Rotor Review Spring 2016 #132 by Naval Helicopter Association, Inc

Number 132 Spring / Symposium 2016

navalhelicopterassn.org

FOCUS Naval Helicopter Association SPRING / SYMPOSIUM 2016 ISSUE 132

ON THE COVER

PAGE

“The Future of Vertical Lift”

Artistic Rendering by Mr. George Hopson 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 Rotor Review content continues to support this statement of policy as Naval Helicopter Association adjusts to the expanding and evolving rotary wing community. 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. View s expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the NHA or corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporation Code, is available on the NHA website at www. navalhelicopterassn.org. POSTMASTER: Send address change to Naval Helicopter Association, P.O. Box 180578, Coronado, CA 92178-0578. ©2016 Naval Helicopter Association, Inc., all rights reserved

The 2016 NHA Symposium is a celebration of what helicopter pilots and aircrewmen do in the Fleet each and every day. We hope many of you will be able to join NHA at this year’s Symposium. We look forward to hearing from you, our members, how we can continue to serve the naval helicopter community! Additionally, The Naval Helicopter Association turns 45 and Rotor Review turns 35 this year!

Symposium Content 18

Symposium Introduction

Welcome Letters

NHA Symposium Hosts

Symposium Committee

Future Vertical Lift and the Fleet Lt. Jarad Gilbertson, USN and Lt. Ian Gill, USN

Schedule of Events

Navy Pondering Helicopter Future After MH-60 Sea Hawk Mr. Sam LaGrone

Demystifying NAVAIR Cmdr. (ret) Kevin Switick, USN

NHA Exhibitors

Flag Panel

Aircrew Panel

2016 Awards

Rotor Review #132 Spring / Symposium 2016

Just Another Hot, Summer Day in Miami

PAGE

Just Another Hot, Summer Day in Miami 68 Cmdr. Tina Peña, USCG and Lt. Jeremy Runco, USCG

FEATURES

Feature Articles

Tracing Magellan’s Footsteps - Southern Seas 71 Lt. Conor Butler-Ricketts, USN

Editorial Staff

Editor-in-Chief

Lt. Emily Lapp, USN emily.lapp@navy.mil

Design Editor George Hopson

navalhelicopterassn@gmail.com

Copy Editors

Capt. (ret) Jill Votaw, USN Cmdr. (ret) John Ball, USN Lt. Adam Schmidt, USN adam.c.schmidt@navy.mil

Lt. Mallory Decker, USN mallory.decker@navy.mil

A Lucky Assist 72 Lt.j.g. Matthew Fisco, USN and Lt.j.g. Bray Dunaway, USN

HSC Editors

Lt. Michael Hearon, USN (HSC West)

Rotary Wing Escort Tactical Development and Evaluation (TAC D&E) SUSTEX 2015 74 Lt. j.g. Sam Calaway, USN

michael.hearon@navy.mil

Lt. Kristin Hope, USN (HSC East) kristin.hope@navy.mil

Into Darkness 76 Lt. j.g. Caleb Korver, USN

HSM Editors

Lt. Sean Castle, USN (HSM West) sean.castle@navy.mil

Lt. Michelle Sousa, USN (HSM East) michelle.sousa@navy.mil

USMC Editor Position Open

DEPARTMENTS

USCG Editors

Lt. James Cepa, USCG james.e.cepa@uscg.mil

46 Chairman’s Brief 8

Lt. Doug Eberly, USCG

douglas.a.eberly@uscg.mil

In Review

Aircrew Editor

10 From the Organization

Naval Aircrewman 1st Class Dan Mitchell, USN daniel.l.mitchell@navy.mil

13 In Our Community

Technical Advisor

Lt. Cmdr. (ret) Chip Lancaster, USN

67 Industry and Technology 80 Change of Command 82 Engaging Rotors 83 Pulling Chocks 93 Book Excerpt 89 Command Updates Historical 90 Come Josephine In My Flying Machine Ms. Frances Keefe 91 The 101-Year-Old Navy Helicopter Pilot Capt. (ret) Mike Marriott, USN

chipplug@hotmail.com

In appreciation of our advertisers Page Kongsberg AgustaWestland Robertson Fuel Systems Rockwell Collins Bell Helicopter Navy Mutual AMPEX Hover Girl Properties Avian Ranroy Printing Elbit Systems of America Massiff L-3 Crestview Aerospace Sikorsky Aircraft Corporation

C2 16 23 29 36 41 52 77 78 85 86 99 104 C4

Historian

Cmdr. (ret) Joe Skrzypek, USN 1joeskrzypek1@gmail.com

Editors Emeriti

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

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

Historians Emeriti

Capt.(ret) Vincent Secades, USN Cmdr.(ret) Lloyd Parthemer, USN

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Chairman’s Brief

We are also bringing back two discussions we introduced last year that were very well received: “The View from the Waterfront” and the “Commodore/CAG Panel.” Our Members Reunion will be “at sea” this year aboard the vessel the Spirit of Norfolk and we will follow that with another new event a casino night after party back at the hotel. One last special event I want to mention is the HS Community Sundown Ceremony that will take place Monday afternoon. This event holds special significance to me for a couple of reasons. First, although I’m an HM guy, I started my aviation career as a member of Helicopter Anti-Submarine Squadron (HS) 1 where I was stashed while awaiting flight school. I will always remember the fantastic professionals I met there. Second, when I began my tour as the H-60 program manager back in 2000 we hadn’t yet introduced the MH-60S and the MH-60R was still going through some challenges in developmental testing. There were many days back then where I would daydream about what full fleet introduction would look like and, truthfully, there were some days when I wondered if we would ever get there. With the SH-60B sundown last year, the HS community sundown this year and upcoming end of H-60 production, it looks like that day is fast approaching. Many of you reading this, whether in uniform or industry, were part of that accomplishment and should be very proud!! All for now and see you at the symposium!

ello, and welcome to our special Naval Helicopter Association (NHA) Symposium Edition of Rotor Review. It’s great to be back in Norfolk, Va. for this year’s Symposium. I know that our NHA National President, Cmdr. Shawn “Opie” Bailey and his Symposium Vice President, Cmdr. Chris “Blackjack” Bailey, have been working hard to make this a memorable event. Special thanks also to our Executive Director, Capt. (ret) Bill Personius, USN and his great staff for all the hard work they have done behind the scenes to make the event successful. This year we will not only be located at a new venue in Norfolk but we will also have many new subjects on the agenda. Just a few of the new subjects include: • The Future of Vertical Lift Program • Littoral Combat Ship (LCS) Updates • PMA-299 discusses the H-60’s end of production and its impact on the fleet • PMA-299’s “Flight Plan” for the H-60 fleet • OPNAV N98 discusses the future of Airborne Mine Countermeasures (AMCM) • The Navy’s plans for the MV-22 • How does the U.S. Navy’s Naval Air Systems Command (NAVAIR) work?

Rear Adm. (ret) Bill Shannon, USN

Photo Courtesy of Sheraton Norfolk Waterside

Rotor Review #132 Spring / Symposium 2016

Naval Helicopter Association, Inc. Correspondence and Membership P.O. Box 180578 Coronado, CA 92178-0578 (619) 435-7139

Corporate Members Thanks to the following corporations who exhibit strong support of rotary wing aviation through their corporate membership with the Naval Helicopter Association, Inc.

President................................................Cmdr. Shawn Bailey, USN Executive Director.................................Capt. (ret) Bill Personius, USN Admin/Rotor Review Design Editor.....................Mr. George Hopson Membership/Symposium .....................................Ms. Leanne Dehner Marketing..................................................................Mrs. Linda Vydra VP Corporate Membership...............Capt. (ret) Don Williamson, USN VP Awards .........................................Cmdr. Dewon Chaney, USN VP Membership ................................Cmdr. Ryan Hayes, USN VP Symposium 2016...............................Cmdr. Chris Bailey, USN Secretary......................................................Lt. Ben Storozum, USN Treasurer ................................................Lt. Mary Hesler, USN NHA Stuff..............................................Lt. Adrian Andrade, USN Senior NAC Advisor.......Naval Aircrewman Master Chief Justin Tate, USN

AgustaWestland Inc. Airbus Group BAE Systems / Electronics Bell Helicopter Textron, Inc. 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 / Vertex Logistic Solutions L3 Communications / Link Simulation and Training Navy Mutual Aid Association Northrop Grumman Integrated Systems Raytheon Robertson Fuel Systems L.L.C. Rockwell Collins Simulation and Training Solutions Rolls-Royce Corporation Sikorsky Aircraft Corporation Telephonics Corporation USAA

Directors at Large

Chairman..........................Rear Adm. (ret) William E. Shannon III, USN Capt. (ret) Gene Ager, USN Capt. (ret) Chuck Deitchman, USN Capt. (ret) Dennis DuBard, USN Capt. (ret) Tony Dzielski, USN Capt. (ret) Greg Hoffman, USN Capt. (ret) Bill Personius, USN Capt. (ret) Paul Stevens, USN

Regional Officers

Region 1 - San Diego

Directors.……..……......…...........................Capt. Ben Reynolds, USN Capt. Sil Perrella, USN Capt. Marc Orgain, USN President..….....................................................Cmdr. Rob Kimnach, USN

Region 2 - Washington D.C.

Directors ....…………...…….…….................Capt. Kevin Kropp, USN Col. (ret) Paul Croisetiere, USMC Presidents ................................Cmdr. Wayne Andrews, USN Cmdr. (ret) Pat Jeck, USN

NHA Scholarship Fund

President................................................Capt. (ret) Paul Stevens, USN Executive Vice President................................Capt. (ret) Kevin “Bud” Couch, USN VP Operations..........................................Lt. Jonathon Wendt, USN VP Fundraising ........................................Capt. (ret) Michael Fuqua, USN V P S c h o l a r s h i p s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Va c a n t VP CFC Merit Scholarship.....................................Lt. Ian Gill, USN Treasurer..................................................Lt. Cmdr. (ret) Bob Royal, USN C o r r e s p o n d i n g S e c r e t a r y. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T B A Finance/Investment...........................................Cmdr. (ret) Kron Littleton, USN

Region 3 - Jacksonville

Director ..........................................................Capt. Bill Walsh, USN President......................................................Cmdr. David Loo, USN

Region 4 - Norfolk

Director ...............................................................Capt. Pat Everly, USN President ...........................................................Cmdr. Ryan Keys, USN

Region 5 - Pensacola

Directors..........................................................Capt. Mark Murray, USN Capt. Thomas MacDonald, USCG President .................................................Cmdr. John D. McBryde, USN 2016 Fleet Fly-In....................................................Lt. Adam Boyd, USN

Region 6 - Far East

NHA Historical Society

Director.............................................................Capt. John Bushey, USN President..…...........................................Cmdr. Stephen Froehlich, USN

President..........................................Capt. (ret) Bill Personius, USN Secretary .....................................................Cmdr. (ret) Joe Skrzypek, USN Treasurer..........................................................................Mr. Joe Peluso San Diego Air & Space Museum............................Capt. (ret) Jim Gillcrist, USN USS Midway Museum........Chief Warrant Officer 4 (ret) Mike Manley, USN Webmaster............................................................Cmdr. (ret) Mike McCallum, USN NHAHS Board of Directors.............................Capt. (ret) Dennis DuBard,USN Capt. (ret) Mike Reber, USN Cmdr. (ret) John Ball, USN Naval Aircrewman Chief P etty O fficer Adrian Santini, USN

NHA Junior Officer Council

President.......................................................Lt. Jeremy Cappalo, USN Region 1........................................................Lt. Dave Thomas, USN Lt. j.g. 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 Conley, USN Region 6.....................................................Lt. Chris Campbell, USN

5 5

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In Review Editor’s Log by Lt. Emily Lapp, USN - Rotor Review Editor-in-Chief

reetings! In 2008, during my checkin brief at Helicopter Training Squadron (HT) 28, I remember the squadron Skipper telling us, “Now is a great time to be flying helicopters! The future of rotary aviation is bright and the new platforms rolling out to the fleet are the most advanced helicopters in the world.” I remember being excited by his optimism and thinking to myself, “Now I’m really glad I didn’t choose P-3s!” Although I wouldn’t get to fly the Navy’s newest helicopter until 2011 when I transitioned from the SH-60B to the MH-60R, I agree with the Skipper’s assessment that it was, and is, a very exciting time to be a naval helicopter pilot! The question is, what does the future of rotary wing and vertical lift look like? The MH-60R, introduced to the fleet in 2005, still seems pretty new to many of us, but with an expected life cycle of approximately 22 years (10,000 flight hours), by the late 2020s, many of them will be fatigued and facing flight hour limits. The MH-60S, introduced in 2002, faces similar constraints. As anyone who works in acquisitions and future plans will tell you, contracts and designs are made decades in advance of fleet implementation. That is why it is so important to consider today what technological capabilities tomorrow’s fleet will need. Given advances in technology and the inclusion of advanced avionics, electronics and weapons systems on today’s Navy and Marine Corps’ helicopters,

rotary wing platforms are more relevant than ever before. It is up to us, the fleet user, to communicate the requirements and current limitations that future vertical lift platforms must address. The NHA Symposium provides a venue for just that. The NHA staff here at NHA Headquarters in San Diego has been working around the clock to prepare the best NHA Symposium yet. It takes a lot of planning, coordination and work to put together an exciting and relevant event, and I hope you all enjoy the week at the Norfolk Waterside Hotel. I look forward to seeing you all at the Symposium! Please join me in celebrating 45 years of the Naval Helicopter Association and 35 years of Rotor Review! Rotor Review begin in 1981 as an annual publication in support of the NHA Symposium. Thirty-five years later, it is now a fullcolor, quarterly magazine. I hope you will agree that it’s come a long way! I would like to say “farewell” to Lt. Michael Hearon, USN. Thank you for your contributions to Rotor Review as the HSC West community editor! Best of luck on your disassociated sea tour. This will be my last issue of Rotor Review as well - I am headed to Japan to serve on the USS Ronald Reagan as a Shooter. I would like to welcome my replacement, Lt. Mallory Decker, USN. Lt. Decker is extremely well qualified for the job, and I look forward to seeing Rotor Review continue on in fine fashion! Thank you to all of NHA for making my time as Editor-in-Chief so enjoyable. Fly safe!

A MH-60R Sea Hawk makes an approach into Naval Air Station North Island in San Diego, California.

Rotor Review #132 Spring / Symposium 2016

Letters to the Editors

It is always great to hear from the members of NHA to learn what impression Rotor Review is making upon its members. This magazine’s staff always strives to provide a product that meets the demand of the NHA members. 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. Your anonymity is respected. If you would like to write a letter to the Editor-in-Chief, please forward any correspondance to navalhelicopterassn@gmail.com or mail to the following address: Letters to the Editor | c/o Naval Helicopter Association, Inc. P.O. Box 180578 | Coronado, CA 92178-0578

Air Vehicle Performance (AVP) Article (RR131) Dear Editor,

Naval Helicopter Association

Thank you for the opportunity to share the capabilities of 2016 Submission Deadlines and Publishing Dates the Air Vehicle Performance (AVP) iPad Application with Naval Summer 2016 (Issue 133).................................May 20, 2016 / July 2016 rotary wing aviation. In reading the article published in the Fall 2016 (Issue 134)..........................................Aug. 1, 2016 / October 2016 winter issue of Rotor Review, I noticed that Figures 2 and 3 were identical to Figure 1. Also, the second to the last paragraph was Articles and news items are welcomed from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and missing some text. It should read as follows. geared toward current Navy, Marine Corps and Coast Guard affairs, technical “Future versions of AVP will incorporate growth items advances in the helicopter industry or historical anecdotes. such as: maximum altitude for HIGE/HOGE at a specific gross Rotor Review Submission Instructions weight, maximum gross weight and payload capability for given environmental conditions, time and fuel burn for flight plan 1. Articles must be in a Word Doc format without any tabs, indentations or embedded photos. legs, and specific excess power calculations to determine level 2. Photos and Vector Images must be a EPS, TIF, HI-RES JPEG or flight maximum angle of bank, level flight maximum airspeed PDF in CYMK mode with a resolution of 300 dpi. for a given angle of bank, climb rate at a desired airspeed and 3. Videos must be in a mp4, mov, or avi format. All submissions must power setting, follow these guidelines: etc. Essentially, as • With your submission, please include the title and caption of long as the source all media, photographer’s name, command and the length of data is available, the video. the possibilities • Verify the media does not display any classified information . ofAVP’s output • Ensure all maneuvers comply with NATOPS procedures. • All submissions shall be tasteful and in keeping with good calculations are order and discipline. endless.” • All submissions should portray the Navy, Marine Corps and The NAVAIR/ Coast Guard and individual units in positive light. Wyle AVP All submissions can be forwarded to your community editor via email development team has already begun working on new versions of or by mail to Rotor Review c/o Naval Helicopter Association, Inc. the App for other helicopter communities. Readers are welcome P.O. Box 180578, Coronado, CA 92178-0578 to contact me with questions, comments, recommendations, and/ or testimonials regarding their experience with AVP. My Wyle address is sid.hatcher@wyle.com. Thanks, Cmdr. (ret) Sid Hatcher, USN couldn’t even wear a flight suit to the geedunk across the street. I live in Pensacola now, and I see people in flight suits everywhere. I asked Editor-in-Chief’s Comments: Cmdr. Hatcher, thank you for the Commanding Officer (CO) of one of the squadrons if the flight suit taking the time to write to Rotor Review. I apologize for the was a uniform and was told, “Yes, if you have the right colored tee truncated paragraph above and the duplicated photos. Thanks to shirt.” The only place a flight suit looks good is on the flight line. If you your keen eye for catching our errors and thank you for working so wear it to the airport to drop off your better half, everyone thinks you hard to provide the latest technology to the rotary wing community! have been working on your car and are too lazy to change. The point about getting in to flight mode when you are donning your flight suit Flight Suit Culture Article (RR131) is outstanding. When you are sitting in front of your locker putting on Dear Editor, your gear and going through your helmet bag you should be thinking I just finished reading the Flight Suit Culture article from about flying, not what time you have to pick the kids up from school. Capt. Yesensky (reprint from RR111 Fall 2010) and I could AWCS (ret) Tony Petersen not agree more. When I was flying the only time we were in a Editor-in-Chief’s comments: Senior Chief Petersen, it is always great flight suit was right before brief or if you were on the Functional to hear various perspectives on hot-topic issues. Thank you for taking Check Flight (FCF) crew. All through my career if you were in the time to write to Rotor Review and for your continued support of the a flight suit you would be asked, “What time is your brief?” We magazine!

navalhelicopterassn.org

From the Organization President’s Message by Cmdr. Shawn “Opie” Bailey, USN

et ready for the 2016 NHA Symposium – The FUTURE of Vertical Lift!

vertical lift platform to the fleet. Now is the time to consider and communicate the requirements and capabilities that will define the “Future of Vertical Lift.” So, get involved – discuss, read, write – and ponder the future. Your thoughts and leadership are the keys to our success as we move the rotary wing community forward. I’d also like to welcome and thank a few new, and some longtime, volunteers at NHA national headquarters. Lt. Adam Schmidt has been serving as Rotor Review’s Copy Editor. Lt. Ian Gill joins the team as the Scholarship Fund and Combined Federal Campaign Coordinator. Lt. Tim Morgan has come aboard as a graphic design assist. Lt. Karl Rhines is heading up our Transition Assistance and Education Services. All serve at Helicopter Sea Combat (HSC) 3. Gentlemen, thank you for stepping up and serving the greater community at large. Your efforts will make a difference in our organization and deliver success for rotary wing as a whole. Additionally, Lt. Ben Storozum will be taking over from Lt. Kasey Scheel as National Secretary. Kasey, you have been a key leader in NHA, generating cohesion and speeding the lines of communication at national headquarters. Thanks for all your effort and support! Warriors, we all make daily and lasting impacts on our respective services and communities. We here at national headquarters are very eager to promote and provide forums for vigorous discussions that will propel us forward into the future. The presentations, discussions and social activities you will enjoy at the 2016 symposium will cover both where we are now and where we are headed. The future is bright and the future of vertical lift will need you, your ideas, your skills and your leadership. We hope you will join us, be a part of the fun and be an active participant in shaping the future. If you are not already an NHA member, I encourage you to join today and sign up for the 2016 symposium. The Naval Helicopter Association is the only organization of its kind that advocates for ALL of naval rotary wing aviation – Navy, Marine Corps and Coast Guard. We play a vital part in the defense of our great Nation. I hope to see you all at the 2016 NHA Symposium! Semper Fortis

Greetings, rotary wing warriors! Our NHA Symposium is finally upon us and it looks to be another truly outstanding event. The symposium is constructed to benefit our most valued audience…YOU! The members of NHA are the heart of our organization, and the very reason NHA exists. We are so grateful you have chosen to join us this year in Norfolk, Va. for fellowship and professional development. This year’s schedule boasts an energizing lineup of professional briefings and forums along with events planned and sponsored by our corporate partners. Please go to our website navalhelicopterassn.org and check out the schedule of events. You will not be disappointed. I want to recognize those volunteers who have made our 2016 NHA Symposium possible through their hard work and dedication. Cmdr. Chris “Blackjack” Bailey, Commanding Officer of Helicopter Sea Combat Squadron (HSC) 2 and Lt. Alex Harrell, backed up by a whole host of great Americans, have delivered! They form a motivated group of active duty pilots and aircrewmen (many of them your squadron mates and peers) who have devoted untold hours and herculean amounts of energy to deliver yet another “homerun” symposium - Thank you ladies and gentlemen for all that you do for rotary wing aviation! This year’s symposium theme is the “Future of Vertical Lift.” This is the time to look toward the future and toward the next generation of aircraft procured. It will need to deliver dynamic improvements over conventional helicopters in maneuverability, range, endurance, altitude and hover efficiency. It must perform well across a variety of tactical missions. Additionally, the junior officers and aircrewmen of today are the chiefs, officers-in-charge, squadron commanders, ship commanders, commodores and air wing commanders (CAGs) of the future. Your talent, innovation and leadership are needed to lead the community through the transformative period ahead, which will involve seeing the H-60 airframe through to its retirement and introducing the future

Executive Director Notes

by Capt. (ret) Bill Personius, USN

the opportunity to attend this year. To date we have a great line-up of attendees both active duty and retired. “The Future of Vertical Lift” is this year’s theme, it has provided us an interesting line-up of briefings and is bound to spur some great discussions concerning what the future may bring with regards to the platforms and mission areas that will form the future of the rotary wing community. Get involved, provide your inputs and continue the discussions when you get back to your squadrons, wings and weapons schools. Your ideas will help shape your community’s future in the coming years. For

ll, It’s symposium time and we have a pretty good show lined-up for you again this year in Norfolk. The symposium team, led by Cmdr. Chris “Blackjack” Bailey, Lt. Alex Harrell and their team of symposium planners have been hard at work to put together both a stimulating and professional program as well as a fun week for everyone that attends this year. The flag officers schedules have been de-conflicted allowing them

Rotor Review #132 Spring / Symposium 2016

sure, it continues to be an exciting time to be involved with rotary wing aviation. The symposium registration is up and running on the NHA website. Log on to www.navalhelicopterassn.org and register. There are discounts for making your plans early in addition to the peace of mind gained from securing a spot at the many social events that are expected to sell-out quickly. Our corporate sponsors have

been very generous again this year so as you interact with them on the exhibit floor please pass along your thanks for making all the events possible this year. I look forward to seeing you at the events and hope that you enjoy the briefings, forums and outings that make-up this year’s symposium. Keep your turns up!

From the Reserves by Capt. Marc Orgain, USN

or the first in my series of interviews with Selected Reservists (SELRES) currently serving in the rotary wing community, I had the good fortune of speaking with Lt. Cmdr. Joel Voss. His story is typical yet also unique among those of the many patriots we have serving in the Navy Reserve. Serving first as a junior officer at Helicopter Antisubmarine Squadron (HS) 8 and then Helicopter Sea Combat Squadron (HSC) 3, Lt. Cmdr. Voss came to love naval helicopter aviation. He found satisfaction in the mastery of his craft and real joy in instructing. When the time came to pick a follow on assignment to his instructor tour at HSC-3, he chose to stay in the cockpit and accepted orders to Helicopter Sea Combat Squadron (HSC) 85 as a part of the active duty augment. At the time HSC-85 was in the middle of remissioning to dedicated Special Operations Forces (SOF) support and its transition from the MH-60S to the HH-60H, so the Skipper sent him to HSC-85’s sister squadron on the east coast, Helicopter Sea Combat Squadron (HSC) 84 to train and gain experience that would be valuable to HSC-85’s transition. After a successful deployment he provided return on that investment by returning to HSC-85 to assist with the preparations for HSC-85’s first SOF support deployment. In 2013, Lt. Cmdr. Voss came to a crossroads. He loved the HSC84/85 mission but wanted to go back to school as a full time student. In discussions with his family, he determined that though he “was

not quite sure what he wanted to do as a follow on career,” he knew that continued service in the active component was not the best fit for him and his family. The option of continued service as a SELRES at HSC-85 provided the opportunity to continue doing what he loved, pursue his educational goals and meet his family priorities while offering some income stability in the transition to civilian life. Lt. Cmdr. Voss explains, “It was a difficult decision. The uncertainties of the transition to a new system, the pressure of finding a real job and leaving a potential active component retirement on the table were scary. In the end, the transition to SELRES was the right decision for me. My family got to see more of me. I could go to school full time. And I could still fly for the Navy and earn points toward a SELRES retirement.” As it turns out, Lt. Cmdr. Voss needn’t have worried too much about finding civilian employment. In September 2013 he enrolled at San Diego State, affiliated as a SELRES at HSC-85 and also accepted a job as a Contract Simulator Instructor (CSI). Now, complete with his master’s degree, he continues to serve as a SELRES at HSC-85 and a CSI. His unique skillsets on both the military and civilian sides bring value to both of his chosen professions. We as a Navy are indeed fortunate to have individuals like Lt. Cmdr. Voss who find a way to balance career, family and military service so that we can all continue to benefit from their experience and professionalism.

Aircrewman’s Corner

by Naval Aircrewman (Helicopter) Master Chief Justin Tate, USN

ellow aircrewmen, Good day to all of you! This issue of Rotor Review is about “The Future of Vertical Lift.” All of the services have made transitions to new rotary wing airframes or have a plan to in the near future. This is a momentous period for the services because new technologies and airframe capabilities are changing our ability to defend freedom and democracy around the world. Whether it is flying in manned aircraft or controlling an unmanned aircraft, we have to make sure we adapt to the new challenges of the continuously evolving rotary wing community. A way to really understand the future of vertical lift is to attend the NHA Symposium this May in Norfolk, Va. Program managers will be on hand to present the road map of where the rotary community is headed. In addition to briefs and panels, our industry partners that are working to develop the new technologies and products will be

on hand in the exhibit hall to discuss any questions or concerns you have. We also have an aircrew panel that will be comprised of the AWR/S detailer, the Enlisted Community Manager (ECM), helicopter placement officer, Commander Naval Air Forces Pacific (CNAP) aircrew training and the Search and Rescue (SAR) model manager. Do not forget about the Aircrew competition. Put together your teams of strength and endurance to compete against various teams from across the country and services! I challenge each of you to learn all you can about the future of vertical lift. Additionally, if you have the opportunity to or are asked to provide inputs for future upgrades, procedures or products, please give it your all in order to make the rotary wing community even better. I appreciate everything that each of you do on a daily basis. I commend all of you for serving and being the ultimate aircrew professionals that you are. Fly safe!

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In Our Community NHA Scholarship Fund by Capt. (ret) Paul Stevens, USN

reetings from the Naval Helicopter Association (NHA) Scholarship desk! This cycle’s application period has come to a close and by the time you read this, the data base of applications will have been released to NHA’s six regions for initial selections. We have tried to make the application process a little more user-friendly this year by allowing some of the required documentation to be emailed (vice snail mailed) to scholarship headquarters. New procedures have also been put in place enabling returning applicants to easily update their applications from the previous year. If you are one of those applicants, let us know if that helped you through the process and include any other recommendations you feel could help improve the way we’re doing business. You may have noticed that the Scholarship Fund was not listed in this past year’s Combined Federal Campaign (CFC). I am confident we have finally resolved these issues. While our name may not appear in the list of approved charities in your local area, active duty personnel can still contribute to the NHA Scholarship Fund through CFC’s universal giving process by using our CFC number 10800. As we approach this year’s CFC, look for the NHA Scholarship Fund to

provide additional information on how this process works in each NHA Region. As I have written in previous Rotor Review issues, we are always looking for ways to grow the fund. Contributions over the past year have been slow to come in. CFC made it easy to contribute to the fund, but you can always use our website to donate and those contributions are tax deductible. If you are a retiree and you want to give back to the community that provided you both the training and opportunity to succeed in your military and follow-on civilian careers, the NHA Scholarship Fund is a way to do just that. Help us support “NHA’s most worthwhile endeavor!” Hold fast.

Naval Helicopter Association Historical Society by Capt. (ret) Bill Personius, USN

t is with great sadness that I announce the passing of one of our Naval Helicopter Association Historical Society (NHAHS) Board of Directors, Paul F. Whitten Sr.. Paul passed away on January 9, 2016 in hospice after a prolonged battle with cancer. Paul was well known and respected in the Navy and Marine Corps helicopter communities. He was a NHA trustee and a director-at-large of the NHA Historical Society. From the early single engine Kaman H-2 Seasprite in the 1960’s to the Navy and Marine Corp’s current operational helicopters, Paul spent many years in support of helicopter maintenance in both the public and private sector. He worked at both the Naval Aviation Engineering Services Unit (NAESU) and the Naval Air Technical Data and Engineering Service Center (NATEC). In the private industry he was the Vice President and General Manager at the Technology for Energy Corporation (TEC). Paul was an expert in the Helicopter Vibration Analysis and Rotor System Track and Balance programs and will be sorely missed. Paul will be honored at this year’s Naval Helicopter Association symposium as the NHAHS Mark Starr Pioneer Winner for 2015. His wife Terry is planning on being at the ceremony to accept the award on behalf of her late husband.

Rotor Review #132 Spring / Symposium 2016

A View From The Labs: Supporting The Fleet by Capt. (ret) George Galdorisi, USN

Another Maritime Strategy? Already?

What It Means to Our Naval Rotary Wing Community

ast year, in a previous issue of Rotor Review, we talked about how the United States issued its updated maritime strategy, A Cooperative Strategy for 21st Century Seapower (CS-21R). The previous maritime strategy was issued in 2007 and the one before that was published during the Reagan administration. It’s easy to see that the half-life of maritime strategies is shrinking! Yet another strategy (of sorts) appeared early this year! Chief of Naval Operations (CNO), Adm. John Richardson, released his Design for Maintaining Maritime Superiority in January. This document represents his “Commander’s Intent” and will guide the Navy’s behaviors and investments, both this year and in the years to come. It contains three main content sections: Strategic Environment, Core Attributes and Four Lines of Effort. Each of these sections has something important for the naval rotary wing community. This short document is a brisk read and we should dive into it. The Design for Maintaining Maritime Superiority begins with a discussion of the security environment, which all of us in the naval rotary wing community can understand and which impacts all we do. Before focusing on potential adversaries, the Design

highlights four interrelated global forces that are shaping “the character of the environment in which competition and cooperation occur.” These global forces are: -The traffic on the oceans, seas, and waterways—to include the sea floor—which are all increasingly used, stressed and contested. -The rise of the global information system, which is “pervasive, enabling an even greater multitude of connections between people and at a much lower cost of entry” as compared to the maritime system above. -The rapidly increasing pace of technological creation and adoption; this is occurring not just in information technology (per Moore’s Law), but in a wide range of fields including materials science, robotics, energy storage, 3-D printing, artificial intelligence and networks of low-cost sensors -The United States’ challenge of constrained resources, which is forcing difficult choices but “must also inspire new thinking.” The Design then goes on to list specific challenges; namely, the emerging great power competition due to the rise of Russia and China, continued challenges from Iran and North Korea and the persistent threat of international terrorist groups. The Design for Maintaining Maritime Superiority speaks to the Core Attributes all Navy personnel should demonstrate every

MH-60S Sea Hawk helicopters from the Chargers of Helicopter Sea Combat Squadron (HSC) 14 take off from the flight deck of the aircraft carrier USS John C. Stennis (CVN 74). Photo taken by Mass Communication Specialist Seaman Christopher Frost, USN

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day. The Design notes that trust and confidence among peers and between commanders and subordinates is necessary to undergird the Navy’s plans to “prepare for decentralized operations, guided by commander’s intent.” It states that this trust and confidence can be assured through the following core attributes: -Integrity: Our behaviors as individuals and as an organization align with our values as a profession.

-Accountability: We are a mission-focused force with high standards, whose actions support our strategy. -Initiative: Everyone strives to be their best; we foster a questioning attitude and welcome new ideas. -Toughness: We can take a hit and keep going, tapping all sources of strength and resilience. Finally, the Design for Maintaining Maritime Superiority identifies Four Lines of Effort we must accomplish to ensure our Navy continues to be at the forefront of maintaining our security and prosperity. The Design’s execution will be accomplished through four “inextricably linked” lines of effort, each containing corresponding objectives and first year tasks to begin the process of moving forward. These four lines of effort are:

Rotor Review #132 Spring / Symposium 2016

-Strengthen Naval Power at and From the Sea: Maintain a fleet that is trained and ready to operate and fight decisively – from the deep ocean to the littorals, from the sea floor to space and in the information domain. Align our organization to best support generating operational excellence. -Achieve High Velocity Learning at Every Level: Apply the best concepts, techniques and technologies to accelerate learning as individuals, teams and organizations. Begin problem definition by studying history – do not relearn old lessons. Adapt processes to be inherently receptive to innovation and creativity. -Strengthen our Navy Team for the Future: We will build on our history as one Navy Team to create a climate of operational excellence that will keep us ready to prevail in all future challenges. -Expand and Strengthen our Network of Partners: Deepen operational relationships with other services, agencies, industry, allies and partners – who operate with the Navy to support our shared interests.

Author’s Note: Each of these four lines of effort includes numerous specifics and these are things you’ll want to deepdive into yourself. A link to this important publication is here: http://www.navy.mil/cno/docs/cno_stg.pdf

U.S. Marine Corps’ CH-53K Helicopter Takes First Flight

he U.S. Marine Corps’ CH-53K helicopter entered flight test phase today upon completing its first flight at Sikorsky Aircraft Corporation’s Development Flight Center in West Palm Beach, Fla. At 8:02 a.m., the CH-53K King Stallion took off and hovered for 30 minutes at 25 feet to assess basic aircraft controllability and landing and handled as predicted. “We have entered a much anticipated phase in this developmental program,” said Col. Hank Vanderborght, U.S. Marine Corps program manager for heavy lift helicopters. “We have experienced significant learning at the system and sub-system levels, which continues to build our confidence in the capabilities of the 53K. With first flight behind us, we look forward to execution of the development and operational testing and the deployment of this incredible heavy lift capability to our warfighters.”

The CH-53K is the Marine Corps’ new build, heavy lift replacement for the CH-53E, which will transport Marines, heavy equipment and supplies during ship-toshore movement in support of amphibious assault and subsequent operations ashore. The CH-53K will expand the fleet’s ability to move more material more rapidly throughout the area of responsibility. Using proven and matured technologies, the King Stallion is designed to lift 14 tons at a mission radius of 110 nautical miles in Navy high and hot environments - three times the baseline CH53E lift capability. The CH-53K program is currently on track to provide an initial operating capability in 2019, with a procurement objective for 200 helicopters.

Industry and Technology

Article by Naval Air Systems Command

A CH-53K King Stallion, the U.S. Marine Corps’ newest helicopter, takes off Oct. 27, 2015 from Sikorsky Aircraft Corporation’s Development Flight Center. The helicopter completed its first flight event hovering for 30 minutes at 25 feet while the test team assessed basic aircraft controllability and landing. U.S. Navy photo courtesy of Sikorsky/Released

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America Modifications Increase Air Capabilities Article by USS America (LHA 6) Public Affairs

USS America sailing at sea.

Photo courtesy of USS America (LHA 6) Public Affairs Office

he amphibious assault ship USS America (LHA 6) is the first West Coast ship to have its flight deck upgraded with a thermal spray coating in key landing areas in order to more fully support the F-35 Joint Strike Fighters (JSF) that will be attached to the ship during future operations. America is more than halfway through its post-shakedown availability period (PSA) in which the ship’s crew and contractors make improvements to the ship’s design. About 20 percent of the work being performed is the normal maintenance associated with PSAs for newly constructed ships. The rest of the maintenance consists of the upgrades designed to support the JSF. “When this ship was built, Joint Strike Fighter testing was underway, most recently on the USS Wasp based on the East Coast at the time,” said America’s Commanding Officer Capt. Michael W. Baze. “The lessons learned during the Wasp testing periods, lessons about the long-term sustainability of our ship flight decks during JSF operations as compared with the legacy AV-8B Harrier, are being incorporated into America’s design. These changes will become a part of subsequent LHA/LHDs moving forward, for example our follow-on LHA ship the Tripoli; currently in construction.” The new thermal coatings will allow America, and subsequent ships of the class, to handle the new JSF’s thrust and reduce heat sent to decks below allowing for longer time between deck maintenance. “The beauty of the thermal spray is it is designed to wear a lot better under these types of conditions,” said Baze. “The con of

Rotor Review #132 Spring / Symposium 2016

thermion is it does cost a little more than the traditional non-skid we use in other parts of the ship that do not have to support Joint Strike Fighter landings.” “As Marine Corps plankowners of America, we are all excited about the improvements being made to America in support of the Joint Strike Fighter,” said U.S. Marine Corps Chief Warrant Officer 4 Shane Duhe, America’s mobility Combat Cargo Officer. “This is because we will become one of the first ships to have the Joint Strike Fighter with us in an operational environment. What this is going to do for all of us, with the Navy-Marine Corps team, is it’s going to greatly increase the strike capability that Marine air-ground task forces bring to the fight.” The America-class amphibious assault ships have the largest aviation support spaces of all amphibious warships, and are therefore capable of supporting the most advance Marine Corps aircraft, soon to include the JSF. All the extra aviation volume and space translates into our ability to stay on station longer, support what we call ‘faster sortie accomplishment rate’ in aviation terms,” said Baze. “That’s how fast and how often we can launch aircraft off this ship and keep them flying.” America is currently moored at Naval Base San Diego and scheduled to be in PSA until early next year. Every new ship conducts a PSA that is designed to harness results of a thorough test and evaluation period and pave the way to operational employment.

Industry and Technology

Powerful Patents: Navy Outranks All Government Agencies in Yearly Report Article By Warren Duffie, Office of Naval Research

redicting the risk of pirate attacks on vital shipping lanes could soon be easier, thanks to a data system that’s just one of 364 technologies patented by the U.S. Navy (DoN) in 2014. The DoN leads the government category in an annual ranking of patent portfolios recently published by the Intellectual Property Owners Association (IPO). Titled the IPO Record’s “Top 300 Organizations Granted U.S. Patents in 2014,” the report compiles rankings based on patent data from the U.S. Patent and Trademark Office. For the fifth consecutive year, DoN earned the top spot among U.S. government agencies, including the U.S. Army, Department of Health and Human Services and National Aeronautics and Space Administration. DoN also out-patented the likes of Nissan Motor Co. and Rolls-Royce PLC, pharmaceutical purveyors Novartis AG and Sanofi and academic institutions such as the Massachusetts Institute of Technology. “The science and technology component of the Office of Naval Research’s (ONR) mission is primarily focused on technology maturation,” said Chief of Naval Research Rear Adm. Mat Winter. “Helping the Navy to patent such a large number of game-changing technologies, year after year, ensures our warfighters retain the technological advantage on the battlefield today and well into the future, while highlighting the deep scientific intellectual capital across the entire Naval Research Enterprise.” ONR manages DoN’s intellectual property investments, setting policy and conducting oversight of patents as well as trademarks, copyrights, inventions and royalty payments.

Patents are designed to protect an inventor’s interests, excluding others from “making, using, offering for sale, or selling the invention through the United States or importing the invention” for a specified time. A few examples of the patents issued to DoN in 2014 include: -Method for Predicting Pirate Attack Risk: This data system can predict the likelihood of a pirate attack in a geographic area by using a combination of intelligence and meteorological information about pirate behavior and shipping activity and vulnerabilities. -Rapid Identification of Identifying Campylobacter Jejuni: Using DNA molecules, this system rapidly and accurately identifies the main types of Campylobacter Jejuni, a bacteria that causes diarrheal disease globally and could impact U.S. warfighters deployed overseas. -Using Satellite Imaging to Detect Disaster Relief Assets: This system features an algorithm that uses satellite imaging to quickly and automatically identify assets for disaster relief, including water sources for firefighting efforts. Earlier this year, DoN also dominated the government category in the Institute of Electrical and Electronics Engineers (IEEE) Spectrum magazine’s 2014 Patent Power Scorecard. IEEE evaluated 5,000 organizations’ portfolios across 17 industries for the number of patents issued, as well as the growth, impact, originality and general applicability of each patent. About the author: Warren Duffie is a contractor for ONR Corporate Strategic Communications

The commanding officer of a U.S. Navy guided-missile cruiser monitors the pirated motor vessel (M/V) Faina off the coast of Somalia while one of his helicopters provides aerial surveillance in May 2008. New Navy technology seeks to predict the risk of pirate attacks on vital shipping lanes. Photo by Mass Communication Specialist 2nd Class Jason R. Zalasky, USN

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For the next generation of Naval aviators, a next generation helicopter

119 The Philadelphia-built AW119Kx is the most powerful light, single engine helicopter in its class, delivering the performance, safety and reliability demanded to train our most valuable asset â&#x20AC;&#x201C; the next generation of Naval helicopter pilots. The AW119Kx provides basic helicopter ďŹ&#x201A;ight training, cost effectively and without compromise. Built on a rugged and durable airframe, the superior power margins of the AW119Kx provide stable and forgiving handling characteristics while optimizing safety during training missions. The AW119Kx provides excellent visibility and features an integrated state-of-theart glass cockpit that increases situational awareness and allows for a smooth transition to modern combat helicopters. Everything we do, we do with passion.

LEADING THE FUTURE AdvancedHelicopterTrainer.com agustawestland.com

Rotor Review #132 Spring / Symposium 2016

Take A Look Inside

2016 NHA Symposium Program Guide

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Welcome to the 2016 Naval Helicopter Association (NHA) Symposium! The theme for this year’s Symposium is “The Future of Vertical Lift.” Given that 2016 is the final year for the production of the MH-60 Sea Hawk helicopter, it is fitting that we take the time to look ahead to the future and consider the next generation of vertical lift. The next generation -2046- seems a far distant time, yet thirty years will go by in a flash. We must take the time now to consider what aircraft capabilities future warfighters will need in order to continue to maintain maritime superiority and relevance. Notice that it will be the next generation of vertical lift as it is possible that the replacement aircraft will not necessarily be a helicopter. We do know that the next generation of aircraft will need to provide dynamic improvements over conventional helicopters in maneuverability, range, endurance, altitude and hover efficiency, in addition to increased speed and advanced stealth technology. The aircraft will need to perform armed reconnaissance and light attack missions. The aircraft will need to carry a variety of sensors and externally-mounted weapons with the flexibility to carry additional fuel and ammunition for extended missions while in the light or special operations configuration. It will also need to be capable of performing logistics and personnel movement as well. Now is the time to discuss the requirements and capabilities that will define the mission sets for the future. We hope that you will enjoy the program that we have planned for this year’s Symposium and encourage you to get involved and provide your inputs. Your thoughts are important as we continue to move the rotary wing community forward. Enjoy the Symposium and fly safe!

Rotor Review #132 Spring / Symposium 2016

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Rotor Review #132 Spring / Symposium 2016

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Vice Adm. Mike Shoemaker, USN Commander, Naval Air Forces

Welcome To The 2016 Naval Helicopter Association Symposium!

Rotary aviation continues to be a critical component of our naval maritime strategy and a key enabler of security for our Nation. Not only do your helicopters provide an unparalleled capability to the fleet, but you bring with them warfighters ready to execute an expanding mission set. Naval Aviation forces remain in high demand around the world, and I couldn’t be more proud of the way our helicopter forces have responded as integral parts of our carrier air wings and in critical expeditionary detachments at sea and ashore. With the finalization of the “Helicopter Master Plan” in sight, we are without a doubt realizing growing combat capability and lethality in the MH-60S and MH-60R communities each and every day. While RADM “Nasty” Manazir and his N98 team have done a remarkable job balancing future requirements with near-term readiness, it has been the fleet’s dedication to the development of newly fielded combat systems, and the evolution of tactics, that has once again proven the credibility and tenacity of our rotary wing force. Our leading edge technologies present new opportunities to fly the world’s most advanced and capable aircraft, but it is the human element that will truly impact and shape the future of vertical lift. From supporting 28 rotational detachments and the continuous sourcing of six forward deployments, to the reestablishment of HM-12, 2015 was a busy year for rotary aviation. Our MH-53E continues to conduct the airborne mine countermeasures, vertical onboard delivery, and heavy-lift missions, and will do so with a continued commitment of resources until 2025. Meanwhile, the HSC and HSM communities saw a number of key combat system upgrades become operational. Most important to the future relevancy and capacity of our force, your highly professional teams did all of this while maintaining the highest operational standards and commitment to maintenance and safety excellence. Thank you! We continue to learn from the LCS composite manned/unmanned deployment rotations of the MH-60R and MQ-8B onboard USS Fort Worth and will apply those lessons learned to future deployments of the MQ-8B with the MH-60S and MH-60R communities. Our HSM community continues to provide critical organic ASW to the CSGs and we are exploring how to incorporate those essential capabilities into our ESGs of the future. HSC-85 is ramping back up to full operational capability and will resume providing direct support to Special Operations Forces around the world. We are standing up Tactical Support Units at each coast’s HSC Weapons School to support SOF training by all HSC squadrons as we continue to build/expand our corporate SOF knowledge. As we look at the future of vertical lift, we must consider the dynamics that are presented with the introduction of the CMV-22B into the fleet. While we plan to take advantage of the corporate knowledge of our COD community to fill the necessary billets, I know our rotary wing communities will play an important role in that platform’s eventual fleet integration. Although we have mainly focused on the tactical proficiency and emerging combat prowess of our rotary force, it is imperative that we do not neglect the seemingly routine mission areas that drive the Navy forward. From logistics and VERTREP to SAR and MEDEVAC, there are certain specialties that we fully rely on our helicopters to provide. Due to their complexity, these missions are not routine. Rather, your ability to safely execute day-in and day-out has made the difficult seem easy. The greatness of our Navy and Naval Aviation is not measured by the capability of our carriers or the aircraft in our inventory. Rather our Navy owes its greatness and its stellar reputation around the world to the hard-working, dedicated professionals on our Naval Aviation team who bring the squadrons and carriers to life. YOU are our asymmetric advantage, and I continue to be amazed by the great work you accomplish everyday across the Fleet. It’s been an honor to serve as your Air Boss for the last year and I thank you for your selfless service to our nation, and for being part of a great Naval Aviation team! Fly, Fight, Lead!

Air Boss Sends

Rotor Review #132 Spring / Symposium 2016

FUEL SYSTEMS

MH-60S ERFS

HH-60J/T JayCEFS

HH-60J/T SeaCEFS

MV-22 MATS

MH-60R SeaCEFS

Celebrating 40 years of producing the most survivable and dependable auxiliary fuel systems in the world. Please visit us at the NHA Symposium, May 9-13, Booth 15

www.robbietanks.com

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2016 NHA Symposium Hosts

Master of Ceremonies

Rear Adm. (ret) William E. Shannon III, USN NHA Chairman

Bill 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, Shannon 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. Shannon 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. Shannon is a graduate of the U.S. Naval Academy and holds masters 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 Universityâ&#x20AC;&#x2122;s Advanced Program Manager Course.

Host Commodore

Capt. Hugh P. Everly, USN COMHSCWINGLANT

Commander, Helicopter Sea Combat Wing Atlantic (COMHSCWINGLANT) is under the direction and guidance of Commodore Pat Everly, Captain, USN. The command was established on April 1, 2005 with the realignment and merger of Commander, Helicopter Anti-Submarine Wing Atlantic (COMHSWINGLANT) and Commander, Helicopter Tactical Wing Atlantic (COMHELTACWINGLANT). Additionally, in 2006, as part of Active Reserve Integration (ARI) and the disestablishment of Commander, Helicopter Wing Reserve (COMHELWINGRES), COMHSCWINGLANT assumed the role of Immediate Superior in Comman (ISIC) for Helicopter Sea Combat (HSC) 84. HSCWINGLANT is the largest Type Wing in the U.S. Navy, providing administrative and training support to all Atlantic Fleet HSC and Helicopter Mine Countermeasures (HM) squadrons. With the disestablishment of HSC-84 on March 31, 2016 and the transition of the last fleet Helicopter Anti-Submarine (HS) squadron to HSC (HS-11) on June 1, 2016, HSCWINGLANT consists of four HSC Carrier Air Wing squadrons, three HSC Expeditionary squadrons, two Mine Countermeasures squadrons, two Fleet Replacement Squadrons (FRS) and one Wing Weapons School with an embedded Reserve Tactical Support Unit. The squadrons operate the MH-60S and MH-53E. Additionally COMHSCWINGLANT provides maintenance, logistic and supply support to Naval Air Station (NAS) Key West as well as fleet-wide Search and Rescue (SAR) training and evaluation. In total, the Wing is the ISIC for 12 commands comprised of 145 aircraft and more than 4,000 personnel.

Rotor Review #132 Spring / Symposium 2016

2016

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 Sympoisum the best yet.

NHA Symposium Vice President Cmdr. Christopher G. Bailey USN

2016 Symposium Coordinator Lt. Alex Harrell, USN (HSC-2)

Briefing Coordinator Lt. Liz Leckie, USN (HSC-2)

Monday, May 9 HS Open House Coordinator Lt. Isaac Ostlund , USN (HSC-2)

PERS-43 Coordinator

Flag Panel

Members’ Reunion

Sikorsky Aircraft Night at Harbor Park (Norfolk Tides vs. Charlotte Knights)

Lt. Zach Laden, USN (HSC-2)

Lt. Mike Vaughn (HSC-28)

Casino Night & Prize Coordinator

HS Sundown Ceremony Coordinator

Lt. Chris Cabatu (HSC-2)

Cmdr. Jeff McGrady, USN (HS-11)

Wednesday, May 11

HS Sundown Reception

Aircrew Competition

Lt. Cdmr. Matt Roy, USN (HS-11)

Tuesday, May 10

Lt. Alec Charlambous, USN (HSC-22) / Hospital Corpsman 1st Class Ryan Honnoll, USN (HSC-22)

VIP Hospitality Room

LCS Panel

Lt. Kyle Cory, USN (HSC-2) Lt. Justin Felgar, USN (HSC-2)

Opening Ceremonies & Keynote Address

Lt. Christopher Sedlac, USN (HSC-2)

Safety Symposium

Cmdr. Christopher Bailey, USN

HOSC Luncheon

Lt. j.g. Victoria Gonzalez, USN (HSC-26)

Higher Education Brief

Lt. j.g. Victoria Gonzalez, USN (HSC-26)

Lt. Justin Felgar, USN (HSC-2)

Lt. Rich Mehlmann, USN (HSC-28)

Friday, May 13 NHA Symposium Golf Tournament & Sports BBQ Lt. Jess Atherton, USN (HM-14)

Other Volunteers NHA “Stuff”

Lt. Adrian Andrade, USN (HSC-21)

Audio Visual/Banner Coordinator Lt. Jesse Nerius, USN (HSC-2)

Membership/Registration Ms. Leanne Dehner (NHA) Mrs. Kerry Dowling (NHA) Mrs. Molly Personius (NHA)

Cmdr. Christopher Bailey, USN

Thursday, May 12

NHA Awards Ceremony

5K Fun Run

Exhibitor Booth Contact/ Sponsorship

Waterfront Perspective

NALO Airlift

Captains of Industry Panel

Exhibit Hall Security

Lt. Tim Musmanno, USN (HSC-2)

Lt. Dan Wood, USN (HSC-2)

VIP Luncheon Coordinator

Transportation

Cmdr. Dewon Chaney, USN (HSC-23) Lt. j.g. Brian Czapla, USN (HSC-23)

AWCM Round Table

Naval Aircrewman Master Chief Justin Tate, USN (HSM-41)

Aircrew Panel

Naval Aircrewman Senior Chief Jason van Buren, USN (HSC-2)

Lt. Chad Peterson, USN (HM-12) Lt. Dave Mill, USN (HSC-2)

Lt. Kyle Corry, USN (HSC-2)

25 25

Mrs. Linda Vydra (NHA)

Lt. Drew Bernhardt, USN (HSC-2)

Lt. Jason Hellauer, USN (HSC-2)

navalhelicopterassn.org navalhelicopterassn.org

Future Vertical Lift and the Fleet Article by Lt. Jarad Gilbertson, USN and Lt. Ian Gill, USN

he Sikorsky assembly line just recently delivered the last MH-60S to the fleet and continues to roll out new MH-60Rs; however, there is a growing undercurrent of attention paid to the airframe that will follow and eventually replace the MH-60- a next generation rotorcraft unlike anything currently fielded. Recognizing a defining moment for rotary wing aviation, the Department of Defense (DoD) is leading the effort to define the role of future military rotorcraft while managing the integration with industry to meet the needs of the future warfighter. By demanding a major upgrade from the current light, medium and heavy lift rotary wing fleet, the Pentagon will address future aviation capability drivers in performance, survivability, affordability and sustainability across the services. The result is known as Future Vertical Lift (FVL). Though the Navyâ&#x20AC;&#x2122;s newest naval aviators will be commanding officers by the time FVL becomes operational, it is imperative that fleet operators and leadership are familiar with and exercise the Naval Aviation Requirements Group (NARG) framework to influence the course of the next generation of rotary wing warfighting.

Role of the Fleet Type Commanders (TYCOM) are the repositories for fleet deficiency reports and capability gaps. The most critical aspect of

Rotor Review #132 Spring / Symposium 2016

each deficiency report is the identification of safety of flight hazards and risk to mission vulnerabilities, without which critical issues go unresolved. Each year, a slew of NARG conferences are convened to review and prioritize fleet deficiency and trouble reports and provide the forum for direct fleet interface with the TYCOM, Naval Air Systems Command (NAVAIR) Program Executive Office for Anti-Submarine Warfare, Assault and Special Mission Programs (PEO(A)), the MH-60 program office (PMA-299) as well as industry engineers. NARGs focus on readiness, sustainment, manpower, training systems and war fighting capabilities as they pertain to community specific platforms. Once the various annual NARGs are announced, it is vital that fleet operators with current tactical experience attend the NARGs in order to review and prioritization of outstanding deficiencies. The community NARG priority list is boiled down to only the top community priorities. The inputs are then forwarded to the TYCOM Priority Panel (TPP) for inclusion in the TYCOM priority list (TPL) where they await the real battle when they are ranked against all other NARG priority lists. Because only a few new issues are funded in a given year, only repetitive and consistent NARG recommendations tied to mission capability gaps will have a chance to receive funding. DoD program offices have a parallel Program Requirements Review (PRR) brief. Inputs to these various areas can also come

2016 Symposium Focus: Future Vertical Lift and The Fleet from Joint Chiefs of Staff (JCS)/J-8 Integrated Priority Lists (IPL), Combatant Commander IPLs and Urgent Operational Needs Statements, as well as long term obsolescence and sustainment requirements. In the end, the TPP’s final list is the first step in identifying and bridging capability gaps and materiel solutions. Once the TPP is completed, this list is forwarded to the Office of the Chief of Naval Operations (OPNAV) along with the program office PRR priorities to ensure the highest fleet aviation priorities are funded appropriately.

2. Science and Technology (S&T) plan that aligns technology development with milestone decision options 3. Early joint requirements development 4. Multi-role family of aircraft 5. Common systems and open architecture 6. Industry partnership and interaction through the Vertical Lift Consortium (VLC)

Future Vertical Lift In 2009, the Secretary of Defense established the FVL initiative to focus technology development to this end through the National Defense Authorization Act. A strategic plan developed jointly by the Office of the Under Secretary of Defense for Acquisition, Technology and Logistics and the JCS/J-8 directorate for Future Structure, Resource and Assessment was submitted to Congress in October 2012 that stated: “The DoD will design, develop and field a fleet of next generation air vehicles that will ensure the United States’ dominance in the vertical lift domain throughout the 21st century and beyond. The Department will aggressively pursue the most capable aircraft at the best value by minimizing development, acquisition and life cycle costs through Joint solutions of common core technologies, architectures and training, emphasizing the ability to conduct safe, reliable and continuous operations worldwide in all environmental conditions.” In the years since the strategic plan was set in motion, a number of elements have been identified by which the program will be guided: 1. Decision point based plan of execution

Current development of the strategeic plan is in the Science and Technology (S&T) phase. In September 2013, the DoD issued joint multi-role technology demonstrator (JMR-TD) Technology Investment Agreements (TIA) with four contractors: Bell Helicopter, Sikorsky-Boeing, Karem Aircraft and AVX Aircraft. In October 2014, Bell and Sikorsky-Boeing were selected to proceed with air vehicle demonstration design, fabrication and flight tests with a first flight scheduled for 2017. Karem and AVX were awarded TIAs to demonstrate key technologies in ground tests. The S&T Integrated Product Team (IPT) is not pursuing prototype systems, sub-systems or components for the FVL family of aircraft. Rather, the technology demonstrations are intended to mature the skillsets and tools required to design, analyze, predict and evaluate the next generation rotorcraft and meet a defense acquisition Milestone A review scheduled for Fiscal Year 2019. DoD instruction 5000.02 designates Milestone A as the “investment decision to pursue specific product or design concepts, and to commit the resources required to mature technology and/or reduce risks…”

A S-97 Raider on display.

Photo courtesy of Sikorsky Aircraft

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The following are features of the four technology demonstrators: Bell Helicopter V-280 Valor: • • • • • • • • •

•

Third generation tiltrotor Non-rotating engines Full-authority fly-by-wire flight control system Low disk loading advanced rotor and drive system Advanced composite fuselage Large cell carbon core wings Large side cabin door 280 knot cruise speed Low-speed maneuverability

Multi-axis handling quickness

Sikorsky-Boeing SB-1 Defiant: • • • • • • • •

Lift offset coaxial rigid rotor system Pusher prop Variable RPM drive system Fly-by-wire flight control system Active rudders and elevators Manual blade fold Active vibration control Composite fuselage

• • • •

Retractable landing gear Cabin for 12 combat-equipped troops 250 knot cruise speed Low and medium speed maneuverability

Karem Aircraft: • • • • • •

Optimum speed tiltrotor Multi-speed transmission Individual rotor blade control Electromechanical actuation 300+ knots High cruise and hover efficiency

AVX Aircraft: • • • • • •

Conventional coaxial compound Ducted fan auxiliary propulsion Aft cabin ramp Control laws to reduce rotor loads, vibration and vertical spacing of rotors High cruise efficiency Handling qualities

Rotor Review #132 Spring / Symposium 2016

2016 Symposium Focus: Future Vertical Lift and The Fleet

The PEO(A), under the Assistant Secretary of the Navy for Research, Development and Acquisition is currently liaisoning with U.S. Army aviation acquisition interests to establish capability metrics to be enumerated in a Joint Capability Development Document following an Analysis of Alternatives in Fiscal Years 17-18. This process is intended to inform the move toward a formal Request for Proposals that accommodates capability requirements across all services and will shape the ultimate FVL prototype for Milestone B review. Milestone B is the development decision to commit resources needed to conduct development leading to production and fielding of FVL. Some of the most revolutionary aspects of the entire FVL project are the focus on Open Systems Architecture, Model Based Engineering and Architecture Centric Virtual Integration Process development; all of which pave the way for improved systems integration and lifecycle cost controls. FVL program leadership emphasize that these arrangements are not business as usual! FVL can be greatly influenced by deliberate participation in NARGs conferences. Ultimately, capability gaps in our current airframes are directly applicable to formulating

requirements for future vertical lift. Community leadership is encouraged to educate participants and the community at large on leadershipâ&#x20AC;&#x2122;s future direction in order to align fleet operational need with strategic planning. Carryover of membership between NARG cycles is a best practice recommended to all TYCOMs. It is essential that the fleet and respective program offices speak with one voice while aligning community priorities as this effort matures. Although a FVL family of aircraft is in its infancy, results of each NARG TPL support critical decisions made by community leaders, which will directly contribute to baseline of commodities to meet desired capabilities in FVL. The fruition of this long process may be unclear, however, it is clear that the future of vertical lift is very much alive. About the Authors: Lt. Ian Gill and Lt. Jarad Gilbertson fly with HSC-3. Mr. Sean Faubion, PEO(A) FVL Lead and Mr. Michael Fallon PEO(A) JMR-TD Lead were consulted while researching this article.

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2016 NHA Symposium S

2016

NHA

Symposium

EXhibit Hall

Hours Monday May 9: (Exhibit Booth Setup) 1000 - 1700 Tuesday May 10: Wednesday May 11:

0600 - 1700 0600 - 1700

Thursday May 12: 0600 - 2100 The Exhibit Hall will be in the Stratford and York Rooms Rotor Review #132 Spring / Symposium 2016

Schedule of Events

Monday May 9, 2016 TBD—NALO Airlift Arrival

NS NORFOLK

1000-1700—Exhibitor Booth Setup STRATFORD / YORK 1300-1500 —Open House (HSC-2, HS-11 and HM-12) HANGAR 40W(CHAMBERS FIELD) 1530—HS Sundown Ceremony (HS-11) 1630—Sundown Ceremony Reception

HANGAR 35E (CHAMBERS FIELD) HANGAR 35W (CHAMBERS FIELD)

NHA 2016 Symposium Welcome Social (HSC-2)

Open House Ceremony Reception 31 31

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2016 NHA Symposium S

Tuesday May 10, 2016 0630-0730 —Morning Coffee

POPLAR/PROVIDENCE

0730-0745 —Opening Ceremonies / NHA President’s Remarks

POPLAR/PROVIDENCE

0745-0800 —Chairman’s Remarks

POPLAR/PROVIDENCE

0800-0900 —Keynote Address

POPLAR/PROVIDENCE

0900-1000 —OPNAV N-98 PMA-299: Current & Future Navy Helicopter Programs “Future of Vertical Lift”

POPLAR/PROVIDENCE

1000-1015 —Break 1015-1045 —OPNAV N-98 - MV-22: USN CMV-22B Program Update

POPLAR/PROVIDENCE

1015-1145 —PERS-43 Brief POPLAR/PROVIDENCE 1015-1115 —AWCM Round Table

RIVER VIEW ROOM

1045-1245 —Aircrew Panel POPLAR/PROVIDENCE 1245-1345 —Lunch MONTICELLO / MERIMAC 1345-1515 —NHA Awards Ceremony

POPLAR/PROVIDENCE

1515-1615 —HAL-3 Seawolves Rescue Recap

POPLAR/PROVIDENCE

1615-1700 —Detailer Breakout Groups

GREENWAY/MONTPELIER

1700-1930 —Exhibit Hall Closed 1800-2130 —Members’ Reunion

EMBARKS FROM SHERATON PIER

1930-2300 —Exhibit Hall Open 2000-2330 —Hotel Casino Night / After Party

POPLAR/PROVIDENCE

MEMBERS’ REUNION / CASINO NIGHT Rotor Review #132 Spring / Symposium 2016 Rotor Review #132 Spring / Symposium 2016

32 32

Schedule of Events

Wednesday May 11, 2016 0700-0800 — Morning Coffee

STRATFORD/YORK

0630-0800 — Trustees / Directors Breakfast Meeting 0730

Aircrew Competition

RIVERWALK

CHEATHAM ANNEX

0800-1600 — PERS-43 Breakout Groups GREENWAY/MONTPELIER 0800-0900 — LCS Update

POPLAR/PROVIDENCE

0900-1000 — PMA- 266 MQ8-B/C Update

POPLAR/PROVIDENCE

1000-1015 — Break 1015-1045 — Lockheed Martin Missile and

POPLAR/PROVIDENCE

Fire Control - JAGM Hellfire Missile Upgrade 1045-1115 — How NAVAIR Works

POPLAR/PROVIDENCE

1030-1330 — Child Care for HOSC Luncheon

WILTEN

1100-1300 — Helicopter Officer Spouse’s Club (HOSC) Luncheon 1115-1215 — PMA-205: Future of Modeling and Simulation

RIVERWALK

POPLAR/PROVIDENCE

1215-1315 — Lunch MONTICELLO/MERIMAC 1315-1415 — Safety Brief

POPLAR/PROVIDENCE

1415-1445 — N-98 Future of OAMCM Brief (Big Iron)

POPLAR/PROVIDENCE

1445-1500 — Break 1500-1600 — Higher Education Briefing / Panel

POPLAR/PROVIDENCE

1500-1600 — ESC (by invitation only)

RIVERVIEW ROOM

1730 — Final Inning Sikorsky Night Out at Harbor Park (Norfolk Tides vs. Charlotte Knights)

HARBOR PARK

NIGHT OUT AT HARBOR PARK 33 33

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2016 NHA Symposium S

Thursday May 12, 2016 0700

5k Fun Run

OCEANVIEW BEACH PARK

0700-0800 — Morning Coffee STRATFORD/YORK 0700-0800 — 2016 Fleet Fly-In / NHA Join-Up SOE Planning

RIVERVIEW

0700-0900 — ANA Membership Meeting EPPINGTON 0800-1600 — PERS-43 Breakout Groups

GREENWAY/MONTIPELIER

0800-0915 — Commodore / CAG Round Table

POPLAR/PROVIDENCE

0915-1030 — The Waterfront Perspective

POPLAR/PROVIDENCE

(Commodores, Ship CO/XOs, Airbosses, JOs) 0915-1030 — Quarterly Helo Flag/Phonecon

POPLAR/PROVIDENCE

1030-1045 — Break 1045-1245 — Captains of Industry Panel

POPLAR/PROVIDENCE

1245-1400 — VIP Luncheon (by invitation only) 1245-1400 — Salute to Aviation Lunch

RIVERVIEW

MONTICELLO/MERIMAC

1400-1415 — NHA Scholarship / Casino Night Drawing

POPLAR/PROVIDENCE

1415-1600 — Flag Panel

POPLAR/PROVIDENCE

1600-1605 — Golden Helix Award Presentation

POPLAR/PROVIDENCE

1605-1700 — Team Seahawk Reception

POPLAR/PROVIDENCE

1700-2100 — Exhibit Hall Tear Down 1800-2200 — #NHASocial

#NHASocial @ Rotor Review #132 Spring / Symposium 2016

O’CONNOR BREWERY

Schedule of Events

Friday, May 13, 2016 TBD

NALO Airlift Departs

0700

Golf Range Time

EAGLE HAVEN GOLF COURSE AT LITTLE CREEK

0800-1300

Golf Tournament

EAGLE HAVEN GOLF COURSE AT LITTLE CREEK

1300

Sports BBQ / Awards Ceremony EAGLE HAVEN GOLF COURSE AT LITTLE CREEK

2016 NHA Symposium Phone App For real-time Symposium updates, including the schedule, maps and more, download the 2016 NHA Symposium App. Download in iTunes (iOS) or Google Play (Android) by scanning the QR below.

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Rotor Review #132 Spring / Symposium 2016

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Navy Pondering Helicopter Future After MH-60 Sea Hawk

Article by Mr. Sam LaGrone Press Release by U.S. Naval Institute News on Feb. 24, 2016

he Pentagon’s Joint Multirole (JMR) investigation into a new generation of helicopters is highlighting the differences between what the Army and Navy need in terms of vertical lift aircraft, Navy and industry said mid-February. Now, all eyes are on the looming competition between Bell Helicopters and Lockheed Martin’s tilt-rotor V-280 Valor and Sikorsky and Boeing’s coaxial SB-1 Defiant concept to form the basis for replacing the Army’s Sikorsky UH-60 Blackhawk and Boeing AH-64 Apache attack helicopter starting in the 2030s. The JMR technology demonstration phase 1 - in which the Valor and Defiant are tasked with creating a flying prototype capable of speeds of 230 knots (265 mph) - will form the basis of the Future Vertical Lift (FVL) program and replace up to 4,000 Blackhawks and Apaches. Test flights could happen as early as 2017. Both the Defiant and Valor concepts are designed for Army requirements - moving forces quickly to deliver troops and material as well providing close air support for forces with an attack variant. While the Navy and the Army are determined to build in as much commonality as they can in their future helicopter programs, the services use their current fleet of helicopters very differently, as Chuck Deitchman, director of Navy requirements for Sikorsky (recently acquired by Lockheed Martin), told USNI News last week during West 2016. (Since the acquisition of Sikorsky by Lockheed, both companies said they would continue their teaming work on the JMR demonstrator with internal firewalls in place to prevent tainting the competition). “The Navy has very unique requirements that are different than

the Army’s,” Deitchman said. “If you look where they’re going with JMR, the weight and the size of those airframes - either one - maybe too large for the Navy.” The Navy’s current fleet of Sikorsky MH-60 Sea Hawks – the MH-60 Romeo and MH-60 Sierra - operates from ships the size of the 3,000-ton Littoral Combat Ship to the 100,000-ton Nimitz-class carriers. In particular, the 60s are a key part of the weapons and sensor suite of the Navy’s surface combatants. Unlike their Army Blackhawk cousins, Navy helicopters spend more time scouting and hovering around their surface ships and don’t necessarily need the high-speed that the tilt-rotor Valor and the coaxial Defiant will be designed around. “If the Navy went with a next generation helicopter ... I think you’ll see [an emphasis on] advanced power systems, advanced rotor systems and self-defense,” Deitchman said. Still, the work of the JMR and the FVL programs will do much to the Navy’s next helo. “Navy is actively participating. The requirements are known, they’re part of the future vertical lift team and certainly - at a minimum - the architecture, some of the systems that are common with the Army, the Navy would like to harvest those,” Deitchman said. “Certainly one of the things the Navy has made fairly clear is they want a common aircraft between [what will replace] the Romeo and Sierra ... Different mission areas, but one common airframe.” Which platform the Navy ultimately decides will replace the MH-60 hinges on the findings of the soon-to-be completed helicopter master plan and a pending service life assessment program (SLAP), said Capt. Craig Grubb with the Naval Air Systems Command’s H-60 Multi-Mission Helicopters Program

(Photo above) An MH-60R Sea Hawk helicopter assigned to the Warlords prepares to land on the flight deck of USS Curtis Wilbur (DDG 54). Photo by Lt. j.g. Jonathan Peterson, USN

Rotor Review #132 Spring / Symposium 2016

2016 Symposium Focus: Navy Pondering Helicopter Future After MH--60 Sea Hawk Office (PMA-299) last week. “The follow on aircraft to the current aircraft is going to be out there in the 2030-2040 timeframe that’s contingent on how the service life assessment goes,” he said. “We need to know how long the current aircraft is going to be sustainable so we can figure out the plan for what is next.” Once NAVAIR knows what the life expectancy on its current aircraft they’ll start on their own acquisition path with an eye toward the Army’s final decision. “It’s not a program, at least as of today, but it’s an interest on where we can do things where we have commonality and leverage systems, software airframe engines and drive train components going forward,” Grubb said. “Not all of those requirements for vertical lift are going to look the same, there’s an interest and analysis going forward on what we can do affordably.”

Sailors conduct maintenance on an MH-60S Sea Hawk helicopter from Helicopter Sea Combat (HSC) 7 on the flight deck of the USS Dwight D. Eisenhower (CVN-69). Photo by Mass Communication Specialist 3rd Class Anderson W. Branch

About the Author: Sam LaGrone is the editor of USNI News. He was formerly the U.S. Maritime Correspondent for the Washington D.C. bureau of Jane’s Defence Weekly and Jane’s Navy International. He has covered legislation, acquisition and operations for the Sea Services and spent time underway with the U.S. Navy, U.S. Marine Corps and the Canadian Navy.

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De-mystifying NAVAIR

Naval Aircrewman (Tactical Helicopter) 2nd Class Elijah Cash, USN performs in-flight checks aboard an MH-60R Sea Hawk helicopter attached to the Easyriders of Helicopter Maritime Strike Squadron (HSM) 37 as they conduct flight training operations over the island of Molokai. Photo by Chief Mass Communication Specialist John M. Hageman

Article by Cmdr. (ret) Kevin Switick, USN he year was 1991 when my Skipper informed me that I had been selected to attend the U.S. Naval Test Pilot School. In the excitement of discussing my future at Naval Air Station (NAS) Patuxent River, Maryland, my Skipper told me that we would be seeing more of each other over the next few years because he also received his post-command orders to be the SH-60B class desk at the Naval Air Systems Command (NAVAIR). “What’s a class desk?” I wondered, “and what is NAVAIR?” Thus began my career in the Department of Defense (DoD) acquisition community and my fascination with this mysterious organization called NAVAIR. Now, 25 years later, I am an instructor for NAVAIR University, teaching the naval aviation acquisition process to its workforce. To this day, NAVAIR remains a mystery that confuses many, especially those outside of the organization. So let me start the de-mystification process, as best I can, by explaining how NAVAIR fits into a much larger defense acquisition organization. Our story begins at the top with the Secretary of Defense (SecDef) and the Defense Acquisition System. Every year, SecDef requests from Congress, via the President of the United States, budget authorization for what is

Rotor Review #132Spring Spring / Symposium 2016 Rotor Review #132 / Symposium 2016

called the Future Years Defense Program (FYDP). In the FYDP budget request, SecDef requests funding for the operations, sustainment and upgrade of the current military forces, as well as funding for the acquisition of new weapon systems. Once Congress authorizes the programs to be funded and appropriates the amount of funding to be provided, SecDef assigns the operation and execution of the programs to a staff of Under Secretaries. For the purposes of this article, we will be focusing on the Under Secretary of Defense for Acquisition, Technology and Logistics, USD (AT&L), who is responsible for the development of new technologies, the acquisition of new weapon systems and the sustainment of existing systems. The USD (AT&L), referred to as the Defense Acquisition Executive (DAE), executes the FYDP via the Defense Acquisition System by assigning individual programs within the FYDP to one of the three DoD components: the Department of the Army, the Department of the Navy, or the Department of the Air Force. Every component has a key staff principle as their Component Acquisition Executive (CAE) or Service Acquisition Executive (SAE), responsible for managing and executing the assigned programs. In the Navy, it is the Assistant Secretary of the Navy for Research, Development and Acquisition, or ASN (RDA). This is where NAVAIR’s

Photo Courtesy of the Department of Defense

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story begins. If you go to the NAVAIR website, www.navair.navy.mil, under the about/organizational structure tab, you will find the accompanying figure. Notice two subtle points of this chart, it is titled “Reporting Relationships” (Figure 1) and it starts with ASN (RDA) in the upper left corner. Under ASN (RDA), you will notice two lines. One line going to NAVAIR and one going to four green boxes on the left. Why? Again, let’s go back to the top. To support the three service CAEs in executing the FYDP, SecDef has established two different, yet complementary organizations. The first of those organizations, as represented by the green boxes, are the Program Executive Offices (PEOs). The Army, Navy and Air Force all have numerous PEOs. For example, the Department of the Air Force has a PEO for its fighter and bomber aircraft programs called PEO Fighter/Bomber. The Department of the Army has PEO Soldier, PEO Ammunition and PEO Aviation just to name a few. The Department of the Navy has PEO Ships, PEO Submarines, PEO Carriers, etc. Each PEO is typically assigned a large portfolio of programs to manage and execute. For example, PEO Land Systems (LS) is responsible for all the Marine Corps assault vehicles and towed artillery systems. Specifically, for naval aviation programs, the Department of the Navy (DON) has three PEOs: PEO for Air Anti-Submarine Warfare, Assault and Special Mission Programs, PEO (A); PEO for Tactical Aircraft Programs, PEO (T); and PEO for

Unmanned Aviation and Strike Weapons, PEO (U&W). There’s also a special PEO for the Joint Strike Fighter Program (JSF), PEO JSF, which alternates service lead with the Department of the Air Force. Every PEO, in every component, is an independent command led by a one or two-star flag officer, or a member of the Senior Executive Service (SES). Given the title of Program Executive Officer, these individuals have a reporting relationship to the CAE, specifically for the Navy, ASN (RDA). Below the PEOs, but not shown in the figure, are Program Management Offices (PMOs). A program management office, or “program office” is structured to focus on one type of program within the PEO’s portfolio, such as a particular type of aircraft, ship, or weapon; or a type of warfare or training system. For example, there is a program management office that focuses on all heavy lift helicopters for the U.S. Navy and U.S. Marine Corps designated PMA-261. In the DON we differentiate our program offices by changing the third letter in their designation from PMO to PMX. For Navy ship programs, we use PMS, with ‘S’ for ship. For Marine Corps land system programs we use PMM. Space and naval warfare systems are PMWs and naval aviation programs are PMAs, with ‘A’ for air. Just like the PEOs, every program office is a unique command led by a field-grade military officer, normally an O-6, or a senior civil servant (GS-15). Given the title of Program Manager (PM), these individuals have a reporting relationship to the PEO and ASN (RDA). The USD (AT&L) to ASN (RDA)

Figure 1: Reporting Relationships Chart

Rotor Review #132 Spring / Symposium 2016

2016 Symposium Focus: De-Mystifying NAVAIR Rotary-Wing Program Offices PMA-261 Heavy Lift Helicopters (H-53) Program PMA-266 Multi-Mission Tactical UAS (MQ-8) Program PMA-274 Presidential Helicopters (VH) Program PMA-275 V-22 Joint Program Office PMA-276 Light Attack Helicopters (H-1) Program PMA-299 Multi-Mission Helicopters (H-60) Program

PEO PEO (A) PEO (U&W) PEO (A) PEO (A) PEO (A) PEO (A)

Table 1. PEOs connected to Rotary-Wing Program Offices to PEO to PMA reporting relationship is referred to as the Acquisition Chain of Command. Now let’s skip over to the other line that leads from ASN (RDA) to NAVAIR. Earlier I mentioned that SecDef has established two different, yet complementary organizations to execute programs. The first being the PEO and their supporting PMOs. The second is the Systems Command (SysCom) and, just like with the PEOs, every component has them. The DON has six SysComs: Marine Corps Systems Command (MCSC), Naval Sea Systems Command (NAVSEA), Naval Air Systems Command (NAVAIR), Space and Naval Warfare Systems Command (SPAWAR), Naval Facilities Engineering Command (NAVFAC) and Naval Supply Systems Command (NAVSUP). Every SysCom is also a unique command led by a three or four-star flag officer. But what’s unique about naval aviation is that its three PEOs and NAVAIR all reside in the same building at NAS Patuxent River. That is where people begin to get confused. People tend to view that entire conglomeration as one unified command called NAVAIR when it is actually four collaborating commands that happen to be co-located. Now, looking back at the reporting relationships in the figure above, we notice one more important thing. Despite the naval aviation PEOs and the NAVAIR commander both

Command NAVAIRSYSCOM PEO (A) PEO (T) PEO (U&W)

Commanding Officer Vice Adm. Grosklags Rear Adm. Jaynes Rear Adm. Moran Rear Adm. Darrah

Table 2. Commanders of NAVAIR having a direct reporting relationships to ASN (RDA), they have no direct connection to each other. All that exists is a dotted communication line with a box that says “Operating Agreement.” Why is that? What is the difference between a PEO and a SysCom? To answer that question, we need to go to SECNAVINST 5400.15 which is titled Department of the Navy Research and Development, Acquisition, Associated Life-Cycle Management and Logistics Responsibilities and Accountability. Let’s break that title down since in the world of government acquisitions, “words means things.”

Notice the words Research, Development and Acquisition in the title. These three words also appear in ASN (RDA)’s title, which means that this instruction is his or her instruction on how he or she wants “Life-Cycle Management and Logistics” done. What is Life-Cycle Management? The formal definition is “a management process, applied throughout the life of a system that bases all programmatic decisions on the anticipated mission-related economic benefits derived over the life of the system. This encompasses the acquisition program, in-service support and sustainment, modernization and final disposal.” More simply, it is the life of a weapon system; from a design on paper, to a prototype, to a full-scale development model, to a finished design that enters into full-scale production and then fleet introduction, operation and sustainment. That’s a weapon systems life-cycle and this instruction defines who is responsible and, more importantly, who is accountable at every stage by describing the duties, responsibilities and authorities of ASN (RDA), the PEOs, the PMs and the six SysComs. It also describes their relationship with the Chief of Naval Operations (CNO) and the Commandant of the Marine Corps (CMC) in exercising those duties, responsibilities and authorities. Notice the location of the CNO and CMC above NAVAIR on the reporting relationship figure and note that the PEOs and PMAs do not report directly to the CNO or CMC. In fact, if you look at the DON organizational chart, you can visualize where the PEOs and NAVAIR now fit into the larger organization. To more clearly define the linkage between a PEO and a SysCom for naval aviation programs, the NAVAIR Commander (COMNAVAIR) and the PEOs all signed Operating Agreements, approved by ASN (RDA), that delineate operating relationships and support agreements between NAVAIR and the PEOs. If you really want to understand how NAVAIR works, the Operating Agreements are a great place to start. So, here is what SECNAVINST 5400.15 and the Operating Agreements essentially say:

Cost, Schedule and Performance

As acquisition professionals, it is our job to manage the lifecycle of a weapon system program on cost and on schedule while providing you, the warfighter, the best performance possible. It is a delicate balancing act between the three aspects (cost, schedule and performance) based on risks and trades. The PEO/PMA is accountable for cost, schedule and performance. 1. PEOs have management oversight and accountability for program life-cycle management of assigned major defense acquisition programs and related non-major programs. Such programs include aircraft, strike weapons, anti-surface and airborne anti-submarine warfare systems, special mission programs, air traffic control and landing systems, aircraft launch and recovery equipment and unmanned aviation. 2. PEOs report to the CNO and the CMC through COMNAVAIR for matters pertaining to in-service support for aircraft that are delivered to the fleet. In-service support is defined as “management and technical support provided between delivery to operational forces and final disposal. This includes maintenance, supply

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Figure 2: Life Cycle Management System Chart Source from www.navy.mil

support, systems engineering, technical support, configuration management, test and evaluation, and all aspects of Integrated Logistics Support (ILS).â&#x20AC;? Then COMNAVAIR is responsible to CNO and CMC for the execution of logistics sustainment and in-service support and operating forces support responsibilities. 3. In some cases, as approved by ASN (RDA), NAVAIR can also act as a PEO. In these cases, COMNAVAIR assigns this PEO responsibility to the NAVAIR Assistant Commander for Acquisition (AIR-1.0). Specifically, COMNAVAIR/AIR1.0 has management oversight and accountability for assigned acquisition programs used by multiple platforms. Such programs involve aircrew systems, air combat electronics, aviation support equipment, navigation systems, aviation training systems and tactical training ranges. NAVAIR, in addition to its own assigned programs, is the host (i.e., main) systems command for the naval aviation PEOs and their assigned PMAs. All elements of NAVAIR provide support to the PEOs/PMAs.

Rotor Review #132 Spring / Symposium 2016 2015

Air-1.0 Program Offices PMW/ A-170 Air Navigation Warfare PMA-202 Aircrew Systems PMA-205 Aviation Training Systems PMA209 Air Control Electronics PMA-226 Specialized & Proven Aircraft PMA-260 Aviation Support Equiptment Table 3. Air-1.0 Program Offices

Programmatic Authority vs. Technical Authority

When managing programs, acquisition professionals walk a delicate line between balancing cost, schedule and performance, (i.e. programmatic authority) while ensuring

2016 Symposium Focus: De-Mystifying NAVAIR that they deliver a useable end product that is safe to operate (i.e. technical authority). Program Managers have programmatic authority. SysCom commanders have technical authority. It is a unique checks and balances approach. 1. The PEOs and AIR-1.0 exercise the programmatic authority assigned to them by ASN (RDA). They supervise the management of assigned programs and report directly to ASN (RDA) for all matters pertaining to acquisition. Programmatic authorities manage all aspects of assigned programs from concept to disposal, including oversight of cost, schedule and performance and direction of life cycle management. 2. In exercising programmatic authority, PEOs and their PMAs substantially rely on support provided by COMNAVAIR who has technical authority and operational safety/assurance certification authority for all naval aviation programs. Technical authority is the authority, responsibility and accountability to establish, monitor and approve technical standards, tools and processes in conformance with applicable DoD and DON policy, requirements, architectures and standards. Certification authority is the authority to certify that products meet established standards. NAVAIR Competencies AIR-1.0 Program Management AIR-2.0 Contracts AIR-3.0 (Not Used) AIR-4.0 Research & Engineering AIR-5.0 Test & Evaluation AIR-6.0 Logistics & Industrial Operations AIR-7.0 Corporate Operations AIR-8.0 (Not Used) AIR-9.0 (Not Used) AIR-10.0 Comptroller AIR-11.0 Legal Counsel For naval aviation aircraft, weapons and associated systems, technical (and business) authority resides with COMNAVAIR and is delegated to the technical competency leaders in their respective areas of accountability. For contracting, it is the Assistant Commander for Contracts, AIR-2.0; for research and engineering, it is the Assistant Commander for Research & Engineering, AIR-4.0; etc. 3. In executing their authorities, PEOs and COMNAVAIR will operate with a shared responsibility for program success. Program management authority and technical competency authority will be complementary and jointly exercised to seek the right balance between program realities and constraints and the best business or technical solutions to meet warfighting needs. They will work collaboratively to balance current readiness and future capabilities for the fleet.

So, how does this shared responsibility happen? For naval aviation programs, it is through a concept called a CompetencyAligned Organization (CAO). The PMAs, as the programmatic authority, are ultimately accountable for the execution of the programs. When Congress funds a program, the funding flows down the left side of the chart through the PEOs to the PMAs

An MH-60R Sea Hawk crew checks a fuel sample in preparation for refueling. Photo courtesy of navy.mil

who use that funding to put the weapon system manufacturers on contract to build and deliver the actual products; the aircraft, the missile, the simulator. They will also use part of that funding to hire technical and business experts across the acquisition competencies (e.g. program management, contracting, engineering, integrated logistics and test) to support them with the execution of their assigned programs and the management of their contracts. Where do the PMAs go to hire that talent? Well, NAVAIR of course! So what is NAVAIRâ&#x20AC;&#x2122;s role? To support the PMAs by providing a technical workforce that is trained and equipped to properly execute programs and manage contracts. NAVAIR provides its technical workforce with the processes and tools needed to exercise their technical authority aligned to their core competencies. That is NAVAIR in a nutshell. I hope I helped to shed some light on the relationship between NAVAIR and the naval aviation acquisition chain of command. To learn more about the inner workings of NAVAIR, its competencies, the Naval Air Warfare Centers and the Fleet Readiness Centers (i.e. the right side of the reporting relationships figure), please attend the 2016 NHA Symposium lecture on How NAVAIR Works, or contact the author. About the Author: Kevin Switick is a consultant and instructor for AVIAN LLC. He supports NAVAIR Universityâ&#x20AC;&#x2122;s Colleges of Program Management, Research & Engineering and Test & Evaluation. Contact information for AVIAN LLC is provided in this magazine.

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2016 NHA Sympo NHA would like to thank all of our 2016 Symposium Exhibitors. During the Symposium, we hope you will take the time to walk around and visit with each of our exhibitors. They will be on hand to display and discuss their latest products and services. We thank them for their continued support of rotary wing aviation now and in the future!

2016 NHA Symposium Exhibit Map 2016 NHA Symposium Exhibit Floor

Booth 2 3 4 5 6 8 9 10 11 12 13 15 16 17 21 22 23 24 28 29 35 39 51 52 53 55 56 57 58

Exhibitors L-3 Crestview Aerospace Bristow Group HoverGirl Properties Drifire ADS BAE Systems Cobham Life MOAA Capewell Aerial Systems AMPEX Elbit Systems of America GE Aviation Navy Mutual FLIR Finameccanica Helicopter Division MASSIF USAA Sikorsky (A Lockheed Martin Company) CAE Technology for Energy Kongsberg Team Seahawk NHA Scholarship L&J Publication Bell Helicopter Kenjer Industries / Boltbyte George Washington University Naval Aviation Enterprise Naval Aviation Museum Foundation 59 Old Dominion University 62 Airbus 64 Spartan College of Aeronautics & Technology 66 Open 67 Naval Postgraduate School 68 Naval Test Pilot School Table 1/2 12 Oâ&#x20AC;&#x2122;Clock High Table 3 Visit Norfolk Table 4 NHA Stuff

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NHA Scholarship

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Landing Area

Rotor Review #132 Spring / Symposium 2016

Visit NHA Norfolk Stuff Help

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osium EXHibitors Booth 2: L-3/Crestview Aerospace

An industry leader in all areas of aircraft manufacture, aerostructures fabrication and aircraft modification. L-3 CA is a vertically integrated, one-stop shop for parts fabrication through end-item aerostructures, rotary wing cabins and fixed wing modifications. www.l-3crestview.com

Booth 3: Bristow Academy, Inc.

Bristow Academy is one of the leading schools for helicopter flight training in the nation. We are accredited by the ACCSC and approved by the FAA and EASA. www,heli.com

Booth 4: HoverGirl Properties

We are a full service Real Estate Firm: Buying - SellingProperty Management in Jacksonville, FL and its surrounding areas.. www.hovergirlproperties.com

Booth 5: Drifire

Born on the battlefield, proven on the track and trusted by the most high-risk industries, DRIFIRE® High Performance FR™ offers protection where and when it matters most. Our full line of inherent flame resistant clothing is made tough to endure even the most hazardous conditions. Yet, it’s lightweight and comfortable to help you stay focused on the job at hand. DRIFIRE is the only FR wear company to utilize patented drirelease® performance fabric technology – the same moisture management system used by the world’s premier athletic brands. This technology ensures wearers are cool, dry and comfortable to operate at their peak. www,DRIFIRE.com

Booth 6: ADS

ADS provides industry-leading equipment and services, streamlined procurement and value added services solutions to all DOD, Federal, State and Local Agencies in support of homeland defense and homeland security operations. We also work extensively with defense contractors and protective services organizations as well as international customers such as Foreign Militaries and Governments. www.adsinc.com

Booth 8: BAE Systems

At BAE Systems, we design and deliver advanced defense, aerospace, martitime and security solutions that keep the nation at the forefront of modern technology. We’re working on the platform, 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 BAE Systems. www.baesystems.com

Booth 9: Cobham Life

Cobham Mission Systems specializes in life support and personal survival equipment systems including oxygen systems for aviators and astronauts, crew restraints, flotation gear and crew/cargo release systems. Cobham’s safety and survival systems significantly increase mission effectiveness. Cobham’s restraint systems, specifically the Mobile Aircrew Restraint System (MARS), gives highly mobile aircrew members the ability to complete a range of missions while working near open aircraft doors. MARS increases aircrew comfort and safety while easily adapting to existing aircrew harness or belts. www.cobham.com

Booth 10: MOAA

“Military Officers Association of America (MOAA), One Powerful Voice®, is the country’s largest, most effective association of military officers. More than 390,000 officers put their trust in us to champion their issues on Capitol Hill. MOAA has the resources and lobbying expertise to aggressively defend the benefits and rights you’ve earned and deserve. Join today!” www.moaa.com

Booth 11: Capewell Aerial Systems

Capewell Aerial System’s mission is to provide our customers with the highest quality products and services while providing our employees with an exciting and responsive work environment. Our company and our employees will always operate at the highest professional and ethical standard. All employees, vendors, and customers will be treated with respect and fairness. We will continually develop the capabilities of our staff through

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2016 NHA Sympo Booth 15: Robertson Fuel Systems training and continuing education, and we will increase our awareness and our presence in the industry through professional society memberships. Capewell builds a foundation of trust by clearly communicating goals, values and intentions to our employees, colleagues and customers, and we will do what we say we will. We will assure continued development and progress by devising and implementing short-term and long-term plans that focus on continuous improvement, market penetration and growth. www.capewellaerialsystems.com

For over 40 years Robertson Fuel Systems, a HEICO Company, continues to be the world leader in the design, development, and manufacturing of crashworthy, self-sealing, and ballistically tolerant auxiliary and primary fuel systems. Robertson has designed, tested, and qualified over 60 unique fuel systems, producing over 11,000. These systems have achieved millions of in-service hours in all environments, including extensive combat operations. Robertson Extends the Reach of Freedom for rotary wing aircraft in every Branch of the Department of Defense. www.robertsonfuelsystems.com

Booth 12: AMPEX/Delta Information Booth 16: Navy Mutual Systems Navy Mutual provides life insurance and AMPEX Data Systems, a Delta Information Systems Company, is a leader in providing instrumentation, data acquisition, and recording systems for airborne applications. Our diverse product line of solid state and video recording systems are utilized for Mission/ DTU and Test Applications. The product line consists of the modular miniR700 IRIG106 Chapter 10 Recorder and new TuffCORD MDR/NAS unit. The TuffServ Family of Network File Servers range from small NAS appliance and HD Servers to the new high-performance TS640 10GigE Recorder/Server for demanding applications. Ampex products fly on Fighter, Fixed Wing, Rotary, and UAV platforms..www.delta-info.com

Booth 13: Elbit Systems of America

Elbit Systems of America is a leading provider of high performance products, system solutions, and support services focusing on defense, homeland security, commercial aviation and medical instrumentation. With facilities throughout the United States, Elbit Systems of America is dedicated to supporting those who contribute daily to the safety and security of the United States. Elbit Systems of America, LLC is wholly owned by Elbit Systems Ltd. (NASDAQ: ESLT) a global electronics company engaged in a wide range of programs for innovative defense and commercial applications. www.elbitsystems-us.com

Rotor Review #132 Spring / Symposium 2016

annuity products to military members and their families. We also assist service members and their survivors in securing federal benefits to which they are legally entitled, and in providing education on matters of financial security, which are specifically tailored to the military member and family. www.navymutual.org

Booth 17: FLIR

FLIR Systems, Inc. designs, develops, manufactures, markets, and distributes technologies that enhance perception and awareness. We bring innovative sensing solutions into daily life through our thermal imaging systems, visible-light imaging systems, locator systems, measurement and diagnostic systems, and advanced threat detection systems. Our products improve the way people interact with the world around them, enhance public safety and well-being, increase energy efficiency, and enable healthy and entertained communities.www.flir.com

Booth 21: AgustaWestland

FINMECCANICA HELICOPTER DIVISION is a global leader in design, development and manufacturing of rotary-wing aircraft for both military and commercial

osium EXHibitors

customers. FINMECCANICA HELICOPTER DIVISION’s legacy in aviation dates back over 100 years and remains a leading advanced technology innovator today as it brings the first commercial tiltrotor to the market known as the AW609. FINMECCANICA HELICOPTER DIVISION is proud to highlight the best singleengine Advanced Training Helicopter on the market today, the AW119Kx at the NHA Annual Symposium. The AW119Kx is poised to become the next Advanced Helicopter Trainer for the United States Navy, Marines and Coast Guard by meeting the demanding essential requirements such as FAA IFR certification and unrestricted touch-down autorotations. FINMECCANICA HELICOPTER DIVISION is committed to support the US Navy as it has successfully supported several NATO allies for decades, and is excited to sponsor several NHA events this year, including the newest “winger” additions to the Naval Aviator family. www.advancedhelicoptertrainer.com/

Booth 22: MASSIF

Massif is a leading supplier of flame-resistant, high performance protective apparel to the U.S. military and other professionals who work in extreme environments. Over the past decade Massif has revolutionized the look and feel of flameresistant clothing with innovative fabrics and forward-thinking designs, offering a new generation of high-end gear that sets the industry standard for protection, performance and comfort. www.massif.com

Booth 23: USAA

For over 90 years, USAA has proudly served the financial needs of the military and their families. With U SAA, 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 your mobile.

Booth 24: Sikorsky

(A Lockheed Martin Company)

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 significantly improved logistics, training, and acquisition efficiencies. Additionally, Sikorsky’s eighty-year commitment to future rotary wing technology is embodied in its new S-92, S76D and Raider Technology Demonstrator Aircraft. Sikorsky Aircraft sponsors the Aircrew Competition, and the Aircrew of the Year (Deployed) awards. www.sikorsky.com/

Booth 28: CAE

CAE’s Defense & Security business unit focuses on helping prepare our customers to develop and maintain the highest levels of mission readiness. We are a worldclass training systems integrator offering a comprehensive portfolio of training centers, training services and simulation products across the air, land, sea and public safety market segments. We serve our global defense and security customers through regional operations in the United States (CAE USA); Canada; Europe/Middle East/ Africa; and Asia/Pacific, all of which leverage the full breadth of CAE’s capabilities, technologies and solutions. CAE is a global leader in delivery of training for the defense, civil aviation, and healthcare markets. We design and integrate the industry’s most comprehensive training solutions, anchored by the knowledge and expertise of our 8,000 employees, our world-leading simulation technologies and a track record of service and technology innovation spanning seven decades. Our global presence is the broadest in the industry, with 160 sites and training locations in 35 countries, including our joint venture operations, and the world’s largest installed base of flight simulators. Each year, we train more than 120,000 civil and defense crewmembers, as well as thousands of healthcare professionals. CAE USA is the prime contractor responsible for the design and manufacture of MH-60S and MH-60R tactical operational flight trainers for the U.S. Navy, and has developed MH-60R avionics maintenance trainers for the Navy. CAE also supports the Navy and Team Seahawk on foreign military sales for the MH-60R helicopter, and is developing MH-60R training systems for Australia and Denmark. www.cae.com

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2016 NHA Sympo

Booth 29: Technology for Energy Corporation (TFE)

ACES Dynamic Instruments is the Aviation Division of Technology for Energy Corporation. ACES Dynamic Instruments is an industry leader in aircraft vibration analysis, providing complete solution packages for balancing and tracking helicopters, turbo-propellers and turbine engine trim balancing. We are a full service manufacturer providing new products, services and training. www.acessystems.com/

Booth 35: Kongsberg

Kongsberg Defence Systems (KONGSBERG) is Norway’s premier supplier of defense and aerospace-related systems. The portfolio comprises products and systems for command and control, weapons guidance, communications and missile systems (the AGM-119B Penguin and the Naval Strike Missile, NSM). The company also manufactures advanced composites and engineering products for the aircraft and helicopter industries. The Armed Forces of Norway is the company`s principal customer. Whether developed in collaboration with the Armed Forces, international partners or alone, the solutions have proven highly competitive worldwide. A key element is the formation of alliances with major international defense enterprises. All defense-related exports are contingent on obtaining exportlicense from proper Norwegian authorities. www.kongsberg.com/en/kds/

Booth 39: Team Seahawk

Lockheed Martin, Mission Systems and Training will be onboard to demonstrate and discuss the technology and pre-planned program improvements for the MH-60 R/S Multi-Mission Helicopter Program. Other participating Team Seahawk members include, L3 (CDL Hawklink Air and Ship Data Link), Northrop Grumman (GPS/Inertial Navigation System), Raytheon (ALFS, AMNS, FLIR and MK54 Torpedo) and Telephonics (Multi-Mode Radar). Lockheed Martin proudly

Rotor Review #132#132 Spring / Symposium 20162016 Rotor Review Spring / Symposium

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. Additionally, Raytheon proudly sponsors the Shipboard Pilot of the Year Award. www.lockheedmartin.com www.l-3com.com www.raytheon.com www.northropgrumman.com www.telephonics.com

Booth 51: NHA Scholarship Fund Booth 52: L&J Publication, Inc. Book Signing : Kevin McDonald author of Life Inside the Dead Man’s Curve

About the Book: Travis County STAR Flight, in Austin, Texas, is recognized as one of the premier public-safety helicopter programs in the United States. Life Inside the Dead Man’s Curve is a firsthand account of the tragedy and triumph witnessed by STAR Flight crews as they respond to a myriad of emergencies, everything from traumatic injuries to rescues—and more. The author, Kevin McDonald, recounts how he turned his passion for flying into an extraordinary career filled with real-life twists and turns that will keep you on the edge of your seat from start to finish. From his early days as a naval aviator, to his twenty years as a STAR Flight pilot, Kevin takes the reader on a powerful, emotional roller coaster ride. Even if you’re not an aviation enthusiast, you need to strap in for this read. This is more than a book about flying helicopters—it’s a book about life, life inside the dead man’s curve.

Booth 53: Bell Helicopter

Founded in 1935 as Bell Aircraft Corporation, Bell Helicopter continues to set the pace for the industry and expand the scope of vertical lift. An industry leader with unmatched name recognition, Bell Helicopter was the first to obtain commercial certification for a helicopter. Over our rich 80-year history, Bell Helicopter has delivered more than 35,000 aircraft to our customers around the world. www.bellhelicopter.com

Booth 55: Kenjer Industries / Boltbyte

Bolt Byte is a patented, durable, and reusable memory tool that is designed to hold hardware. Once hardware is placed into a Bolt Byte panel, it is there until it is removed by the technician. Bolt Byte is perfect for extensive teardowns as well as kitting of

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osium EXHibitors and tracking hardware in FOD sensitive areas. Other products help deal with FOD; Bolt Byte prevents it. Bolt Byte has an extensive line of customized panels designed for the H-60, CH-47, AH-64 and various other rotary and fixed wing aircraft. For more information: www.boltbye. com or contact Paul DonBaldson VP of Sales 724-713-7706 or boltbyte@earthlink.net.

Booth 56: George Washington University

Our University actively engages Washington, D.C., and the world. Our location in the heart of Washington places us at the core of U.S. government, policy and law. We sit where the worlds of science, technology, media and the arts converge. Our students and faculty have the unparalleled opportunity to study and work alongside leaders and practitioners in every discipline, and to take part in the interchanges that shape our community and the world. www.gwu.edu

Booth 57: Naval Aviation Enterprise

Advance and sustain Naval Aviation warfighting capabilities at an affordable cost, today and in the future. www.public. navy.mil/airfor/nae/Pages/Home.aspx

Booth 62:. G.E. Aviation

GE Aviation, an operating unit of General Electric Company, is a world-leading provider of helicopter engines and components as well as integrated digital, electric power, and mechanical systems. GE Aviation also has a global service network to support these offerings. www.geaviation.com/

Booth 63: AirBus Group

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, commerical 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. airbusgroup.com

Booth 64: Spartan College of Aeronautics and Technology

The mission of Spartan College of Aeronautics and Technology is to provide a supportive educational environment for students to actively participate in learning and to provide quality careeroriented higher education programs to a diverse student population. Assessment of the college goals will be conducted on a continual basis to ensure the improvement of the students’ training experiences and curricula in accordance with the needs of the industry. www.spartan.edu/

Booth 67: Naval Post Graduate School

Naval Post Graduate School i s A m e r i c a ’s n a t i o n a l security research university and offers research programs relevant to the needs and interests of military services and federal agencies through an array of resident and off campus programs instructed by a collection of prestigious world renowned scholars. www.nps.edu

Booth 68: Naval Test Pilot School

The United States Naval Test Pilot School provides instruction to experienced pilots, flight officers and engineers in the processes and techniques of aircraft and systems test and evaluation. This unique instruction is provided to selected personnel from all U.S. military services and organizations through regularly conducted main curricula and selected shorts courses.

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2016 Symposium Exhibitors and the rest of the greater Hampton Roads area.

Table 4: NHA Stuff

Stop by the NHA Stuff table to buy some NHA memorabilia.

Table 1-2: 12 O’Clock High

12 0’Clock High specializes in custom/ personalized individual model orders. The models are hand carved and hand painted from Philippine mahogany wood. All of the models are a work of art created with great detail a quality that will last a lifetime. www.12oclockhigh.com

Table 3: Visit Norfolk

Stop by our table and see what’s new and exciting in Norfolk

Booth 58: Naval Aviation Museum Foundation

Dedicated to the preservation of the rich history and proud heritage of Navy, Marine Corps and Coast Guard Aviation, the National Musuem of Naval Aviation is one of the largest aviation museums in the world. The musuem houses artifacts not found elsewhere. It is the open daily except Christmas, Thanksgiving and New Year’s Day from 0900 to 1700 and is free to the public.

Mission Recording & Mass Storage TuffServ® 640 10GigE NAS Ruggedized Computer/Server/Recorder    

Standard Dual 10Gb/s Optical Ethernet Solid State Storage uo to 32TB Sustained Write Speed of Over 1,400 Mbytes/Second Flexible I/O Interface Options

TuffCORDTM Onboard Recording System     



Greater than 200MB/s sustained network throughput Standard Dual Gigabit Ethernet Interfaces Memory Module Capacities to 2TB AES Encryption using FIPS 197 Validated Hardware & Software Built for Rugged, MIL-STD-810 Environments with MIL-STD Power and Connectors Options for Additional or Customized I/O

Rotor Review #132 Spring / Symposium 2016 a delta information systems company

www.ampex.com

650-367-2011

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2016 Symposium flag

2016 Flag Panel

Vice Adm. Paul A. Grosklags Commander Naval Air Systems Command

Rear Adm. Ghristopher Grady Commander Naval Surface Forces Atlantic

Rear Adm. Dewolfe Miller, III Vice Adm. Kevin D. Scott Assistant Deputy Chief Vice Director Naval Operations For Joint Force Development, J7 (Suffolk) Warfare Systems (N9B)

Rear Adm. Michael C. Manazir Director Air Warfare (OPNAV N98)

Rear Adm. Dell Bull Chief Naval Air Training

Rear Adm. Christopher J. Murray Commander Naval Safety Center

Panel Moderator Rear Adm. Daniel H. Fillion Commander Expeditionary Strike Group 3

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Rear Adm. John R. Haley Commander Naval Air Force Atlantic

AND AircreW Panels

2016 Aircrew Panel

Naval Aircrewman Master Chief Robert Hoffmann CNAP Aircrew Training

Naval Aircrewman Master Chief Mikel Carr SAR Model Manager

Naval Aircrewman Senior Chief Chris Atkinson AWR/AWS Detailer

Naval Aircrewman Senior Chief Lon Vicknair Enlisted Community Manager

Naval Aircrewman Senior Chief Derek Nord PERS 4013 Placement

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2016 Awards

CY15 CNAF Achievement Awards Commander Naval Air Forces Pacific and Commander Naval Air Forces Atlantic take pleasure in announcing the following individual and unit aviation awards: The Admiral J.S. Thach Award is awarded to a Carrier Air Wing helicopter squadron that best exemplifies the highest standards of naval service in recognition of their outstanding achievements and contribution to naval aviation.

Admiral J.S. “Jimmy” Thach Award Recipient

HSC-12 Golden Eagles

CAPTAIN ARNOLD JAY ISBELL TROPHY

Although this award has historically been presented to superior Air Anti-Submarine Warfare (ASW) Squadrons, with the expanding roles and mission of manned ASW aircraft, this award now also considers Anti-Surface Warfare (ASUW) squadrons.

COMNAVAIRLANT Jay Isbell Trophy Recipients

HSC-5 Nightdippers

HSM-46 Grandmasterrs

COMNAVAIRPAC Isbell Trophy Recipients

HSC-6 Screamin’ Indians Rotor Review #132 Spring / Symposium 2016

HSM-51 Warlords

CY15 CNAF Achievement Awards CNAP Enlisted Aircrewman of the Year

Naval Aircrewman (Helicopter) 1st Class Carlos Martinez-Vidial, USN HSC-14

CNAL Enlisted Aircrewman of the Year

Naval Aircrewman (Helicopter) 1st Class Cylass Ross, USN HSM-46

Aviation Squadron Battle Efficiency Award

HS/HSC CVN: HS-11 / HSC-12 | HSM EXP: HSM-46 / HSM-37 | HSC EXP: HSC-28 / HSC-23 HSM CVN: HSM-74 / HSM-73 | HM: HM-15

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2016 Awards CY15 Single Action Winners

Aircrew of the Year (Non-Deployed) Sponsored by Lockheed Martin Systems Integration

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

CG Rescue 6033

U.S. Coast Guard Air Station Cape Cod

Aircrew of the Year (Deployed) Sponsored by Sikorsky (A Lockheed Martin Company)

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 best overall performance as a crew during helicopter operations.

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HS-11 Dragonslyers

Rescue Swimmer of the Year Sponsored by L3/Crestview Aerospace

Awarded to an enlisted Rescue Swimmer who accomplished the most notable waterborne rescue mission during the year.

Aviation Survival Technician 3rd Class Staph, USCG U.S. Coast Guard Air Station Cape Cod

Rotor RotorReview Review#132 #132 Spring Spring/ /Symposium Symposium2016 2016

CY15 NHA Award Winners Sustained Performance Awards

The Naval Helicopter Association and the six NHA Regions take the pleasure in honoring the following individuals and units for their professional airmanship and overall performance for the naval rotary-wing community in CY 2015:

Rear Adm. Steven Tomaszeski, USN Squadron Commanding Officer Leadership of the Year Sponsored by G.E. Aviation

Awarded to a helicopter-designated officer in an O-5 command position in recognition of his/her unit’s overall excellence and positive command climate as well the officer’s outstanding example, ability to motivate subordinates and enforce standards.

Cmdr. Dewon M. Chaney, USN Commanding Officer of HSC-23 Wildcards

Pilot of theYear

Fleet Instructor Pilot of the Year

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

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

Sponsored by Breeze-Eastern

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

Aviation Machinist Mate 2nd Class Edward Eder, USN HSC-22 Sea Knights

Rotor Review #132 Spring / Symposium 2016

CY15 “Max Beep” Award

The term “Max Beep” is generally used to describe a condition of maximum power output of an engine and inertial output of a rotor sytem. 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. To be considered “Max Beep” a squadron must have at least 85% of the aviators on their personnel list as 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. All squadrons who meet the criteria will receive certificates honoring their pilots and the squadron’s commitment to NHA.

Squadrons with 100% NHA membership

HSC-3 Merlins

HSC-4 Black Knights

HSCWSL

HSC-15 Red Lions

HSM-75 Wolf Pack

HSM-79 Griffins

Squadrons with 85%-99% NHA membership

HSM-49 Scorpions

HSC-14 Chargers

HSM-40 Air Wolves

HS-11 Dragonslayers

HSM-41 Seahawks

navalhelicopterassn.org

2016 Awards

CY15 NHA Award Winners NHA Service Awards

NHA Lifelong Service Award Sponsored by L-3 Crestview Aerospace

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

Capt. (ret) Gregory Hoffman, USN

Service to NHA Award

Sponsored by Lockheed Martin Systems Integration This award is presented to the individual who has contributed most significantly to achieving the goals of the Naval Helicopter Association.

Capt. Bradley Garber, USN CY-14

Capt. Brent Gaut, USN CY-15

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Capt. Bill Stuyvesant, USN Best Scribe Award The Capt. Bill Stuyvesant Best Scribe Award, sponsored by the Stuyvesant Family, 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 issues of interest to the naval helicopter community in the most original, provocative, constructive and informative manner.

This Year’s Rotor Review Best Scribe Award:

Lt. Justin Church, USCG and Lt. j.g. Wesley Jones, USCG “The Longest Mile”published in Rotor Review Issue 130

NHA Historical Society Mark Starr Award The Mark Starr Award is presented by the Naval Helicopter Association Historical Society to the individual, organization or group who has made a major contribution to naval helicopter history.

This year’s award is awarded posthumously to:

Mr. Paul F. Whitten, Sr.

Helicopter Aviation Award Awarded to the individual that has consistently demostrated superior aeronautical ability and performance of his or her duties.

Lt. Ryan McDonough, USN HSM-46 Grandmasters

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2016 Awards CY15 NHA Regional Award Recipients Aircrew Instructor of the Year

Maintenance Officer of the Year

Aircrew of the Year (Deployed)

Pilot of the Year

Region 1 Region 3 Region 4 Region 5 Region 6 Region 1 Region 3 Region 4

AWR1 Ring HSM-41 AWR1 Lowther HSMWSL AWS1 Irizarryponce HSCWSL AMT2 Schiessel CGS Corpus Christi AET1 Brundage CGAS Kodiak Sideflare 61 Slayer 616 Soco 07

HSC-21 HS-11 HSC-22

Aircrew of the Year (Non-deployed) Region 1 Region 2 Region 3 Region 4 Region 6

Firewood 91 CG Rescue 6033 CG Rescue 6012 Charger 76 CG 6032

NAS Whidbey Island CGAS Cape Cod CGAS Elizabeth City HSC-26 CGAS Sitka

Aircrewman of the Year Region 1 Region 2 Region 3 Region 4 Region 5 Region 6

AWR1 Tullis AMT2 Suba AWR1 Nutzmann AWS1 Gionet AWS2 Ellsworth AWR1 Stevens

HSC-4 CGAS Cape Cod HS-11 HSC-9 HT-18 HSM-51

Fleet Instructor Pilot of the Year Region 1 Lt. Schmidt Region 3 Lt. Schade Region 4 Lt. Dalton Region 5 Lt. Cmdr. Loeb Region 6 Lt. Cmdr. Lampe

HSC-3 HSM-40 HSCWSL CGAS Houston CGAS Borinquen

Junior Enlisted Maintainer of the Year

Region 1 AM2 Busby Region 2 AMT2 Hunt Region 3 AM2 Sweet Region 4 AD2 Eder Region 5 AMT2 Snider Region 6 PR2 Lindsey

HSM-49 CGAS Atlantic City HSM-74 HSC-22 CGAS New Orleans HSM-77

Rotor RotorReview Review#132 #132 Spring Spring/ /Symposium Symposium2016 2016

Region 1 Lt. j.g. Houk Region 3 Lt. Cmdr. Lembo Region 4 Lt. Cmdr. Beaton Region 5 CWO2 Dubord Region 6 CWO3 Chin Region 1 Lt. Kipper Region 2 Lt. Dukti Region 3 Lt. Crosby Region 4 Lt. Howard Region 6 Lt. Cmdr. Duvall

HSM-75 HSM-70 HSC-2 CGAS New Orleans VMM-262 HSC-21 CGAS Detroit HSM-74 HM-15 HSM-77

Rescue Swimmer of the Year Region 1 AST2 Harrity Region 2 AST3 Staph Region 3 AST1 Cournia Region 4 AWS2 Wallace Region 5 AST2 Litchfield Region 6 AST1 Maiva

USCG Sector North Bend CGAS Cape Cod CGAS Clearwater HSC-26 CGAS New Orleans CGAS Barbers Point

Senior Enlisted Maintainer of the Year

Region 1 AMCS Castaneda HSC-21 Region 2 AETC Thomas CGAS Atlantic City Region 3 ADC Blanco HSM-74 Region 4 AMC Meyer HSC-9 Region 5 AMTC Imperial CGAS Houston Region 6 AEC McCaslin HSC-25

Shipboard Helicopter Pilot of the Year Region 1 Lt. Leverone USS Boxer Region 3 Lt. Cmdr. Bartowitz USS Iwo Jima Region 4 Lt. Greenstreet USS Kearsarge Region 6 Lt. Cmdr. Bochette USS Bonhomme Richard

Training Command Instructor Pilot of the Year Region 5 Lt. McGunigle

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HT-18

Leonardo da Vinci Golden Helix Award Sponsored by Sikorsky Aircraft The Golden Helix Award is presented to â&#x20AC;&#x153;that Naval Aviator serving on active duty with the United States Navy, Marine Corps or Coast Guard who bears the earliest date of designation as a naval helicopter pilot.â&#x20AC;? The award was established in 1983 in memory of Igor I. Sikorsky and is sponsored jointly by the Naval Helicopter Association and Sikorsky Aircraft Corporation. The Golden Helix award, like the Grey Eagle, Silver Hawk, Grey Owl and Ancient Albatross is awarded in recognition of experience, longevity and dedication to the professionalism of Naval Aviation. The trophy is exhibited between Symposiums at the Naval Aviation Museum, Naval Air Station Pensacola. An individual trophy is presented to each recipient.

Rear Adm. William K. Lescher, USN Deputy Assistant Secretary of the Navy for Budget (FMB) Director, Fiscal Management Division, OPNAV (N82)

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Corporate Sponsors NHA thanks the following sponsors who helped to make this year’s Symposium great!

Sikorsky (A Lockheed Martin Company) • HS Sundown Ceremony / Welcome Reception • Morning Coffee and Pastries (Tuesday & Thursday) • Lunch (Wednesday) • Salute to Naval Aviation Lunch (Thursday) • Parking Vounchers • Norfolk Tides Game • Aircrew of the Year Award • Fleet Instructor of the Year Award • Aircrewman of the Year Award

Lockheed Martin

• Adm. Jimmy Thach Award • Capt. Arnold J. Isbell Trophy • Service to NHA Award • Aircrew of the Year (Non-Deployed)

AgustaWestland

• VIP Luncheon • Winging Ceremony • Coffee Cups | Swag Bags

FLIR

• Flag Panel Beverages • Water Bottles | Golf Hole in One

Bell Helicopter

• Symposium Program

General Dynamics / NASSCO • Award Ceremony & Program • Spouses’ Luncheon

Telephonics

• Morning Coffee and Pastries (Wednesday)

ADS

• T-Shirts for 5K Fun Run & Aircrew Competition

Science Engineering Services (SES) • Symposium Telephone App

L-3 Vertex Logistic Solutions

• Training Instructor Pilot of the Year Award

Rolls Royce

Northrop Gummman

• Golf Tournament • Golf Beverage Cart / Lunch Cooler Bag

GE Aviation

• Rear Adm. Steven Tomaszeski Squadron CO Leadership Award • Sports BBQ

Raytheon

• Member Reunion (w/ Sikorsky) • Shipboard Pilot of the Year

ANA

• Outstanding Achievement in Helicopter Aviation • O’Connor Brewing Social • Golf Hole in One

L-3 Crestview Aerospace

• Lifelong Service to NHA Award • 5K Fun Run • Rescue Swimmer of the Year Award

CAE

• Instructor Aircrewman of the Year Award • Golf Hole in One

BAE Systems

• Maintenance Officer of the Year Award • Senior Enlisted Maintainer of the Year Award

Breeze Eastern

• Junior Enlisted Maintainer of the Year Award

NHA Historical Society • Mark Starr Award

Massiff

• Aircrew Competition

L-3 Link Simulator & Training • Golf Hole in One

USAA

• CNAL Enlisted Aircrewman of the Year Award • CNAP Enlisted Aircrewman of the Year Award

So Others May Live (SOML) Racing • 5K Fun Run

• Pilot of the Year Award

Rotor Rotor Review Review #132 #132 Spring Spring // Symposium Symposium 2016 2016

Change of Command

CHSCWP

Capt. Benjamin Reynolds, USN relieved Capt. Lawrence Vincent, USN on March 3, 2016

HSC-12

TRAWING FIVE Golden Falcons

Capt. Mark Murray, USN relieved Col. Gary A. Kling, USMC on March 18, 2016

HSC-2

Cmdr. Ralph L. McQueen III , USN Cmdr. John C. Kiefaber, USN relieved relieved Cmdr.Jason P. Young, USN Cmdr. Jeffrey A. Melody, USN on December 17, 2015 on March 18, 2016

HSC-21

Fleet Angels

Blackjacks

Cmdr. Roy M. Zaletski, USN relieved Cmdr. David S. Wells, USN on Apri1 21, 2016

Cmdr. Ryan Keys, USN relieved Cmdr. Chris Bailey USN on March 18, 2016

HMH-462

Rotor Review Review #132 #132 Spring Spring // Symposium Symposium 2016 2016 Rotor

HSM-75

Wolf Pack

HSM-49

Scorpions

Cmdr. Robert Kimnach III, USN relieved Cmdr. Bobby E. Brown, Jr., USN on Apri1 22, 2016

VMM-365

Heavy Haulers

Blue Knights

Lt. Col. Isn D. Stevens USMC relieved Lt. Col. Isaac G Lee, USMC on May 6, 2016

Lt. Col. Anthony G. Krockel, USMC relieved Lt. Col. John W. Spaid on May 6, 2016

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Features

Just Another Hot, Summer Day in Miami Article by Cmdr. Tina Peña, USCG with Lt. Jeremy Runco, USCG Modified from original USCG TALON article for Rotor Review

6540 sits safely on a golf course in the Florida Keys.

o, there we were (isn’t that how these always start?), in the Florida Keys, on short final to someone’s backyard, with a thunderstorm quickly trying to overtake us – and the question ‘are we really doing this?’ going through my head…‘Yep!’, the voices answered. So, what happened to make that our safest, best option? And, why was that the absolute smartest thing we could have done? The flight schedule that morning had our aircraft working near Islamorada for day boat and rescue swimmer work. Before our brief, we did the Takeoff & Destination Data (TODD) card and weight and balance, checked weather, notams and Temporary Flight Restrictions (TFRs) and we observed that severe weather was possible throughout the day, mostly in the form of pop-up thunderstorms – noting the hazardous outlook for the 24 hour period had the possibility of flooding, 40-50 mile per hour winds and waterspouts possible with the thunderstorms. We briefed these pop-up thunderstorms as a possibility, mostly after noon, and discussed that ‘see and avoid’ was our best way to remain clear once airborne. The area radar that morning had very little precipitation on it and none where we were headed, but based on the forecasts, we expected the weather to be a bit worse than the average summer day in South Florida.

During the transit down, which was more than 60 miles, we saw some small showers that were easily avoidable. We talked a bit more about waterspouts, mostly out of curiosity, and agreed nothing good could come out of our getting close to one. Once we got on scene with an auxiliary boat, we had little wind to support our hoisting efforts which resulted in us having a higher power setting for much of our hoisting. We completed four boat hoists then started into swimmer work, planning for two hoists before getting to a fuel level to get us back to base. As we started, Lt. Runco pointed out a rain cell, ten plus miles to our south and pretty much off our nose. It moved north pretty quickly and at the completion of our second direct swimmer deployment, it was abeam us, five plus miles to our west, directly over the island chain. Only one cell and sunny all-around, not even 11:00 am yet; we’d be in Marathon in time for lunch! We followed the plan & left our swimmer near the auxiliary boat and cleaned up from hoisting to depart. Our fuel to Marathon Airport (KMTH) was 400 pounds, and we departed 5-6 minutes before that. It was still sunny out, with some clouds and except for the cell across our direct path to KMTH, things looked fine. It was still early and no thunder or lightning was seen, so we pulled up the weather radar and diverted just north of it to proceed direct.

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Just Another Hot, Summer Day in Miami Once on the other side of the cell, now about two miles a great ready crew and aircraft at the moment. I made the calls and on the western side of the island chain, we didn’t see what we talked to the Operations Officers. We hung up with me stating I expected. The cell was larger than we thought and the horizon made the call because I was getting low on fuel and didn’t have wasn’t visible in some places, but the radar showed a clear path good IMC options. The crew was safe and so was the aircraft. We through. We proceeded on our heading and the winds began to also had the fuel needed to take off again and land at Marathon pick up, it got bumpy and dark and the horizon was lost out above 200 pounds. in the distance. We slowed our speed to 80 knots for the light turbulence and to buy some decision making time but quickly hit So, What Did We Learn Here? our 400 pounds of fuel required to make it to KMTH. I verbalized As a helicopter pilot and aircraft commander, I grew up in the dropping it to 350 pounds and got the frequencies in for weather H65 knowing there might be a time when landing in a field, on at Marathon with the airport advisory frequencies in the number the beach or in a parking lot may be our best option. I learned this one radio as a backup. We were now looking at a solid wall of early from some talented Coasties and Army pilots I served with weather out in front of us, despite the radar still showing a large, and it’s been a tool in my bag for use if ever needed. I’ve seen it clear path through. Runco and I reaffirmed done for emergencies and heard about it for low verbally that we would not punch into that fuel situations, but in this case, it was my best wall and we came down to 300 feet but there tool to prevent an emergency (minimum fuel, was no scud running this one, the wall was going inadvertently IMC into a thunderstorm, solid. We also saw a flash of light and knew among others). Most importantly, it was the we were dealing with a thunderstorm. He safest decision I still had available to me. turned the aircraft around to avoid going But what I REALLY learned out of this into Instrument Meteorological Conditions event through talking with many of the unit (IMC). pilots in the days after, and the reason I write As we turned, I stated that we had ‘a park this article, is that many were glad it was an down here if we need it’. As we continued O5 and not a more junior pilot who landed our turn, we also quickly realized where we in someone’s backyard. As one relatively had just come from was walling-in too; there new aircraft commander put it, someone else was no clear horizon anywhere but to the “would have been toast!” Others indicated northwest and it wasn’t much of one (that’s they probably wouldn’t have done it. Wow! also Florida Bay, essentially the Everglades, It took some time for that message to sink in, with no place to land). Getting low on fuel but the implications of it are concerning for and with IMC conditions and thunderstorms me. Not because some folks may think I got rapidly trying to envelop us, we talked about away with something (that’s a whole different it quickly as a crew. Unwilling to go IMC, Cell phone screenshot of the storm discussion), but because the idea that a more in a thunderstorm, with low fuel & commit passing the Florida Keys. junior pilot in our fleet could have been in the us to a landing at an airport where we didn’t same position and done the same thing and have the weather & whose best approach is navigating off a worry for his/her career is neither healthy nor safe. First off, know Non-Directional Beacon (NDB), I made the call to land where that our chain of command was supportive and understood our we were. As he came back around though, Runco noted the park decision making. There was no sharp-shooting and we were even I’d seen wasn’t one at all, but an old palm tree plantation with told we did the right thing. But this idea that it was okay for the lots of obstacles. He also saw a sandy area just down from the O5 and not for someone else is completely out of line with the plantation as well as a great, golf course greens-like yard. He did concept of a Just Culture (kudos to Safety for their action and a high recon, quickly made another pass so I could do the same moving these concepts to the forefront in their Safety Annual and with dual verification that we had the room and were clear Report). of obstructions, conducted landing checks, and landed. We shut One of the biggest takeaways in that situation was well down with 460 pounds of gas, 18 miles up the island chain from summed up by Lt. Runco when he stated we did something nonthe Marathon airport. standard but legal and safe, vice the planned, but now illegal and The storm that passed over was sporty. There was a lot unsafe alternative. Here we were with a Visual Meteorological of thunder and lightning and the conditions were IMC for Conditions (VMC) option to safely complete a confined area approximately 15 minutes. The family in whose yard we landed landing weighed against punching into convective IMC with were quite excited about our visit (we learned we were not lightning and associated turbulence for a one-shot chance at the first helicopter to use their lawn as a helipad). Some other making an airport. The decision was not a difficult one. information we heard in the time we departed the auxiliary boat Should we have done something different? Could our preand before our landing was that the other aircraft had to turn flight planning have been better? Maybe bump the reserved fuel back due to maintenance issues – which meant we had the only saved to get to KMTH up even more with the possibility of adverse working aircraft – sitting in a yard, low on fuel. Yeah…we made weather and shorten the sortie? What if this was a Search and

Rotor Review #132 Spring / Symposium 2016

Rescue (SAR) case or Medical Evacuation (MEDEVAC) with an ambulatory patient on board? We debriefed these questions and events of this flight with the pilots and aircrew back at home guard over the next few days. The command was very supportive in our decision making process and execution. At the end of the day, we were all safe and the aircraft could be used again. Heck, we didn’t even need a truck to bring us gas! Bonus! As a crew, we gained the appreciation of knowing that a weather report with thunderstorms in the vicinty has no guarantees in severity and that weather can pop up faster and wider than any prediction. Also, in the meteorological Etcha-Sketch that is a Florida summer day (all of this happened before 11:00 am), that clear radar picture you’re looking at when climbing into the aircraft can look like the above radar picture by the time you are closing in on the fuel you have planned for the return flight to land. With the risks associated with our ever-changing operational environment, this sortie also demonstrated the importance and effectiveness of Crew Resource Management (CRM) in mission and risk analysis. Our quick analysis of the situation, communication of the options/risks and crew concurrence of our decision was the reason this sortie came to a safe and (relatively) uneventful completion. Since you’re still reading, here’s the takeaway: first, remember, you fly a helicopter. Though non-standard, many diverse landing sites can be your out (the levy, a parking lot and even a backyard). Don’t be afraid to use your best judgmentknow the rules and don’t be afraid to make decisions. Your command trusted you to make you an aircraft commander for a reason. Second, always have an out – never let yourself run out of good options. Finally, think about and adopt the Just Culture model. Mistakes are avoidable, but we’re human and they are going to happen. Too many pilots thought my career was over, or that career-wise, as an O5, I could better

The Coast Guard fosters a “Just Culture” alllowing pilots to confidently operate with the trust of superiors, peers and subordinates. weather (no pun intended) an event like this compared to a more junior officer. Frankly, even with all of the proper preflight planning, things can and will change. The thought that a pilot might have punched into that weather instead of making a safer, non-standard decision because of career fear is not okay. Somewhere along the recent way, we developed a zero defect mentality. While zero defects is an admirable goal, it’s not realistic. Learn the Just Culture model and begin using it to manage mistakes in your work environment - including aviation. The future of Coast Guard aviation lies with today’s junior pilots. How you lead and manage now will largely decide how you do so in the future, so understand this model and treat mistakes accordingly. And when you are an O5, hopefully you won’t have to worry about junior pilots being afraid for your career because of a backyard landing.

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Features

Tracing Magellan’s Footsteps – SOUTHERN SEAS 2015 Article by Lt. Conor “Jiminy” Butler-Ricketts, USN

(CVW 2) aboard the “GWA” (USS George Washington), deployed to the FOURTH Fleet area of responsibility in support of the Southern Seas Patrol with Carrier Strike Group NINE (CSG 9). Having been forward deployed for some years, CVN-73 was in much need of a little care, headed toward a mid-life Refueling and Complex Overhaul in Norfolk, Va. and in the midst of a tri-hull swap with USS Ronald Reagan (CVN 76) and USS Theodore Roosevelt (CVN 71). In the meantime, true to the Navy, we were going to get everything we could out of her. To the GWA’s credit, the ship and her crew did everything we asked of her, providing a safe and effective platform from which to launch our missions and come home safely. As is true for many deployments, the helicopters were the workhorses of the Air Wing. The Blue Hawks executed all of our assigned missions in support of U.S. – Peruvian bilateral and UNITAS PACIFIC (PAC), ATLANTIC (LANT), and AMPHIBIOUS (AMPHIB) exercises, flying 1,384 hours and executing 374 sorties. Often called the “jack-of-all-trades”, the MH-60R of HSM-78 performed in all but one of its warfare areas, completing missions in Antisubmarine Warfare (ASW), Surface Warfare (SUW), Low Slow Flyer (LSF), Electronic Warfare (EW), Maritime Intercept Operations (MIO), Anti-ship Missile Defense (ASMD) and Search and Rescue The aircraft carrier USS George Washington (CVN 73) (SAR). In the two primary warfare areas of ASW transits the Strait of Magellan and SUW, the 269 sorties flown focused heavily on Photo taken by Mass Communication Specialist 3rd Class Paul Archer SSC/Strike Control, SUW simulation, Low Slow he sun glimmered off the rolling waves, streaks of Flyer intercept, .50-caliber and 7.62 mm gunnery exercise light slicing through the clouds as it rose slowly (GUNEX) events, ASMD flights, and Surface Coordination above the horizon, burnt orange, then brightening and Reconnaissance/Armed Reconnaissance (SCAR/AR) to a searing white. It was quite a sight to witness as we missions, while 79 sorties were flown in support of the ASW entered hour two of our very early morning bag, alone and mission to include 32 simulated ASW events, 30 Coordinated unafraid, the only platform providing Surface Surveillance Standard ASW Exercise (CASEX) events against Type 209 and Coordination (SSC) coverage for an otherwise and Scorpene submarines in support of UNITAS and bi-lateral slumbering USS George Washington (CVN 73) on the final exercises, and 17 sorties supporting Expendable Mobile day of UNITAS Atlantic (LANT) off of the Brazilian coast. ASW Training Target (EMATT) exercises. The HSM-78 In reality though, as anyone who has been on a carrier can maintenance team worked tirelessly to provide safe, reliable attest to, the ship was anything but asleep, especially three and mission capable aircraft, amassing 12,392.7 maintenance months into a busy, fast-paced underway period. The official man hours, 6,665 maintenance actions, and completing name of the exercise was OPERATION SOUTHERN SEAS seven phase inspections. Most importantly, the squadron 2015, with the “Blue Hawks” of Helicopter Maritime Strike completed Southern Seas without a single mishap of any kind, Squadron (HSM) 78 attached to Carrier Air Wing TWO

Rotor Review #132 Spring / Symposium 2016

Sailors stand ready to launch an MH-60R Sea Hawk, assigned to the “Blue Hawks” of Helicopter Maritime Strike Squadron (HSM) 78 on the flight deck of aircraft carrier USS George Washington (CVN 73). highlighting the exceptional care and technical capability of the Blue Hawks. First to launch and last to land, we tend to have a lot of these sunrise missions, but waking up early is a small price to pay, especially when you see the sun crest the horizon. This marked another in a long line of beautiful and humbling experiences from this underway period, such as flying almost a hundred miles to land on a destroyer for fuel in order to hunt a Peruvian submarine, only to turn around and return to base (RTB) because weather had deteriorated to such an extent that you could barely make out the lights of the destroyer a few miles out: the cloud layer dipped down below 200 feet in spots, blanketing the night sky in pure blackness. On a separate night, while orbiting in starboard delta, we watched fixed wing aircraft recover in quickly degrading conditions, their anti-collision lights imitating lightning in the clouds, a steady line of storms trailing the carrier for miles. The most incredible sight though was seeing the carrier eaten whole by a

great white wall of fog, as fixed wing aircraft raced to recover, only to be spit out a few minutes later riding a surge of waves and foam, fighting to pull itself from the all-consuming cloud. The sea is a powerful and awesome force, but the sight of an aircraft carrier driving hard against that might is equally as impressive in its defiance. By all accounts, Operation Southern Seas 2015 was a rousing success. The CVW-2/CVN-73/CSG-9 team managed to deploy a Carrier Air Wing without the normal work up period, swapping between two ships and integrating multiple crews. In just over 100 days, we moved an aircraft carrier around South America, stopping in Peru, Chile and Brazil, traversing the Straits of Magellan, and participating in three multi-national exercises in order to strengthen international relations and provide invaluable training to both our assets and our allies. It was a once in a lifetime opportunity that will remain with us for the rest of our careers and for countless years after.

A Lucky Assist

Article by Lt. j.g. Matthew Fisco, USN and Lt. j.g. Bray Dunaway, USN

n the morning of Thursday, Nov. 12, Lt. Ashley Hallford, Helicopter Aircraft Commander (HAC), Lt. j.g. Matt Fisco, Airborne Tactical Officer (ATO) and Naval Aircrewman (Helicopter) 2nd Class Dexter Huerta, Sensor Operator (SO), of Helicopter Strike Maritime (HSM) 71 were conducting a Surface Surveillance and Control (SSC) mission in support of Carrier Strike Group (CSG) 3 for Composite Unit Training Exercise (COMPTUEX) near the coast of southern California. Having thoroughly cleared the sector south of the carrier out to 50 nautical miles, they were scheduled to return to the USS John C. Stennis (CVN 74). During their transit they received a new RADAR contact not previously identified on the MH-60R’s APS-153 surface search RADAR.

The crew soon realized that the contact was a small speedboat racing at upwards of 30 knots in five- to seven-foot seas. Being that they were over 80 miles west of the coast, the crew found the boat’s presence unusual and decided to continue their investigation. The HAC completed fuel calculations and maintained communications with the USS John C. Stennis while the ATO and SO divided up Multispectral Targeting System (MTS) and RADAR control. With the MTS video now on the small craft and feeding imagery via link to the carrier, both the aircrew and those watching in control could see three men standing in the boat, two wearing ski masks. No fishing equipment was observed in the boat. However, a large box could be seen

navalhelicopterassn.org

Features: Lucky Assist sitting in the bow. No weapons were seen on board but the overall posture and location of the vessel was suspicious. Scout 713 remained on station, relaying that they had 10 minutes to work with before needing to return to the ship. They then began coordinating with Scout 714, another HSM71 aircraft working about 30 miles to the north. Lt. Alex Colunga (HAC), Lt. j.g. Bray Dunaway (ATO), and Naval Aircrewman (Helicopter) 2nd Class Mikel Powell (SO) were in the middle of a similar SSC mission to the west of the USS John C. Stennis when they received a secure call over the radio from Scout 713 requesting relief in tracking the speedboat. The crew of 714 spoke to control and determined that their assistance would be required in order to relieve 713. After extending for five more minutes, the crew of 713 determined that they had reached their bingo fuel and needed to check off station. Having sent the their position via Link 16 to Scout 714 and relaying current position, course and speed of the boat, Scout 713 checked off station for their return to the USS John C. Stennis. The crew of Scout 714 arrived on station with minimal gap in sensor coverage of the small craft. The HAC retained the controls while the ATO and SO continued communicating with the USS John C. Stennis, while also providing additional information about the vessel, crew and objects on board. After approximately 15 minutes on station, Scout 714 was given a discrete frequency to contact Coast Guard air assets leaving from San Diego, Calif. The ATO was able to establish communications and give an accurate report on the vesselâ&#x20AC;&#x2122;s course and speed while both the HAC and AW worked together to maintain MTS imagery. Soon after, the

Rotor Review #132 Spring / Symposium 2016

Coast Guard was able to find the target and track them to their home port in Mexico. Both crews of Scout 713 and Scout 714 expertly utilized the systems onboard the MH-60R and were able to assist in the apprehension of millions of dollars in illegal drugs. Their Crew Resource Management (CRM) was critical throughout their transition from a training environment to a real world drug interdiction. The Raptors of HSM-71 will be embarking on a western Pacific deployment in 2016 where they will practice both mission sets of Anti-Submarine Warfare (ASW) and AntiSurface Warfare (SUW).

MH-60R Sea Hawks from Helicopter Maritime Strike (HSM) 71 land on the USS Stennis (CVN 74). Photo courtesy of HSM-71 Public Affairs Office

Rotary Wing Escort Tactical Development and Evaluation (TAC D&E) SUSTEX 2015 Article by Lt. j.g. Sam Calaway, USN

SC (Helicopter Sea Combat) 14, in support of Carrier Airwing NINE (CVW-9), recently completed Carrier Strike Group THREE’s (CSG-3) Sustainment Exercise (SUSTEX) aboard USS John C. Stennis (CVN 74). During SUSTEX HSC-14, in concert with CVW-9 fixed wing (FW) assets, executed a continuation of Escort Tactical Development and Evaluation (TAC D&E) for Rotary Wing Escort (RW Escort), as directed by CVW9’s Combat Search and Rescue Warfare Action Board (CSAR WAB). The SUSTEX schedule of events included two CSAR events that integrated FW and RW Escort assets to support a CSAR Task Force (CSARTF). CVW-9 began RW Escort TAC D&E during CSG-3’s Tailored Ship Training Availability Explosive Ordnance Disposal Second Class Jacob Marshall jumps in to the ocean from (TSTA) in April and continued that an MH-60S Sea Hawk assigned to the Chargers of Helicopter Sea Combat Squadron (HSC) 14 to place an explosive charge onto a mine-like object. process during Airwing Fallon in Photo by Mass Communication Third Class David A. Cox, USN June. SUSTEX provided the first opportunity to further the proof of concept by launching four the CSAR WAB was directed to leverage the capabilities of the aircraft mid-cycle on a low light night. Furthermore, CVW- new weapons system in support of a core airwing mission set. 9 had the privilege of hosting two Marine Aviation Weapons and Tactics Squadron ONE (MAWTS-1) instructors, Major It Can Be Done Ralph “Wolf” Tompkins and Major Aaron “Muffin” Polanco. The MAWTS instructors spent three days aboard to assist Tactics notwithstanding, the most notable feat of the SUSTEX in the development of RW Escort Tactics, Techniques and D&E was that CVW-9 and the John C. Stennis Air Department Procedures (TTPs) based on their experience with the Marine were able to launch four, fully configured MH-60S helicopters in Corps’ Tactical Recovery of Aircraft and Personnel (TRAP) the middle of a cycle while maintaining plane guard and alert lines, mission. all while supporting a two aircraft logistics detachment ashore. The impetus for RW Escort TAC D&E stems from the HSC-14 supplied four, fully configured aircraft with crew served expanding capabilities of the MH-60S with the addition of the weapons and an escort aircraft with an M-197 (no rounds) and a Fixed Forward Firing Weapons System (FFFWS). Capable of HELLFIRE missile, all with operable Forward Looking Infrared employing 600 rounds of 20mm, 19 unguided or Advanced (FLIR). The surface of tactical development can’t be scratched Precision Weapons Kill System guided rockets, a combination without a supportive chain of command and aircraft handler who of both or either in conjunction with the existing AGM-114 understand that for some missions the helicopters are the priority, Hellfire missile, all with crew served weapons. This system and work to make it happen. With proper planning, the deck and has significantly sharpened the kinetic threat of the MH-60S. maintenance can support this mission. The Office of Chief of Naval Operations Air Warfare (OPNAV N98) initially procured the system for the HSC community in Don’t Reinvent the Wheel response to a Fifth Fleet Urgent Operation Needs Statement In pursuing RW Escort TAC D&E, CVW-9 leveraged joint (UONS) that exposed a lethality gap in organic strike group assets against the Fast Attack Craft/Fast Inland Attack Craft resources and relationships from atypical surrogates. Leading up to (FAC/FIAC) threat. However, with support from the Carrier SUSTEX Cmdr. Shane “Sully” Sullivan, Skipper of Fighter Attack Air Group (CAG) Commander, Capt. Richard “Snap” Brophy, Squadron (VFA) 41 and a MAWTS graduate, reached out to his

navalhelicopterassn.org

Rotary Wing Escort Tactical Development and Evaluation... SUSTEX 2015 former schoolhouse. The fruit of that relationship was two MAWTS instructors spending three nights aboard the carrier with zero Navy funding required to assist in the development of our RW Escort tactics.

action, a task force with more organic FW assets than normally available to a TRAP mission. One final observation by the MAWTS instructors was their insistence on live fire exercises to bolster confidence and strengthen fire control contracts. The essence of the question posed was, “If the battlespace is going to constrict with more players capable of placing ordnance closer to the survivor and RV, how are your aircrews going to react when actual ordnance is dropping at close range?” Now that we know this mission can be realistically deployed off the carrier, it is imperative to preserve these joint relationships to enable the HSC community to gain access to valuable training opportunities.

In Support of HSC Strategy Within the 2015 HSC Strategy there are two points to highlight: “Refine the Seahawk Weapons and Tactics Program (SWTP) and tactics instructions to provide focus on our maritime missions, while maintaining unit capability for Personnel Recovery and Special Operations,” and “Develop, validate, An F/A-18F Super Hornet assigned to the Black Aces of Strike Fighter Squadron and disseminate warfighting doctrine (VFA) 41 takes off from USS John C. Stennis (CVN-74) flight deck. and TTPs…to continuously ensure we Photo by Mass Communication Third Class Andre T. Richard, USN include the safest, most reliable, most effective way to contribute to fly and While aboard, Polanco and Tompkins gained insight into fight.” Both guiding points justify the pursuit of RW Escort TAC carrier operations and provided feedback on CVW-9’s CSAR D&E. In promulgating this strategy it was stressed that while planning process. Their first interaction with VFA and HSC participants was a chalk talk that dove right into the heart of maritime aptitude may be the priority, it is not to be at the the CSAR mission: terminal area (TA) fire control and initial expense of overland skill sets. RW Escort supports that guidance point inbound procedures. As RW Escort is only a complement to, not a replacement of FW escort, our conversation gravitated to how to best direct fire control between those two classes of assets. In addition to several forthcoming briefs given by the MAWTS instructors, chalk talks like this would instill a greater understanding amongst airwing players not only in terminal area fire control, but asset capabilities, mission go/ no-go criteria, preferred ordnance, product generation and communication optimization. For the final CSAR Tompkins and Polanco were able to witness the event, one observing on the ground and the other from the back of an escort aircraft. This perspective enabled them to provide more nuanced feedback that can’t be derived solely from involvement in the planning process, such as on sensor posture, aircraft positioning and Weapons Engagement Sailors from the flight deck crew secure on MH-60R Sea Hawk Zone (WEZ) considerations. And based on their impressions, helicopter assigned to the Raptors of Helicopter Martime Strike Squadron (HSM) 71 aboard USS Stockdale (DDG 106). it was also beneficial for them to observe a full CSARTF in Photo by Mass Communication 3rd Class David A. Cox, USN

Rotor Review #132 Spring / Symposium 2016

have the potential to be effectively employed in mission sets that require protection of vulnerable assets, such as AntiSubmarine Warfare, Mine Warfare and Convoy Escort. Proficiency in RW Escort also simplifies roles in the terminal area, making the CSAR mission safer. With one section focused on the survivor and landing the aircraft and the other on threats. The communication requirements of each, RW Escort also makes progress toward another tenet in the 2015 HSC Strategy: “Eliminate Class A Mishaps and reduce by 30% all other Mishaps by focusing on specific hazards we can control.” And if employed in concert with the recently released Terrain Flight (TERF) profiles recommended by the 160th Special Operations Air Regiment (another example of not reinventing the wheel) we as a community can take one step further towards safer flight regimes.

Bottom Line Seaman Jordan Lawson (right) looks for contacts during his watchstanding duties as aft lookout, aboard the guided-missile destroyer USS Stockdale (DDG 106).

Photo by Mass Communication Third Class David A. Cox, USN

for several reasons, options and safety just being two. The refinement of division tactics and FFFWS employment gives the Strike Group Commander more choices and confidence in asset selection for a variety of missions, not just overland CSAR. As we continue to polish this skill set, escort TTPs

RW Escort can be supported from the carrier, it builds upon joint relationships and experience, supports the HSC Strategy in its retention of and progress in developing overland proficiency, gives our leadership more options in a warfighting first community and preserves assets and personnel in making the CSAR mission safer. About the Author: Lt. Sam “Toupée” Calaway flies with HSC-14.

Into Darkness

Article by Lt. j.g. Caleb “Lance Bass” Korver, USN

s helicopter pilots in the Navy, we are called upon to operate in unpredictable and highly demanding environments at low altitudes, often requiring us to fall back on our most basic human instincts. However, what happens when instinct and reality don’t agree and you unknowingly and uncontrollably risk the lives of you and your crew? Aviators are introduced to the three types of spatial disorientation, recognized, unrecognized and incapacitating, early in flight training and receive continued training throughout their careers. Each of these types of disorientation has caused controlled flight into terrain, killing all on board. The community considers unrecognized to be the most dangerous of the three, and it’s what left my helicopter 36 feet away from flying into the Pacific Ocean. Since starting my tour with the World Famous “Eightballers” of Helicopter Sea Combat Squadron (HSC) 8, the command operated in an extended maintenance phase due to shifting from Carrier Air Wing (CVW) 9 to CVW-11. During this time, we grabbed every detachment opportunity

to maintain our currency and proficiency in all mission areas. One such opportunity occurred in June 2015, where we embarked on the USS John C. Stennis (CVN 74) for a Carrier Qualification detachment to fly as the plane guard asset. Proud of being a “fleet pilot”, this was a great chance for me to become more familiar and confident flying around the carrier’s dynamic environment during high-tempo operations. Operating off the coast of Southern California in a relatively familiar operating area, I had been scheduled to fly the 10:00 pm to 2:00 am plane guard line, the first night underway. It was “the darkest of nights”; illumination was 0% with local cloud ceilings at approximately 500 feet and no visible horizon. After our launch from Spot 7, we donned our Night Vision Goggles (NVGs) and were immediately tasked with flying around the carrier control zone and climbing up to find the exact ceilings. With NVGs, you can typically see some visual cues and outside references when used for an extended period of time. However, it can be disconcerting when you see nothing but an abyss of darkness and the green scintillation

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Features: Into Darkness through your NVGs. After an hour of flying, tower had us return to the ship, informing us that flight operations were cancelled due to low ceiling and poor visibility. Needless to say, our crew was disappointed but in the training environment risk isn’t something to be taken lightly. The following night, I was scheduled for the same 10:00 pm to 2:00 am plane guard line but with a different crew. My Helicopter Aircraft Commander (HAC) had flown the night prior under the same poor weather conditions. We conducted a NATOPS brief, our crew day and crew rest were evaluated and the effects of low illumination and low ceilings were thoroughly discussed. Spot 7 had been utilized for all refueling and crew swap evolutions during the previous fly day, and it was expected to be utilized throughout the duration of the detachment, so we neglected to discuss specific procedures for Spot 7 departures, as this was something all crewmembers had done on previous flights and felt comfortable with. Following our refueling evolution, I hopped into the right seat and the HAC got into the left seat. Once cleared to launch, the HAC lifted into a 15 foot hover and slid right clearing the flight deck edge. Once clear of the flight deck, the HAC made a right pedal turn for 45 degrees, lowered the nose and transitioned to forward flight. As the non-flying pilot, I scanned the gauges and saw three positive rates of climb, looked down to the radar altimeter (RADALT) pushbutton and engaged RADALT hold. When my scan returned to the gauges, I noticed that we were still below 100 feet AGL and there was a slight descent on the Instantaneous Vertical Speed Indicator (IVSI). While still scanning the gauges and transitioning from the lights of the carrier to the black abyss, I suddenly noticed a large rate of descent on the IVSI as the HAC lowered the nose and tried to climb and gain further airspeed. My stomach dropped and an overwhelming feeling of panic mixed with confusion came over me as I tried to comprehend what was happening. As the crew chief and I simultaneously called for power, we heard the Ground Proximity Warning System (GPWS) echo our command. The HAC increased power to 127% torque while sounding confused and stating that something was wrong with the engines. Once a positive rate of climb was established, the HAC passed me the controls as we continued to climb to 150 feet AGL and leveled off. Some moments of silence followed as our crew mentally processed what had just happened. I voiced that I was doing just fine with my instrument scan and proceeded to fly for the next 30-40 minutes while the HAC became “re-caged.” We concluded that the HAC had experienced unrecognized vertigo while trying to gain airspeed and execute a climb. The crew chief asked how low we had descended; I replied that I saw 36 feet Above Ground Level (AGL) on the RADALT. After looking at the Military Flight Operations Quality Assurance (MFOQA) data some weeks later, it was confirmed that we had indeed reached 36 feet before a “max performance climb” was executed. The other MFOQA data we received was what really shocked me, especially as the non-flying pilot. The data showed we had entered a 300 foot per minute

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(FPM) rate of descent for eight seconds prior to reaching 36 feet. How could this be? How could eight whole seconds have gone by before realizing what was happening? In the moment, the time elapsed seemed so much faster, but the data doesn’t lie. As a crew, we learned a very hard lesson about the importance of Crew Resource Management (CRM) and being at the top of your game every moment of the flight, particularly in the demanding carrier environment with no visible horizon. I learned that you need to think critically about every phase of flight and thoroughly brief what will be executed. Sure, we have taken off and landed to Spot 7 countless times, but have we ever done it in the middle of the night with 0% illumination and no visible horizon? On the carrier, Spot 7 is unique. It is situated on the starboard side just aft of the tower, which has many lights on and around it. What we should have discussed as a crew, is the hazard of inducing vertigo taking off from a well-lit spot and transitioning to utter darkness. In response to this incident, we have changed our Standard Operating Procedures (SOP) and made a change recommendation to the Carrier Naval Air Training and Operating Procedures Standardization (CV NATOPS). While operating at Spot 7 at night and established in a hover over the flight deck, the pilot not at controls (PNAC) should engage barometric altimeter (BARALT) hold, the pilot at controls (PAC) should slide perpendicular until clear of the flight deck, and transition forward paralleling the carrier. All other cockpit functions shall be postponed until the aircraft is established at 150 feet and 60 knots airspeed, at which point the RADALT shall be engaged. With a steady RADALT light the PAC may turn outboard. Putting a procedure like this into place would have prevented me from looking away from the instruments, engaging RADALT hold, and transitioning back to an

Airman Ryan Carpenter prepares an MH-60S Sea Hawk helicopter from the Eightballers of Helicopter Sea Combat Squadron (HSC) 8 for take off on the flight deck of the Nimitz-class aircraft carrier USS John C. Stennis (CVN 74). Photo by Mass Communication Third Class Ignacio D. Perez, USN

instrument scan. As I look back, I also wish I would have been following along on the controls, backing up the flying pilot and ready to immediately take controls in case there was any doubt of vertigo. As you fly each mission, brief every potential hazard thoroughly and never forget the importance of CRM in each phase of flight. About the Author: Lt. j.g. Korver flies with HSC-8.

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The newest naval helicopter pilots going to the fleet

Winging Class January 9, 2016 Top Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; Lt. j.g. Ryan S. Peterman, USN, Ensign Samuel R. Myers, USN, Lt. j.g. Kevan Stoeckler, USCG, Lt. j.g. Rand E. Montermini, USN, Lt. j.g. Gregory L. Rennekamp, USN, Capt. Brad J. Collines, USN, Prospective Commanding Officer Naval Support Activity, Souda Bay, Greece Middle Row: Cmdr. John D. McBryde, USN, Commanding Officer HT-8; Lt. j.g. Tyler N. Thomas, USN, Ensign John L. McKee, USN, Lt. j.g. Cray M. Betts, USN, 1st Lt. Aaron W. Esparza, USMC, Lt. j.g. Zachary S. Sanicola, USN, Lt. j.g. Asim A. Alghofaily, RSNF, Capt. Mark Murray, Deputy Commodore Training Air Wing FIVE Bottom Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer HT-28; Ensign Sarah M. Alexandre, USN, Lt. j.g. Matthew D. Peters, USN, Ensign Joseph C. Ziobro, USN, Lt. j.g. Conor B. Jones, USN, Ensign Emily L. Kreyenhagen, USN, Lt. j.g. Anna L. Switzer, USN

Winging Class January 22, 2016 Top Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; Lt. j.g. Patrick T. Yarcusko, USN, 1st Lt. Patrick J. Hopkins, USMC, Lt. j.g. Sean C. Damico, USN, ENS David J. Moynihan, USN, Col. Gary A. Kling, Commodore Training Air Wing FIVE Middlle Row: Cmdr. John D. McBryde, USN, Commanding Officer HT-8; Ensign Brian H. Powers, USN, Ensign Jonathan D. Smith, USN, Lt. j.g. Michael J. Gonzales, USCG, Ensign Garrett M. Bacon, USN, 1st Lt. Willam A. Li, USMC Bottom Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer HT-28; 1st Lt. Alexander Kovensky, USMC, Ensign Michael B. Sipah, USN, 1st Lt. Peter J. Shawhan, USMC, Ensign Sophia M. Recca, USN

Rotor Review #132 Spring / Symposium 2016

Winging Class February 12, 2016 Top Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; Ensign Robert W. Gay, USN, Ensign Nicholas A. Padleckas, USN, Lt. Jacob B. Brantley, USCG, 1st Lt. Edward T. Ross, USMC, Ensign Billie H. Greenwood, USN, 1st Lt. William R. Parker, USMC, 1st Lt. Zane W. Pluhar, USMC, 1st Lt. Benjamin L. Booth, USMC, 1st Lt. Stephen C. Scott, USMC, Ensign Devon M. Brown, USN, Ensign James R. Halliwell, USN, 1st Lt. Kevin A. Roth, USMC, Col. Gary A. Kling, Commodore Training Air Wing FIVE Middle Row: Cmdr. Stephen A. Audelo, USN, Executive Officer HT-8; Ensign Jeremy D. Medlen, USN, Ensign Julia L. Martin, USN, Ensign Adam T. Smith, USN, 1st Lt. Christopher R. Martinez, USMC, Ensign Steven R. Rosner, Jr., USN, Lt. j.g. Michael A. Kaiser, USN, Lt. j.g. Nicholas D. Maskell, USN, Ensign David R. Blanchard, USN, Ensign Razvan Melen, USN, Ensign James K. Strait, USN, Lt. j.g. Richard J. Curley, USN, Capt. William T. Cox, Jr., USN, Commanding Officer Navy Recruiting Region EAST Top Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer HT-28; Ensign Cosby F. Washington, USN, Ensign Samantha L. Lynch, USN, Lt. j.g. Carli C. Glavin, USN, 1st Lt. Philip M. Williams, USMC, 1st Lt. Michael A. Moorman, USMC, 1st Lt. Sean T. Parmigiane, USMC, Lt. j.g. Adam C. Moss, USCG, Lt. j.g. Yasir A. Alsulayyi, RSNF, Lt. j.g. Saleh Y. Alluhaydan, RSNF, 1st Lt. Erick S. Capulong, USMC, Ensign Nathaniel E. Fryer, USN, Lt. j.g. Austen T. Wildberger, USN, 1st Lt. Caitlin C. Lynch, USMC

Winging Class February 26, 2016 Top Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; 1st Lt. Markian D. Sich, USMC; Lt. j.g. Alessandro Tucci, ITNAVY, Ensign Michael T. Burgoyne, USN, Lt. j.g. Riordan B. Stambaugh, USN, Ensign Casey B O’Brien, USN, 1st Lt. Bennett L. Thomas, USMC, Ensign David J. Soltisz, USN, 1st Lt. Craig R. Pettigrew; Lt. j.g. Michelle Mocavero, ITNAVY, Col. Gary A. Kling, Commodore Training Air Wing FIVE Middle Row: Cmdr. John D. McBryde, USN, Commanding Officer HT-8; Lt. Synge O’Leary, USCG, 1st Lt. Andrew A. Watson, USMC, Lt. j.g. Joseph J. Ryan, USN, Lt. j.g. Benjamin N. Roberts, USN, Ensign Matthew W. Nichols, USN, 1st Lt. Joshua D. Liddle, USMC, Ensign Jeremy T. Aaron, USN, 1st Lt. Cody S. Dickson, USMC, Lt. j.g. Nathan R. Brock, USCG, Cmdr. James J. Conatser, USN, Guest Speaker Bottom Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer HT-28; Lt. j.g. Amanda R. Macaluso, USN, Ensign Meagan R. Mossberg, USN, Lt. j.g. Carianna R. Rath, USN, 1st Lt. Nicholas M. Marinello; Ensign Joseph P. Delorenczo, USN, Lt. j.g. Zachary P. W. Tews, USN, Ensign Brian C. Colby II, USN, Lt. j.g. Filippo Montagno, ITNAVY, Lt. j.g. Guila Pavon Cordaro, ITNAVY, Ensign Maria F. Walsh, USN

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Winging Class March 11, 2016 Top Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer HT-18; 1st Lt. Cameron Woods, USMC, Ensign Craig Pierce, USN, 1st Lt. Patrick Abbott, USMC, Lt. j.g. James Butz, USN, Ensign Trevor Shafran, USN, Lt. j.g. Greg Shaffer, USN, Col. (ret) David Mollahan, USMC, President of The Marion Military Institute Middle Row: Cmdr. John D. McBryde, USN, Commanding Officer HT-8; 1st Lt. Phillip Giammanco, USMC, Ens Andrew Bentley, USN, Ensign James Temple, USN, 1st Lt. Bradley Chalfant, USMC, Ensign Phillip Trainor, USN, Ensign John Varnes, USN, Col. Gary A. Kling, Commodore Training Air Wing FIVE Bottom Row: Cmdr. Jeffrey D. Ketcham, USN, Commanding Officer HT-28; Ensign Brendan Borrell, USN, Ensign Kevin Cone, USN, Lt. j.g. James Dempsey, USN, Ensign Scott Trail, USN, 1st Lt. Joseph Peraino, USMC, Lt. j.g. William Triggs, USN, Lt. j.g. Cassandra Hawley, USCG

Helo Bubbas who have left the active duty ranks for civilian life

Col. Gary A. Kling, USMC Active Duty 1990-2016

Col. Kling was designated a Naval Aviator in the spring of 1990 and executed orders to Naval Air Station (NAS) Lemoore, California as an F/A-18 replacement pilot. The following are duties that Col. Kling honorably served during his 26 years in the United States Marine Corps as a Naval Aviator: Embarkation Officer, Flight Officer and Pilot Training Officer of Marine Fighter Attack Squadron 232; F/A-18 Instructor Pilot at Marine Aviation Weapons and Tactics Squadron One (MAWTS-1); Intelligence Officer and Assistant Operations Officer at VMFA-134; Weapons and Tactics Officer at Marine Aircraft Group Eleven (MAG-11); Operations Officer at VMFA314 Black Knights; Division Air Officer during Operation Iraqi Freedom II at 1st Marine Division; TACAIR Plans Officer, Headquarters Marine Corps, Department of Aviation; commanding officer of Headquarters and Headquarters Squadron, MCAS Iwakuni, Japan; Student at National War College; Deputy Chief of Staff, Joint Forces Command, the United States National Liaison Representative to the Supreme Allied Commander Transformation; Executive Assistant to the Commander of U.S. Central Command and Deputy Branch of Headquarters Marine Corp Aviation Plans and Policy and commanding officer at Training Air Wing (TRAWING) FIVE. Col. Kling - Semper Fidelis and best wishes to you in retirement!

Rotor Review #132 Spring / Symposium 2016

8282

Onward Through the Fog

Excerpt from Life Inside The Dead Man’s Curve

Book Excerpt

by Mr. Kevin McDonald

was the only one awake when the pager went off a little after 4 a.m. that morning. This wasn’t unusual, as I was rarely able to sleep during night shifts. I was always fearful we would be dispatched just as I was slipping into a deep, restful sleep. Even dating back to my time in the Navy, the prospect of launching into the night while only half-awake had never really appealed to me. I know it seems counterintuitive, but I logged most of my napping hours on day shifts. I knew as soon as I opened the door to the crew quarters, the daylight would quickly resuscitate me from whatever level of slumber I’d managed to achieve just before the pager went off. Stef Maier and J.R. Esquivel, however, weren’t afflicted with my fear of sleeping on the night shift, and even though they were quick to the helicopter, my head start usually gave me enough time to check the weather one last time and still beat Stef and J.R. up to the pad. It was no different this time. As soon as the pager sounded, I was at the computer checking the latest observations. The weather that night was not good at all. Because the call was dispatched as a water rescue, it was considered a publicsafety flight, which meant we weren’t bound by the usual Federal Aviation Administration (FAA) weather minimums in making our decision on whether to launch or cancel the mission. That notwithstanding, if I was going to hover the helicopter for a rescue, I still needed some sort of visual reference. When I got to the top of the stairs, I could barely see to the far side of the helipad. It had rained heavily just a few hours earlier, and there was dense ground fog everywhere. My first inclination was to cancel the flight for weather, but I noticed that if I looked straight up, I could just make out the soupy outline of an almost-full moon. From the information that had come across the printer when we were dispatched, we knew there were already first responders on the scene, and they had confirmed there was a victim in the water who needed our help. This was the real deal. When Stef and J.R. made it up the stairs, I told them I felt comfortable punching up through the thick ground layer. That way, we could at least fly to the scene before making a decision whether to abort the mission or attempt the rescue. Because I was the pilot, they usually left the go, no-go decisions to me, but I still liked to give them a chance to pull the plug on flights in bad weather. The thing is, in all the years we flew together, I never remember them backing off from a mission if I said I thought we could make it. They were not reckless by any means, but saying no, if there was the slightest chance of success, wasn’t in their DNA. I think they looked to me to make good decisions with regard to their safety, and it was a responsibility I didn’t take lightly. It was an eerie sight when we climbed out on top of the fog and into a beautiful, clear night sky. As we headed south to the flooded low-water crossing that lay just across the Travis County line, the moonlight actually reflected off the top of the fog layer beneath us. Shining from inside the fog, the hue from some of the brighter

Paperback - 380 pages ISBN 1457544938 $16.99 lights on the ground was barely visible. This gave us hope that, using the overhead lights from the first responders’ vehicles, we would be able to pinpoint the low-water crossing where the victim was stranded. Sure enough, when we were just inside a mile from our assigned GPS coordinates, we began to see multiple sets of red and blue lights faintly flashing inside the still-heavy fog layer. The good news was that we had managed to find the scene. The bad news was that, even when we flew directly over the top of it, all we could see were the colorful eruptions of light in the ground-based clouds beneath us. “Well, what do we do now?” Stef asked from the copilot seat. In 2004, we were flying EC-135 helicopters, and they weren’t equipped with rescue hoists. Neither did we have night-vision goggles back then (not that they would have helped in the fog). Because we didn’t have a hoist, we would land after arriving on the scene of a rescue and rig something called a “short-haul” line. The crew chief would secure one end of a rope to the bottom of the helicopter. Then, while we were still on the ground, the rescuer, who was tethered to the other end of the rope, would station himself where the pilot could see him, directly in front of the aircraft. After receiving a thumbs-up from the rescuer, the pilot would lift off, then climb and slide forward until the crew chief advised him that the aircraft was directly over the rescuer. Seated on the cabin floor with his feet on the starboard skid, the crew chief was looking straight down at the rescuer from his vantage point behind the pilot. After receiving one last thumbs-up from the rescuer, the crew chief would command the pilot to slowly climb straight up, putting tension on the short-haul line.

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A STAR Rescue Flight in action. Photo provided by Mr. McDonald

From there, it was a matter of lifting the rescuer into the air and delivering him to the victim, a task that required precise communication between crew chief and pilot. Giving him commands over the Intercommunications System (ICS), the crew chief had to vector the pilot, who couldn’t see the short-haul beneath him, into position for the rescue. This was not an easy thing to do. The crew chief was, in essence, flying the aircraft verbally from his perch on the skid. The first order of business, if we were going to attempt a rescue in the fog, was to figure out how to safely get the aircraft on the ground so we could deploy J.R. on the short-haul line. The on-scene commander, who was talking to us by radio from the ground, said there was a field big enough for a Landing Zone (LZ) about a quarter mile from the victim. He also said the woman who had been trapped in the low-water crossing was still inside her vehicle, and the water was rising all around it. To help us locate the LZ through the heavy fog, we asked him if he could station two or more of his vehicles so that the beams from their headlights would intersect at the middle of the LZ. He said he would do his best to accommodate us, and within a matter of minutes, we had several sets of headlights and a couple of spotlights pointed at the middle of the field from three sides. Even though we couldn’t actually see the ground through the fog, this gave us a pretty good indication where the LZ was. We asked him if there were any overhead obstructions around the LZ, and he said there were none that he could see, but then he added that he couldn’t “make any promises” because of the fog. I told Stef and J.R. that, once we were on short final, we might be able to move enough fog with our rotor wash to get into the LZ and land. They both agreed that, given the gravity of the victim’s situation, we should at least give it a try. The first responders on the ground had no way to reach the woman trapped in her car, so even though nobody would come right out and say it—if we couldn’t get our short-haul to her, the woman was most likely going to drown. We set up for our approach, and because of the poor visibility, we came in even steeper and slower than we normally would. If my fog-moving theory turned out to be wrong, I wanted to be able to wave off the approach before we actually committed ourselves to the LZ. As we came down to within about 100 feet of the fog layer, the glare from our night sun became too bright, and I quickly turned it off. This allowed me to see the intersecting light beams

Rotor Review #132 Spring / Symposium 2016

more clearly, and the orange afterglow from the still-hot night sun provided just enough light for me to judge how far we were from the top of the layer. I continued the slow, meticulous approach, and the radar altimeter indicated we were a little more than 300 feet above the ground when the vortices from our main rotor blades began to stir the thick fog, now only 50 feet or so below us. “I think this is going to work,” Stef said over the ICS. Reminiscent of the movie scene in which Moses parts the Red Sea in “The Ten Commandments,” the fog began to roll back farther and farther as we descended into the LZ. A few seconds later, I could see the ground. There was no time to relight the night sun, but the headlights and spotlights from the emergency vehicles were more than adequate at this point. We touched down softly in the wet grass, and Stef and J.R. wasted no time bailing out to begin rigging the short-haul. While they were busy with that, I raised the on-scene commander on the radio. I told him I needed his people to repeat the targeting operation—just like they’d done to guide us into the LZ—only this time, the woman we were trying to rescue was to be the focal point. He asked me if he should wait until after we departed with J.R. on the short-haul to move his vehicles, and I told him to “go ahead and start repositioning now.” I had come straight down through the fog to get into this LZ, and I planned on getting out the same way, by going straight back up. I didn’t need any external lighting to accomplish that. All I needed was a good crew chief and a steady hand. I knew I could count on Stef to satisfy the first requirement—the second was up to me. As the emergency vehicles were leaving us to station themselves around the low-water crossing, Stef climbed into the cabin and reconnected his ICS cord. “I doubled the line down to forty feet,” he said. This was critical because we were depending on our rotor wash, just as it had during our descent into the LZ, to displace the fog beneath us during the rescue. The short-haul line was eighty feet in length, and that would have left J.R. hanging too far below the aircraft. We would have had to dip him into the fog before we were close enough to it for the rotor wash to be effective. I had actually intended to tell Stef to shorten the line, but in my haste to tell the on-scene commander to reposition his vehicles, I had forgotten to let him know. Fortunately, he thought of it on his own, which demonstrated why I had picked him to be my crew chief in the first place. After receiving a thumbs-up from J.R., I raised the collective, and Stef began giving me commands to “continue up and slide forward.” No longer able to see much of anything from the cockpit, I was not only depending on my crew chief to keep me directly over J.R. as we climbed, I pretty much had to trust him to keep me inside the LZ until we were high enough to clear the surrounding obstacles. It was hard to hold a steady hover in the fog, so I was extremely pleased when I finally felt the strain coming onto the short-haul line. A couple of seconds later, we gently pulled J.R. from the ground beneath the helicopter. “Come straight up,” Stef said, although I don’t think he realized that coming straight up in the fog was easier said than done. I’m sure he was expecting me to continue a slow, gentle ascent, but as soon as he informed me that J.R. was off the ground, I grabbed a larger-than-normal amount of collective and expedited our departure from the LZ.

BOOK EXCERPT : Life Inside The Dead Man’s Curve By the time we had climbed above the fog with J.R. suspended on the short-haul line, the first responders had repositioned themselves around the low-water crossing. We told the on-scene commander we were ready to attempt the rescue, and he gave us a quick, not to mention discouraging, update on the victim. While we had been rigging the short-haul, the force of the floodwater had carried the woman’s vehicle off the pavement and into the creek, where it had then rolled about forty-five degrees to one side before coming to rest against a submerged obstacle in the middle of the swift current. As it was filling with water, she had managed to kick one of the doors open, and now, with the water rapidly rising around her, the woman was desperately clinging to the luggage rack on top of her inundated vehicle. Needless to say, this made her situation even more precarious. Now, it was possible that the same rotor wash we were counting on to move the fog from around her during our descent to deliver the short-haul might actually cause her to lose her grip on the slippery metal rack. This meant that we needed to be especially precise with our short-haul delivery so that J.R. could work quickly. The longer we exposed her to our rotor wash before J.R. was close enough to grab her and secure her to the short-haul line, the greater the likelihood we might actually contribute to her death in the process of trying to rescue her. Stef Maier was about to earn his pay. It was going to be up to him to direct me in quickly and accurately so that J.R. could complete the rescue before she slipped into the rushing floodwaters and disappeared into the night. Not surprisingly, Stef was up to the task. Using the intersecting beams of light from the emergency vehicles as if they were crosshairs on a rifle scope, he guided me down through the swirling mist. When the fog finally rolled back from around the woman we were trying to rescue, we had come to a hover right on top of Stef’s intended target. She was almost within J.R.’s reach. Stef could see

the frantic woman struggling, as she clung to the luggage rack with all her strength against the raging current and our punishing rotor wash. Stef gave me one last command. “Slide forward three feet.” That was all J.R. needed to get the rescue ring around her and grab the luggage rack himself. He pulled himself close enough to her face to make himself heard over the noise from the rushing torrent and the hovering helicopter. “You obviously didn’t panic!” J.R. yelled to the woman, who was exhausted and shivering from exposure to the frigid water. “How do you know that?” she yelled back. J.R. grinned at her. “You wouldn’t still be here if you had!” he said. Finally able to let go of the luggage rack, the woman grabbed J.R., wrapping her arms around his neck. Then to J.R.’s surprise, she kissed him and thanked him for saving her life. As soon as Stef saw the thumbs-up from J.R., we began lifting the two of them straight up. Normally, we would have stayed as low as possible until we were able to set them back down, but it was going to take a few minutes for the first responders to illuminate our LZ again, and because of the poor visibility, we had to be sure we weren’t going to drag our dangling passengers through hidden trees or power lines. We gently flew them around in circles at several hundred feet, just above the fog, waiting for the first responders to move their vehicles. Because they had already done it twice, it didn’t take them long to target our LZ one last time. Within a matter of minutes after we had first seen her through the fog, the woman was safely on the ground—wet and cold, but uninjured. Author Kevin McDonald will be doing a book signing of “Life Inside a Deadman’s Curve” at Booth 52 at the 2016 NHA Symposium. Learn More About the Author at: www.kevinmcdonaldauthor.com.

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Rotor Review #132 Spring / Symposium 2016

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Rotor Review #132 Spring / Symposium 2016

Historical

“Come Josephine in My Flying Machine” WAVES Designated Honorary Helicopter Pilot

Article by Ms. Frances Keefe, originally published in “The Helicopter Capital” March 12, 1954

of main functions and helo operating procedures. Upon completion of their flights, they were presented cards designating them as “Honorary Helicopter Pilots” of HU-1 by their respective pilots. Airman Keefe and Airman Westling are amoung the first women to receive this honor and designation. When asked what their impression of their first helicopter ride was, they said they were completely convinced of the importance, versatility and (Above Left) cover art of “Come Josephine in My Flying Machine” usefulness of the helicopter in its (Above Right) Air Controlman Airman O.A. Westing and Airman F.P. Keefe field of work. proudly show their “Honorary Helicopter Pilot” cards. When taking off and landing Submitted by Cmdr. (ret) Joe Skrzypek, USN in the ‘copters’ unique way, the elicopter Squadron (HU) 1 played host to WAVES said, “It feels like you’re two Naval Air WAVES (Women Accepted for in a high speed elevator. It’s really thrilling.” They enjoyed Volunteer Emergency Service) in the spring the first ride so much that they look forward to a chance to of 1954 when Airman (AN) Pat Keefe and Air Controlman fly again. “Courtesy and cooperation of the whole squadron Airman (ACAN) Darlene Westling, both of the Naval Air was outstanding,” Darlene said “it seemed they all went out of Station (NAS) Operation Tower, were welcomed aboard their way to be nice to us.” HU-1 is pleased to have the opportunity to demonstrate the Ream Field, and taken for their first helicopter ride. versatility of its helicopters and at the same time to promote The two WAVES were taken on a tour of the squadron and better relations within the Naval Service. later for individual hops in Bell, HTL-4 type helicopters by Lt. Cmdr. R.L. Faith and Lt. j.g. J.F. Triplett. Editor’s Note: This article was sent to Doug Taking off from Ream Auxiliary Landing Field, the Froling by Ms. Frances Keefe in June 2007. The copters flew to Brown Field, where they practiced takeoffs, submission was transcribed by Cmdr. (ret) Joe landings, gave demonstrations of versatility and explanations Skrzypek, USN. It has been edited for clarity.

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The 101-Year-Old Navy Helicopter Pilot Article by Capt. (ret) Mike Marriott, USN

lmost two years ago, in 2014, Capt. (ret) Richard S. Roberts, USN celebrated his 100th birthday. He was the sixth commanding officer of Helicopter Utility Squadron (HU) 2 from January 1953 until January 1955. HU-2 was established in 1947 at Lakehurst, N.J. as one of the first two operational Navy helicopter squadrons. I spoke to Capt. (ret) Roberts (“Robbie”) by phone on July 28, 2015 to find out what helicopter squadron life was like over sixty years ago. At 101 years old, Roberts can’t see too well and has hearing problems, but other than those mild inconveniences he is very active. His “dance card” is always full and in order to interview him I had to make an appointment. Believe me, he’s not sitting around waiting for Signal Charlie! He has a former HU-2 shipmate, Al Zappala, who acts as his Aide de Camp and keeps up with his daily activities. Capt. Roberts entered the Aviation Cadet program at Naval Air Station (NAS) Sand Point, Wash. in September 1937. He completed flight training in 1939 and received both his wings and commission as an Ensign one month before the start of World War II. Flight training in the late 1930s required getting qualified in all of the aircraft in the Navy’s inventory. Roberts was assigned to Patrol Squadron (VP) 23 in Pearl Harbor, Hawaii flying the PBY Catalina seaplane. Roberts explained, “Four or five classes trained in everything the Navy had but soon after the war started they began specializing. In 1940, I was transferred to VP-101 based at Sangley Point in the Philippines.” There, Roberts flew one of the last planes out of the Philippines just prior to the Japanese invasion. After a short tour in Pensacola, in 1942 he was ordered to the USS

Recovery of the crew of a Grumman AF-2 Guardian from AntiSubmarine Squadron (VS) 22 by a Piasecki HUP helicopter after the plane was forced to ditch immediately after launching in 1953. The parent escort carrier USS Block Island (CVE 106) is standing by in the background. Photo by U.S. Navy Naval Aviation News October 1953.

Rotor Review #132 Spring / Symposium 2016

The oldest HUP Pilot Capt. (ret) Richard S. Roberts, USN turns 102 years old on April 17th, 2016. Photo submitted by Capt. (ret) Mike Marriott, USN

Jacinto (CVL-30). In 1945 he transferred to the USS Anzio (CVE-57) as the Air Boss. He spent most of the war in the Pacific and has nine stars on his Pacific Theater Ribbon, along with a Bronze Star with Combat “V” and three Air Medals. In 1952, Roberts, now a commander working at the Pentagon, was assigned to be the commanding officer of HU-2 in Lakehurst, N.J. via just a one-month helicopter training course in Pensacola, Fla. He had never flown helicopters before! When asked how such a thing came about, he replied, “I asked my detailer for the assignment!” He relieved Cmdr. J. J. Hilton on Jan. 16, 1953. It was a very large squadron both in helicopters and personnel. Roberts explained, “I had 88 officers and about 450 sailors, and I believe we had 75 to 80 helos. The mission was to both train helicopter pilots and provide helicopter detachments for aviation and non-aviation ships. It took me over six months before I met most of the officers.” He told this story, “I was there only a couple of days when the Marine in charge of the Lakehurst Brig came to see me with a handful of Liberty Chits for me to sign. ‘What are they for?’ I asked him. ‘They’re for your men in the Brig to go on weekend liberty, Sir’ the Marine told me. But I just threw the chits in the round file!” I asked Roberts how many men he had in the brig at that time. “About a dozen,” he replied. Captain Roberts was the only Commanding Officer to serve two years as CO of HU-

Historical

A Piaseck HUP conducts a rescue.

Photo from the archives of the NHA Historical Society

2. When I asked how that came about, he simply replied, “They asked me to.” There were some on-going maintenance problems that needed Roberts’s attention and it was then that his previous experience as an Admiral’s Aide paid off for him. At that time the Piasecki H-25 HUP Retriever was the helicopter assigned to carriers for daylight plane guard duty. Frank Piasecki, the designer of the HUP, got the contract for the design. Being shortly after the end of World War I, the Army had acres of brand new, never un-crated tank engines in storage which were adapted for helicopter use. The HUP had one Continental R 975-42 engine that ran at almost full power just to drive two transmissions and two rotor systems. The pilots had very little excess power left while in a hover to hoist more than two people. Consequently, the carrier “angels” never took off for plane guard duty with a full load of fuel and had about one hour of flight to a low fuel “red light” warning. The hectic pace of flight operations necessitated frequent refueling stops – like NASCAR pit stops – with the carrier remaining on a course into the wind. This meant that the HUP had to keep the rotors engaged and be hot refueled with 115/145 Aviation Gas (AVGAS). To alleviate the weight issues, Roberts had the HUP’s stripped of all unnecessary weight such as heaters and insulation. Of course, he got hell from the U.S. Navy’s Bureau of Aeronautics, but Rear Admiral “Pegleg” Hoskins, Commander, Fleet Air (COMFAIR) Quonset, told him to go ahead and he would cover for him (See Note 1). Another maintenance problem came with the introduction of the Kaman HOK-1 Huskie. “The maintenance time was twice that of the other helos,” said Roberts. “Bolts came off the rotor blades and caused a fatal accident. And it was underpowered. I grounded them all and turned them all back in and the Navy gave them to the training command” he explained. In response to the question, “How many accidents did you have in your two years of command?” he answered, “Twenty two. One accident I remember was when the tail boom of a Bell HTL up north in the ice [Author’s

note: near Thule, Greenland] came off in flight and killed the pilot and the ship’s Executive Officer (XO).” (See Note 2) At this point in the interview, we had to cut things short as someone was coming to pick up Roberts for lunch. I was about to ask him if he was the oldest living U.S. Navy helicopter pilot but he had already hung up. So, I will poll the audience; does anyone know an older living U.S. Navy helicopter pilot?

Author’s Notes:

Note 1: In 1944 Capt. Hoskins was about to take command of the USS Princeton but on his second day aboard he lost his right foot three inches above the ankle. Back in the states he maintained a running battle for continuing on active duty while learning how to use his artificial foot. He began with Admr. William F. “Bull” Halsey. When Adm. Halsey visited him Capt. Hoskins had this to say, “Hell, Admiral, the Navy doesn’t expect a man to think with his feet. That blast didn’t knock off my head!” In 1945, Capt. Hoskins was assigned to the new carrier, USS Princeton. The crew designed a patch depicting their new Skipper as a pirate with a machine gun for a peg leg. Thus, the nickname “Pegleg” was born. Of note, he was the first pilot to land a jet on a carrier when the conventional wisdom was that it couldn’t be done. He retired as a Vice Admiral and earned a Navy Cross. Note 2: In June 1954, a Bell HTL-4 from the USCG Cutter Westwind, piloted by LT Eiswald, crashed on the ice somewhere near Thule, Greenland. The passenger was the ship’s Executive Officer, Cmdr. Ortman. The cause of the crash was believed to be caused by a failure of the tail rotor boom. Cmdr. Ortman managed to egress the helicopter but died of hypothermia after failing to abide by his own order for all passengers to wear a survival suit. In August 1954 all HTL-4 helos were grounded when another tail boom failed with resulting fatalities. About The Author: Capt. (ret) Mike Marriott, USN was the 25th Commanding Officer of HC-2.

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1970 HC-7 Vietnam Casualty

Article and photo submitted by Mr. Rob Milam, HC-7 Historian

.S. Navy Aviation Maintenance Administrationman Third Class Scott F. Moore Jr. was assigned to the administration office of Helicopter Combat Support Squadron (HC) 7, home based at Naval Air Station (NAS) Atsugi, Japan. After 15 months of preparing orders, he wanted to see what the squadron’s SH-3A helicopter crewmen did when deployed. He requested to accompany a group of crewmen deploying as part of Detachment 110 on Yankee Station in the Gulf of Tonkin off the coast of Vietnam. His request was granted. On February 20, 1970, a SH-3A helicopter flew from the USS Constellation (CV-64) to an Air Force Base in DaNang, Vietnam, transporting a medical evacuation (MEDEVAC) to the DaNang NAS Hospital. After dropping off the passenger, the helicopter flew to Fleet Air Support Unit (FASU) to refuel and load passengers and cargo, including Moore. The helicopter, with eleven souls on board and 2600 pounds of mail and 200 pounds of cargo, departed DaNang for the one hour flight back to the USS Constellation. While on approach to the ship, a delay occurred due to other air operations. The SH-3A waited in a check hover, 50 yards off the carrier, for clearance to move over the deck for landing. At 5:30 p.m. the helicopter’s tail rotor system failed. As a result, the helicopter lost control, descended into the water and rolled inverted. The crew chief, Chief Pack, was pulled unconscious from the inverted helicopter and was revived. Survivors were rescued by the USS Henderson (DD 785) and the USS Constellation. The search efforts continued until 9:37 p.m.. Ten of the 11 souls on board survived the incident. However, Moore’s body was never found and he was presumed killed in the accident. Moore was the only HC-7 sailor lost in the Vietnam War zone. May he rest in peace.

Cmdr. Don Gregory, USN promotes Aviation Maintenanceman 3rd Class Scott Moore to Petty Officer 3rd Class on Dec. 16, 1969 at a squadron ceremony. Photo provided by Mr. Milam

Editor’s Notes: The Vietnam Veterans Memorial Wall, located in Washington, D.C., is a national memorial honoring the men and women who served in the Vietnam War. The Memorial Wall was designed by 21-year-old Chinese American designer Maya Lin. Her concept for the design of the memorial was controversial because of her age, her Asian background and the unconventional and non-traditional aesthetics of the shiny black stone. Despite the controversy, her design was finally accepted in 1982. However, to satisfy those who objected to Ms. Lin’s design, a sculpture of three bronze figures was added to the design. The names of 58,307 men and women who lost their lives in the Vietnam War or who are considered Missing in Action or Prisoners of War are commemorated on the wall; which includes the name of Aviation Maintenance Administration 3rd Class Scott Moore. More than thirty years later, the Vietnam Veterans Memorial Wall remains one of the most visited national monuments and in 2007 was listed tenth on the list of “America’s Favorite Architecture” by the American Institute of Architects. The Memorial Wall remains a sacred pilgrimage site for those wishing to remember and reflect upon the great sacrifices of those brave men and women who gave their all in defense of our country during the Vietnam War.

Memorial Wall Location: Line: 37 Panel: 13W

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Article by Lt. j.g David Moore, USN

Command UpDates

HS-11 Sundown: As One Sun Sets, Another One Rises

An SH-60 Sea Hawk helicopter assigned to the Dragonslayers of Helicopter Anti-submarine Squadron (HS) 11 participates in a straits transit exercise along with ships from Commander, Carrier Strike Group (CSG) 12. HS-11 is training aboard the aircraft carrier USS Theodore Roosevelt (CVN 71) in preparation for future deployments.

Photo by Mass Communication Specialist 3rd Class Joshua Petrosino

his year, the Dragonslayers of Helicopter AntiSubmarine Squadron (HS) 11 will complete the final transition of the Navy’s rotary wing master plan and become Helicopter Sea Combat Squadron (HSC) 11. The Dragonslayers’ transition will mark both the end of the HS community and the end of an era as they transition from flying the SH-60F and the HH-60H to the MH-60S. As part of the transition, the Dragonslayers will relocate from Naval Air Station (NAS) Jacksonville, Fla. to NAS Norfolk, Va. HSC-11 is expected to be operational by October 2016. The Dragonslayers began their legacy in 1957 at NAS Quonset Point, R.I. flying the Sikorsky HSS-1, which was later re-designated the SH-34 Seabat. The SH-34 was outfitted with a submersible sonar transducer and a torpedo weapons system and HS-11’s primary mission was Anti-Submarine Warfare (ASW). In 1962 the squadron transitioned to the SH-3 Sea King. In 1962, HS-11 became the first ASW squadron to deploy as part of a modern carrier air wing with Carrier Air Wing SEVENTEEN (CVW 17) aboard USS Forrestal (CVA 59). HS-11 also played a critical role in the astronaut recovery of several Gemini missions, to include the famed Edwin “Buzz” Aldrin recovery in 1966. In 1973 the Dragonslayers moved to NAS Jacksonville, Fla. As part of Carrier Air Wing (CVW) 1. They continued to fly the venerable SH-3 until the mid-1990s. During this time HS-11 deployed with both the USS John F. Kennedy

(CV 67) and USS America (CV 66). By 1994, Sikorsky’s newest platform, the SH-60F Sea Hawk, replaced the aging Sea King. In order to meet the continued ASW requirement, the SH-60F was built with improved sonar, sophisticated tracking equipment and advanced torpedo launching systems. However, the smaller cabin and increased weight of the onboard computers and equipment was an obvious hindrance to the Search and Rescue (SAR) mission of the HS community. With this in mind, Sikorsky developed the HH-60H, which shared many similarities with the Air Force HH-60G. The “Hotel” (as the HH-60H was commonly called) not only came with a relatively spacious cabin conducive to SAR operations, but was outfitted with a revolutionary Aircraft Survivability Equipment (ASE) suite that included missile warning, laser detection and counter-measure dispensing systems. Equipped with two new series of aircraft, the Dragonslayers operated with distinction in various global conflicts such as Operations Desert Shield, Desert Storm, Enduring Freedom and Iraqi Freedom, and most recently Operation Inherent Resolve. In November 2015, the Dragonslayers returned from the North Arabian Gulf and the Central Command area of responsibility (AOR) where they completed a successful nine-month carrier deployment with CVW-1 on board the USS Theodore Roosevelt (CVN 71). Tailoring their abilities to counter an evolving threat, HS-11 was the first fleet squadron to employ the GAU-17 mini-gun

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Command Updates weapon system. The crew served weapon system significantly enhanced their operational capabilities in support of Carrier Strike Group (CSG) 12 operations and the Combined Defense of the Arabian Gulf (CDAG). Over the course of deployment, the squadron completed four training detachments into Udairi Army Airfield, Kuwait where they provided joint training for the Army’s 3-185th Theater Aviation Brigade (3-185th TAB) and the Air Force’s 82nd Expeditionary Air Support Operations Squadron (82nd EASOS) involving Personnel Recovery (PR), Special Operations Forces (SOF) and Close Air Support (CAS). Flying over 3000 hours, the Dragonslayers completed 272 Air Combat Training Continuum (ACTC) events and 52 Seahawk Weapons and Tactics Program (SWTP) level upgrades across four mission areas involving Anti-Surface Warfare (ASUW), ASW, PR and SOF in addition to flying combat operations; all of which earned the command the 2015 Commander, Naval Air Force Atlantic Battle Effectiveness (Battle “E”) award. In addition to the vital Anti-Terrorism/Force Protection (ATFP) and Armed Reconnaissance (AR) missions that constituted much of their daily routine, HS-11 remained true to the core of rotary wing aviation and successfully rescued three Sailors during their deployment, including the rescue of two aviators who ejected from their F/A-18F Super Hornet shortly after take-off and the miraculous recovery of a manoverboard on a hazy, zero illumination night. Commander, Air Group (CAG) later recognized Lt. Cmdr. Brad Hoyt, Lt. Andrew Ferring, Naval Aircrewman Tactical Helicopter 1st Class Daniel Mills and Naval Aircrewman Tactical Helicopter

2nd Class Clayton Kimbrough for the successful recovery of the two aviators. Lt. Cmdr. Brad Hoyt was also recognized along with Lt. Cmdr. Steven Smith, Naval Aircrewman Tactical Helicopter 1st Class Thomas Nutzmann, and Naval Helicopter Aircrewman 2nd Class Sean Ervin for the recovery of the sailor who fell overboard. Months later, demonstrating the flexibility inherent in the HS community, the Dragonslayers were able to re-task an airborne plane guard asset for the Medical Evacuation (MEDEVAC) of a civilian suffering from a critical gunshot wound received in a dispute at sea. For over an hour, Helicopter Aircrewman Tactical Helicopter 2nd Class Alec Reeder and Helicopter Aircrewman Tactical Helicopter 2nd Class Clayton Kimbrough swapped duties performing CPR on the victim and delivered him, alive, to waiting responders in Bahrain. HS-11 conducted multiple MEDEVACs throughout the deployment, transporting their shipmates to safety each time. The exceptional professionalism and efforts displayed by the Dragonslayers during their final deployment and last months in Jacksonville cemented the legacy of both the squadron and HS community. On April 15, 2016, Cmdr. Robert G. Smallwood III will turn over command of HS-11 to Cmdr. Stephen Merritt, who will serve as the final HS commanding officer (CO) and will become the first CO of HSC-11. It is with great pride and excitement that HS-11 closes their doors and gives thanks to those pilots, aircrew, maintainers, supporters, families and civilians that have helped pave the way to Dragonslayer success. As always: “Double One, Second to None!”

An Sea Hawk helicopter assigned to the Dragonslayers of Helicopter Anti-submarine Squadron (HS) 11 flies near a U.S. Navy destroyer. Photo provided by HS-11 Public Affairs Office

Rotor Review #132 Spring / Symposium 2016

HSC-3 Merlins Reach Flight Hour Milestone Article by Lt. Cmdr. Gary Jenkins, USN

Commanding Officer Cmdr. Shawn Bailey, USN along with the Merlins of HSC-3 spell out 275,000 to commemorate their outstanding achievement.

n the afternoon of March 1, 2016, Lt. Adam Schmidt and Cmdr. Ryan Phillips of Helicopter Sea Combat Squadron (HSC) 3, landed and logged the 275,000th Class A mishap-free flight hour. The 275,000 hoursmilestone, which has taken 41 years to achieve, is a testament to all of the men and women of HSC-3 who perform their daily routines with the utmost professionalism and dedication to safety in order to accomplish the assigned mission. Additionally, this achievement would not have been possible without the dedicated support from sailors assigned to the HSC-3 Southern California Offshore Range (SCORE) Detachment and Squadron Augment Unit (SAU). Since the commissioning of the squadron as Helicopter Combat Support Squadron (HC) 3 on September 1, 1967, when HC-1 was reorganized into four squadrons, it has been known as HSC3. Rather than utilizing the Boeing-Vertol UH60A/D to accomplish the primary task of Vertical

Rotor Review #132 Spring / Symposium 2016

Replenishment (VERTREP) aboard fast combat supply ships, the squadron now leads the helicopter community in nine Chief of Naval Operations (CNO) Model Manager Programs and trains the next generation of aviators to safely employ the warfighting capabilities of the MH-60S, SH-60F, HH-60H and MQ-8B aircraft. The squadron utilizes the expertise and experiences of the active-duty and reserve sailors assigned to the HSC-3 SCORE Detachment to support the training mission and a wide variety of Third Fleet and CNO operations. Most weeks, the HSC-3 SCORE Detachment sends a team of well-trained maintenance professionals and highly skilled aircrew to San Clemente Island to support the pre-deployment qualifications for various ships, submarines and aircraft. In addition to range support operations, the HSC-3 SCORE Detachment is trained in aerial firefighting and defends the island against wildfires.

Command Updates

Landslide 23, piloted by Lt. Adam Schmidt and Cmdr. Ryan Phillips and crewed by Aviation Rescue Swimmer Airman Adrian Perez, successfully flew HSC-3â&#x20AC;&#x2122;s 275,000th Class A Mishap free-flight hour.

To supplement the Active Component at HSC-3, the Naval Reserve members of HSC-3 SAU leverage veteran qualified aircrew and pilot instructors in three H-60 series helicopters and the MQ-8B Fire Scout Unmanned Aircraft System. The SAUâ&#x20AC;&#x2122;s cadre of well-qualified staff instructs Fleet Replacement Pilots and naval aircrewmen in preparation for deployment throughout the 3rd, 5th, and 7th Fleet Areas of Responsibility while also providing surge or operational support to Commander HSC Wing Pacific.

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Just Another Day

Article and Photo by Lt. Arlen Connolly, USN

Lt. Jason Miyoshi, Lt. j.g. Nicholas Lebovitz, Naval Aircrewman (Helicopter) 2nd Class Joshua Dickman and Naval Aircrewman (Helicopter) Airman Dallas Plunkett of HSM-41 stand in front of their MH-60R helicopter, Seawhawk 400, after crossing over the 200,00 hour Class A mishap-free flight hour mark.

he flight line of Naval Air Station North Island (NASNI) is a busy place: engines roar, rotors spin, radios blare and exhaust fumes fill the air from the dozens of different aircraft departing and landing. Yet, despite the commotion, the aircrew and maintainers of Helicopter Maritime Strike Squadron (HSM) 41, the West Coast’s MH60R Fleet Replacement Squadron, execute their mission of training pilots and aircrewmen to fly and fight the MH-60R Sea Hawk. While the paragraph above describes just another routine day for the men and women of HSM-41, March 15, 2016 was indeed not “just another day” at the squadron. On that day, the Seahawks of HSM-41 achieved what few squadrons have accomplished before them: 200,000 Class “A” mishap free flight hours. The squadron accomplished that while flying two of the Navy’s most technologically advanced aircraft, the SH-60B and MH-60R Sea Hawk helicopters. Since the introduction of the Sea Hawk helicopter in 1983, HSM-41, formerly Helicopter Anti-Submarine Squadron Light (HSL) 41, has set the standard for the rotary wing community both in and out of the cockpit. The commitment to by-the- book procedural execution has ensured an unparalleled safety record and led to the graduation of three-decades worth of fleet replacement pilots and aircrewmen.

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Over the past 33 years, HSM-41 has earned the following awards and distinctions: three Meritorious Unit Commendations, two Navy Unit Commendations and two Chief of Naval Operations (CNO) Aviation Safety Awards. Additionally, HSM-41 is a four time winner of the prestigious Cmdr. Theodore G. Ellyson Aviator Production Excellence Award, awarded to the most efficient Naval Air Forces Pacific (CNAP) and Naval Air Forces Atlantic (CNAL) Fleet Replacement Squadrons (FRS), Marine Corps training squadron and two training squadrons from Chief of Naval Air Training (CNATRA) that excel at meeting fleet training requirements. As the sun begins to fade along the Southern California coast and the sights and sounds of the airfield give way to brightly lit hangar bays, the professionals of HSM-41 continue their proud tradition of deliberate and safe mission execution and begin their preparations for another day of flight operations. They do this with humble pride in their momentous achievement, while acknowledging the exceptional standards established by the professionals that came before them and continuing their stalwart commitment to upholding HSM-41’s motto: “Train To Fight, Fight To Win!” Here’s to another 200,000 hours: Just Another Day!

Command Updates

2nd CEB and VMM-365 Conduct CASEVAC Exercise

Article by Lance Cpl. Erick Galera, II Marine Expeditionary Force

Marines with 2nd Combat Engineer Battalion (CEB), provide security before loading a casualty into a MV-22 Osprey during a casualty evacuation exercise (CASEVAC) at Landing Zone Penguin at Marine Corps Base Camp Lejeune, N.C.

arines with 2nd Combat Engineer Battalion (CEB) and Marine Medium Tiltrotor Squadron (VMM) 365 conducted a casualty evacuation exercise (CASEVAC) at Landing Zone Penguin at Marine Corps Base Camp Lejeune, North Carolina on March 10, 2016. The training enhanced combat readiness and gave Marines with 2nd CEB the experience of conducting nine-line CASEVAC calls in a fast paced environment, while integrating with aviation assets. The importance of the training is that when something goes wrong, the Marines on the ground should be able to call in a nine-line efficiently, and know what to expect from us,” said Capt. Edward Proulx, a pilot with VMM-365. When Marines are deployed on a Marine Expeditionary Unit around the world, it’s important to be comfortable conducting CASEVAC’s because you never know what can happen. Marines are the first responders to any crisis around the area they go to, from evacuating an embassy to invading a country, explained Sgt. Andrew Collaso, a crew chief with VMM-365.

“A big thing to keep in mind when conducting a CASEVAC is for the Marines on the ground to be able to communicate with the pilots clearly,” said Proulx. Once they tell them where they are, the Marines on the ground can count on the pilots to be on their way. Marines often use MV-22 Ospreys to conduct CASEVAC’s due to the speed at which they can travel, said Proulx. “As a crew chief, one of my main concerns is safety,” said Collaso. “There are a lot of moving parts, we are clearing the aircraft coming down to make sure no one is underneath it and make sure everyone is strapped on, including the evacuee.” Marines are constantly training and enhancing their methods while doing so, which allows them to identify what needs to be done in a real-life scenario in order to minimize risks. “Having things pre-staged, ready to go, makes everything go a lot quicker,” said Proulx. “Having a good system to move that Marine from point A to point B is what we are looking for in the little things that make an operation like this happen.”

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The Devil is in the Details Article by Lt. Daniel “Stank” Efinger, USN

t was my seventh consecutive day flying the MH-60R quite as exciting or demoralizing than a good or bad ordnance off the USS Nitze (DDG 94) after a heavy Initial release. We believed our drop was good and were very excited Ship Aviation Training Team (ISATT) workload. to see the results. After another successful landing back the ship we ISATT aims to ensure the air combat element (CEL) and ship’s company can operate safely together for helicopter conducted our water wash, post-flight, and went to grab some operations. This is normally done at the beginning of an lunch. As we walked back to the hanger I was informed our underway period to bring the two different teams together as OIC or “Boss” wanted me to gather the crew for a talk. Curious one. As a helicopter pilot, the fear is usually the other guy. The about what had happened, the maintenance officer (MO) fear is the ship making a mistake that could cost you dearly. informed me that when they started fueling the gauge read This day, I was the one who made the mistake – it was one that roughly 420 pounds. This is well below our 600 pound limit for landing and extremely lower than I would be comfortable could have easily been avoided. Now that ISATT was complete, we were operating with with. As I would discover through the ensuing discussion, I the ship as part of their Combat System Ship Qualification Test had over 1100 pounds of fuel, but 500 pounds of it was still in (CSSQT), which is the ship’s combat systems testing. Our crew the external tank –fuel that I had included in my fuel calculus was tasked to launch and provide range clearance for a Vertical during the entire event. I absolutely couldn’t believe what I Launch Anti-Submarine Rocket (ASROC) (VLA) shot by the was hearing. I had landed with just above 600 pounds in the Nitze, followed by a short time on deck at Atlantic Underwater main tank without even realizing it. We flew that day with an external tank full of 500 pounds Testing and Evaluation Center (AUTEC). From there, we would conduct a coordinated Anti-Submarine Warfare (ASW) torpedo of gas that did me no good. Anytime we report a fuel state, it drop followed by more range clearance. It sounded like a lot of includes both internal and external fuel. When we took off, we moving parts and a long flight. We conducted our pre-mission conducted post takeoff checks and made sure it was in transfer/ planning just like any flight, and we felt both confident and auto, meaning it would automatically transfer when the tank hit excited about the upcoming events. Besides, it’s not every day 2,640 pounds. Unfortunately the switch had moved, we suspect you get to launch ordnance! After crunching the numbers, we by the tech in AUTEC, to stop flow. The stop flow position of launched with 4,200 pounds of fuel for a scheduled 3.5 hours of flight time with the understanding we would return to Nitze for gas, if required. We left the ship, conducted our post-takeoffs, and made sure all the systems worked as advertised. The first event went well, and then we made our way to AUTEC to gather sonobuoys and troubleshoot a malfunctioning Large Area Tracking Range (LATR) pod. These pods allow range safety observers to keep track of our position. After the new pod was installed in the cabin, one of the technicians hopped into the right seat of the cockpit to install a new panel. The process took only a few minutes and we were soon ready to depart. Off to do the fun stuff, ASW! We left AUTEC and were immediately called to join the ASW problem. On that day, we were dropping a MK-54 REXTORP on a MK-39 Expendable Mobile ASW Training Target (EMATT), something we’ve tracked in the past several times before. For this event, Nitze would track the EMATT and we would launch under direction of the ship. The event progressed well and resulted in what seemed to be an outstanding torpedo shot. VIEW THE FULL LINE OF ELEMENTS FR SOFTSHELLS With ASW finished, we cleared the range for the AND BASE LAYERS AT MASSIF.COM final event before returning to the ship. Nothing is

NAVAIR Elements Approved for Rotary Wing Pilots and Aircrew

Rotor Review #132 Spring / Symposium 2016

the switch prevents automatic transfer and turned the aux fuel tank into a 500 pound paperweight. Thankfully, our system works to give us low fuel lights at approximately 600 pounds fuel in the main tanks. Had these warning light illuminated we would have caught our mistake and transferred uneventfully. This however, is not the point. I put myself into a position where, if the system didn’t work as advertised, the engine could have been starved of fuel and eventually flamed out. Additionally, it was my seventh straight day flying. OPNAV specifically mentions:“When practicable, flight personnel should not be assigned flight duties on more than 6 consecutive days.” We discussed the number of days flying in the Operational Risk Management (ORM) portion of our preflight and thought we had a good plan going forward. The old adage is true again: Aviation is unforgiving! I let the tactical picture get ahead of the basics. I’ve seen this scenario play out in every Helicopter Aircraft Commander (HAC) board I’ve observed. The prospective HAC doesn’t check his auxiliary tank until he needs it and by then, 10 times out of 10, fuel transfer doesn’t work. Luckily, I didn’t have to rely on the fuel transferring on this day.

Flying Tigers Prepare for Land and Sea Operations

Article By Sgt. Lillian Stephens, USMC

wo CH-53E Super Stallions fly in low circles across vegetation and dry terrain and hover just above an unpaved landing zone. The heavy winds from the two helicopters’ rotor wash kick up clouds of dust and debris as one aircraft slowly lowers itself to the ground below. Marines with Marine Heavy Helicopter Squadron (HMH) 361 “Flying Tigers” conducted section Confined Area Landings (section CALs) aboard Marine Corps Base Camp Pendleton, California, and Field Carrier Landing Practice (FCLPs) drills aboard Marine Corps Air Station Miramar, California, Dec. 2. The pilots and aircrew conducted section CALs at MCB Camp Pendleton first and familiarized themselves with landing and taking off in close proximity to another aircraft. This prepared them to conduct FCLPs, which simulated landing on the

flight deck of a Navy ship, said Capt. John Fout, the Assistant Operations Officer with HMH-361 and a Springfield, Ohio, native. “For normal section CALS, there’s a little bit more room for error,” said Fout. “When on a boat, there’s a very tight, confined area ... It’s not only moving away from you, but it’s also pitching and rolling with the seas. We have deck markings so we have to land precisely.” According to Sgt. Anthony Ordway, crew chief with HMH-361 and a Hillsborough, New Hampshire-native, FCLPs prepare the pilots and aircrew for landing aboard an aircraft carrier. “The entire crew benefits from the training,” said Ordway. “Each aircraft will take lead different times to facilitate different scenarios, different landings [and] different positions to facilitate training. We Article continued on page 104

NAVAL HELICOPTER ASSOCIATION, INC

The Navy Helicopter Association, Inc was founded on November 2, 1971 by the twelve rotary wing pioneers listed below. The by-laws were later formally written and the organization was established as a nonprofit association in the State of California 11 May 1978. In 1987 the by-laws 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, nonlobbying association.

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

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

Cmdr. D.J. Hayes Capt. C.B. Smiley Capt. J.M. Purtell Cmdr. H.V. Pepper

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

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all benefit from the training.” According to Ordway, conducting section CALs and FCLPs are not only a sensible practice, but also a requirement prior to landing aboard a Navy ship. “An aircraft carrier can have a super structure in the way [and] potential hazards,” said Ordway. “You’re [potentially] going to have ... aircraft in front of you and aircraft behind you with a minimum distance in between those aircraft. It’s really, really tight. Everything has to be perfect.” Each Super Stallion possessed a crew consisting of a pilot, co-pilot and three crew chiefs, all of whom worked to maintain effective communication while flying and landing the aircraft, said Ordway.

Rotor Review #132 Spring / Symposium 2016

“[The crew chiefs in the back], are a very valuable asset for us,” said Fout. “The pilots can only see so much ... so I need a crew chief back there. Once I get over the spot ... they’re the ones that are telling me ‘come right,’ ‘come left,’ et cetera.” The pilots and aircrew practiced section CALs and FCLPs for several hours before returning to the flight line aboard MCAS Miramar. “Just like anything else, it’s a skill,” said Fout. “The benefit of doing any training with the [Super Stallion] is guys are filling out their flight hours. You have to ... practice in order to maintain proficiency and be an adequate asset.”

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