful completion of ISATT, Independence, along with the Indians, headed west towards the Hawaiian Op-area on June 30th. Independence arrived off the coast of Oahu in early July ready to begin the various Rim of Pacifice (RIMPAC) exercises. D u r i n g R I M P A C , t h e HSC/LCS team proved itself to be a formidable Afloat Forward Staging Base (AFSB) for Special Operations Forces. The Indians successfully executed four highly integrated Helicopter Visit Board Search and Seizure (HVBSS) exercises with Special Operation Force (SOF) units from the United States Marine Corps, South Korea, Peru and a United States Coast Guard Maritime Safety and Security Team (MSST). During the HVBSS events, the HSC-6 detachment provided an assault platform to employ SOF fastrope teams onto the target vessels. Additionally, Indian aircraft demonstrated their ability to act as an Intelligence, Reconnaissance and Surveillance (ISR) support platform. The ROVER upgrade allowed the helicopters, Independence and the assault teams to receive real time video from the helicopter’s Multi-spectral Targeting System (MTS). The handheld units and newly-installed bridge monitors greatly enhanced the situational awareness of all players involved. LT Rebecca “WISCA” Bennett, HSC-6 Detachment Assistant Officer in Charge, commented “LCS 2, with its unmatched speed and maneuverability, along with a detachment of two MH-60S aircraft, proved to be an excellent AFSB for SOF operations.” The HVBSS exercises culminated with a live demonstration

LT Aldridge explains the various mission sets of the Screamin’ Indians to visitors during ship tours in Hawaii. Photo by IT1 Medina for the Secretary of the Navy, which showcased the ability of the HSC-LCS team to engage and complete advanced special operations missions. In addition to HVBSS, the detachment was also tasked with completing three Anti-Surface Warfare (ASUW) events. The events consisted of a Fast Attack Craft (FAC)/Fast Inshore Attack Craft (FIAC) defense exercise, a Hellfire missile shoot and Crew Served Weapons (CSW) shoot. In order to demonstrate the interoperability of the HSC-LCS team, a MH-60R from the HSM-35 Magicians detachment on board USS Lake Champlain (CG 57) supported the Hellfire shot as a remote designator. The Hellfire exercise showed that the HSC-LCS team is capable of seamlessly integrating with outside units to further enhance the Navy’s combat effectiveness by employing a live Hellfire missile against a simulated surface threat such as a FAC/FIAC. The demonstration was another first and showed that the HSCLCS team is a potent combination in the defense against small surface threats, confirming the need for future HSCLCS integration. After RIMPAC concluded in late July, the HSC-LCS team again demonstrated another critical capability of the ship class by forward deploying both MH60S aircraft to Wheeler Army Air Field (AAF) on Oahu in order to conduct Unit

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Level Training (ULT). Over a 10 day period, pilots and aircrewmen conducted day and night SOF and Personnel Recovery (PR) training missions before returning to Independence for the transit to homeport. The overland detachment proved that LCS has the ability to reach inland areas with its own organic MH60S detachment. It became apparent to the Indians and Spartans that an HSCLCS combat team is very capable of staging helicopters, with little notice, nearly anywhere in the world to support SOF and PR missions. The HSC/LCS 2 combination proved to be an effective solution for a future United States Naval presence in the littoral region. The detachment showed the MH-60S can be used by the LCS in an effective and potent manner in a wide variety of mission areas to include: SOF support, PR and ASUW. During the detachment’s final quarters before the fly off, LCDR Smith told the Indians, “The Helicopter Sea Combat community, with its MH-60S’, has proven to be a unique force multiplier for future LCS operations. This detachment was a supreme success and you should all be proud of your accomplishments, and the example you have set for others to follow.” LCS Panel will convene on Wednesday, May 13, 2015 at 0800 in the Meeting Hall.

2015 NHA Symposium Guest Speakers Vice Admiral Mike Shoemaker, USN COMMANDER, NAVAL AIR FORCES COMMANDER, NAVAL AIR FORCE, US PACIFIC FLEET

2015 Keynote Address

ADM. Mike Shoemaker, a native of St. Petersburg, Florida, graduated with honors from the U.S. Naval Academy in 1982 with a Bachelor of Science degree in Systems Engineering and was designated a Naval aviator in July 1984. Shoemaker’s operational assignments include tours with Light Attack Squadron (VA) 105, USS Forrestal (CV 59); Carrier Air Wing (CVW) 3, USS John F. Kennedy (CV 67); Strike Fighter Squadron (VFA) 105, USS Dwight D. Eisenhower (CV 69), USS Enterprise (CVN 65) and USS Harry S. Truman CVN 75); CVW-17, USS George Washington (CVN 73); Carrier Strike Group (CSG) 9, USS Abraham Lincoln (CVN 72) and CSG 3, USS John C. Stennis (CVN 74). Shoemaker commanded VFA-105, VFA-106 (F/A-18 Fleet Replacement Squadron), CVW 17, CSG 9 and CSG 3. His shore assignments include VA-174 and instructor duty with VA-122 and VFA-106. He also served as aide to the vice chief of Naval Operations and commander, U.S. Pacific Command; was assigned to Navy Personnel Command (head of Aviation Officer Placement - PERS-433); and, was the executive assistant to Commander, U.S. Pacific Fleet. As a flag officer, he served as assistant commander, Navy Personnel Command for Career Management (PERS4) and later as commander, Naval Air Force Atlantic from June 2013 to January 2015. He has completed the Naval War College Non-Resident Program and is a graduate of the Joint Forces Staff College. Shoemaker has accumulated over 4,400 flight hours, primarily in the A-7E Corsair and the F/A-18C Hornet and has 1,066 carrier-arrested landings. His personal decorations include the Legion of Merit (6), Defense Meritorious Service Medal, Meritorious Service Medal (3), Air Medal (3) (one individual award with combat “V” and two strike/flight awards) and other personal, campaign and service ribbons. Shoemaker became Naval Aviation’s 7th “Air Boss” in January 2015.

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2015 NHA Symposium Guest Speakers Colonel Glen G Butler, USMC Deputy Commander, Naval Safety Center

Safety Symposium

olonel Butler assumed the duties as Deputy Commander, Naval Safety Center, in August 2013. Colonel Butler graduated from the University of Texas at Austin in May 1990 and was commissioned through the NROTC program. Upon completion of the basic school in December of 1990, he reported to NAS Pensacola for flight training and was designated a Naval Aviator in August of 1992. After initial training in the UH-1N “Huey” with HMT-303 at Marine Corps Air Station Camp Pendleton, California, Colonel Butler served with HMLA-367 from April 1993 until May 1997. During this tour, he completed two deployments to Okinawa, Japan, including one with HMM-262(Reinforced) as part of the 31st Marine Expeditionary Unit (special operations capable) (MEU(SOC)). From 1998 to 2002, Colonel Butler served with Marine Helicopter Squadron One (HMX-1) in Quantico, Virginia, initially in the Operational Test and Evaluation (OT&E) Department as Assistant Director, And Director, of UH-1N/Y Operational Test. He moved to the Presidential Helicopter Contingency Plans Department in August of 2000, serving as the First Project Officer for the VH-3D Replacement Program (VXX) and later as the Plans Department Head. He was a White House Helicopter Aircraft Commander/Command Pilot in the VH-3D, VH-60N, and CH-46E, and also one of five designated Marine One Aircraft Commanders. In 2003, Colonel Butler joined HMLA-169 at Camp Pendleton and was assigned as Officer-in-Charge of the squadron’s Cobra/Huey detachment and Aviation Maintenance Officer to HMM-166 (Reinforced) with the 11th MEU (SOC), deploying to Al Asad and Forward Operating Base Duke in support of Operation IRAQI FREEDOM (OIF) II beginning in July 2004. In september 2004, Colonel Butler returned to hmla-169 in theater and assumed the duties of Executive Officer. He again deployed to Iraq with HMLA-169 for OIF 05-07 in early 2006. Colonel Butler assumed command of Marine Corps Air Facility Kaneohe Bay, Marine Corps Base (MCB) Hawaii, and their VMR Detachment (flying the C-20G/Gulfstream IV) in July 2006, and led the facility’s conversion back to status as a Marine Corps Air Station and its designation as Major General Marion Carl Field. In August 2008, Colonel Butler transitioned to the mcb Hawaii staff as the Director of Operations and Training, and Deputy Base Commander. He transferred to the North American Aerospace Defense Command and U.S. Northern Command (NORAD and USNORTHCOM USNORTHCOM)) in Colorado in July 2010 as the Security Cooperation Integration Branch (J594) (J594) Chief, and in may 2012 became the Deputy Chief Of Staff for Strategic Communication. Colonel Butler is a graduate of Marine Aviation Weapons and Tactics Squadron One’s Weapons And Tactics Instructor (WTI) course, and holds a Master’s Degree in Military Studies. He is an honor graduate of the Amphibious Warfare School; a distinguished graduate of the USMC Command and Staff College; a 2009 Pacific Century Fellow; a 2012 Maxwell School/Syracuse University National Security Fellow; and a 2012 graduate of the U.S. Air Force’s Air War College (top level school) Distance Learning Program. Colonel Butler has flown over 3900 hours in various aircraft. His personal awards include the Defense Superior Service Medal; the Meritorious Service Medal with three Gold Stars; the Air Medal with Combat Distinguishing Device, Gold Star, and Strike/Flight Numeral “13;” the Navy And Marine Corps Commendation Medal; the Navy And Marine Corps Achievement Medal; the Iraq Campaign Medal; the Global War On Terrorism Expeditionary Medal; and the Presidential Service Badge.

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2015 NHA Symposium Guest Speakers Chuck “Malibu” Aaron Red Bull’s Helicopter Aerobatic Pilot

Aerobatic Performance and Presentation

huck ‘Malibu’ Aaron is the first civilian pilot ever to be licensed to perform helicopter aerobatics in the U.S. He is also the first helicopter pilot to be presented with the Art Scholl Showmanship Award, an honor bestowed to recognize the world’s most outstanding air show performers. In 2011, Chuck was inducted to the prestigious Society of Experimental Test Pilots, and in 2013, he received the exalted honor of being officially recognized as a Living Legend of Aviation. Born in San Antonio, Chuck first flew a helicopter at age 20 and built a career through hard work and determination – from crop duster and traffic reporter to film and television stunt pilot. He’s helped the U.S. DoD develop and test night-vision systems, and he even rebuilt three Cobras from leftover military parts. In 2004, he joined forces with Red Bull to try to figure out how to perform aerobatics in a helicopter. After devoting nearly two years with the Flying Bulls team, in 2006 Chuck guided the Red Bull Helicopter through its U.S. debut. Today, the blond, mustachioed pilot spends most of his time piloting the one-of-a-kind Red Bull Helicopter through breathtaking air show choreography including backflips, 360-degree rolls and a heart-stopping tumble called the Chuckcilvak. He has logged more than 20,000 hours in the air and performed aerobatics at more than 175 air shows! Chuck will be performing at the NHA Members’ Reunion on Tuesday, May 12 and speaking at the Symposium in the Meeting Hall on Wednesday, May 13.

HOSC Luncheon

he HOSC Luncheon will be at the Coronado Cays Yacht Club, Wednesday, 13 May 2015, 1100.

Space A Travel - Let the Adventure Begin! Kendra Schwartz, Fleet & Family Services

You have heard about it, now come learn the ins and outs of how to Space-A. The Space-Available program is a travel benefit that allows services members and their dependents to occupy surplus DoD aircraft seats after all required passengers and cargo have been accommodated. Space-A travel is a privilege available to Uniformed Services members, their dependents, and retirees. Space-A seats are typically free of charge. The most common destinations are in many parts of the USA (including Hawaii and Alaska), Germany, England, Spain, Italy, Japan, and South Korea. Less frequent destinations could include South and Central America, Africa, and Australia.

Naval Base Coronado School Liaison Officer - Stay on Target! Amiee Gillig The average military family moves every 2.9 years, and children of military personnel may attend up to 9 different schools by graduation. School Liaison Officers are available to assist during these often difficult transitions. What do School Liaison Officers do and how can they help you: Inbound/outbound school transfers • Identify local schools and district boundaries • Finding the right school • Understanding special education • Meeting graduation requirements • Finding military and local support services • Home schooling support • Preparing for college and scholarship information.

Military Family Life Consultant - We’re here for you! What’s an MFLC and how can we help you? We provide short-term, non-medical, solution-focused counseling, education and support to military service members and their families. (move first) Counseling services are provided by masters-level, or higher, licensed social workers, marriage and family therapists, psychologists, counselors, and other professionals. Our services are free of charge. We help service members and their families address the day-to-day stressors of military life and the impact of deployment and reintegration. Issues can include communication, family dynamics, grief and loss, deployment and reintegration, transitions (parental divorce, relocation), and social skills/peer interactions. The MFLC services complement, support, and augment existing military support services.

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2015 NHA Symposium Panels Vice Admiral David A. Dunaway Commander, Naval Air Systems Command

2015 NHA Flag Panel

ADM David Dunaway was born in El Paso, Texas. After receiving his wings in April 1984, he served as a graduate flight instructor then went on to complete flight training in the F/A-18 Hornet. From 1986 to 1989 he flew with the “Vigilantes” of Strike Fighter Squadron 151 aboard the carrier USS Midway (CV 41) homeported in Yokosuka, Japan, and was then selected for Class 96 at the U.S. Naval Test Pilot School in Patuxent River, Maryland. Dunaway’s test assignments include: A-12 operational test director with Air and Test Evaluation Squadron (VX) 5; F/A-18 branch head; deputy for Test and Evaluation at the F/A-18 Weapon System Support Activity; and F/A-18E/F operational test director with VX-9, where he flew more than 200 developmental test missions and was the test pilot of the year. His program management assignments include: F/A-18 Radar Integrated Product Team lead for Program Manager Air (PMA) 265, responsible for the development of the APG-79 Active Electronically Scanned Array radar; program manager for the Precision Strike Weapons program office (PMA-201); and deputy program executive officer for Air Anti-Submarine Warfare, Assault, and Special Mission Programs. From September 2007 to January 2009, Dunaway served as the commander of the Naval Air Warfare Center (Weapons Division) at China Lake and Point Mugu, California, and as U.S. Navy’s Naval Air Systems Command (NAVAIR) assistant commander for Test and Evaluation. His next flag assignment was as commander, Operational Test and Evaluation Force in Norfolk, Virginia, where he served from January 2009 to August 2012. In September 2012, he assumed command of the Naval Air Systems Command in Patuxent River, Maryland. Dunaway is a class of 1982 graduate of the U.S. Naval Academy and holds a Bachelor of Science in Mechanical Engineering, a Master of Science in Aviation Systems Management from the University of Tennessee, and a Master of Science in Aerospace Engineering from the Naval Postgraduate School. His personal decorations include the Distinguished Service Medal, Legion of Merit, Meritorious Service Medal, Navy and Marine Corps Commendation Medal, and the Navy and Marine Corps Achievement Medal. He has accrued more than 2,900 flight hours and 290 arrested carrier landings.

Vice Admiral Paul A. Grosklags Principal Military Deputy Assistant Secretary Of The Navy For Research, Development, and Acquisitions

2015 NHA Flag Panel

ice Admiral Paul Grosklags is a native of DeKalb, Illinois. After being designated a naval aviator in October 1983, he immediately reported to Training Squadron Three at North Whiting Field in Milton, Florida, as a T-34C flight instructor.

Grosklags served operational tours with Helicopter Antisubmarine Squadrons 34 and 42, where he flew the SH-2F and SH-60B, respectively. Grosklags made multiple deployments with the USS John Hancock (DD 981), USS Donald B. Beary (FF 1085), USS Comte de Grasse (DD 974), and USS Leyte Gulf (CG 55). He later served as both executive and commanding officer of Helicopter Training Squadron Eighteen 18. Grosklags’ acquisition tours include engineering test pilot and assignments as MH-60R assistant program manager for systems engineering, H-60 assistant program manager for test and evaluation, MH-60R deputy program manager, and ultimately as program manager for Multi-Mission Helicopters (PMA-299), during which time the MH-60R was successfully introduced to the fleet. Grosklags also served as operations officer and subsequently as deputy program executive officer for Air Anti-Submarine Warfare, Assault and Special Mission Programs (PEO(A)). Grosklags has served flag tours as commander, Fleet Readiness Centers and Naval Air Systems Command (NAVAIR) assistant commander for Logistics and Industrial Operation, NAVAIR vice commander, and PEO(A). In July 2013, he assumed responsibilities as principal military deputy for the Assistant Secretary of the Navy (Research, Development & Acquisition). Grosklags graduated from the U.S. Naval Academy in 1982, is a graduate of the U.S. Naval Test Pilot School Class 99, and holds a Master of Science degree in Aeronautical Engineering from the Naval Postgraduate School. He has more than 5,000 military flight hours in numerous types of rotary and fixed-wing aircraft. Grosklags is a proud but humble co-owner of the Green Bay Packers and works weekends providing free labor on his wife’s fish farm.

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2015 NHA Symposium Panels Vice Admiral Thomas S. Rowden Commander, Naval Surface Forces

2015 NHA Flag Panel

native of Washington, D.C. and a 1982 graduate of the United States Naval Academy, VADM Thomas Rowden has served in a diverse range of sea and shore assignments. Rowden’s sea duty assignments include duty in cruisers, destroyers and aircraft carriers in both the Atlantic and Pacific Fleets. During these tours, he deployed to the Arabian Gulf, Western Pacific, Sea of Japan, South China Sea, East China Sea, Philippine Sea, Mediterranean Sea, Indian Ocean, Black Sea and Gulf of Guinea/ West Africa areas of operation. He commanded USS Milius (DDG 69), served as reactor officer on USS George Washington (CVN 73); commander, Destroyer Squadron 60; commander, Carrier Strike Group 7; commander, USS Ronald Reagan (CVN 76) Strike Group; commander Carrier Strike Group 11, and commander, USS Nimitz (CVN 68) Strike Group. Ashore, he has served on the Joint Staff as an action officer in the Defense and Space Operations Division (J38); on the chief of naval operations staff as the theater missile and air defense branch head for the director, Navy Missile Defense (N71), and as the executive assistant to the director of Surface Warfare (N76). He completed a tour as Surface Warfare Officer (nuclear) assignment officer at the Bureau of Naval Personnel Command, and served as commanding officer of Surface Warfare Officers School Command, Newport, Rhode Island, where he oversaw the training of every officer en route to duty on ships at sea. His first flag assignment was commander, U.S. Naval Forces Korea. His most recent assignment was on the Chief of Naval Operations Staff as director, Surface Warfare Division. Rowden earned his Master of Arts in National Security and Strategic Studies from the U.S. Naval War College. His current assignment is Commander Naval Surface Forces/Naval Surface Force, U.S. Pacific Fleet. Rowden’s decorations include the Distinguished Service Medal, the Legion of Merit, the Meritorious Service Medal, the Navy and Marine Corps Commendation Medal, Navy and Marine Corps Achievement Medal and other personal, unit and campaign awards.

Rear Admiral G. Dean Peters

Commander, Naval Air Warfare Center Aircraft Division / Assistant Commander For Research And Engineering, Naval Air Systems Command

2015 Flag Panel

native of Louisville, Kentucky, RDML G. Dean Peters graduated from the U.S. Naval Academy in 1985. After earning his wings as a naval aviator in 1986, he flew the SH-2F Seasprite in support of multiple detachments deployed to the North Atlantic, Persian Gulf and Gulf of Mexico, completing anti-submarine warfare, surface warfare and counter-narcotics operations embarked on four different ship classes. He served as detachment officer in charge aboard USS Thomas C. Hart (FF 1092). Peters’ subsequent flying assignments included tours as a test pilot, instructor pilot and squadron department head. As commanding officer of Air Test and Evaluation Squadron (HX) 21, the squadron accomplished more than 11,000 flight test hours and was the 2006 recipient of the CNO Safety Award. Peters has served in numerous acquisition billets, including assignments as the MH-60R Seahawk avionics lead within the H-60 program office, deputy program manager for the Vertical Takeoff and Landing UAV program, and assistant program manager for systems engineering for all Navy and Marine Corps unmanned air vehicles. From November 2007 through July 2011, Peters served as program manager, H-60 Helicopters program office (PMA-299), providing worldwide support for the Navy’s H-60 Seahawk helicopters and user communities. During his tenure, the program delivered more than 150 helicopters, fielded numerous upgrades, and supported the first three carrier strike group deployments of the MH-60R and MH-60S. From August 2011 to July 2014, Peters commanded the Presidential Helicopters program office (PMA-274), successfully leading the program through Milestone B and contract award for the Engineering and Manufacturing Development program. Peters assumed his current position as the commander, Naval Air Warfare Center Aircraft Division and the assistant commander for Research and Engineering, Naval Air Systems Command, in October 2014. Peters has earned post-graduate degrees in Aeronautical Engineering and Telecommunications, and is a graduate of the U.S. Naval Test Pilot School, Class 102. He has more than 3,800 flight hours in fixed wing and rotary wing aircraft.

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2015 NHA Symposium Panels Rear Admiral Kevin D. Scott

Vice Director J7, Joint Staff

2015 NHA Flag Panel

ear Admiral Kevin Scott currently serves as vice director J7, Joint Staff in Suffolk, Virginia. A native of Portsmouth, Virginia, and New York City, New York, Scott was designated a naval aviator in 1984. His operational sea assignments included: HM-14 legal officer, Aircraft division officer and maintenance test pilot (1985-1987); Aircraft Handler aboard USS Inchon (LPH 12) (1990-1992) and HM-14 admin officer, operations officer and detachment officer in charge (1994-1996). He commanded Helicopter Mine Counter Measures Squadron (HM) 14; Mine Countermeasures Squadron 1 as commodore, and later served as commander, Expeditionary Strike Group 2. Ashore, he served as Air Combat placement officer, Bureau of Naval Personnel; wing operations officer, Commander Tactical Wing Atlantic; military aide to the vice president (1997-1999); current operations chief and division chief, Joint Forces Command; director of aviation officer Distribution Division (PERS 43), Naval Personnel Command; acting director, Expeditionary Warfare Division, Washington D.C; deputy commander, U.S. Naval Forces, U.S. Central Command and most recently as director, Joint Fleet Operations, N3/5, U. S. Fleet Forces Command. He is a graduate of the State University of New York at Buffalo, Naval Postgraduate School, U.S. Naval War College, and the Joint Forces Staff College. He holds a Master of Arts degree in National Security and Strategic Studies. His personal decorations include the Defense Superior Service Medal, Legion of Merit (five awards), Joint Meritorious Service Medal, Navy Meritorious Service Medal (two awards), Navy League 2008 Dalton L. Baugh Leadership Award, and various campaign and service ribbons.

Rear Admiral Daniel H. Fillion

Director of Strategy, Policy, & Plans, U.S. Southern Command

2015 NHA Flag Panel Moderator

ear Admiral Daniel Fillion serves as U.S. Southern Command’s director of Strategy, Policy, & Plans, J5. As the J5, Fillion leads the combatant command’s policy recommendations, strategy, and contingency and theater campaign plans for the Caribbean, Central American, and South American regions. His immediate previous assignment was executive assistant to the Office of the Assistant Secretary of the Navy (Financial Management and Comptroller). Fillion is a 1984 graduate of the College of Charleston, where he earned a Bachelor of Science degree in Business. He also earned a Master of Science in Administration from Central Michigan University, and is a graduate of Air Command and Staff College, Joint Forces Staff College and the Navy Corporate Business Course. Fillion’s afloat assignments include service in the USS Nimitz (CVN 68) and the USS Wasp (LHD 1) as executive officer and commanding officer. His aviation assignments in the SH-3 and SH-60B/R involved tours with Helicopter Anti-Submarine Squadron 1, Helicopter AntiSubmarine Squadrons Light 40, 44, and 46, and Helicopter Combat Support Squadron 2. He served as commanding officer of Helicopter AntiSubmarine Squadron Light 51 and of Helicopter Maritime Strike Squadron 41. Ashore and staff assignments have included duty in the Politico-Military Affairs Directorate in Joint Staff J5; director of the President’s Emergency Operations Center in the White House; Air Warfare Research, Senior Development, Test and Evaluation Budget Analyst in the Office of the Chief of Naval Operations; and Fellow on the Chief of Naval Operations Strategic Studies Group (SSG XXIX). Fillion’s military decorations include the Legion of Merit (three awards), the Defense Meritorious Service Medal, the Meritorious Service Medal (four awards), the Navy and Marine Corps Commendation Medal (two awards), the Navy and Marine Corps Achievement Medal (three awards), and various service and unit awards.

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2015 NHA Symposium Panels Samir Mehta

President – Sikorsky Military Systems Sikorsky Aircraft

2015 Captains of Industry Panel

amir Mehta is President, Sikorsky Military Systems. Prior to being appointed to his current role, Samir was Vice President and Chief Operating Officer of Sikorsky Aerospace Services (SAS), the aftermarket division of Sikorsky Aircraft Corporation. In this role, he had full general management responsibility for the operational units within SAS, including Military Customer Support (MCS) of US Government customers, Global Service & Support (GSS) of Commercial and International Military customers, and all Maintenance, Repair and Overhaul (MRO) activities; Mission Equipment; and SAS Logistics. Samir brings more than 15 years of varying UTC experience to this role. He began his career as a Legal Associate at Otis Elevator Company in 1995, and was promoted to Assistant General Counsel before leaving Otis in 2000 to come to Sikorsky. Samir held various positions within the Legal department at Sikorsky, including Associate General Counsel. He then moved into a general management role in 2008, leading Commercial Business Operations before becoming President of Helicopter Support, Inc. In May of 2010, he assumed the role of Vice President, Customer Service and Support, and was subsequently promoted to VP and COO, Sikorsky Aerospace Services in February of 2011. Samir holds a Bachelor of Arts degree from Stonehill College, as well as Juris Doctorate and Master of Public Administration degrees from the University of Connecticut.

Joseph J. Battaglia

President and CEO Telephonics Corporation

2015 Captains of Industry Panel

r. Battaglia is an experienced technological business leader with a proven record of leading small, mid-sized and larger organizations in the aerospace and defense industry. He currently serves as the President and CEO of Telephonics Corporation, headquartered in Farmingdale, NY. Mr. Battaglia was appointed to his current position in 1995. He is responsible for meeting sales and profit objectives for a company of nearly 1,200 employees, while achieving the growth necessary to continually increase shareholder value and generate $500 million in annual revenue. Under his strong and effective leadership, Telephonics has distinguished itself as a leading supplier to the U.S. and international military markets. Mr. Battaglia has served in a series of corporate leadership positions during his 40 plus year career. Prior to taking over as President and CEO of Telephonics Corp., he was President of the corporations’ Command Systems Division, which specialized in radar, IFF interrogators, ATM systems, Landing systems, and other aerospace electronic systems and sub-systems. His signature achievement while at the helm of Telephonics’ Radar Systems Division was the development of the U.S. Navy’s most advanced airborne Anti-Submarine Warfare radar, which will be deployed on over 300 MH-60R Multi-Mission Helicopters deployed around the world. Prior to joining Telephonics in 1990, as Vice President and General Manager of Lockheed’s Electronics Defense Systems Division, Mr. Battaglia focused on leveraging his extensive advanced radar systems engineering background and experience to create new business opportunities in the emerging Unmanned Aerial Vehicle market. While in this position, he was also responsible for the U.S. Navy’s MK-86 Surveillance and Fire Control Radar System, the SPG-9A and SPQ-60 shipboard air and surface search radar. From 1978 until 1985, Mr. Battaglia was the Director of Advanced Systems for Lockheed Martin’s Missiles and Space Division in Orlando, Florida, where he led the expansion of millimeter wave fire control radar and missile seeker developments for such programs as the U.S. Army’s Apache Longbow and the International Multiple Launch Rocket System. From 1985 to 1989, Mr. Battaglia served as Vice President of Business Development and Program Management for Litton’s Laser Systems Division, where he was responsible for the development of advanced laser designators, eye-safe laser range finders, high energy lasers, and CO2 laser radar technologies. In November 2013, Mr. Battaglia was awarded the honorary title of Chief Petty Officer of the United States Coast Guard for his steadfast and active support of USCG programs as well as the Coast Guard Foundation. He was also the recipient of the Fleet Admiral Chester W. Nimitz Award from the Navy League of the United States on March 22, 2011 for his exemplary contribution to the enhancement of U.S. maritime strength and, in turn, to U.S. National Security. May 2013 marked the 8th consecutive year that Mr. Battaglia served on the Captains of Industry panel for the Naval Helicopter Association. Mr. Battaglia is a graduate of Adelphi University, New York with both BS and MS degrees in Electrical Engineering and Applied Physics, in 1965 and 1969 respectively. RotorReview Review#128 #128 Double DoubleIssue IssueSpring Spring‘15 ‘15 Rotor

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2015 NHA Symposium Panels

Robert Labelle

Chief Executive Officer AgustaWestland North America

2015 Captains of Industry Panel

obert LaBelle is the Chief Executive Officer of AgustaWestland North America, a division of leading rotorcraft company AgustaWestland. There, he is responsible for the company’s United States government business unit headquartered in Arlington, Virginia, and the company’s relationship with the Pentagon, the Department of Homeland Security, and other Federal agencies. Before taking the helm of AgustaWestland North America, Mr. LaBelle served as President of AgustaWestland Tilt-Rotor Company, Inc., the Texas-based division working to develop and certify the AW609, an aircraft slated to become the first FAA-certified commercial tilt-rotor. He joined AgustaWestland in 2004 as Vice President and General Manager of AgustaWestland America. Mr. LaBelle joined AgustaWestland after a career in the U.S. Navy. He held several significant leadership positions, including command of a jet squadron and Major command in military acquisition. He has a bachelor’s degree from the State University of New York, and is a graduate of Defense Systems Management College in Advanced Program Management.

Raymond G. Duquette

President & General Manager CAE USA, Military – Simulation & Training

2015 Captains of Industry Panel

aymond G. Duquette was appointed President and General Manager of CAE USA, Military – Simulation & Training, a Tampa, Florida-based subsidiary of CAE in July 2013. This business unit designs, manufactures and provides training systems, training services, and simulationbased solutions for military and government customers in the US and abroad. In his position as president, Mr. Duquette is responsible for the strategic direction, general management and operation of the business unit. Mr. Duquette has more than 20 years experience in the global defense industry. He served as Vice President, Global Business Development and Sales for the CAE Military business segment from June 2010 to July 2013, responsible for the development and implementation of the global military strategy and new business capture execution. Prior to that, he was Vice President, Sales, Marketing and Business Development for the United States, Central and South America at CAE USA for over six years. In 1989, Mr. Duquette began his career within the simulation and training industry with Boeing Training Systems and Services where he held positions of increasing responsibility over 14 years. He served as an active duty Marine Corps officer and fighter pilot for over ten years and remained active in the U.S. Marine Corps Reserves for an additional nineteen years, retiring in 2008 at the rank of Colonel. Mr. Duquette has a Bachelor of Science in Marketing from Florida State University and a Masters of Business Administration degree from Texas A&M – Kingsville University. In addition, he has completed several senior level management and executive leadership development programs with the United States Marine Corps (USMC), Boeing and CAE.

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2015 NHA Symposium Panels James M. Zortman

Executive Vice President for Military Business Bell Helicopter, Textron

2015 Captains of Industry Panel

ames M. (“Jim”) Zortman is sector vice president, Global Logistics and Operational Support, for Northrop Grumman Aerospace Systems (AS), a premier provider of manned and unmanned aircraft, space systems and advanced technologies critical to our nation’s security. Supporting sector strategy of “design anywhere, build anywhere, support anywhere,” Zortman provides sector-level leadership of the full spectrum of logistics and product support functions. He is responsible for ensuring that the same excellence represented in design and production at AS is fully realized in anticipation and fulfillment of product support requirements. Zortman joined Northrop Grumman in January 2008 following a career in the U.S. Navy, where he attained the rank of vice admiral. He served as commander Naval Air Forces and chief executive officer, Naval Aviation Enterprise. In this role, he led a combined team of more than 180,000 military, government, civilian and contractor personnel responsible for operations, readiness and full life cycle management of 3,800 aircraft and 12 aircraft carriers. His other assignments include commander, Naval Air Forces, Pacific Fleet; commander, Naval Air Force Atlantic Fleet; commander, Task Force Fifty; commander, John C. Stennis Battle Group; director, Operations and Politico-Military Affairs; and executive officer to the vice chairman of the Joint Chiefs of Staff. He earned the Distinguished Service Medal, Defense Superior Service Medal, the Legion of Merit (four), the Bronze Star and the Air Medal. Zortman presently serves on the board of trustees of the National Museum of Naval Aviation and the board of United Through Reading. He also serves on the executive committee of the San Diego Regional Economic Development Corporation. Zortman earned a bachelor’s degree in economics from the U.S. Naval Academy in Annapolis, Md., and completed a fellowship with the Chief of Naval Operations Strategic Studies Group at the Naval War College. In addition, he completed courses in executive business and strategic planning at the U.S. Naval Postgraduate School in Monterey, CA and the University of North Carolina Business School at Chapel Hill.

Mitch Snyder Chief Executive Officer AgustaWestland North America

2015 Captains of Industry Panel

itch Snyder was named executive vice president, Military Business in April, 2011 and is a member of Bell Helicopter’s Executive Leadership Team.

In his current role, Mitch leads the Military Business organization and is responsible for providing strategic direction, overall management and performance for all government programs. Prior to his current assignment, he was Vice President, Program Director for the V-22 Program; where he was responsible for Bell Helicopter’s commitments for the design, development, production and sustainment of the V-22. Previously, Mitch was the Vice President, Component Operations and Support. He was responsible for leading Bell Helicopter’s Fort Worth manufacturing centers which produce transmissions, advanced composite structures, rotor blades and subassemblies for both military and commercial aircraft and oversaw the production engineering and tooling organization which supports manufacturing, as well as the maintenance of the facilities and equipment. Prior to joining Bell Helicopter in 2004, Mitch held several leadership positions during his 21 years with Lockheed Martin, in Engineering, Business Development, Manufacturing, and the F-16 Program Office. He also has more than 11 years of international experience with customers in Europe, Asia, and the Middle-East, including management of aircraft co-production efforts to achieve direct offset credits. Mitch earned a Bachelor of Science Degree in Electrical Engineering from Kansas State University. He has also completed the Defense Institute for Security Assistance Management Executive Course. 51 51

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2015 NHA Symposium Panels Stephen Mundt

Senior Vice President, Strategy and Development AirBus Group

2015 Captains of Industry Panel

rigadier General Stephen D. Mundt, USA (Ret.) is Senior Vice President for Strategy and Development at Airbus Group. Before joining Airbus Group, he was the Director of Army Aviation, Deputy Chief of Staff (G3) at Headquarters, Department of the Army. His career in military service with the U.S. Army spanned more than 30 years. During his Army career, BG Mundt’s assignments included Deputy Director of Force Development (FD), Deputy Chief of Staff (G8); Assistant Division Commander (Support), 1st Infantry Division, United States Army Europe and Seventh Army for Operation Iraqi Freedom; Commander, 17th Aviation Brigade, Eighth United States Army, Korea; Aviation Division Chief, and Director of Materiel, Deputy Chief of Staff (G8). A graduate of the University of Colorado, Mundt holds a Bachelor of Arts degree in Political Science. He also has a MBA in Personnel Management/Administration from Alabama’s Troy State University, as well as a Master of Science degree in national security strategies from National Defense University.

Kevin Tucker

Senior Vice President, Strategy and Development AirBus Group

2015 Captains of Industry Panel

r. Tucker has been serving as the Vice President and General Manager of the Surveillance Group since 2010. The Surveillance Group develops, markets, sells, produces, and supports FLIR’s high performance imaging and radar products; with approximately 900 employees and operating locations in Florida, Massachusetts, Montana, Oregon, Pennsylvania, Canada, Sweden, and the United Kingdom. The Surveillance Group is organized within the FLIR Government Systems Division, and produced revenue of $660,000,000 in 2010. Mr. Tucker joined FLIR in 1995 as the Program Manager for Imaging Systems and was appointed Director of Program Management in 2001. In 2004, Mr. Tucker was appointed Vice President of Program and Product Management, with responsibilities for FLIR’s programs and product development. In 2006, Mr. Tucker became the General Manager of FLIR Systems Boston Operations in Billerica, MA. In 2009, Mr. Tucker became the Deputy President of the Government Systems Division. Prior to joining FLIR, he served in the United States Army as a Field Artillery officer. He received his BS in Optical Physics and Mechanical Engineering from the United States Military Academy, West Point, New York and his MBA from The University of Oregon.

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2015 NHA Symposium Panels George Barton Vice President of Business Development for Ship and Aviation Systems Lockheed Martin

2015 Captains of Industry Panel

eorge is the Vice President of Business Development for Ship and Aviation Systems (SAS), Lockheed Martin Mission Systems and Training (MST). In this role, his team drives the strategic direction and new business across the SAS market segments of Littoral Ship and Systems, Aviation Systems, Integrated Defense Technologies, Electronic Product Line and UK Integrated Systems. Prior to this assignment, George was the Director, Naval Helicopter Programs (NHP), managing production, development, logistics and international MH-60R/S programs. Under his leadership, the NHP team doubled production for the US Navy’s MH-60R, was awarded a Multi-Year production contract and a multi-year Tip to Tail support program for all H-60s. Additionally, his team successfully captured their first competitive international win when the Royal Australian Navy selected the MH-60R. George joined Lockheed Martin in 2003, as a program manager (PM) and holds a level 4 PM certification. He was a career Naval Officer and commanded the HSL Pacific Wing of seven SH-60B squadrons, Test & Evaluation Squadron One (VX-1) and HSL-46. He served on the Joint Chiefs of Staff, in Strategic Plans & Policy and the Naval Personnel Command. George has a BS from the U.S. Naval Academy, a MS in Systems Engineering from the US Naval Postgraduate School and a MS from the Industrial College of the Armed Forces (ICAF). And, he wishes he was still a JO flying MH-60R/Ss.

Edward “Scott” Reed

Vice President, Turboshaft Engines Military Systems Operation GE Aviation

2015 Captains of Industry Panel d graduated from the University of Notre Dame in 1972 with a BS in Aerospace Engineering. He received an MS degree in Aeronautics and Astronautics from the Massachusetts Institute of Technology in 1974.

Following a two year research assignment at MIT, Ed joined the engineering department at Sikorsky Aircraft. In 1976, he joined GE Aircraft Engines in Lynn, Massachusetts. After a number of engineering assignments on various product lines, he entered the T700 Project Department in 1984. There he held several programn management positions covering Army, Navy, International and Marketing programs. In 1990, Ed became Director of T700 U.S. Military Programs, covering all U.S. Government T700 programs. In 1995, he was assigned as Director of Turboshaft International Operations, including the T700/CT7 growth engine and new T700/CT7 applications. In October 1998, Ed was promoted to the position of General Manager, T700 Engine Project Department, overseeing all aspects of the T700/CT7 turboshaft engine. This was expanded in 2001 to include all of GE’s turboshaft engine product lines leading to Ed’s current position of Vice President, Turboshaft Engines. Ed is married with one child and resides in Marblehead, Massachusetts. 53 53

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2015 NHA Symposium Panels Bob Novak

Vice President, Navy Programs and Customer Advocacy BAE Systems Electronic Systems Sector

2015 Captains of Industry Panel

ob Novak is the Vice President for Navy Programs and Customer Advocacy in the Electronic Systems Sector, BAE Systems, Inc. He is responsible for ensuring BAE Systems gives expeditious and focused attention to Naval and Maritime customers. In this position, Bob works with our business areas and across company sectors providing expertise in customer emerging requirements, technology development, mergers and acquisitions and competitive responses to national security needs. Additionally, he ensures BAE Systems has the insight and ability to respond strategically to changes in acquisition, policy, funding, technology and maritime customer base. Bob joined BAE Systems in June 2008. Bob served for 30 years as a Naval Aviator and Aerospace Engineering Duty Officer. He has over 18 years of experience in major program management, weapons system research, operational flight test and evaluation, requirements development, acquisition policy and the DoD’s programming and budgeting processes. His experience includes tours as the US Navy’s Tomahawk Weapon System Program Manager (PMA-280), the Deputy and Executive Assistant to the Deputy Assistant Secretary of the Navy for Air Programs (DASN Air), the Director of Engineering and Test for the Joint Strike Fighter Program, the Executive Director of Operations for Research and Engineering at the Naval Air Systems Command, the Head of Airworthiness for the Naval Aviation Enterprise and Flag Lieutenant and Battle Group Tactical Action Officer for the US Navy’s Striking Force 6th Fleet. Born in Baltimore, Maryland, Bob is a 1978 graduate of the United States Naval Academy and was awarded a Master of Science Degree in Aerospace Engineering from the Naval Postgraduate School. Bob is a Trustee and past President of his Naval Academy Class, the Treasurer of the Navy League’s National Capital Council, a member of the Association of Naval Aviation, the Maritime Patrol and Reconnaissance Force Association, the Naval Helicopter Association, the Tailhook Association, the Naval Aviation Foundation, the Order of the Daedalians and the Naval Institute. The Electronic Systems sector of BAE Systems has operations spanning commercial and defense electronics markets, and offers a broad portfolio of mission critical electronic systems. Products range from flight and engine controls to electronic warfare and night vision systems, surveillance and reconnaissance sensors, secure networked communications equipment, and power and energy management systems. Electronic Systems is comprised of seven global businesses totalling $4 billion in annual revenue. Headquartered in Nashua, New Hampshire, the sector employs more than 11,000 people across 23 locations in the United States, the United Kingdom, and Israel. Bob and his wife Mary have three adult children and reside in McLean, Virginia.

Donald Williamson

Director ScanEagle Product Line M.S. National Security and Strategic Studies, Naval War College, Newport, R.I. B.A. History, University of Wisconsin-Eau Claire

2015 Captains of Industry Panel Moderater

onald Williamson, CAPT, USN (Ret) is the director of the ScanEagle product line for Insitu. Before joining the company in 2013, Williamson was the vice president, Maritime Surveillance Solutions, Radar Systems Division, Telephonics Corporation, a wholly owned subsidiary of Griffon Corporation. Williamson served 26 years as a Naval Aviator and retired from active duty at the rank of captain. He has flown more than 3,500 hours in SH60B and MH60R aircraft. His final active duty assignment was Commander, Helicopter Maritime Strike Wing, U.S. Pacific Fleet at NAS North Island in San Diego, California. Additional leadership assignments during his naval service include commanding officer of HSL-37 and air boss on USS Belleau Wood (LHA 3). Williamson assumed duties as the ship’s executive officer during combat deployment and served in that capacity for 14 months. Other fleet assignments include HSL-45, HSL-43, and HSL-51. Staff tours included Joint Chiefs of Staff Intern, J4, Logistics Directorate at the Pentagon; Flag Aide to the Commander, United States Pacific Fleet; and executive assistant on OPNAV staff for N882, N88 and N8F. A graduate of the University of Wisconsin-Eau Claire, Williamson also holds a master’s degree in National Security and Strategic Studies from the Naval War College. His professional qualifications include Lean Six Sigma Green Belt and Project Management Professional (PMP) certifications. Williamson has been a member of the Naval Helicopter Association (NHA) for more than 25 years and is a past NHA National President. He currently serves as the organization’s National Vice President for Corporate Membership and is an NHA Trustee. Rotor Review Review #128 #128 Double Double Issue Issue Spring Spring ‘15 ‘15 Rotor

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2015 NHA Symposium Panels AWCM (NAC/AW/SW) Mikel J. Carr

SAR Model Manager

2015 Aircrew Panel

aster Chief Carr grew up in the small town of Gardiner Montana, a rancher, and auto mechanic, with one older sister. He graduated from Gardiner High School in the spring of 1988, and joined the Navy on the 26th of September. Two days later he was sent to RTC San Diego, Ca to begin his Naval career. Enlisting as an Aviation Structural Mechanic Structures, AA Carr attended AMS “A” School in Millington, TN and graduated in December 1988. He then went to NACCS in Pensacola, FL, and attended Aircrew, Rescue Swimmer, and Fleet Replacement Aircrew Training, where he graduated as a Rescue Swimmer and Aircrewman in the UH-1N “Bell Huey” Helicopter. From 11 September 1989 to 16 September 1992 he was assigned to the pre-commissioned ship, USS Wasp (LHD-1) in Norfolk, VA. He was awarded his Naval Aircrewman “Wings of Gold” on 08 July 91 while underway on his first 6 month Mediterranean cruise. Also, during this tour he was promoted to AMS3, designated a Crewchief, Plane Captain, and full systems Collateral Duty Inspector on the UH-1N, while earning his Enlisted Aviation Warfare Specialist Pin. At the end of this tour AMS3 Carr re-enlisted for four years for benefits of rate, and accepted orders to HC-16 in Pensacola, FL, which decommissioned on 01 March 1994. Master Chief Carr’s next assignment from March 1994 to 27 November 1995 was at Organizational Maintenance Department, Search and Rescue (SAR) onboard NAS Pensacola. There he achieved all flight and maintenance qualifications in the SH-3H Sea King Helicopter. Afterward, he was assigned to NAVSTA Guantanamo Bay, Cuba for three years where he flew the UH-1N again and became a Crewchief on the UC-12B King Air, while advancing to the rank of E-5. Subsequently, he was assigned to NAS Lemoore, California from 28 October 1998 to 17 May 2002 where he continued to fly the UH-1N and the UC-12B aircraft and attained the rank of E-6. While serving at the Inland SAR unit he participated in 32 high altitude rescues and attained his Bachelor of Science Degree in Professional Aeronautics from Embry-Riddle Aeronautical University. In route to his next duty station of HSC-25 Guam, he was selected to the premier rank of Chief Petty Officer. After attending Fleet Replacement Aircrew Training, he served from August 2002 to September 2005 as detachment Chief and Senior Aircrewman on the MH-60S for two separate seven and nine month deployments. Additionally, he received an individual Air Medal for the rescue of 27 Egyptian Sailors off the Horn of Africa, and conducted two other local area rescues on Guam. Prior to his next assignment at HSC Weapons School Pacific, he attended Journeyman Instructor Training, and the Seahawk Weapons and Tactics Instructor (SWTI) Course. Shortly after reporting onboard he was advanced to Senior Chief Petty Officer, and earned his Master Training Specialist qualification. From November 2005 to December 2009, he served as the Senior Enlisted Leader, and Senior SWTI. In December 2009, he transferred to the “World Famous Red Lions,” of HS-15 serving as the Operations Department Leading Chief Petty Officer. While deployed onboard the USS Carl Vinson (CVN 70) during three separate deployments he flew the SH-60F and HH-60H Helicopters in direct support of Operations Unified Response, Enduring Freedom, New Dawn, and Neptune Spear. In May 2012 he advanced to the prestigious rank of Master Chief Petty Officer and in August was assigned to HSC-3 home ported in San Diego, California as the Chief of Naval Operations SAR Model Manager. Master Chief Carr’s awards include the six Navy and Marine Corps Commendation Medals, four Navy and Marine Corps Achievement Medals, and numerous other campaign and service awards. He has over 4000 hours of flight time and maintains qualification in the MH-60S as a Level V tactician and Navy Rescue Swimmer. Master Chief Carr currently resides in Santee, California with his wife Suzanne and their three boys.

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2015 NHA Symposium Panels AWCM (NAC/AW/SW) Robert A. Hoffmann

Aircrew Training

Commander, Naval Air Forces Pacific

2015 Aircrew Panel

native of Sioux Falls, South Dakota, Master Chief Hoffmann enlisted in the Navy in December 1988. Upon completion of Basic training San Diego, CA, he attended Aviation Structural Mechanic (Structures) “A” school Millington, TN, where he volunteered for the Aircrew/ Search and Rescue Swimmer program. After completing Aircrew and SAR school in Pensacola FL, he transferred to the H-46 Fleet Replacement School San Diego, CA, where he remained for his first duty station at Helicopter Combat Support Squadron (HC) 11. Master Chief Hoffmann’s sea duty assignments include Helicopter Combat Support Squadron (HC) 11 San Diego, CA; Helicopter Combat Support Squadron (HC) 6 Norfolk, VA; Helicopter Combat Support Squadron (HC) 5/Helicopter Sea Combat Squadron (HSC) 25 Guam; and Helicopter Sea Combat Squadron (HSC) 21 San Diego, CA. His shore assignments include Helicopter Anti-Submarine Squadron (HS) 1 Surface Rescue Swimmer School Instructor Jacksonville, FL; Navy Personnel Command Enlisted Aircrew Detailer (Non-AW) Millington, TN; and Helicopter Sea Combat Squadron (HSC) 3 SAR Model Manager San Diego, CA. Master Chief Hoffmann reported aboard as the Commander, Naval Air Forces Pacific, Aircrew Training in January 2014. His Aircrew qualifications include H-46, H-3 and H-60S aircraft. His personal awards include the Navy and Marine Corps Commendation Medal (four awards), Army Commendation Medal, Navy and Marine Corps Achievement Medal (six awards), Good Conduct Medal (eight awards) and various service and campaign awards.

AWOCS (NAC/AW) Lon E. Vicknair Aircrew Technical Advisor

2015 Aircrew Panel

on E. Vicknair was born May 14th 1981 in Baton Rouge, La. He was raised in Baton Rouge and graduated from Central High in 1999. He joined the Navy January 19th 2000. He reported to RTC Great Lakes for boot camp and upon graduation attended Naval Aircrew Candidate School and Aviation Warfare Systems Operator (AW) “A” School Pensacola, FL, SERE Brunswick, ME, and VP-30 Fleet Replacement Squadron in Jacksonville, FL. In August 2001 he reported to Patrol Squadron Sixteen (VP-16) in Jacksonville, FL for his initial tour of duty. His duties were Non-Acoustic Sensor Operator aboard the P-3C Update III, AIP BMUP and CDU aircraft. He also served as the Non-Acoustic NATOPS Petty Officer. In July 2005, AW2 Vicknair reported to Patrol Squadron Thirty (VP-30) at NAS Jacksonville, FL. He served as a NonAcoustic FRS Instructor Fleet Instructor Under Training Instructor (FIUT) and Fleet NATOPS Instructor (FNE). He earned his Weapons and Tactics Instructor (WTI) designation and was advanced to 1st Class Petty Officer. His ground duties included Weapons and Tactics unit and Non Acoustic LPO. In November 2008 AW1 Vicknair checked into Patrol Squadron Eight (VP-8) at NAS Brunswick, ME. His duties were the AW LPO and Instructor. In 2009 he was selected to Chief Petty Officer. His duties as a Chief were Operations LCPO and Senior Enlisted Aircrewman. AWOC Vicknair checked into Bupers SDC Dallas DET FSU-5 in August 2011. His duties there were Operations, Training and SEA for the command. He reported to BUPERS-3 in November 2014 where he was assigned to the Aviation Enlisted Community Manager shop as the Aircrew Technical Advisor. He is married to Tammi Vicknair and has one son Christopher and two daughters Courtney and Madison. 57 57

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2015 NHA Symposium Panels AWSCS (NAC/AW/SW/EXW) Derek J. Nord Helicopter Placement Coordinator Naval Personnel Command Millington, TN

2015 Aircrew Panel

native of Stockton, Minnesota, Senior Chief Nord enlisted in the Navy in July 1999. Upon completion of Basic training in Great Lake, IL, he attended Aviation Electronics Technician (Organizational) “A” school Pensacola, FL, where he volunteered for the Aircrew/Search and Rescue Swimmer program. After completing Aircrew and SAR school in Pensacola FL, he transferred to the H-46 Fleet Replacement School San Diego, CA, upon completion he reported to his first duty station at Helicopter Combat Support Squadron (HC) 6. Senior Chief Nord’s sea duty assignments include Helicopter Combat Support Squadron (HC) 6 Norfolk, VA; Helicopter Sea Combat Squadron (HSC) 26 Norfolk, VA; and Helicopter Sea Combat Squadron (HSC) 84 Norfolk, VA. His shore assignments include Helicopter Combat Support Squadron (HC) 2/Helicopter Sea Combat Squadron (HSC) 2 Fleet Replacement Squadron Aircrew Instructor. Senior Chief Nord reported aboard Naval Personnel Command Millington, TN as the Helicopter Placement Coordinator in October 2013. His Aircrew qualifications include H-46, and H-60F/H/S aircraft. His personal awards include the Air Medal (Strike Flight, seven awards), Navy and Marine Corps Commendation Medal (three awards), Navy and Marine Corps Achievement Medal (two awards), Good Conduct Medal (four awards), Military Oustanding Volunteer Service Medal, and various service and campaign awards.

AWRC (NAC/AW) Christopher G. Atkinson Navy Personnel Command Enlisted Aircrew Detailer Millington, TN

2015 Aircrew Panel

WRC Atkinson enlisted in the Navy in May 1993 from Jacksonville, FL. Upon completion of Basic training in Orlando, Florida he attended Aircrew and SAR school in Pensacola FL. From there he moved on to AW “A” school Millington, TN. After completing AW “A” school he transferred to H-60F/H Fleet Replacement School Jacksonville, FL, where he remained for his first sea duty station at Helicopter Antisubmarine Squadron 11 (HS-11). Chief Atkinson completed two additional sea duty assignments at Helicopter Antisubmarine Squadron 11 (HS-11) Jacksonville, FL. His shore assignments include Air Test and Evaluation Squadron One (VX-1) Patuxent River, MD; Naval Strike and Air Warfare Center (NSAWC) Fallon, NV; and Navy Personnel Command Enlisted Aircrew Detailer Millington, TN. His Aircrew qualifications include SH-60B/F, HH60H, and MH-60S aircraft. His personal awards include an Air Medal, Navy and Marine Corps Commendation Medal (three awards), Navy and Marine Corps Achievement Medal (eight awards), Good Conduct Medal (seven awards) and various service and campaign awards.

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Change of Command

CNAF

VADM Troy M. Shoemaker, USN relieved VADM David H. Buss, USN on January 22, 2015

HSL-49

HS-11

Dragonslayers

CDR Robert Smallwood III, USN relieved CDR Timothy Kinsella, USN on February 4, 2015

Scorpions

HSMWSL

CDR Bobby E. Brown, USN relieved CDR Jason E. Rimmer, USN on February 26, 2015

CDR Richard J Linhart III USN relieved CDR George J. Austin, USN on March 19, 2015

HSM-51

Warlords

CDR Stephen Froehlich, USN relieved CDR Thad Johnson, USN on April 30, 2015

HSC-9

Tridents

CDR Jeffery D. Sowers, USN relieved CDR Bryan S. Peeples, USN on May 1, 2015

TACRON 21

CDR John D. Shannon, USN relieved CDR William C. Bushman, USN on February 6, 2015

HSC-3

Merlins

CDR Shawn T. Bailey USN, relieved CDR Timothy E. Symons, USN on April 2, 2015

HSM-70

Spartans

CDR Jeremy Vaughan, USN relieved CDR Matt Schnappauf, USN on April 30, 2015

HSM-74

Swamp Foxes

CDR Teague Laguens, USN relieved CDR Matt Boren, USN on May 1, 2015

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Rotor Review #128 Double Issue Spring â&#x20AC;&#x2DC;15

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Advanced Precision Kill Weapon System II Article by Maj Ryan A. Schiller, USMC

small, white bongo truck is speeding away from a recently implanted IED location. The Direct Air Support Center (DASC) dynamically retasks a section of H-1s and passes a frequency and grid for a Forward Air Controller (FAC). The mixed section comprised of an AH-1W and a UH-1Y from HMLA-267 contact the FAC. He delivers a 9-line and verifies target correlation with the section leader in the AH-1W. Upon clearance from the FAC, the section leader lases the bongo truck as it bounces across the open desert. The UH-1Y is carrying two LAU-68s loaded with ten 2.75” Advanced Precision Kill Weapon System II (APKWS II) precision guided munitions with Mk 152 HE warheads. Within minutes from first receiving the call from the FAC, the H-1s are a mile from the bongo truck when the UH-1Y fires. A single APKWS II slams into the driver’s side door, flips the now-burning vehicle and kills the single occupant. The direct hit is recorded by the FAC and the H-1 section checks in with DASC to resume its previous mission, the AH-1W with a full load of 20mm and Hellfire missiles and the UH-1Y with nine APKWS II, 7.62 mm, and .50 cal.

The WGU-59/B, or APKWS II, is a low-cost, easy to use, precision guided weapon currently in use on USMC AH-1Ws and UH-1Ys. The APKWS II guidance section is a mid-body design and is mated between the warhead section and motor with no modifications required. It adds eleven inches to the All-Up-Round (AUR) and

necessitates the LAU-68F/A extended length 7 shot launcher. APKWS II is one-third the cost of a Hellfire missile and reduces collateral damage. It provides a complementary weapon system for the Marine Air Ground Task Force, filling a niche between unguided ordnance like guns and unguided

rockets, and the larger precision weapons like Hellfire. The guidance section has a distributed aperture semi-active laser system with a single aperture in each of the four flaperons providing a 40 degree instantaneous Field of Regard with proportional navigation. The Initial Operational Capability of APKWS II was in January 2012 during combat

(Top Photo) AH-1W Super Cobra in ﬂight. Photo Taken by Cpl Scott Whiting, USMC (Middle Photo) ARKWS II and M282 against a light armor vehicle. during an exercise. Photo courtesy of HQMC Aviation

Rotor Review #128 Double Issue Spring ‘15

Focus: APKWS II operations in Afghanistan with HMLA-369. Since then, nearly 200 APKWS II have been expended in combat with a nearly 90% probability of hit rate at ranges from 1,500 to 5,000 meters. HMLA squadrons carry the APKWS II as part of their Standard Conventional Load (SCL) on nearly every mission. The AH-1W will carry various types of Hellfire, APKWS II, unguided rockets and 20mm. APKWS II affords the UH-1Y its first precision guided weapon. It can be designated for by the firing platform or by remote designation from other aircraft or a ground designator. Currently, the only warhead qualified on the APKWS II is the 10 lbs. Mk152 warhead. Already funded and soon to be qualified on APKWS II is the M282, a Multi-Purpose Penetrator Warhead. It is a 13 pounds. warhead that can penetrate light armor and brick over block wall construction using a hardened steel nose and incorporates a delay fuze with a blast warhead producing over 1,500 fragments as well as incendiary effects

from zirconium. It will provide the UH1Y a new capability - a precision guided, light anti-armor and hardened structure penetrator. The M282 will be integrated with APKWS II no later than FY16. The AH-1Z will complete its integration of APKWS II this fiscal year. The Navy MH-60S has integrated APKWS II and the Digital Rocket Launcher as part of an Early Operational Capability. Efforts are currently underway to integrate APKWS II on the MH-60R. APKWS II is a complementary weapon to Hellfire which counters the Fast Attack Craft (FAC) / Fast Inshore Attack Craft (FIAC) threat and increases increased kills per sortie. The Marine Corps Tactical Air roadmap includes the integration of

APKWS II on the AV-8B and F/A-18. APKWS II has been successfully demonstrated on the AV-8B, A-10 and F-16. The Army has qualified the AH-64 to fire APKWS II and plan to procure 256 units and forward deploy them to units in Iraq and Afghanistan. APKWS II is a low cost, easy to operate, combat proven, low collateral damage weapon that increases the stored kills per sortie over Hellfire or Laser Maverick against stationary or moving targets. With 2.75 inches rocket motors and warheads in large quantities, adding APKWS II guidance sections to add a complementary precision guided weapon is a winning combination for the Department of the Navy.

Editorial Note

To learn more about APKWS II and other USMC rotary-wing weaponry, scan code and download

(Top Photo) An ARKWS II Rocket with the ďŹ&#x201A;aperons deployed. (Bottom photos) The ARKWS II Rocket tested against a triple brick wall. Photos courtesy of HQMC Aviation Air to Ground Weapons (APW-72)

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2015 NHA Awards CY14 CNAF Awards Winners

COMNAVAIRFOR and COMNAVAIRLANT take the pleasure in announcing the following individuals and unit aviation awards for CY 2014

ADM J.S. THACH AWARD

is named after Admiral Thach to the heliocpter squadron have exemplified the highest standards of naval service; this CNAF Achievement Award are presented to the Carrier Air Wing squadrons in recognition of outstanding achievements and contributions to naval aviation.

ADMIRAL J.S. “JIMMY” THACH Award Winner HSC-15

CAPT ARNOLD JAY ISBELL TROPHY Historically present to superior Air Anti-Submarine Warfare (ASW) Squadrons, with the expanding roles and mission of man ASW aircraft, this award now considers Anti-Surface Warfare (ASUW) Performances

From the COMNAVAIRLANT, The winners of the Isbell Trophy are HS-11 and HSM-70 From the COMNAVAIRPAC, The winners of the Isbell Trophy are HSC-21 and HSM-73 The CY15 Thach Award and Isbell Trophy is sponsored by Lockheed Martin

The Winners of the CNAP and CNAL Aircrew of the Year are CNAP Enlisted Aircrewman of the Year

CNAL Enlisted Aircrewman of the Year

AWSI (NAC/AW/SW) Jesse Peterson

HM1(NAC/AW/SW) Ryan Honnoll

NAS Whidbey Island

HSC-22

Aviation Squadron Battle Efficiency HS / HSC: HSC-9 & HSC-15

HSL EXP: HSM-46 & HSM-51

HSM: HSM-70 & HSM-77

Rotor Review #128 Double Issue Spring ‘15

HM: HM-15

HSC EXP: HSC-28 & HSC-25

CY14 NHA Awards Winners

Naval Helicopter Association (NHA) and the six NHA Regions takes the pleasure in honoring the following individuals and units for their professional airmanship and overall performance for the naval rotary-wing community in CY 2014

CY14 Service Award Winners Lifelong Service Award

Service to NHA Award

award is presented to an individual chosen by the Board of Directors for most significant lifelong contributions to vertical lift aircraft and / or operations:

This award is presented to the individual who has contributed most significantly to achieving the goals of the Naval Helicopter Association.

Lifelong Service Award Recipient

Service to NHA Award Recipient

CAPT Charles Deitchman, USN(Ret)

CAPT Bradley Garber, USN

Sponsored by Science and Engineering Services, LLC (SES) This

Sponsored by Lockheed Martin Systems Integration

CY14 Single Action Winners Aircrew of the Year (Non-deployed)

Aircrew of the Year (Deployed)

Awarded to the flight crew, which in the opinion of the National Awards Committee accomplished the most notable non-embarked helicopter mission during the preceding year. Demonstrating the most overall performance as a crew during helicopter operations

Awarded to the flight crew, which in the opinion of the National Awards Committee accomplished the most notable embarked helicopter mission during the preceding year. Demonstrating the most overall performance as a crew during helicopter operations

Sponsored by L-3 Communications East

Sponsored Science and Engineering Services, LLC (SES)

HSC-9

HSC-3

Training Command Instructor Pilot of the Year

Sponsored by L3 Communications / Vertex Logistic Solutions Awarded to a pilot who has consistently demonstrated superior aeronautical ability and performance in his / her billet.

Instructor Aircrewman of the Year Sponsored by CAE

Awarded to the enlisted aircrew instructor who has consistently demonstrated superior aeronautical ability and performance in his/her assigned flying billet

AMT1 Daniel C. Coleman

LT Jeffrey K. Laird, USN

USCG ATC Mobile

VT-27

Rotor Review #128 Double Issue Spring ‘15

CY14 NHA Awards Winners

CY14 Sustained Performance Awards Maintenance Officer of the Year Sponsored by BAE Systems, Inc.

Awarded to the pilot who throughout the year has consistently demonstrated superior aeronautical ability and performance in his/her assigned billet

LCDR Brian C. Story, USN HSC-12

Maintenance Chief Petty Officer / First Class Petty Officer of the Year Sponsored by BAE Systems, Inc.

AMTC James I. Rattrie, USN USCGAS Miami

Maintenance Enlisted Person of the Year Sponsored by Breeze – Eastern

Awarded to an enlisted person (E-5 or below) assigned to an unit’s Maintenance Department whose dedication and effort have significantly increased his / his command’s ability to perform its mission

AET2 David W. Cummings, USN USCGAS New Orleans

CY14 MAX Beep

The term MAX Beep is generally used to describe a condition of maximum power output of an engine and inertial output of a rotor system. Because it is associated with a state of maximum output, it has also been used to describe a person who operates in a perpetual state of high intensity. For NHA, “MAX Beep” describes a squadron that continually demonstrates the highest levels of support for our professional organization. Criteria – To be considered a “MAX Beep” squadron’s 85% of the aviators on the squadron alpha roster must be registered, dues paying members of the Naval Helicopter Association. Fleet Replacement Squadron rosters must include all Replacement Pilots and Instructor Pilots attached to the squadron as of the submission deadline. All squadrons who meet the criteria will receive a certificate honoring their efforts.

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Other CY14 Awards Winners NHA Historical Society

Mark Starr Award

AFCM Bruce Browne, USN (Ret)

Naval Helicopter Association Historical Society (NHAHS) honors AFCM Bruce Browne USN (Ret) with the Mark Starr Award. Master Chief Browne served with distinction from 1958 until his retirement in 1977. Initially serving in fixed wing aircraft, he was promoted to E3 and sent to Memphis for Helicopter school then to HU-1 at Imperial Beach working on HULs, HTLs, H19, H34 and HUPs. Promoted to E5 after the I.B. tour he reported to Sangley Pt, Philippines with H34â&#x20AC;&#x2122;s and 43s and then transitioned to the H2B single engine. His next tour was to Erie, PA on recruiting duty in 1966 and that was so exciting that he volunteered to go to Vietnam and went to the USS Valley Forge LPH-8 as an LPO on the H34. Making CPO in 1969 he was transferred from Vietnam to HC-5 at Imperial Beach as the Power Plants CPO. HC-5 was later redesignated HSL-31. He submitted over 30 Beneficial Suggestions for the H2, H3 and H34 Helicopters most of which were adopted and incorporated by NAVAIR. The H3 was experiencing mishaps with some loss of life and the engineering investigation identified that the problem was failure of the main transmission oil filter causing the MGB to seize up. Chief Browne identified what the problem was with the filter and modified the filter to correct the problem. NAVAIR incorporated his modification into the H3 community solving the problem. Promoted to E8 and transferred to the USS Oklahoma City as Crew Chief for C7F in Japan. Promoted to E9 at 15 years and posted to follow on helicopter commands as Squadron Maintenance Chief. He has logged over 2,000 hours of Helo flight time and survived 6 unplanned immediate flight terminations. He retired in 1977. Bruce owns and operates a plastic injection molding business serving commercial aviation employing 70 people. He is on the Board of Directors of Chula Vista Veterans Home, Board of Directors of Fleet Week and has Memberships in NHA, American Legion, VFW, SDMAC and the USS Midway Museum. He also volunteers with the Wounded Warrior Program.

Association of Naval Aviation (ANA) Awards ANA Outstanding Achievement in Helicopter Aviation Sponsored by Association of Naval Aviation (ANA)

Awarded to the aircrew for their performance throughout the year that has consistently demonstrated superior aeronautical ability and performance of their duties.

Maintenance Officer of the Year Sponsored by BAE Systems, Inc.

Awarded to the pilot who throughout the year has consistently demonstrated superior aeronautical ability and performance in his/her assigned billet

Mrs. Sarah Rush

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HSC-12

NAS Whidbey Island Pilot: ? Crew Chief: ?

Co-Pilot: ? Rescue Swimmer: ?

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CY14 CAPT Bill Stuyvesant Best Scribe Award Winner

The Army-Navy Game:

Arabian Gulf Edition Article by LT Tim “Nibbles” Zakriski, USN

ponsored by Stuyvesant Family, the CAPT Bill Stuvyesant Best Scribe Award is presented annually to the active duty member of the Navy, Marine Corps or Coast Guard whose article, published in Rotor Review during the calendar year prior to the Symposium, best addresses the issues of interest to Naval Helicopter community in the most original, provocative, constructive, and informative manner. For this year 2014 Best Scribe Award goes to LT Tim Zakriski, USN, author of “Army-Navy Game: Gulf Edition” for Rotor Review Issue 126.”

he Tridents of Helicopter Sea Combat Squadron NINE (HSC9) departed early in February 2014 for a scheduled ninemonth 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 work-up 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 (CVW-8) assets. As the first Navy helicopter squadron to deploy with both the M-197 20mm cannon and 2.75 inches 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 inches 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 inches 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

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, and during CQ at

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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 Un-manned 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 inches 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.

Other CY14 Awards Winners

Golden Helix Awards Sponsored by Sikorsky Aircraft

Awarded to the pilot who throughout the year has consistently demonstrated superior aeronautical ability and performance in his/her assigned billet

VADM Paul A. Grosklags, USN

Principal Military Deputy Assistant Secretary Of The Navy For Research, Development, and Acquisitions

Winging The following personnel from HELTRARON 8 (HT-8), HELTRARON 18 (HT-18), and HELTRARON 28 (HT-28) are receiving their wings at this yearâ&#x20AC;&#x2122;s NHA Awards:

ENS Jordan L. Cmielewski, USN (HT-18) ENS Kaitlin V. Soper, USN (HT-8) LTJG Daniel Beshoar, USN (HT-8)

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2015 NHA Exhibitors

The following is a list of our exhibitors at this year’s Symposium. Please view Exhibit Map in the Symposium Program that will be on-site.

Aisle 100 Red Bull (Booth 101) Come visit Red Bull Helicopter Aerobatic Pilot Chuck Aaron for a meet and greet. www.chuckaaron.com Sikorsky Aircraft (Booth 104-110 | 105-111 | 204-210| 205-211| 305-311) Sikorsky Aircraft is a global leader in developing and manufacturing rotary-wing aircraft and systems for domestic and international naval customers. Its current U.S. Navy products, the MH-60R and MH-60S, provide unmatched mission effectiveness, as well as signi�icantly improved logistics, training, and acquisition ef�iciencies. Additionally, Sikorsky’s eightyyear commitment to future rotary wing technology is embodied in its new S-92, S-76D, X2 Technology Demonstrator Aircraft, S- 97 Raider and the SB-1 De�iant (JMR). Sikorsky Aircraft sponsors the Aircrew Competition, and the Aircrew of the Year (Deployed), and the Golden Helix awards. www.sikorsky.com USAA

(Booth 112) For over 90 years, USAA has proudly served the �inancial needs of the military and their families. With USAA, you’re more than a member, you’re part of the family we serve. Learn more at usaa.com or call 800-531-USAA or #8722 on mobile.

HoverGirl Properties (Booth 118) We are a full service Real Estate Firm: Buying - Selling - Property Management. www.hovergirlproperties.com

Aisle 200 BAE Systems

(Booth 213) At BAE Systems, we design and deliver advanced defense, aerospace, maritime, and security solutions that keep the nation at the forefront of modern technology. We’re working on the platforms, tools, technology and services our customers need to perform at the highest level in meeting all types of modern challenges. That’s work that protects lives. That’s work that inspires us. That’s BAE Systems. www.baesystems.com

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2015 NHA Exhibitors Aisle 200 (CONT) LSI

(Booth 215) LSI is an employee-owned training company that has been providing training products to the Department of Defense, the Aerospace Industry, and foreign militaries for over 35 years. LSI’s Corporate Headquarters and primary courseware production facilities are in Jacksonville, Florida, with satellite of�ices in Pensacola, Florida, Virginia, and California. LSI’s management and production processes are certi�ied under the International Organization for Standardization ISO 9001:2008. LSI core competencies are Instructional System Design (ISD) and courseware development; desktop simulations and training devices; gaming applications and technology; electronic classroom design and installation; worldwide instructor services; and technical data support. www.lsijax.com

CAE (Booth 216) CAE is a global leader in modeling, simulation and training for civil aviation and defense. The company employs more than 7,500 people at more than 100 site and training locations in over 25 countries. Through CAE’s global network of 34 civil aviation, military, and helicopter training centers, the company trains more than 80,000 crewmembers yearly. CAE’s business is diversi�ied, ranging from the sale of simulation products to providing comprehensive services such as training and aviation services, professional services and in-service support. The company applies its simulation expertise and operational experience to help customers enhance safety, improve ef�iciency, maintain readiness and solve challenging problems. CAE is now leveraging its simulation capabilities in new markets such as healthcare and mining. CAE USA is the prime contractor responsible for the design and manufacture of MH-60S and MH-60R tactical operational �light trainers for the U.S. Navy, and has developed MH-60R avionics maintenance trainers for the Navy. CAE is also supporting the Navy and Team Romeo on potential foreign military sales for the MH-60R and MH-60S helicopters. . www.cae.com Vietnam Veterans Memorial (Booth 219) Founded in 1979 by Vietnam Veteran Jan C. Scruggs, the Vietnam Veterans Memorial Fund (VVMF) is the non-pro�it organization that built the Vietnam Veterans Memorial (The Wall) in 1982. Today, VVMF assists the National Park Service in maintaining the site of the Memorial. In addition, VVMF continues to preserve the legacy of The Wall and promote healing and education about the impact of the Vietnam War through numerous programs and initiatives. The names in the granite of The Wall resonate with us all: those who served, those who lost loved ones, those who lived through the divisive era. The Faces Never Forgotten campaign is an effort to put a face and a story to ear name on the wall through the generosity of to locate their photos and submit them to VVMF. How to Help: Visit www.vvmf.org/WallFaces to �ind your hero’s pro�ile page if there is no photo, begin your research by reading the remembrances posted for useful clues such as contact information for relatives, friends, or classmates. You can also visit local libraries or schools to look through archives or yearbook. When you �ind a photo , follow the instructions at www.vvmf. org/Wall-of-Faces to submit that photo to VVMF.

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2015 NHA Exhibitors Aisle 200 (CONT) MSS / Sharkcage (Booth 222) SharkCage is a mobile storage system that enables seamless transition between storage, transport and operation. Whether it is for deployment, to move equipment around on an installation or in the warehouse, the SharkCage offers protection, organization and accountability for your equipment.. www.mss-us.com Massif (Booth 226) Massif is a manufacturer of high-end, technical performance based �ire resistant clothing. Our gear is �ield-tested and combat proven. Massif is featuring their NAVAIR approved Fire and Ice layering system, which include the all new Element Jacket and Pant with Battleshield X fabrics. www.massif.com

Aisle 300 Kongsberg

(Booth 301, 302, 400) “Kongsberg is Norway’ premier supplier of defense and aerospace-related products.

This year, KONGSBERG will showcase the Naval Strike Missile (NSM), which combines superior operational performance with the highest degree of lethality and is operational with the Norwegian and Polish Navies. Successfully demonstrated during the 2014 RIMPAC, the missile has also been �ired from an LCS at ranges above 100 nm. When integrated on an organic naval helicopter, this platform will constitute a most viable contribution to the Navy’s new concept of Distributed Lethality. Recent �it checks reveal that the missile is well suited for the MH-60R and the 5-70B platforms. www.kongsberg.com/

Robertson (Booth 315) For over 39 years Robertson Fuel Systems continues to be the world leader in the design, development, manufacturing of crashworthy, blast and ballistically tolerant, self-sealing fuel systems. Robertson has designed, tested, and quali�ied over 60 unique fuel systems, producing over 6,000. These systems have achieved millions of in-service hours in all environments, including extensive combat operations. Robertson Extends the Reach of Freedom in the air and Drives Survivability on the ground. Please visit us at www.robbietanks.com

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2015 NHA Exhibitors Aisle 300 (CONT) FLIR (Booth 318, 320) For over 30 years, FLIR Systems has been a world leader in the design and production of thermal imaging technologies for both military and civilian applications. Today, FLIR produces airborne, martime, land, and man-portable applications. FLIR is focused on delivering unmatched situational awareness and targeting capabilities, covering everything from Airborne ISR/Targeting turrets to clip-on thermal ri�le sights. Our unique Commercially Developed, Military Quali�ied business model enables us to bring proven capabilities to the end users quickly and cost effectively, because we are committed to the war�ighter. FLIR Beyond Vision www.�lir.com AirBus Group

(Booth 324-330 | 425-431 | 424-430) “Airbus Group, Inc. is the American arm of Airbus Group, a global leader in aerospace and defense. As a leading supplier and industrial partner in defense and homeland security, commercial aviation, helicopters and services (including the U.S. Army’s UH-72A “Lakota” utility helicopter), Airbus Group, Inc. is proud to be a valued corporate citizen of the United States. Operating in 12 states, the company offers a broad array of capabilities to its customers in the commercial, homeland security, aerospace and defense markets.” www.airbusgroup.com

Aisle 400 & 500 Team Seahawk* (Booth 513, 515, 517, 519, 521, 523 | 405-415 | 304 -314) Lockheed Martin, Mission Systems and Training will be onboard to demonstrate and discuss the technology and pre-planned program improvements for the MH-60R/S Multi-Mission Helicopter Program. Other participating TEAM SEAWAWK members include, ELBIT (Heads Up Display), L3 (HAWKLINK Ship data link), Northrop Grumman (GPS/Inertial Navigation System), Raytheon (FLIR and ALFS), and Telephonics (Multi-Mode Radar). Lockheed Martin proudly sponsors the Aircrew of the Year Award (non-deployed), Service to NHA Award, the CAPTAIN Arnold Jay Isbell trophies and ADMIRAL J.S. “Jimmy” Thach award. Visit Lockheed Martin : www.lockheedmartin.com Elbit: www.elbitsystems-us.com L-3 Communitions: www.l-3com.com Raytheon: www.raytheon.com/ Telephonics: www.telephonics.com

Northrop Grumman*

The Value of Providing Persistent Surveillance for Naval Forces. The MQ-8C Fire Scout provides a powerful advantage with 12 hours endurance through real-time intelligence, surveillance and reconnaissance capabilities for any ship.

Northrop Grumman is a leading global security company providing innovative systems, products and solutions in unmanned systems, cyber, C4ISR, and logistics and modernization to government and commercial customers worldwide. Please visit www.northropgrumman.com for more information.

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2015 NHA Exhibitors Aisle 400 & 500 (CONT) San Diego Harley-Davidson

(Booth 421, 423) Visit San Diego Harley-Davidson for a variety of new and used motorcycles by HarleyDavidson in the San Diego area. Our Harley-Davidson dealership. (Need to con�irm statement and request logo.) http://www.sandiegoharley.com/

Columbia Helicopters

(Booth 501) Columbia Helicopter, Inc. (CHI) was founded in 1957 and is an owner, operator of fourteen CHI Model 107-II (Civilian version of the CH-46), six CHI Model 234 Chinooks, six CH-47D Chinooks and one King Air B-200. Columbia Helicopters has experience operating all over the world �lying various types of missions from �ire�ighting to heavy lift construction work and is currently �lying aircraft in Afghanistan transporting personnel and cargo. Flying in Afghanistan since 2011, CHI’s �ive aircraft in Afghanistan has amassed a total of 33,000 �light hours, averaging over 180 �light hours per aircraft, per month while maintaining a 93% FMC. Columbia Helicopter also operates an FAA Approved Part 145 Repair Station located in Aurora Oregon with extensive repair and depot level maintenance capabilities for entire airframes, dynamic components and engines. Columbia Helicopters is able to utilize its extensive experience as an operator to provide maintenance support services to the U.S. Armed Forces, numerous Foreign Militaries, NAVAIR and the Department of State CH-46E and S61 operations. www.colheli.com/

Rotor Review #128 Double Issue Spring ‘15

Focus: 2015 NHA Symposium

Air Wing Fallon: An Evolutionary Experience Article by CDR Tom “Wiz” Foster, USN ,CDR Matt “Schnap” Schnappauf, USN, LCDR James “Cords” Cordonier, USN, LCDR Dan “Happy” Murphy, USN

Introduction

Air Wing Fallon (AWF) presents a unique opportunity for carrier air wings to fully integrate assets and capabilities in a controlled environment during the intermediate phase of pre-deployment training. Although the HSM (Helicopter Maritime Strike) community has been participating in AWF for many years, the MH-60R platform is still new to many carrier air wings. Carrier air wings and HSM squadrons that commit to going “all in” to enhance air wing integration during AWF will build a foundation that promotes inter-squadron teamwork and improves the air wing’s overall warfighting capability and effectiveness.

History

In 2001, HSL-47 became the first fully integrated SH-60B Seahawk helicopter squadron in a Carrier Air Wing (CVW) and subsequently deployed on the USS Constellation (CV-64). This deployment was integral to the execution Navy’s Helicopter Master Plan, as it signified the initial transition of the Helicopter Anti-Submarine Light (HSL) community to the Helicopter Maritime Strike (HSM) deployment model. Deploying a traditionally expeditionary HSL squadron as a part of a CVW was the first step in this transition, serving as a proof of concept prior to the arrival of the MH-60R. HSL-47 resourced an SH-60B Seahawk helicopter carrier element and multiple SH60B detachments embarked on the Carrier

Strike Group (CSG) surface combatants. Critical to the HSM community’s evolution, HSL-47 joined CVW-2 and became the first HSL/HSM squadron to participate in Air Wing Fallon in 2002. The more capable MH-60R was introduced to Air Wing Fallon by HSM-71 in 2008. The quantum leap in capability from the SH-60B was immediately evident; however, robust training specifically intended to maximize MH-60R integration and fully exploit its capabilities were still being developed and incorporated into the AWF syllabus. Since HSM-71’s inaugural MH-60R Air Wing Fallon detachment, four other HSM squadrons have joined their respective carrier air wings for training in the high desert (HSM-77, HSM-70, HSM-74 and HSM75). The HSM community has realized that Air Wing Fallon provides numerous tangible and intangible benefits in the areas of air wing integration, high level tactical training and enhancements to the CVW’s overall warfighting capability that clearly outweigh the costs, regardless of coast of origin. As a community, HSM squadrons are going “all-in” at Air Wing Fallon. The Naval Strike and Air Warfare Center (NSAWC) sets the standard for CVW mission planning, event execution and mission de-briefs during the Air Wing Fallon detachment. The

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NAS Fallon training complex is the best single location for advanced tactical training, regardless of aircraft type. Of note, Air Wing Fallon presents the only time during the Fleet Readiness Training Period (FRTP) and deployment, with the exception of Helicopter Advanced Readiness Program (HARP) during the basic phase of training, that an entire HSM ready room will be collocated. Perhaps the greatest benefit realized during AWF is that it promotes seamless air wing integration by providing an opportunity to train across a wide spectrum of mission sets, defining intersquadron and inter-staff processes, facilitating relationship building between squadrons, increasing cross-platform knowledge and promoting air wing camaraderie and esprit de corps.

Single Focus

Air Wing Fallon provides an opportunity to train without the numerous distractions that accompany shipboard operations. CQ, ship positioning, deck loading, and DESRON interaction are all examples of challenges absent during AWF that draw from tactical training during underway FRTP events such as Tailored Ship Training Availability (TSTA), Group Sail, Composite Training Unit Exercise (COMPTUEX) and Joint Task Force Exercise (JTFEX). The result is a unique training opportunity that allows aircrew to focus entirely on mission objectives that promote air wing integration. There are no competing training priorities in Air Wing Fallon; the focus

is the proper employment and enhancement of the most current Tactics, Techniques and Procedures (TTPs). Specific benefit to disaggregated HSM squadrons While underway, HSM squadron aircraft and aircrews are deployed in multiple surface units within the Carrier Strike Group, sometimes spread across as many as five surface combatants. The disaggregated nature of an HSM squadron’s operating environment has the potential to create a scenario where only aircrews on the aircraft carrier are exposed to the mission planning, briefing and debriefing process. Air Wing Fallon contributes to air wing and squadron standardization by providing a dedicated opportunity to expose all HSM aircrews to the standards and full Large Force Employment (LFE) process that will be utilized throughout the FRTP and deployment.

Air Wing Fallon Syllabus Evolution

The HSM AWF syllabus has evolved over time, driven by quality MH-60R NSAWC Seahawk Rotary Wing Weapon School (N8) instructors. Their experience, knowledge and vision have facilitated an evolution of the NSAWC HSM AWF syllabus to incorporate training scenarios that more effectively leverage MH-60R capabilities and facilitate air wing integration. The NSAWC team does an excellent job coordinating the development of AWF syllabi for incoming air wings. The effort, attitude and approach squadrons take while generating syllabus inputs with their CVW OPS team sets a tone that will carry throughout AWF. Commands should

aggressively seek opportunities to push themselves tactically and work with the CVW and NSAWC staffs to create the most robust and challenging syllabus possible.

MVT

One of the focal AWF training opportunities for HSM squadrons is the newly re-designed Moving Vehicle Target (MVT) event. The mission objective of the MVT event is to destroy FAC/FIAC targets, simulated by Moving Land Targets (MLT), that pose a threat to simulated friendly forces while exercising hand-offs between fixed wing, rotary and simulated shipboard assets in the Air Engagement Zone (AEZ), Dual Engagement Zone (DEZ) and Ship and Engagement Zone (SEZ). NSAWC has developed four MVT tracks in the B-20 range complex that can now simulate multiple FIAC attacking an HVU. Previous iterations of this event were limited to a single MVT operating on a single track with limited munition targeting options. The MVT is a remotely operated pickup truck that tows a sled behind the truck at approximately 200 feet. Many different ordnance options can be employed on the MVT sled including: Laser Guided Training Rounds (LGTR), Mk-76 training bombs, 20mm, AGM-65 CATM, AGM-114 CATM, crew served weapons, inert rockets and Laser Joint Defense Attack Munitions (LJDAM). Sections of fixed wing aircraft serve as fixed wing Strike Coordination and Reconnaissance (SCAR) platforms

and Armed Reconnaissance (AR) platforms, conducting attacks in the AEZ and handing off “leakers” to the HSM rotary wing SCAR as they approach the DEZ. The rotary wing SCAR then directs MH-60S and MH-60R Armed Reconnaissance (AR) platforms to service the targets and, if required, hands off remaining threats to the simulated Zulu module as they approach the SEZ. There is no other training event in the Navy that allows for SCAR tactics to be employed against multiple moving targets, enhancing fixed and rotary wing integration while providing a wide range of ordnance employment opportunities. This event also serves to train both fixed wing and rotary wing assets to conduct shows of force to assist the Sea Combat Commander and Carrier Strike Group Commander in the determination of hostile intent. The value provided to the Strike Group by training to escalatory responses and the command and control required to do it properly cannot be overstressed. This event can be further enhanced by adding markings, colors, flags and other recognition features to the MVTs to force detailed rigging and reports from the airborne assets to the Sea Combat Commander. The designated strike lead for MVT events are generally HSM pilots. MVT training in AWF events directly translates to missions routinely executed by deployed HSM squadrons. The most easily recognized mission is that of a strait transit where rotary wing assets provide coverage around transiting HVUs. This layered defense ensures combatant commanders are able to effectively determine hostile intent with adequate time to respond in self-

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Focus: 2015 NHA Symposium defense. During its 2013 deployment, HSM 75 conducted 48 such strait transits. In many cases, these transits were executed by aircraft and aircrews deployed on CSG 11 surface combatants not in company with the CVN. The skillsets required to successfully protect High Value Units during straits transits were initially learned and practiced at Air Wing Fallon. While deployed, HSM 75 Combat Element TWO participated in an exercise called SPARTAN KOPIS. This exercise focused on combating multiple FAC/FIAC threats to surface units. CEL TWO, embarked on a destroyer, was called upon to coordinate both fixed and rotary wing assets from the Air Force, Army, Navy and Royal Navy to defend a surface combatant against a multi-axis threat. The MH-60R’s ability to PID targets and assign ARs to service those targets was the driving force behind the success of the exercise. The skills that allowed the crews to execute that mission from brief to de-brief with a level of professionalism that resulted in CTF-50 specifically recognizing the skill and ability of the MH-60R aircrews and crediting them for the overall success of the exercise were honed at AWF.

Electronic Surveillance (ES)

The MH-60R’s role as the CSG’s only organic airborne ASW asset is well defined and its importance in the SUW mission continues to expand. The MH-60R’s Electronic Surveillance suite is a significant capability that is becoming more readily recognized by the CSG Warfare Commanders as a force multiplier. Its ability to track and geo-locate emitters of interest allow for increased situational awareness of threat platforms operating in the AOR and allow crews to provide target locations for Suppression of Enemy Air Defense (SEAD) in the littoral environment. The MH-60R’s ES capability is even more crucial to CVWs that lack the improved ES systems of the EA-18G Growlers and E-2 Hawkeye 2000s. AWF provides several SEAD events which facilitate coordination between the Electronic Attack (VAQ) and HSM squadrons in a parttask training event. These events challenge aircrew from both communities to develop an in-depth understanding of each other’s capabilities and TTPs. Ultimately, the sharing of ES information improves the effectiveness of the carrier air wing’s coordinated SEAD and Destruction of Enemy Air Defenses (DEAD)

mission sets. AWF provides the only capable range facility and opportunity to exercise this high fidelity, coordinated ES training. The ES capabilities of the MH60R are further exercised during AWF’s Special Operation Force Escort (SOFE) and Dynamic Targeting (DT) events. During these events, the MH60R is tasked to provide ES data and geo-location of early warning (EW) and surface to air (SA) threats for the associated strike and escort packages. Although MH-60R aircraft are not generally employed over land, they can, however, be tasked to conduct ES in a littoral region and provide associated cueing to the CVW and CSG while maintaining a standoff in a low threat environment. This ability was well demonstrated during C2X and JTFEX events in which the MH-60R was instrumental in distinguishing between neutral contacts and simulated threats. In one such event during CVW-11’s C2X, an MH-60R crew was able to identify a potential target as neutral and shift the target track to the correct contact before the strike package reached the initial point. The capability was again utilized during a C5F strait transit when an HSM-75 crew identified an active SAM emitter along the route of transit. Once recognized, the crew was able to take the appropriate action and alert friendly units in the area to the change in status.

systems and procedures during the debrief process where they see exactly what the threat system saw and how it reacted to the TTPs employed.

Humanitarian Assistance/ Disaster Relief (HA/DR)

The NSAWC Mountain Flying School is offered the week before AWF events begin and provides premiere instruction for rotary operations in a high DA environment. While MH-60R crews aren’t routinely called upon to operate in a mountainous environment, their primary mission does routinely involve aircraft operating at high gross weights, in a high DA environment, resulting in operations approaching airframe and NATOPS limitations. The skill set taught and honed in the Mountain Flying course allows crews to better understand how their airframe will perform under those conditions. This results in aircrew that are able to recognize potentially dangerous situations before they develop beyond the airframe and aircrew’s ability to recover. It also has the benefit of preparing aircrews to respond to unplanned HA/DR missions. This occurred most recently in November, 2013, during HSM77’s participation in operation DAMAYAN in the Philippines. The recent addition of a HA/DR event to the AWF syllabus further enhances HSC/HSM integration and gives HSM crews the opportunity to conduct high altitude unprepared landings should they be called upon for an actual HA/DR mission while deployed.

Surface To Air Counter Maritime Strike Event Tactics (SACT) The Fallon Range Training Complex provides a unique, high-fidelity training opportunity for employment of Surface to Air Counter Tactics (SACT), particularly in response to radar-guided threats. At AWF, rotary crews are able to employ their Electronic Support Measures (ESM) and Radar Warning Receiver (RWR) systems against actual threat emitters. By adding mixed section events with Helicopter Sea Combat (HSC) MH-60S aircraft, the mutual support and complimentary nature of the two rotary systems can be fully realized. The crews are further instructed on the effectiveness of their

A simulated Maritime Strike event was recently added to the AWF syllabus, providing a valuable training opportunity for MH-60R strike leads to exercise strike planning team coordination, integration of fixed and rotary wing assets, ES and SEAD/ DEAD coordination, and live fire weapons employment. During this event, Dixie Valley and B17 become a simulated maritime environment. During CVW-8’s AWF, two rotary sections (1x MH60S and 1x MH60R) were tasked to fly down Dixie Valley to B17, with F-18G support from the Havoc Weapon School. A real-world land emitter (simulating surface combatant threat radar) was geo-located by F-18G and MH60R assets, suppressed, and ultimately destroyed

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Rotor Review #128 Double Issue Spring â&#x20AC;&#x2DC;15

in a simulated engagement. The event culminated with MH-60R employing 2xAGM-114 Hellfire missiles at night against simulated FIAC targets (tanks) in B17 while MH-60S serviced additional targets at the airfield. This event is an extremely valuable training scenario in a simulated maritime environment, providing maritime strike leads an opportunity to plan and coordinate a maritime strike while flying in the Nevada desert.

Maritime Strike Lead Syllabus

Maritime Strike Lead Under Instruction (SLUI) candidates receive exceptional training during Air Wing Fallon. The Maritime Strike Lead qualification process established by CVW-8 as part the Strike Lead and Rescue Mission Commander program further promotes integration and tactical coordination by providing HSM pilots the opportunity to qualify as leads for Large Force Employment scenarios in the maritime environment. The syllabus consists of the Strike Leader Attack Training Syllabus (SLATS) at Air Wing Fallon; a War at Sea exercise (WASEX) integrating with the Sea Combat

Focus: 2015 NHA Symposium

Commander (GZ) to control fixed and rotary wing strike assets against conventional and small boat threats; a Joint Maritime Defense (JMDEX) event integrating ship, fixed wing and rotary wing assets against FAC and FIAC threats; a Strait Transit event integrating with fixed wing alert and rotary wing assets against small boat and ASW threats; as well as a multi-platform Anti-Submarine Warfare (ASW) event. MH-60R Maritime Strike Lead Under Instruction (SLUI) candidates are able to attend SLATS during Air Wing Fallon, as well as being presented with multiple opportunities to complete strike lead syllabus events.

Conclusion

The strategic focus of carrier aviation is shifting from OEF support toward a more traditional role of littoral support and war at sea. The HSM community’s mission sets are ideally suited for these types of operations and Air Wing Fallon provides the perfect venue to hone these skills in the integrated air wing environment. ASW will continue to be a primary mission area for the only organic airborne ASW asset in the Carrier Strike Group, but the MH-60R’s role

in anti-surface maritime warfare continues to develop. The MH-60R sensor suite and mission systems provide CSG commanders a high level of situational awareness and warfighting capability in the vital area. The MH-60R is also critical during missions where fixed wing availability may be limited, such as strait transits. Air Wing Fallon provides both fixed wing and rotary aircrew a unique opportunity to learn the capabilities and limitations of all air wing platforms in a “hands-on” training environment. HSM aircrew must be prepared to fully integrate and effectively support traditional air wing assets in the defense of the HVU. AWF provides the ranges, staff and unique training opportunities to achieve seamless air wing integration during the integrated phase of training that can be further exercised during the advanced phase and during deployment.

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Fire Scout Training Begins at HSC-3 Article By LT Amelia Owre, USN

n February 2, 2015, Helicopter Sea Combat Squadron THREE (HSC-3) had the honor of becoming the Navy’s first Fleet Replacement Squadron (FRS) to commence Unmanned Air Systems (UAS) operator training. Sixteen pilots and aircrew from three squadrons began an 8-week course of instruction to earn operator qualiﬁcations for the MQ-8B Fire Scout. Upon completion of their training, they will be designated as Air Vehicle Operators (AVOs) and Mission Payload Operators (MPOs), ready to deploy as part of aviation detachments aboard Littoral Combat Ships (LCS). HSC-3’s ﬁrst UAS FRS class represents a new era in naval aviation training.

Rotor Review #128 Double Issue Spring ‘15

Features : Fire Scout Training Begin at HSC-3 The MQ-8B Fire Scout is a multi-mission rotary wing UAS designed to act primarily in a surveillance and reconnaissance role. Additional capabilities include target acquisition and tracking, laser designating, target damage assessment, and communications relay. These mission sets make it a highly versatile battlefield asset. In recent years, the Fire Scout has operated from both land and sea with rotating detachments in Afghanistan and onboard specially equipped Frigates. Its present role, however, is to be part the LCS mission package. The first LCS deployment with an embarked Fire Scout is currently underway aboard the USS Fort Worth (LCS 3), operating in the 7th Fleet’s Area of Responsibility in support of the Navy’s strategic rebalance to the Pacific. Helicopter Sea Combat Wing, U.S. Pacific Fleet (HSCWP) is the lead Type-wing for all Fire Scout activities and is responsible for policy development and standardization amongst all Fire Scout units. HSCWP also has an active Vertical Take-off and Landing Tactical Aerial Vehicle (VTUAV) maintenance detachment based out of Naval Base Ventura County (NBVC) Point Mugu. This detachment is the Navy’s first permanent activity controller strictly UAS assets. Its primary role is to store and maintain the MQ-8B fleet, prepping the Fire Scouts for deployments and detachments. Currently, HSCWP VTUAV maintains four air vehicles on-site. Eventually, it will house all 23 fleet MQ-8Bs, as well as the future MQ-8C UAS under procurement as a performance upgrade. As the MQ-8 FRS, HSC-3’s Fire Scout mission is to provide the fleet with qualified AVOs and MPOs to deploy with aviation detachments aboard the LCS. Pilots and aircrew will detach from the HSM and HSC communities to fly both the MH-60S Seahawk and MQ-8B Fire Scout while underway. Approximately 50 students are expected to complete UAS training at HSC-3 in 2015. The vast majority will report to HSM-35 and HSC-23, since these are the first operational squadrons to deploy with both an MH-60S and MQ-8B onboard an LCS. HSC-3’s Fire Scout student pool will continue to grow as the Navy commissions more LCSs and assigns more squadrons Fire Scout capabilities. FRS training for the MQ-8 is unusual in that it is entirely simulator-based. Student AVOs and MPOs will complete a combination of classes and simulator events to achieve a Naval Air Training and Operating Procedures Standardization (NATOPS) qualification. For AVOs, completion of the course will also confer qualification as a UAS Commander (UAC). Due to the computer-based interface of the Fire Scout, simulators provide training that is comparable, and in some instances better, than what

Photo courtesy of the HSC-3 Public Affairs navalhelicopterassn.org

MQ-8B Fire Scout choked and chained and underway. Photo courtesy of the HSC-3 Public Affairs

can be achieved with manned aircraft simulators. Once AVOs and MPOs begin work-ups onboard their respective LCS, they will finally operate the actual air vehicle. AVOs and MPOs will also complete tactical training while underway. Fire Scout has continuously deployed since 2009. However, until HSC-3’s first class of students, Original Equipment Manufacturer (OEM) contractors had facilitated all AVO and MPO training. With the establishment of the Fire Scout FRS at HSC-3, U.S. Navy Officers and Enlisted personnel are finally training the fleet’s AVOs and MPOs, thus directly controlling the tactical development and implementation of Naval rotary-wing UAS assets. The Merlins of HSC-3 have a longstanding legacy of excellence, which they fully intend to carry forward as they usher in this new era of naval aviation. HSC-3 conducting training with MQ-8B Fire Scout out at sea. Photo courtesy of the HSC-3 Public Affairs

Rotor Review #128 Double Issue Spring ‘15

Features

Saying Goodbye… Reprint from MilitaryTimes.com

Photos courtesy of HMM-364 Public Affairs

en become attached, even grow to love certain non-human things, like a Cowboy to his horse, it was the same with the U.S. Marines and their Boeing Vertol CH-46 (Sea Knight) helicopters. First procured by the Marine Corps back in 1961, it was to meet their medium-lift requirements. It first flew in August in 1962 and was designated as the CH-46A. By November of 1964, the Marine CH-46A and the U.S. Navy’s UH-46A was introduced to the Fleet. For the next 50 years, thousands of Marines would step foot on these beast of burden. From flying into hot landing zones (LZ’s) to fighting wildfires in California, from medical evacuations in combat to humanitarian evacuations around the world, the CH-46 was always ready for the Marines. Lovingly nick named the Phrog by the Marines (Wondering, why the name “Phrog”?, if you look at the front of the aircraft, it resembles a sitting frog, thus the name), the Sea Knight has been used in all U.S. Marine combat and peacetime environments since its introduction. By 2014, it was still regularly flown by the Marines (The U.S. Navy retired theirs in September 2004), its longevity as a reliable airframe has led to such mantras as “phrogs phorever” and “never trust a helicopter under 30″. The Purple Foxes of Marine Medium Helicopter Squadron, HMM-364 (now VMM-364, due to their transition to the Bell Boeing MV-22 Osprey) started flying the CH-46 in 1967 and they were the last active duty (fleet deployable) Marine squadron to fly the CH-46, now with a “E” designation. During the summer and fall of 2014, the Purple Foxes were slowly flying their old friends to the Davis-Monthan Air Force Base in Tucson, Arizona, where ARMAG (Aerospace Maintenance and Regeneration Group) is located. Also known as “The Bone Yard,” 2600 acres of desert land, where most U.S. military planes go for retirement. Here the planes are stored for replacement parts or are slated for destruction. On October 27th and 28th, 2014, I had the honor to fly with the Purple Foxes for their last delivery of aircraft #06, this CH-46E was flown by Capt. Rick Hill and Capt. Matt Schmitt, with SSgt Derek Burleson & Sergeant John Kirk VI as the flight crew.

We were being escorted by another CH-46E being flown by the Commanding Officer of the Purple Foxes, LtCol Paul Kopacz and Maj. Eric Landblom, the Maintenance Officer for HMM-364, along with crew members, SSgt Ryan St. Antoine and Sgt Carmen Zangari. This plane had been repainted in the colors of her Vietnam days in Green with Black. She was to escort #06 to Davis-Monthan AFB, and then fly us all back to Marine Corps Air Station (MCAS) Camp Pendleton, California. Starting with a briefing for the flight, I was met and welcomed with open arms by the crew, I would be flying with, and being a former Marine Infantryman, it was to be a nostalgic final flight for myself, as I had flown on many CH-46’s during my time in the Corps. A Captain Gibson gave the weather report to the two crews, and stated “it was promising to be a beautiful day for flying”. We took off from MCAS Camp Pendleton with an itinerary to fly to the airport in Imperial, California and refuel, and then fly non-stop to Davis-Monthan AFB. The flight took approximately 4.5 hours. The entire flight was smooth, and the flying conditions were perfect. Flying over the high mountains of eastern San Diego County and then dropping down into the desert of southeastern California, I watched the Marine crew as they either performed their duties, or were looking out over the ever changing scenery. I was thinking back to my days of flying in the CH-46, and wondered if they were doing the same. I asked Capt. Schmitt, who has been a Phrog pilot for the last four years, what his thoughts were once we had landed? The Capt. replied. “I was thinking about how amazing this helicopter has been, how she has always brought people home safe, and all of the people who were a lot worst situations than I have been in, that got out of trouble because of this bird”. I asked him if he was having any flash backs while flying her for her final mission? His reply “No, not really, just enjoying the

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smoothness of the flight and the just how the aircraft handles. It’s beautiful not having a tail rotor and an indescribable kinetics to it”. Landing in Tucson, the flight crew got out and prepared her for the night. The actual handover to the AMARG would not take place until the next morning. I had a lot of time to speak with the different Marines and talk about their time with the CH-46E. When ask about his feelings? Capt Hill, also a four year veteran of flying the CH-46 replied, “It’s kind of a sad day to see the Phrog go away. It’s the end of an era, and sitting here looking at so much history in them. It’s kind of a sad day, sad to see them go as this is the last one (#06 BU 15368), we’re bringing here from HMM-364″. I asked him, if he saw it as an honor to be chosen to fly her last mission? Hill replied ” Yes, it’s the 4th one I’ve brought here for retirement, and it’s nice, even cool to be the last one to fly her, and I’ve flown the last six birds, four here (AMARG) and two to museums in Hawaii. The next morning, with the sun shining bright, the flight crew and pilots were getting #06 ready to taxi over to the AMARG side of the base. I observed the C.O. watching over everything. I asked LtCol Kopacz about his final thoughts. “Having just taken over command of HMM364, and it being redesignated to VMM-364 (October 2014). I get the privilege of transitioning this famous squadron from CH-46’s to V-22’s. Now what do I think about us dropping off aircraft #06 here, it’s believe it or not, just being an avid lover of the V-22, it’s still such a sad day, she’s (CH-46’s) done so much for us, but it’s pretty exciting to think back over all of the years, that she’s been a major contributor to the mission. it’s fun to see the emotional ties to it. Yet if you’d ask me 15 years ago, when I was flying the CH-46 (Kopacz flew the CH-46 with the Purple Foxes when he was a Capt, having flown in both Operations ENDURING FREEDOM I, and Iraqi Freedom I, where he had two combat deployments in the CH-46) and people’s opinion of you. You didn’t feel the respect then, but as it started to drop off here in the end, everyone is coming out of the woodworks, whether it’s be

Grunts (Marine Infantrymen) or others, it didn’t matter”. Kopacz also went on to say “I absolutely loved flying the aircraft, I still consider it, one of the greatest helicopter designs. It truly is a tandem rotor system, it’s nothing but lift. Not having a tail rotor has so many benefits for being able to do what we do, and being to get into those tighter spaces, it had the ability for point of entry, pick ups, drop offs, and it’s a very forgiving aircraft. We’ve had over 50 years to know everything about this aircraft. Historically, like every other aircraft it had it’s ugly growing years, it’s growing pains. You ask a H-34 guy about the 46, and he’ll say “oh it’s a piece of crap”, and the CH-46 guy will say the same about the V-22. It’s funny, they’ve all had their growing pains, but this aircraft was obliviously able to sustain, and at this point, it’s kind of like that perfect design that you find, and your able to keep it going. It’s been a great aircraft, but it’s time to change. Our mission is slightly changing here. We starting to look more at the “Over the horizon” capability and we need that force multiplier, which the V-22 Osprey can bring to the fight, so it is time, and I’ve done a lot of missions in the CH-46, that probably wasn’t the right aircraft for the mission, but we got it done. Adapt and overcome, I love this community”. It was suddenly time, an escort truck arrived from the AMARG, and we boarded #06 for her final taxi. Time seemed to slow down, and it was a long way to the gates of the Bone Yard. As we finally entered the Yard, there was every type of aircraft and there were thousands of planes and helos all in formation for as far as the eye could see. We followed the escort to our parking spot, and as I departed the aircraft, civilian workers from AMARG immediately descended on our bird. They started covering all of the engine vents, taping up doors and windows and securing her. The crew slowly started to leave their girl, some giving her a simple tap on the airframe with their hands. One Marine had a pen and started to sign #06 with his name. All of the other Marines followed suit, as they said goodbye to this old warrior.

A group photo of the crew, the C.O., and the Maintenance Officer was taken and then it was over. With the paperwork signed by the Lt. Colonel, he handed over #06 to the U.S. Air Force. We were then given a brief tour of the Bone Yard by our US Air Force host. We then boarded the last active duty CH-46 (#19) and started our flight back to MCAS Camp Pendleton. it was a quiet flight back, as many of the Marines fell asleep. When we did arrive back at Pendleton, the entire VMM-364 squadron was out on the ramp waiting for us to arrive. Except for the pilots who were shutting down the aircraft, we all disembarked from the aircraft, and the squadron form a half circle around the front of the #19, waiting for the Pilot to come out. Major Landblom had the honor of being the last Marine to fly an active duty (fleet deployable) CH-46, and what he did not know, was that there was a young enlisted Marine who had climb to the top of #19 with a 5 gallon bucket of water for a special celebration of this historical moment. When Major Landblom exited the aircraft, he was greeted by the a huge applause and cheers from his fellow Marines and unknowingly, a cold shower of water over his entire body. Major Landblom is currently the Aircraft Maintenance Officer for VMM-364 and the I spoke him afterwards, and asked how it felt to be the last Marine to fly his unit’s 46? Landblom said “I’ve been with the Purple Foxes on and off, for around 6 years, and 3 combat tours. It’s the end, but it’s also the beginning of a new life, a new part of the Purple Fox history. I mean we’re talking about a squadron that was flying the H-34 from 1961 to 1966, then the CH-46 from 1967 to 2014, now were going to make that history continue with the V-22, and make it a part of the legacy as well. So I’m excited about being a part of it, and seeing what this new aircraft is capable of doing”. I want to thank the Purple Foxes, Lt. Colonel Kopacz, and his Officers and Enlisted Marines for treating me as if I was a member of the squadron, and allowing me to spend so much time with them and sharing with me. I also want to thank the 3rd Marine Air Wing and Captain’s Anton Semelroth and Melanie Salinas of the 3rd MAW’s Public Affairs Office for their parts in allowing me this special access for this historical moment in United States Marine Corps history. Semper Fidelis!

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Historical

Reminiscences of a 2.75” Rocket Marksman “Lead’s In, Three Darts, Break Left, Wagon Wheel” Article by CDR Tom Phillips, USN (Ret)

ith the return of the “new” 2.75” rockets to the inventory after 43 years hiatus from combat in Vietnam, and having fired about 1000 of them in combat - to the best of my logbook calculations - perhaps I can stimulate some dialog to steepen the relearning curve. Below are some firing techniques, and some weaponeering factors based on the tactical environment faced by the Navy in the Mekong Delta during the Southeast Asia wargames.

Rocket System Our rocket system was very simple, but it was a backfit of a system designed for fixed wing to shoot down enemy bombers in earlier years. There were two seven-shot pods, one on each side. It must have been originally designed to fire one variant of the 2.75” rocket, probably with the “standard” 10-pound high explosive warhead (HE). With the advent of a selection of warheads and fusing, it had outgrown its control box. Our system control box had four positions, OFF, SINGLE, SALVO, and RESET. The control box had no ability to select individual tubes, or even which pod. OFF meant that power was secured to the rocket system. We pulled its electrical power circuit breakers to be sure: it was such a Rube Goldberg afterthought lash-up installation, that we didn’t trust it otherwise. SALVO automatically fired all 14 rockets, a pair at a time (one from each pod); in a continuous ripple fire in about 2 seconds. We’d never have a target to justify this option, but it was comforting as a weight reducing method since the pods were not remotely jettisonable. SINGLE fired one tube per pod, sending a pair of rockets together, or sending a single rocket, depending on the setting on the intervalometer.

The intervalometer allowed for some limited rocket selection. When the rocket firing button was pressed, electrical firing current was routed to an intervalometer on each rocket pod. While the rocket pod had seven tubes, the intervalometer had 14 positions, with positions 1 through 7 routing the electricity to a rocket tube, and positions 8 through 14 routing the electrical firing current to dummy positions (ground). In SINGLE, after the firing signal has been sent through both intervalometers, each intervalometer advanced to the next position, stepping in order through the positions with each press of the firing button. The intervalometer advances from 1 through 14 and then rolls over from 14 to 1 and through the numbers in order again. Both advance every time the firing button was pushed on the cyclic, whether the pod had been fired or not. To conserve rockets, we did not usually want to fire more than one rocket at a time. We could do this by manually setting one pod to position 1 and the other pod to position 8. As one tube was working its way from position 1 to 7 in order, firing rockets, the other tube was advancing from dummy position 8 to dummy position 14. After position 7 fired and advanced to dummy position 8 on its side, the other pod was rolling over from dummy position 14 to position 1 (rocket tube 1), ready to fire a real rocket with the next press of the firing button (assuming tube one was loaded (we didn’t always carry a full load of rockets because of our gross weight limits). The intervalometers could only be set on deck, being located on the back of the rocket pods. In flight, all we could do was reset both intervalometers to the number 1 position from wherever they were by selecting the RESET position. Then by selecting SINGLE, a pair of rockets, one from tube 1 of each pod,

would be fired. That was the extent of our in-flight options. The electrical firing current explodes a primer charge in a cap at the tail of the rocket, which ignites the solid fuel rocket motor and whooshes the rocket. As the rocket leaves the tube, the disintegrating rocket cap flies apart and frequently frags the crewman who is seated just in front of the muzzle of the rocket pod. It was common for gunners to come back from a hot fight bleeding from numerous stinging cuts on the legs, arms, hands, cheek, or chin. This “fragging” could be avoided if the gunners moved back into the cabin when the rockets were being fired. Unfortunately, they can’t shoot from in there, and if they needed to be shooting, they ate rocket caps; all in a night’s work. Occasionally, the lower legs of the pilot were also peppered. The seat armor side protected most of the pilot’s body, but not the legs. This minor irritation to the pilots could be avoided if we closed the pilot’s doors, if we had pilot doors. We frequently didn’t even have them installed: useless weight.

Fuses We had two types of fuses for our rockets, proximity (prox), and contact, also called pointdetonating (point-det). It was not always desirable to shoot pointdet fuses. Sometimes you wanted to use prox fuses. Usually our targets were in the trees and bush. In that case, we wanted point-det, which would penetrate farther into the foliage before hitting something solid and going off. It also made shrapnel of the wood

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it hit, improving the chance of hitting an enemy soldier with something which could hurt him. If the enemy was caught in the open, he would usually be in mud, or in water, and a point-det would be smothered with the mud or water absorbing much of the explosive effect and venting most of the rest straight up, relatively harmlessly. In that situation, a proximity fuse was best. It goes off before hitting the ground in an air burst, maximizing the frag in the air. Because of the nature of the “ground,” a mix of tree-covered mud, and liquid, and/or open paddy-swamp-grassland and/or canals, rivers, and creeks, we would often alternate each position in each pod; prox, point-det, prox, point-det, etc. Warheads We had four types of warheads to choose from; HE (high explosive-frag), WP (white phosphorous), smoke marker (no kill explosives), and fleshettes (2400 little steel darts). The fleshettes, called “nails,” were shotgun-like “bee-hive” warheads for use against large concentrations of troops. White Phosphorous, or “Willy Pete,” was an incendiary warhead which could start a fire which water couldn’t douse. It made a large white smoke cloud, like a smoke marker rocket warhead, except WP would also do some hurt if any flakes got on you, or your flammable structure: virtually all structures were made of wood and thatch. Since we were unable to select a specific individual rocket tube, other than using the RESET function, planning the optimum rocket load for a “routine” patrol or for a scramble was tough. Up on the Cambodian border, in an open grassland interspersed with clusters of undergrowth and groves of trees, and where every canal or creek is lined with tree-bush growth, and where concentrations of troops have sometimes been encountered, we might put a fleshette in the last tube of each pod. That way, should we luck out and find a worthwhile troop concentration, hitting reset would allow a large volume of rapid fire ending with two fleshettes. We sometimes put a prox willy pete in the first tube of each pod. It was excellent to mark the target initially. We never bothered with smoke warheads. Who needs harmless pretty colors? Down on the coast of the South Chine Sea in the dense mangroves, we skipped both willy pete and nails because of the

near-universal high density of growth, with sometimes the creeks/canals/rivers the only open spaces not covered in trees. Anything needing marking could be done with hand-dropped smoke grenades, or an M-79 smoke round, launched at low level, and the chance of finding any number of troops in the open was nil. Of course a specified mission with good intel might allow us to plan to use a lot of willy pete or a bunch of nails, or all prox or all point-det. And once we were in a fight, we would know the terrain and be able to “optimize” our rocket load when we hot-rearmed after the initial strike. Because we seldom had a massive or large target, and to be as accurate as the rocket system would allow, we normally fired one dart at a time. They weathervaned horribly because of the sensitive seesaw yaw tendencies of any helicopter, especially the Huey (it had no autostab system, only force trim) and because of the rotor downwash. To shoot accurately, you tried to roll in at a shallow dive angle from the same altitude and distance every time, with the same power setting – minimizing the many variables. In theory (we were taught in Army airborne gunnery training back at Fort Rucker, Alabama), that set up the same conditions for each shot. At “Mother” Rucker, on the rocket range, in a light helicopter, with the same winds for each run down range, it might be true, but in combat, the tactical situation often precluded such considerations. Firstly, you didn’t often want to fly the same route in run after run: you were just asking to get ambushed from the ground.

Aiming The Helicopter You arrive at the push point on speed and with the desired power set and push over. You then try to get the pipper on target as fast as possible before the accelerating helo throws off the sight picture too much. Then you move cyclic, left-right, up-down, and compensate for the cross-wind (it’s ALWAYS a cross wind, even on a still day, when you try to shoot rockets).

Now the pipper is not on target any longer, but is off by your allowance for windage. And you must adjust collective to stop descending or climbing relative to the aimpoint. Cross check the ball; it MUST be centered. If it’s out a little you must move the nose and squeeze the collective again as you center the ball, trying to keep the pipper on the desired position. When first learning to shoot rockets, you might easily find yourself at break off altitude without ever getting the right combination of ball, collective, sight picture, and sink rate to squeeze off a rocket. When you get it right, or close enough, you press the firing button without “flinching” the cyclic (just like firing a rifle, you can throw off the shot by jerking the trigger). It helps to be a down home country boy raised with a rifle in hand; the principles are the same as far as windage and lead. At first you are amazed to see your rocket going off in an entirely different direction from where you intended it, sometimes high or low, but frequently left or right (the ball absolutely HAS TO be centered exactly), or the ever popular combination; anywhere except to the aim point. It seems, for the longest time in the education of a rocket marksman, that the safest place on earth is right on the aim point. You begin to wonder why they didn’t make the warhead bigger to compensate for these impossible weapons (some days it seemed a nuke wouldn’t be enough). And just when it seems that the dart is making a bee-line for the aim point, the rocket motor burns out and the ballistic weapon curves gracefully down to explode short of the aim point. Oops, forgot about that part. This is a little easier in fixed wing, with a more stable aircraft, far less yaw issues, fewer controls to adjust, higher speed, and steeper dive angles. The fixedwingers also fire all their darts on a single run and let the sheer numbers compensate for the inaccurate individual rocket; they don’t do CLOSE air support like us. (It would be a LOT easier with the longer-burning motor, larger warhead, and supersonic velocity of the 5-inch Zuni rocket, which burns all the way to the target, but we couldn’t lift those heavy suckers (maybe an H-60 could). The accuracy and punch of the Zuni make the Black Ponies of VA(L)-4, highly desirable

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Historical: Reminiscences of a 2.75” Rocket Marksman partners in our little combat family in the Delta.)

Burst On Target You soon learn to manhandle the aircraft into approximate alignment and shoot quickly and be objective about the first rocket (it is always something of a WAG), and you concentrate even more effort to SWAG the next one toward the target based on where the first one hits. In this manner we walked the fire to the target in a technique called “burst on target.” Kept the reticle on the target until the rocket exploded, noting the explosion location on the sight relative to the reticle (and the target) - say low and to the left of the target; then you “fly” the burst spot on the sight reticle up to the target, in this case, up and right. Now adjusting for the increased speed in the accelerating dive, and shorter ballistic fall after motor burnout because of closure on the target area, both of which will throw off the next shot, if not accounted for, you make sure the ball is still in the center, and squeeze off the second rocket. Repeat as time permits or as weapon effect requires (sometimes you actually hit the target and another rocket is not required). With practice, we’ll normally get off two or three aimed rockets per rocket run. That is the way to be most accurate with a less than precision weapon against a point target. Area fire is a lot easier, of course. And does it go without saying that you NEVER, EVER, overfly the target. NEVER. So your shooting must be done in time to make a hard turn, at least a ninety, and peel away at a “safe” distance from the hostiles. Add to these firing limitations, the joker in the deck. The solid fuel may have been altered by sweating in the sun, or the fuel mass may have been dried and cracked by the sun, causing an uneven motor burn and asymmetrical thrust, so that the dart would not fly true even if aimed and fired with great care. Off a ship, you shouldn’t have this worry, but grabbing rockets from a hot rearm/refuel remote site CONEX box raises this specter. There is one more variation to the simple calculus of 2.75” rocketry from a UH-1 helicopter. In addition to the types

of warhead, the HE warhead came in two sizes, 10-pound, and 17-pound. Nothing else changed on the rocket, just the weight of the warhead affixed to the front of the same rocket motor. Result? After rocket motor burnout, the ballistic travel of the two types is different. Fired on the same initial trajectory, the heaviernosed 17-lb warhead would not fly as far. It curved down more and sooner, of course, making it even less “accurate” and a significantly different flight path than it’s little brother, especially if mixed with the 10-lb warheads. To be safe, and consistent, we learned to avoid mixing them. Since there were not a whole lot of them around, we usually didn’t use the 17’s. A hit with a 10-lb warhead was preferable to a miss with a 17-lb warhead; the bigger bang seldom made up for the reduced accuracy. We never fired enough to “learn” where they would go after burnout like we did with the 10-lb warheads. As well as learning not to mix the two different warhead weights, we learned not to shoot a prox fuse rocket immediately after any other rocket. If you were a good rocket shooter, your second rocket would follow closely behind the first as you learned to gauge where the first was going even before it hit. This caused potential trouble if the prox fuse “saw” the wake of its predecessor. That disturbed air was “hard” enough to cause the fuse to detect proximity and dutifully detonate. . . right in front of the helicopter. Now life is dangerous enough without flying through your own shrapnel from a frag warhead going off right in front of you – can you say FLAK!

off the run and turn over the friendlies. Then if the VC fired at you they made themselves targets for the friendlies. Of course, our gunners continued firing when we broke off the rocket run, and the brass rained down on the ground troops. Funny, we never heard a complaint about that brass. Probably because they knew that every round bouncing off their backs and helmets meant a full metal jacket heading for the VC. The VC often tended to try to get close to the friendly ground troops for protection from air strikes and artillery, in a tactics now known as “grabbing the American’s belt.” This seemed to work for other aircraft, who would refrain from working their ordnance in close. We, on the other hand, would switch to our gunners, who were truthfully our main battery and our claim to fame, and work their fire right up to the friendlies, using concentrated aimed fire, not sprayed fire. Our gunners could reliably place fire within ten yards of friendlies from altitudes of 1000 feet. We never heard of any friendly casualties from our fire, and had many cases of ground troops asking us to put it closer. They trusted our guns, and we did everything to keep that trust. Rockets were great for psychological effect, intimidation, for busting bunkers (if you could hit them), and for area fire (“lead’s in, three darts, break left”), and - we joked - for the entertainment of the pilot, but for the really serious work requiring accuracy, we depended exclusively on our excellent gunners: we only tolerated EXCELLENT gunners, proven and reliable, steady and cool… and surgical.

Maneuvering Tactics using rockets were driven by these firing accuracy considerations. Unless absolutely unavoidable, we never planned our runs to go over friendly positions. Once you were a competent rocket marksman, if you were going to be off, you tended to be low or high in line with your pass, and not as much off left or right (disregarding bad motors), because you were absolutely anal about the ball being in the center.. Break

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command Updates

HSM-41 Tactical Paradigm Shift Article by LT Emily Lapp, USN

elicopter Maritime Strike Squadron FOUR ONE (HSM-41) is the West Coast Fleet Replacement Squadron for the Navy’s newest and most technologically advanced helicopter: the MH-60R Seahawk. The squadron’s mission is to train Naval Aviators and Aircrewmen to fly and tactically employ the MH60R. Fleet Replacement Pilots (FRPs) complete a 10-month syllabus which includes a 3-month NATOPS phase and 7-month Airborne Tactical Officer (ATO) Phase. The ATO Phase consists of a 3-month Surface Warfare phase, a 3-month Anti-Surface Warfare (SUW) phase and CAL/LZ, VERTREP and shipboard events. Historically, rotary-wing FRS training has focused on teaching the basics of safely flying the aircraft and introducing students to 100 level tactics such that they are capable of “pushing the right buttons” under the cognizance of an experienced Helicopter Aircraft Commander. However, HSM-41 is currently in the midst of a paradigm shift from teaching purely systems knowledge and basic tactical operations to an environment in which the squadron is introducing MH-60R employment and optimization in execution of more complex tactical sorties. FRS training relies heavily on tactical simulators. With high-fidelity, top-of-the-line day, night and Night Vision Goggle (NVG) compatible full visual simulators, FRPs are able to practice checklists, fly basic maneuvers, handle aircraft emergencies, launch simulated Hellfire missiles, drop simulated torpedoes and practice the fine art of Anti-Submarine Warfare (ASW). HSM-41 continues to rely heavily on simulators, particularly throughout the ATO phase. However, in the past year, HSM-41 added flight events on the

Southern California Offshore Range (SCORE) and at the El Centro Complex Target 103 (“Loom Lobby”) in El Centro, CA. Since June, 2014 HSM-41 has executed 55 range events and flown more than 375 hours of multi-aircraft, live ordnance tactical training on the range. In order to ensure range safety and achieve maximum training value, the HSM-41 instructor cadre raised premission planning and mission briefing standards to include detailed range safety briefs and information on operating areas and local ordnance conditions. FRPs apply their knowledge of the MH60R’s aircraft configurations, ordnance and fuel planning as they prepare for gun shoots, Captive Air Training Missile Exercises (CATMEXs) and ASW and

Airborne Low Frequency Sonar (ALFS) dipping events. Missions for these range events include multi-ship events that facilitate real-world Surveillance, Coordination and Reconnaissance (SCAR) and Scene of Action Commander procedures for SUW and ASW events, respectively. Early on, FRPs are introduced to tactical integration through coordinated operations with fleet HSM squadrons and joint operations with available external units. The use of live targets, to include foreign diesel and U.S. nuclear submarines, brings the FRPs’ training to life by giving them the opportunity to execute actual Tactics, Techniques and Procedures (TTPs) in a fully instrumented ASW environment. When live targets are unavailable, HSM-41 employs MK 39 Expendable Mobile ASW Training Targets (EMATTs) to provide live dipping training

Seahawk 400 and Seahawk 427 depart Naval Air Station North Island in section for an ASW range event.

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against automated targets capable of simulating actual submarine characteristics. The metrics associated with these range events are impressive. In the past year, HSM41 expended more than 119,000 rounds of crew-served ordnance, 519 sonobuoys, 198 chaff and flares and amassed more than 114 hours of CATM employment. More importantly, these metrics correlate to improved Fleet Feedback Surveys. LCDR Nathaniel Anderson, HSM-41 Training Officer, comments, “Surveys are sent to gaining fleet squadrons six months after the FRPs leave HSM-41. The fleet squadrons provide feedback on the proficiency of each FRP. Since we began conducting range events and focusing on tactical employment, the surveys reflect we are providing a much better product to the fleet. Skill levels are higher and FRPs are much more tactically proficient than in the past.” This positive feedback is encouraging and supports HSM-41’s objective of developing future operational leaders both in the HSM community and the Naval Aviation Enterprise. HSM-41’s range events provide a unique opportunity for the HSM-41 Training, Operations and Maintenance Departments to integrate in support of HSM-41’s mission. Without the expert scheduling provided by Operations and robust aircraft support provided by HSM-41’s Maintenance Department, these range events would not be possible. Maintenance flawlessly supports multi-aircraft range events with complex weapons configurations, in addition to providing mission capable aircraft for a highly demanding daily FRS flight schedule. HSM-41 Gunner, CWO3 Clement Dickson, explains, “It has given us a lot of operational opportunities to put our work into practice.

The tactical events have really enhanced the Aviation Ordnancemen (AOs) technical training and have enabled them to execute the procedures they learned in C School while refining their loading proficiencies.” There are additional benefits as well: frequent loading, downloading, arming and dearming procedures reinforced ordnance procedures in preparation for HSM-41’s recent Conventional Weapons Technical Proficiency Inspection (CWTPI). CWO3 Dickson further explains, “The focus of CWTPI is verbatim compliance. The numerous tactical training events helped the CWTPI teams to better understand the entire ordnance loading and downloading processes. While we practice release and control system checks, by-the-book loading procedures and arm/de-arm procedures individually, it was through preparing HSM-41 flight line aircraft for tactical range events that our CWTPI teams were provided opportunities to view the process from beginning to end, which resulted in a better overall understanding of the evolution.” The repetition and practice culminated in the squadron’s CWTPI program receiving the highest possible grade of “ON TRACK,” and better prepares maintainers to groom the MH60R’s complex avionics suite. “The tactical events provide the Maintenance Department the opportunity to groom weapon systems not typically used during fundamental flight training” explains Maintenance Material Control Officer LT Kevin Miller, “And this increase in corporate knowledge will help my technicians during future

tactical training events as well as at their future operational commands.” As a result of the paradigm shift towards real-world tactical range training and the opportunity for HSM-41 instructors to lead range events, HSM-41 maintains a 90% Aircrew Combat Training Continuum (ACTC) Level 3 qualification rate amongst its pilot and aircrew instructors. This practice cultivates a highly skilled cadre of instructors equipped to safely lead FRP range events while also further developing their flight leadership skills. Furthermore, range events allow HSM-41 to add another layer of realism to training while maintaining an appropriate crawl/walk/run approach to risk management. This construct provides students the necessary environment to practice and perfect community TTPs alongside experienced instructors, executing in a relatively low stress environment with minimal external demands. Range events are the perfect FRS capstone experience to countless hours of studying, classroom and simulator preparation. Executing range events expose FRPs to the real world environment faced by fleet aircrews. The paradigm shift towards tactical employment and operation enables HSM-41 to graduate highly trained FRPs armed to actively participate, upon fleet assimilation, in Air Wing Fallon and other fleet readiness exercises. The ultimate test comes when FRPs graduate HSM-41 and meet squadrons forward deployed at the “tip of the spear.” HSM-41’s recent tactical paradigm shift ensures they will be able to fly and fight the MH-60R in order to serve as a critical Air Wing component in defense of the Carrier Strike Group!

Joint Training at its Finest in the Arizona Desert Article by LTJG Daniel Delgadillo, USN

he legendary Black Knights of Helicopter Sea Combat Squadron FOUR (HSC-4) conducted joint training with an A-10C Thunderbolt II squadron and two Combat Search and Rescue (CSAR) units out of Davis-Monthan (D-M) AFB in Tucson, AZ from 3-15 November 2014.

Five MH-60S Knighthawks worked with the Night Riders of the 48th and the Knighthawks of the 55th Rescue Squadron (RQS), as well as the Bulldogs of the 354th Fighter Squadron. The 55th RQS flies the HH-60G Pave Hawk, a CSAR-dedicated version of the

Blackhawk. The 48th RQS is solely Air Force Pararescuemen (PJ) squadron providing PJs for the 55th RQS. “The reason we’re out here training is to conduct joint operations with the Air Force, and to get a little bit better understanding of how it is to work with them,” said Aviation

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Command Update: HSC-4 / HMH-366 Warfare Systems Operator 2nd Class Mitch Langenfeld. “If we ever have to work with them in-theater, we’ll have already done so and it won’t be so much of a shock as to what’s different.” The units trained in two of their primary mission areas: CSAR and Close Air Support (CAS). “Any time we get an opportunity to train with another service, we benefit from learning new ways of executing missions and sharing experiences with other units,” said LCDR Tom Murray. “Detaching from our home base provides us an opportunity to work remotely and ensure that we retain the capability to do so in the future.” The training took place at several military training ranges in Southern Arizona and gave the units a chance to test their skills and strengthen joint operations between the services. “The quality and proximity of the ranges around D-M make the training even better. Short transits to and from

the ranges, coupled with the opportunity to train with local units made D-M an ideal location to conduct this training,” LCDR Murray said. During the eight days of training, HSC-4 flew more than 200 flight hours and over 30 sorties. “While we often talk about the differences between services, this detachment showed that we are able

to easily integrate with another service and conduct complex missions under a variety of conditions,” Murray said. “The professionals with whom we worked were not only great hosts, but they were also experts at their trade and willingly shared their experiences with us. I hope to be able to again work with these units in the future.”

HSC4- 610 executing tactical no hover approach. (Photo by Airman 1st Class Chris Massey)

HMH-366 Assists Fast-Rope Training Article and Photos By Cpl. N.W.Huertas, USMC

arines with Marine Heavy Helicopter Squadron 366 conducted fastrope drills with the Expeditionary Operations Training Group at Marine Corps Base Camp Lejeune, N.C., Feb. 4. Fast-roping is a technique that allows Marines to quickly exit a helicopter without the aircraft landing. The method allows ground combat troops to enter areas that are typically inaccessible to aircraft. According to Cpl. Benjamin Reyesalvalez, a crewchief with the squadron, the fast-roping drills helped the aircrew understand the fundamentals needed for fast-rope operations. “We go through the procedures of these exercises frequently, but executing the drills in person is always a better way of gaining experience for the Marines,”

said Reyesalvarez, a native of Riverside, CA. During the training the squadron’s Marines also provided troop transportation for and supervision of the EOTG Marines exiting the aircraft. According to Capt. Phillip Kohler, a CH-53E pilot with the squadron, HMH366 pilots and aircrew focus on safety during all training. The squadron’s pilots and aircrew have extensive knowledge of both the aircraft and the role of HMH-366 as part of 2nd Marine Aircraft Wing in support of the Marine Air-Ground Task Force. Constant training helps both the pilots and aircrew of the squadron refine the fundamentals in a controlled environment, said Kohler, a native of Knoxville, Tenn. “The low stress levels allow us to focus on all the details to improve our

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proficiency and maintain it,” said Kohler. “The Marines don’t have to worry about enemy threats as they complete the fastrope drills during training.” Training is conducted to give both the aviation Marines and ground combat Marines experience with fast-rope operations and helps the Marines understand the importance of communication between aircrew and ground forces, said Kohler.

HSM-35 Detachments Search for AirAsia Flight QZ8501 Article by LT Michael Watkis, USN

utbound from an enjoyable holiday port visit to Singapore, it seemed USS Sampson (DDG 102) had barely gotten underway before

35 Magicians Detachment SEVEN anticipated an expeditious change of tasking. Within the next 24 hours, at the request of Indonesian government

LCDR Chris Laufman, Officer in Charge of the Black Sheep, held planning meetings with the Air Department pilots and aircrew while en route to the scene

Det. 7 and Det. 1 OICs LCDR Chris Laufman, USN and LCDR Doug Kay, USN pilot HEX 37 and HEX 33 respectively at Iskandar Airport. Photo taken by LT Michael Watkis, USN

getting word that a large, commercial airliner had gone missing in the nearby Java Sea. AirAsia Flight QZ8501 was inbound to Singapore on the morning of December 28th when ATC lost contact with the flight after denying the flight’s request to change altitude due to weather. Given the proximity of the last known position, the Black Sheep of HSM-

officials, USS Sampson was rerouted to the Java Sea. Their mission was to assist the Indonesian Task Force leading the search efforts. At the time, only the location of the downed airliner’s last transmission and last radar contact were known. Anticipating survivors, the ship wasted no time taking up its assigned search area.

to assess the situation and prepare Detachment SEVEN’s intended search plans, patterns, and procedures. Battling exceptionally poor weather conditions, challenging seas, and limited visibility, the USS Sampson and Black Sheep team commenced continuous search operations. The search, still in its infancy, had a broad area of uncertainty

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due to the unknown events that followed the airliner’s loss of communications. Initially, the ship searched an assigned core area, with the aircraft providing overlapping and expedient coverage of the periphery area. When new information came into CIC, the aircraft was directed to investigate. With multinational coordination came some language barriers, but all assets were extremely professional and eager to assure safety of flight de-confliction. All eyes and efforts were focused seaward in a comprehensive search for survivors. With such a massive expanse of water space, coverage was critical and made the Black Sheep’s role in the search efforts essential. LT Kellen Odom, while augmenting the detachment from HSM-78, spotted the first human remains from the air three days after the airliner was lost. USS Sampson maneuvered expeditiously, deployed their small boat team, and recovered the first remains. Fourteen more remains were found and recovered in the days that followed. The search and recovery efforts displayed the immense capability of the combined ship-air team. SAR procedures were standard and predictable, allowing USS Sampson and the Black Sheep to work with efficiency and provided a superb example of the exceptional alchemy of training, readiness and teamwork. The ship and Air Department worked to develop a Standard Operating Procedure (SOP) based upon their experience in order to assist other units who unfortunately may face similar missions in the future. While maintaining a consistent daylight aerial search, Detachment SEVEN was tasked with returning the recovered remains

AWR2 Cody Witherspoon, USN during SAR operations in the Java Sea. Photo taken by MC1 Cote, USN

and aircraft parts for forensic analysis. Making sure to honor the deceased and observe religious customs, the remains were transferred to Iskandar Airport in Pangkalan Bun, Indonesia. The U.S. Naval Attaché and Indonesian first responders were on scene to receive the aircraft and human remains as the world watched and hundreds of press correspondents anxiously recorded and reported each time an aircraft taxied onto the ramp. USS Sampson and Detachment SEVEN operated three sortie, 10.5 hour fly days to maximize daylight search time while adhering to crew day and rest requirements. Leveraging all available theatre assets, Higher Headquarters identified a capable asset in USS Fort Worth’s side scanning sonar capabilities. Providing persistent presence and search capabilities, USS Sampson and the Black Sheep were eager to have USS Fort

HEX 37 completing human remains recovery at Iskandar Airport. Photo courtesy of tribunnews.com

Worth join the search efforts. Once in range, USS Fort Worth’s HSM-35 Detachment ONE Pathfinder aircraft was on station to double the search coverage via parallel creeping lines. For the first time in HSM-35’s short history, Magician detachments operated together halfway around the world from their home station in San Diego. As the days passed, the mission evolved to a Search and Recovery effort. Undeterred, the Magicians continued to execute their overlapping flight schedules while the ships closed in on the precise location of the aircraft and its critical flight data recorders. The Magician aircraft of Detachments SEVEN and ONE would later transport the Chief of the Indonesian Armed Forces, GEN Moeldoko and his entourage, U.S. Embassy personnel, and numerous news media crews covering the tragic event. The Black Sheep and Pathfinder maintenance teams’ expeditious and professional work was essential to enabling both detachments to safely execute over 225 actual SAR hours and cover over 20,000 NM in only 12 days. Once officially released from Search and Recovery operations, the ships and aircraft returned to their previously assigned patrol missions. The USS Sampson, Black Sheep, USS Fort Worth and Pathfinder teams were humbled and proud that their efforts assisted a strategic partner in dealing with a national catastrophe and ultimately brought a small measure of closure to those affected by the crash. As stewards of honor, courage and commitment the crews were eager to help and grateful to be given the opportunity to render assistance during such a heartbreaking tragedy.

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HMH-464 Battle Cold Weather During DFT Article and Photo By Cpl. Scott Whiting, II, USMC

Marines and sailors with Marine Heavy Helicopter Squadron 464 executed a deployment for training exercise aboard Camp Dawson, W. Va., recently. The exercise, designed to increase HMH-464’s operability, also doubled as a cold-weather exercise due to the freezing conditions in West Virginia. “The goal of this training is to work with our squadron back at (Marine Corps Air Station) New River and control two detachments at the same time,” said Gunnery Sgt. Ronald Strzalkowski, the operations chief for the DFT. “This cold weather also gives us the opportunity to work and operate in a different climate than we normally have back home.” The Marines took extra precautions when preparing the CH-53 Super Stallions in the cold. Using preheaters to physically warm the engines before turning them on, scraping ice off the aircraft, and taking more time before takeoff were all necessary steps to ensure safety. “The snow and ice can cause all kinds of issues with the engines on our aircrafts,” Strzalkowski said. “Safety is our number one priority, and we aren’t going to compromise that.” Many adjustments had to be made because of the inclement weather during the exercise, but that didn’t stop the Marines from effectively doing their jobs. Multiple flights had to be

Staff Sgt. Justin Hussey, a helicopter airframe mechanic with Marine Heavy Helicopter Squadron 464, runs a hose from a preheater to one of the engines on a CH-53

cancelled, which the Marines just saw as another opportunity to overcome an obstacle. “Our Marines did a great job of making sure the CH-53s were well maintained,” Strzalkowski said. “If they couldn’t fly, we made sure they were ready to fly whenever the weather cooperated.” After spending approximately two weeks aboard Camp Dawson, the squadron flew during only three of those days. Even though it isn’t what they

planned, Strzalkowski doesn’t see it as a failure. “We adapted to the climate change here, and we successfully did everything we could,” Strzalkowski said. “The Marine Corps is all about adapting and overcoming.” When it’s all said and done, the unorthodox training exercise was a good learning experience for the Marines of HMH-464. “I believe this is the best squadron in the Marine Corps,” Strzalkowski said. “These guys work hard; you’ll never hear them complain about the long hours. They understand what needs to be done, and they can all be relied on to accomplish the mission at hand.”

Lance Cpl. Nicholas Chieu, a crew chief with Marine Heavy Helicopter Squadron 464, brushes snow and ice off of a CH-53 Super Stallion during a deployment for training exercise aboard Camp Dawson, West Virginia

Rotor Review #128 Double Issue Spring ‘15

The newest naval helicopter pilots going to the fleet

WINGING CLASS 09JAN15 Third Row: CDR Robert G. Sinram, USN, Commanding Officer HT-8; LT Alexander S. Finnell, USN; 1stLt Christopher D. Decker, USMC; LTJG Troy P. Bowen, USN; LTJG Anthony C. Phillips, USCG; 1stLt Joshua C. Gornto, USMC; LTJG Phillip Weston Dodson, USCG; ENS Christopher M. Johnson, USN; ENS Aaron J. Day, USN; 1stLt Lorne D. Samson, USMC; ENS Jonathan B. Brennan, USN; CAPT Robert L. Rasmussen, USN (Ret.) Second Row: ENS Luis A. Ramos Jr., USN; ENS Patrick B. Regan, USN; ENS Sean J. E. Henderson, USN; ENS Christopher M. Johnson, USN; LTJG Ian M. Smith, USN; LTJG Nathaniel D. Bendickson, USN; LTJG Daniel J. Daugherty; 1stLt Connlan M.K. Kearney, USMC; LT Seth R. Craven, USN; LTJG Christopher R. Woolling, USN; Col Gary A. Kling, USMC, Commodore TRAWING-. First Row: CDR Jeffrey D. Ketcham, USN, Commanding Officer HT-28; 1stLt Valerie K. Smith, USMC; LTJG Jade L. L. Reaves, USN; 1stLt Joshua R. Affron, USMC; LTJG Lisa M. Davis, USCG; LTJG Alejandro R. Trujillo, USN; LTJG Mark A. De La Torre, USN; 1stLt Matthew D. Gurrister, USMC; LT Matthew A. Smith, USCG; 1stLt Joseph W. Hamlin, USMC; 1stLt Molly J. Hurt, USMC

WINGING CLASS 23JAN15 Third Row: CDR Robert G. Sinram, USN, CO HT-8; ENS Pablo A. Dejesus, USN; LTJG Andrew T. Denning, USCG; CAPT Jacob H. Johnson, USMC; 1stLt Tyler J. Schumaker, USMC; LtCol John B. Barranco, USMC J-33 Security Branch Chief. Second row: LtCol Rafford M. Coleman Jr, USMC, CO HT-18; Jonathan Ardan, USCG; LTJG Richard M. Florez Jr., USN; LTJG97 Mark A. Ammerman, USN; 1stLt Matthewnavalhelicopterassn.org C. Cunningham, USMC; LTJG Allan L. Carroll, USCG; Col Gary A Kling, USMC, CO CTW-5 First row: CDR Jeffrey D. Ketcham, USN, CO HT-28; LTJG Juan M. Fontan Sanchez, SPNAV; LTJG Robby L. Chavez, USCG; ENS Charles E. Carter, USN; 1stLt Samuel A. Schultz, USMC.

WINGING CLASS 13FEB15

Third Row: LT William A. Allen III, USCG; ENS Douglas M. Ragsdale, USN; 1stLt Sean D. Reed, USMC; 1stLt Daniel N. Wort, USMC; LTJG Adam C. Guarno, USCG; LTJG James H. Chesson Jr., USN; ENS William R. Hertzler, USN; LTJG Travis S. McBride, USN; CDR Robert G. Sinram, USN, CO HT-8. Second Row: LtCol Raffort M. Coleman, USMC, CO HT-18; 1stLt Kyle A. Olsen, USMC; ENS Joseph A. Cusick, USN; 1stLt Daniel P. Braden, USMC; 1stLt Garrett A. Dennis, USMC; 1stLt Matthew D. Haskins, USMC; ENS Connor M. McKeever, USN; LTJG Adam C. Guarno, USCG; ENS Brendon W. Wepplo, USN; ENS Kyle D. O’Connell, USN; 1stLt Charles K. Bousa III, USMC First Row: CDR Jeffrey D. Ketcham, USN, CO HT-28; 1stLt Luke A. Perry, USMC; ENS Conrad K. Schmidt, USN; 1stLt Julian J. Tucker, USMC; 1stLt Michael J. Inzeo, USMC; LTJG Noah Miller, USCG; 1stLt Carson A. Makoski, USMC; LTJG Amanda P. Frederick, USCG; 1stLt Sidney L. Schlosser, USMC; ENS Steven A. Nieto, USN; CDR Timothy Kinsella, USN

WINGING CLASS 27FEB15

Third Row: CDR Robert G. Sinram, USN, CO HT-8; ENS Daniel D. Murphy, USN; ENS Jack P. Giannini, Jr., USN; ENS Andrew J. Regis, USN; 1stLt Thomas J. Marcin, USMC; LTJG Brian P. Larson, USN; ENS Matthew S. Tansey, USN; ENS William T. Corso Jr., USN; ENS Andrew R. Douglas, USN; ENS Jonathan R. Mckenna, USN; ENS Arthur C. Escrubano, USN; LtCol Brett A. Hart, CO VMNT-204, USMC Second Row: LtCol Raffort M. Coleman, USMC, CO HT-18; 1stLt Patrick X. Kelly, USMC; 1stLt Kyle M. Kinder; 1stLt Kyle D. Shaw, USMC; ENS Robert M. O’Donnell, USN; ENS Travis G. Kolczynski, USN; LTJG Alexander J. Buck, USN; 1stLt Ryan J. Boyer, USMC; 1stLt Johnathan C. Craig, USMC; 1stLt Patrick S. Lempka, USMC; ENS Amanda N. Millhoff, USN; Col Gary A. Kling, USMC, Commodore TW-5 First Row: LtCol Cory E. Dekraii, USMC, XO HT-28; ENS Samantha G. Telles-Gonis, USN; 1stLt Katrina E. Lamsa, USMC; ENS Edward P. Tarolli, USN; ENS Mathew A. Hildebrand, ENS David H.Issue SturgisSpring Jr., USN;‘15 ENS Patrick J. Dematteo, USN; 1stLt Alec J. Meyer, LTJG Jonathan R. Mckenna, USN; 1stLt Rotor ReviewUSN; #128 Double 98 Richard C. Hetrick III, USMC; ENS Emma L. Pitterle, USN

WINGING CLASS 13MAR15

Third Row: LtCol Rafford M. Coleman, USMC, CO HT-18; ENS Casey P. Kleity, USN; ENS Matthew J. Grinsteinner, USN; 1stLt Randall C. Small, USMC; ENS Zachary T. Tills, USN; 1stLt Braum G. Schofield, USMC; ENS Brady L. Martin, USN; ENS Luke G. Gunderson, USN; Capt. Mark T. Murray, USN, Deputy Commodore TW-5. Second Row: CDR John D. Mcbryde, USN, XO HT-8; LT Salem M. Alzahrani, RSNF; 1stLt Jospeh P. Roberts, USMC; ENS Erik M. Dahl, USN; ENS Lucas C. Carita, USN; 1stLt Andrew J. Eubanks, USMC; Lt. Mohammed A. Alshehri, RSNF; CDR Matthew Bradshaw, USN First Row: 1stLt Lucas T. Bosch, USMC; ENS Martin J. Brown, USN; 1stLt Andrew M. Schroepfer, USMC; ENS Maria R. Hobson, USN; LTJG Jonathan E. Gagnon, USN; 1stLt Jacob R. Gerbino, USMC, ENS Phillip M. Justice, USN

WINGING CLASS 27MAR15

Third Row: LtCol Raffort M. Coleman, USMC, CO HT-18; LTJG Tommaso Scolaro, ITNAVY; 1stLt Jonathan D. Grizzle, USMC; ENS Davide Caporale, ITNAVY; LTJG Alberto Mussida, ITNAVY; LTJG Joshua C Wofford, USCG; ENS Charles A. Horan, IV, USN; CAPT Jim Oâ&#x20AC;&#x2122;Keefe, USCG Second Row: CDR. Robert G. Sinram, USN, CO HT-8; LTJG Piero Fanizza, ITNAVY; 1stLt Daniel J. Szurick, USMC; ENS Jaclyn A. Hepfinger, 99 navalhelicopterassn.org USN; 1stLt Gregory L. Everett, USMC; ENS Colin P. Bakey, USN; LTJG Richard C. Leung, USMC; Col Gary A. Kling, USMC, Commodore TW-5 First Row: CDR Jeffery D. Ketcham, USN, CO HT-28; ENS Julia A. Orlandi, USN; ENS Kaitlyn V. Soper, USN; ENS Jordan L. Chimelewski, USN; ENS Shelby L. Smith, USN; 1stLt David W. Few, USN; 1stLt James V. Tumolo, USMC

Transitions NAME: Mike Newman RANK: Captain

CURRENT MILITARY POSITION Drilling Selected Reservist (SELRES): Commanding Officer Navy Reserve Commander THIRD Fleet Joint Force Maritime Component Commander (NR C3F JFMCC) CURRENT CIVILIAN INDUSTRY/JOB Stay at home father. DESCRIBE YOUR CIVILIAN JOB AND WHAT YOU LIKE MOST ABOUT IT. I take care of my two children full-time, when I am not performing my Navy duties. I get all the joys and frustrations of parenting. My wife is a physician, so being a reservist gives me ﬂexibility to make a schedule that works for my family. WHY DID YOU CHOOSE TO LEAVE THE ACTIVE SERVICE? I left active duty to travel and pursue other opportunities. DESCRIBE YOUR CURRENT NAVY RESERVE POSITION AND WHAT YOU LIKE MOST ABOUT IT. WHAT ADVICE WOULD YOU GIVE YOUNG NAVAL OFFICERS WHO ARE CONSIDERING A TRANSITION TO CIVILIAN LIFE AND/OR THE NAVY RESERVE?

At THIRD Fleet we augment the active duty staff, supporting current operations and provide additional manning during major ﬂeet exercises. I enjoy it because we are part of a fully integrated team supporting the Navy’s mission. Before I came back to THIRD Fleet I was the CO of Camp Lemonnier in Djibouti for almost a year. This was a professionally rewarding and interesting tour.

If I were going to do change one thing about my career, I would affiliate with the Navy Reserve sooner after I left active duty. I thought I would be in the reserves for a few years and then move on, but I have been an active reservist for 18 years now. The people, opportunities and challenges have kept me in. I would say join the reserves, keep your options open; the Navy needs your experience.

WHAT MADE YOU DECIDE TO “REJOIN” THE NAVY THROUGH THE RESERVES? I was an inactive reservist for almost three years before I “rejoined” the Navy Reserve. I wanted to return to ﬂying and to a service oriented organization.

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Empire Rising

Book Review

Novel by Rick Campbell Review by LCDR E. “Chip” Lancaster, USN (Ret)

hat would war between the United States and China be like. Most of you rotorhead warfighters and others out there have probably contemplated this more than once with the biased outcome being that the U.S. would kick butt. Maybe not! That’s the scenario convincingly posed by Rick Campbell. A Naval Academy graduate and sub driver, he knows a bit of which he speaks. Campbell’s writing puts you in the action, whether its hanging onto the periscope of a fast attack sub in a 45 degree angle of bank turn to line up a torpedo shot, snap rolling an F-35 Strike Fighter to get on the tail of Shenyang J-11 or in a SEAL platoon behind the trigger of an MP4 with Chinese Secret Service bearing down … your there. So how do the Chinese do it? I won’t spoil the fun of discovering that. What I will say is that the scenarios are fast paced, one leading into another with no players beyond elimination. Campbell’s character and platform development keeps you guessing and on the Google. He’s taken great strain not only with accurate military tactics and jargon but also with Chinese names, terminology, equipment and platforms. The book even offers a complete cast of characters cross referenced by platform and nationality (there are a lot) to help keep it all straight. Heaven knows this rotorhead is usually behind the power curve in that regard, so that was a pleasant surprise. I must admit that the last, and maybe only, submarine novel that I ever read was The Hunt for Red October. A blockbuster then and even now. I’m no undersea expert, but I know good action writing when I read it and Empire Rising serves it up. Action that takes place on surface units, in the air, on land and undersea. Action that’s a nonstop roller coaster ride putting you in the drivers seat on both sides of the front lines. The most intricately detailed is aboard numerous nuclear and diesel submarines from the South Pacific to underneath the Arctic ice pack. Rick Campbell has given us an exciting page turner from start to finish. It is definitely worth the price of admission. 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 prestige101 of the United States Naval vertical flight community. navalhelicopterassn.org 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.

Perspective on The Forward Firing

Leading the Strike Article by CDR Edward Weiler, USN

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hen Commander, Air Group (CAG) launches a strike in support of the warfare commander, CAG fully understands the quality and experience of the strike lead. CAG knows, because that strike lead has executed a vetted and codified syllabus in accordance with the foundational Naval Strike and Air Warfare Center (NSAWC) Strike Lead Under Instruction (SLUI) Instruction, locally specific to the Air Wing. When the same CAG launches helicopters in support of myriad mission sets (Maritime Interdiction Operations / RWT / Fast Attack Craft-Fast Inter-Coastal Attack Craft / Naval Special Warfare / Personnel Recovery / AntiSubmarine Warfare / Surface Warfare), he/she may not have that same certainty regarding the qualifications of the “strike lead” because there is no comparable syllabus for CVW Helicopter pilots. 19 of CAG’s aircraft are helicopters; almost a third. Why not demand the same level of tactical excellence with regard to their mission sets from the helicopter squadrons that we do the rest of the Air Wing? Why not have a Helicopter Strike Lead syllabus and designation? This simple shift in expectation, coupled with the capability, knowledge, and TTPs already in place, will educate warfare commanders of the full power projection capability of the Air Wing. Keeping with that theme, Carrier Air Wing NINE (CVW-9) is currently piloting a Helicopter Sea Combat (HSC) Strike Lead Qualification. This qualification formalizes an existing capability for CAGs, providing them with a proven and tested Special Operations Forces assault lead asset within the Air Wing. This will ensure CAG has the same confidence in the experience and proficiency of his helicopter strike leads as he does of the fixed wing counterparts. This qualification process comes at zero fiscal cost; the events, Large Force Exercises (LFEs), that are required already occur during a standard Fleet Readiness Training Program. Events during Tailored Ships Training Availability, AIR WING Fallon, and Composite Training Unit Exercise are currently executed with our fixed wing assets leading the strike, even events where the Rescue Vehicle (RV) lead or Helicopter Assault Force (HAF) lead are the true

subject matter experts. I would offer that a significant amount of HSC pilots have green ink in their log books, have been battle tested, and are combat ready. The Heliborne Visit, Board, Search and Seizure, convoy escort, and SOF Direct Action events executed during AIR WING Fallon should be led by a senior HSC pilot. Anytime a qualification or syllabus is in its infant stages, there are challenges. Who is going to “evaluate” us as we fly/ execute these missions? In our CVW9 HSC Strike Lead model, we utilize the CO/XO along with a Fixed Wing Strike Lead mentor from the Air Wing. This will benefit the Air Wing as a whole, adding the expertise of the Fixed Wing Strike Lead observing our processes and educating our SLUI candidate on Command and Control planning considerations, dissimilar T/M/S mission planning, and Suppression of Enemy Air Defenses integration. At the same time, our Fixed Wing Strike Lead will gain a certain knowledge regarding our rotary wing capability. As a community and Air Wing, all will gain a great deal of capability incorporating our Fixed Wing Strike Leads into our qualification process. A second challenge to executing LFEs is logistics; attempting to gather a “light division”, Opposing Forces and live SOF entities, takes a great deal of coordination, more so for our Expeditionary and FDNF HSC Squadrons. Despite the hurdles, LFEs are imperative to this syllabus for they demonstrate and demand true combat leadership from the Strike Lead. That individual will need to brief CAG, plan, delegate, and be responsible for the overall mission execution. NSAWC’s SLUI Instruction (NAVSTKAIRWARCEN INSTRUCTION 3502.4) states, “A strike lead qualification denotes that an individual is capable of planning and leading LFEs, to include large force strikes (LFS) for the aircraft carrier.” We, as a helicopter community, have proven our ability to operate as a Maritime Force and overland and will expand upon NSAWC’s designation, incorporating our unique ability to employ Special Operation Forces. CVW HSC squadrons are manned and equipped sufficiently to provide a shore based detachment while in theater, and with that in mind, utilizing joint assets at a “Center of Excellence” would certainly qualify for

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all HSC squadrons (i.e. Nellis, MAWTS, etc.). The HSC community already spends a great deal of time at Nellis AFB working with SOF, MQ-9s, A-10s, etc. Mission planning, briefing and coordinating a strike with those assets shares the same skill sets used while planning the same strike within the Air Wing. Expeditionary and FDNF squadrons have the capability to leverage their local joint assets and Centers of Excellence to meet the requirement of future iterations of Strike Lead syllabi. The HSC community is the premier HAF/SOF platform within the USN. We have the greatest SA and an advantageous perspective while an assault force is “actioning the target.” In addition, we possess a unique capability and area of knowledge as well as personal involvement and a direct stake in mission success. Whether executing non-traditional ISR, inserting a team, or supporting from a perch during an HVBSS, we are already running the mission. A capability we have consistently demonstrated is being formalized and recognized. In today’s geo-political arena, the SOF support is the most practical and possible combat/strike opportunity for the Rotary Wing Community. In today’s current geopolitical state, localized SOF missions are becoming the norm, not the exception. We need to leverage our capability, formalize the syllabus and support our CSG. CVW-9’s SOF Strike Lead (SOFSL) syllabus has been mirrored from CVW-9’s VFA/VAW syllabus and is in accordance with NSAWC’s overarching guidance. The requirements set forth are as follows:

SOFSL SYLLABUS 1. Lead three LFE events 2. Lead one embarked LFE event 3. Lead one shore based LFE (Fallon) 4. One LFE flown at night 5. Live SOF Operators with OPFOR 6. Four blue force aircraft / Three different T/M/S 7. SOFSLUI candidate must be O-4 or above

navalhelicopterassn.org navalhelicopterassn.orgg

Both obtainable and thorough, this syllabus focusses on leading a mission and coordinating action across multiple platforms and assets. The MH-60S may not have the capability to direct aircraft in and out of airspace, something more suitable for the E-2 and the MH-60R; however, the Sierra has the ordnance/teeth that will allow the “killer” in the “hunter/killer” equation engage the current threat. The MH-60S is the rotary wing killer that provides: AGM-114, 2.75” Unguided Rockets, 2.75” Advanced Precision Kill Weapon System, .50cal, 7.62 as well as our 20mm Fixed Forward Firing Weapon System. The amount of firepower brought to the fight with the MH60S is just now being recognized throughout and will help define our community identity. We are a Forward Firing and Lethal platform that will certainly protect the HVU but also “strike” any threat or target. The rotary wing combination with the MH-60R and MH-60S is reshaping the Air Wing as we know it. We certainly bring a great deal to the team; very similar to how the E-2 and F-18 have operated for years, synonymous with. Every day, across each of the squadrons on the seawall, young junior officers spend countless hours studying and mission planning for SWTP events. Our hope is that by formalizing a Strike Lead syllabus, you will be able to put your hard earned studying, practice, and energy to work against any threat, in any environment. The time is right to stake your claim in the future of operational leadership. Strike now while the iron is hot!

About the Authors CDR Edward Weiler is the Commanding Ofﬁcer of HSC-14 and the 2015 NHA Symposium Vice President

The Next Issue of

will be “Joint Environment - Ashore and Aﬂoat.” All photo, video, and article submissions need to be sent no later than May 21, 2015 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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Time Flies When You’re Leading a Revolution. Sikorsky’s X2 Technology™ Demonstrator has earned the company its second Collier Trophy in less than a decade. We are honored, and more inspired than ever to continue the Sikorsky legacy of game-changing breakthroughs in performance, innovation and safety.