Number 133 Summer 2016
Summer 2016 Issue 133
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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Naval Helicopter Association SUMMER ISSUE 133
ON THE COVER
El Centro is Open for Business... Even for Nuggets
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FOCUS 35 Years of Rotor Review
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. Vi e w s expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the 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.
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RR133 celebrates 35 years of Rotor Review and honors all the naval helicopter pilots and aircrewman who have graced the pages of this publication over the years via article and picture submissions, as well as those who have served on the Rotor Review Editorial Staff.
35 Year Anniversary 36
Rotor Review: 35 Years and Going Strong CDR John Ball, USN (Ret)
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Rotor Review, Spring 1981 1981 Rotor Review Editorial Staff
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Rotor Review Winter 1981 / 1982 1981 Rotor Review Editorial Staff
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Vertical Replenishment: A Brief History 1981 Rotor Review Editorial Staff
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You and Navy Helicopters: Making Your Career Decisions LT R.Trygstad, USN
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The V-22 Osprey (An Overview)
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The Logical Foundation for the SV-22 Mr. Jerry O’Rourke
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The Mighty SH-2 Seasprite LT Andre Manel, USN
©2016 Naval Helicopter Association, Inc., all rights reserved
Rotor Review #133 Summer ‘16
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FEATURES
Editorial Staff
Editor-in-Chief
LT Mallory Decker, USN mallory.decker@navy.mil
Design Editor George Hopson
navalhelicopterassn@gmail.com
Logistics Editor Allyson Darroch
loged@navalhelicopterassn.org
Copy Editors
CAPT Jill Votaw, USN, (Ret) CDR John Ball, USN, (Ret) LT Adam Schmidt, USN adam.c.schmidt@navy.mil
LT Caleb Levee, USN caleb.levee@navy.mil
HSC Editors
Feature Articles The Future of Vertical Lift: Highlights from the 2016 NHA Sympoisum
LT Gene Pontes, USN (HSC West) eugene.pontes@navy.mil
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LT Kristin Hope, USN (HSC East)
2016 NHA Symposium Committee
Proving the Concept: HSC-23 Sets Standard for ARG Intergration
kristin.hope@navy.mil
LT Greg Westin, USN (HSC East)
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gregory.westin@navy.mil
HSM Editors
LTJG Andrew Wilson, USN
LT Sean Castle, USN (HSM West) sean.castle@navy.mil
LT Michelle Sousa, USN (HSM East) michelle.sousa@navy.mil
DEPARTMENTS
USMC Editor Vacant
USCG Editors
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Chairman’s Brief
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In Review
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From the Organization
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In Our Community
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Industry and Technology
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Change of Command and Establishment
Historian
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Radio Check
1joeskrzypek1@gmail.com
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There I Was
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Command Updates
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Engaging Rotors
james.e.cepa@uscg.mil
LT Doug Eberly, USCG
douglas.a.eberly@uscg.mil
Aircrew Editor
AWS1 Dan Mitchell, USN daniel.l.mitchell@navy.mil
Technical Advisor
LCDR Chip Lancaster, USN, (Ret) chipplug@hotmail.com
CDR Joe Skrzypek, USN, (Ret)
Editors Emeriti
Historical
59 Finding Big Mother Mr. Eric Oxendorf 60 Just Because the Army Had It CDR Tom Phillips, USN (Ret) 62 High Drink: Part 1 CDR Tom Phillips, USN (Ret) 75 The Phrog Log: Part 1 LCDR E. Chip Lancaster, USN (Ret)
LT James Cepa, USCG
In appreciation of our advertisers Page Robertson Fuel Systems Bell Helicopter Rockwell Collins Navy Mutual Hover Girl Properties Sikorsky Aircraft Corporation
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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 Emily Lapp
Historians Emeriti
CAPT Vincent Secades,USN (Ret) CDR Lloyd Parthemer,USN(Ret)
navalhelicopterassn.org
Corporate Members
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Naval Helicopter Association, Inc. Correspondence and Membership P.O. Box 180578 Coronado, CA 92178-0578 (619) 435-7139
Thanks to the following corporations who exhibit strong support of rotary wing aviation through their corporate membership with the Naval Helicopter Association, 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 Leonardo Helicopters Lockheed Martin Mission Systems and Sensors LSI, Inc. L3 Crestview Aerospace L3 Vertex Logistic Solutions L3 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
NHA Scholarship Fund
President............................................CAPT Paul Stevens, USN, (Ret) Executive Vice President.............CAPT Kevin “Bud” Couch, USN (Ret) VP Operations...............................................LT Jonathon Wendt, USN VP Fundraising ................................CAPT Michael Fuqua, USN (Ret) VP Scholarships.......................................................Vacant VP CFC Merit Scholarship..........................................LT Ian Gill, USN Treasurer..................................................LCDR Bob Royal, USN (Ret) Corresponding Secretary.............................LT Todd Barringer, USN Finance/Investment............................CDR Kron Littleton, USN, (Ret)
President.............................................CDR Shawn Bailey, USN Executive Director............................CAPT Bill Personius, USN (Ret) Admin/Rotor Review Design Editor.....................Mr. George Hopson Membership/Registration ...................................Ms. Leanne Dehner Marketing...............................................................Mrs. Linda Vydra Logistics Editor...................................Ms. Allyson Darroch VP Corporate Membership...........CAPT Don Williamson, USN, (Ret) VP Awards .........................................CDR Dewon Chaney, USN VP Membership ................................CDR Ryan Hayes, USN VP Symposium 2016...............................CDR Chris Bailey, USN Secretary......................................................LT Ben Storozum, USN Treasurer ................................................LT Mary Hesler, USN NHA Stuff..............................................LT Adrian Andrade, USN Senior NAC Advisor..................................AWCM Justin Tate, USN
Directors at Large
Chairman......................RADM William E. Shannon III, USN (Ret) CAPT Gene Ager, USN (Ret) CAPT Chuck Deitchman, USN (Ret) CAPT Dennis DuBard, USN (Ret) CAPT Tony Dzielski, USN (Ret) CAPT Greg Hoffman, USN (Ret) CAPT Bill Personius, USN (Ret) CAPT Paul Stevens, USN (Ret)
Regional Officers
Region 1 - San Diego
Directors.......……........…................CAPT Ben Reynolds, USN CAPT Sil Perrella, USN CAPT Marc Orgain, USN President..…............................................CDR Rob Kimnach, USN
Region 2 - Washington D.C.
Directors ....……...…….................CAPT Kevin Kropp, USN Col. Paul Croisetiere, USMC (Ret) Presidents .........................................CDR Wayne Andrews, USN CDR Pat Jeck, USN (Ret)
Region 3 - Jacksonville
Director .........................................................CAPT Bill Walsh, USN President......................................................CDR David Loo, USN
Region 4 - Norfolk
Director .............................................CAPT Mark Leavitt, USN President ......................................................CDR Ryan Keys, USN
Region 5 - Pensacola
Directors...........................................CAPT Mark Murray, USN CAPT Thomas MacDonald, USCG President ...........................................CDR John D. McBryde, USN 2016 Fleet Fly-In...........................................LT Adam Boyd, USN
NHA Historical Society
President...........................................CAPT Bill Personius, USN (Ret) Secretary ............................................CDR Joe Skrzypek, USN (Ret)USN Treasurer.....................................Mr. Joe Peluso San DiegoAir & Space Museum..............CAPT Jim Gillcrist, USN (Ret) USS Midway Museum...........................CWO4 Mike Manley, USN Webmaster................................................CDR Mike McCallum, USN NHAHS Board of Directors...........CAPT Dennis DuBard, USN (Ret) CAPT Mike Reber, USN (Ret) CDR John Ball, USN (Ret) AWC Adrian Santini, USN
Rotor Review #133 Summer ‘16
Region 6 - Far East
Director....................................................CAPT John Bushey, USN President..….....................................CDR Stephen Froehlich, USN
NHA Junior Officer Council
President.................................................LT Jeremy Cappalo, USN Region 1........................................................LT Dave Thomas, USN LTJG Laura Woessner, USN & LT Anna Kopp, USN Region 2..............................................................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
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Chairman’s Brief
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reetings! Hope you have all been enjoying the summer months. I’d like to provide some personal insights from this year’s Naval Helicopter Association Symposium but, before I do, I want to first personally thank our 2016 Symposium Vice President, CDR Chris “Blackjack” Bailey, and his fleet volunteers for another great Symposium. Special thanks also to our Executive Director, Bill Personius, and his staff for the many long hours they put in to organize and support the venue. This year’s Symposium was held in Norfolk at the Sheraton Waterside Hotel. Bill and his staff were especially challenged thanks to the relatively late notice from the Marriot that they could not support us this year. Bill scrambled into action and secured the Sheraton. Although the smaller Sheraton venue offered a few “challenges” for the planning staff, in the end we ended up with a “cozy” arrangement with the exhibit floor located adjacent to the speakers’ hall, which many seemed to like. In another positive note, we got great support once again from the Fleet Commodores, resulting in a relatively painless approval for Fleet travel to the Symposium. Thanks to everyone’s hard work and support, we had over 750 attendees and sold out the exhibit floor with 38 exhibitors! A few of my takeaways from the symposium:
➢ At last year’s Symposium, we sundowned
the SH-60B. At this year’s Symposium, we sundowned the SH-60F and the HS community. It was great to see some of the former HS commanding officers and community leaders there in attendance. A special thanks to VADM Paul Grosklags, the NAVAIR Commander, for his comments at the event.
➢ We didn’t have to walk too far from the
Exhibit Floor outside Stratford and York Hall, hotel for the members’ reunion. It was on Sheraton Norfolk Waterside. the Spirit of Norfolk tour boat which pulled Photo taken by George Hopson, NHA Design Editor up right alongside the hotel! We tried something new with a Casino Night following the members’ “cruise.”
➢ In a continued attempt to try to work with other Naval Aviation organizations, this year the Association of Naval Aviation (ANA) held their annual members meeting at the Sheraton during our event. They also sponsored a few events at NHA. Thank you, ANA!
➢ The briefing from former HAL 3 members was breathtaking! I won’t repeat it here, but please do yourself a favor: when we post all the videos from the event online, check out that video.
➢ The Flag Panel was the largest we’ve ever had with 10 Flag Officers participating. What is even more impressive is
that several of them requested to be on the panel. In discussions with several of them after the panel, I heard a common theme: they have participated in many fleet panels but they have found the questions they get at NHA, largely from our junior officers, to be the most thoughtful questions they have gotten anywhere.
➢ Next year’s Symposium will be in San Diego, but not at the Town and Country! We listened to our membership and looked for a new venue. We tried to find a venue in the downtown area but could not find a venue that supported per diem rates. We did find a location in the Mission Beach area, The Bahia Resort Hotel, which looks like a great venue. I’ll see you there next year! I’m looking forward to the next big event the Fleet Fly-in…October 24-28. Hope to see you there. All for now! RADM Bill Shannon, USN (Ret)
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In Review By LT Mallory Decker, USN
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reetings, Rotor Review readers! It is my honor and pleasure to take over as your new Rotor Review Editor-inChief. First, a huge thank you and “fair winds and following seas” to LT Emily Lapp for her work over the past year. Her keen eye and attention to detail served her well as Rotor Review’s chief comma corrector, and I’m sure will lead her to further success on her disassociated sea tour. Also joining me as new additions to the editorial team are LT Caleb Levee, Copy Editor; LT Gene Pontes, HSC West Community editor; and LT Greg Westin, HSC East Community editor. We all look forward to working with the NHA staff to continue to produce a high quality, relevant publication. The theme of this issue is the 35th Anniversary of Rotor Review. Retired Commander John Ball, a former Rotor Review editor himself, has written an historical perspective on how far the magazine has come over the past three and a half decades. What started as a six-page, black-and-white newsletter intended to provide updates on the annual NHA convention /Safety Symposium has evolved into the full-color spread you now hold in your hands (or read on your screens) thanks to the dedication of various hard-working volunteers over the years. As the current staff moves forward, we want to continue to develop Rotor Review as a forum for the Naval Rotary Wing community to share ideas, news updates, and opinions. In that light, I would like to encourage more reader engagement with Rotor Review. What are the issues that you, as an operator or general rotorhead, care to read about? What are your thoughts on community and technology changes? Of course, our emails are always open to anyone that wants to submit articles or ask questions, but in this summer issue of Rotor Review, we are also introducing a new section featuring reader responses to staff-posed questions. The 2016 NHA Symposium theme was the “Future of Vertical Lift,” so for our first “Radio Check with Readers,” our editors asked for answers to the questions, “Will unmanned helicopters ever conduct SAR? Why or why not?” and more specifically for the aircrew, “As a Rescue Swimmer, would you feel comfortable working from an unmanned helicopter? What would some of your concerns be?” Look for your answers to these questions both in these pages and on the NHA website. Pilots, you might be surprised by aircrew responses. What do you think – will a millennial be the first commanding officer of a fully unmanned (or remotely piloted) helicopter search and rescue squadron? The fall issue of Rotor Review will feature the results of the annual NHA photo and video contest, so please start submitting your media now. And for our next “Radio Check with Readers,” I’d like to pose a question a bit more lighthearted: what is the funniest thing to happen to you in the cockpit or cabin? Send your stories to any of the community editors or myself. I look forward to reading your responses and will publish your most entertaining moments in the helo anonymously, if desired. Happy Flying!
WITH OUR READERS Check it out on pages 54 and 55!
Rotor Review #133 Summer ‘16
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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. The magazine’s staff always strives to provide a product that meets the demand of NHA members. We urge you to remember that we maintain many open channels to contact the magazine staff for feedback, suggestions, praise, or publishing corrections. Your anonymity is respected. If you would like to write a letter, 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
Note for CAPT Marriott Naval Helicopter Association 2016-2017 Submission Deadlines and Publishing Dates Fall 2016 (Issue 134) ........................August 1, 2016 / October 2016 Winter 2017 (Issue 135) ...........November 16, 2016 / January 2017 Spring 2017 (Issue 136) .................. February 22, 2017 / April 2017 Articles and news items are welcomed from NHA’s general membership and corporate associates. Articles should be of general interest to the readership and geared toward current Navy, Marine Corps and Coast Guard affairs, technical advances in the helicopter industry or historical anecdotes.
Rotor Review Submission Guidelines 1.
Articles: Word documents as attachements are the preferred format. Do not embed your images; send as a separate attachement. 2. Photos and Vector Images Should be as high a resolution as possible and sent as a separate file from the article. Please include a suggested caption that has the following information:date, names, ranks or titles, location and credit the photographer or source of your image. 3. Videos must be in a mp4, mov, or avi format. • With your submission, please include the title and caption of all media, photographer’s name, command and the length of the video. • Verify the media does not display any classified information . • Ensure all maneuvers comply with NATOPS procedures. • All submissions shall be tasteful and in keeping with good order and discipline. • All submissions should portray the Navy, Marine Corps and Coast Guard and individual units in positive light.
Hello, I wanted to get in touch with Captain Marriott and provide him with an update on Richard S. Robbie. Roberts who is now 102 years old. The birthday picture is above. And, my great uncle was VADM John Madison Hoskins - The Peg-Legged Admiral! Thank you! Carla Carla, Thank you for the photo that you provided and Happy belated Birthday to CAPT Roberts. We really appreciated that he was able to share his story with CAPT Marriot and Rotor Review.
All submissions can be forwarded to your community editor via email or by mail to Rotor Review c/o Naval Helicopter Association, Inc. P.O. Box 180578, Coronado, CA 92178-0578
Rotor Review’s Biggest Fan
My regional manager’s son and his favorite “msgazine!” Laura Herstad Laura,
Thank you for sharing this picture of your regional manager’s son reading Rotor Review Issue 132. It is good to know that our readers come in all ages.
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Rotor Review #133 Summer ‘16
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From the Organization President’s Message by CDR Shawn “Opie” Bailey, USN
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reetings Rotary Wing Warriors! I hope this issue of Rotor Review finds you and your family well. We just completed an outstanding and truly energizing Symposium in Norfolk, VA. It was the culmination of a lot of hard work by our Region 4 Team and the National Staff. I personally want to thank Skipper Chris “Blackjack” Bailey and LT Alex Harrell of HSC-2 for all their work. I know they had a host of champions backing them up, and my many thanks goes out to all who made this year’s symposium a rewarding and successful event. Fair winds and following seas to CDR Bailey, and welcome to CDR Ryan “Meat” Keys, CO HSC-2, as they pass the Region 4 torch. Blackjack, thank you for all that you have done for NHA and Region 4. You’ve made an immeasurable impact on so many as an FRS Skipper and across our rotary wing community with your work at NHA. This issue marks the 35th anniversary of Rotor Review. It has come quite a long way since the first issue. Many changes have occurred over the years, and what you have in your hands today is presented in a thoughtful, all-color format, and it benefits from greater Fleet participation than ever before. The golden thread running through Rotor Review is that it has been a forum for our community across the Navy, Marine Corps and Coast Guard, regardless of rank, to write and communicate ideas, advancements, Naval history, and operational success, and to celebrate the rich heritage we all share. It remains relevant and forward leaning as we head into the future. This success has been due in large part to the effort of Mr. George Hopson and the Editorial staff, headed by LT Emily Lapp of HSM-41. Emily has moved on and turned over the Editor-in-Chief position to LT Mallory Decker of CNAF. Emily, it has been such a privilege to have you leading the editorial team. Your talent, dedication and enthusiasm will be missed. You have built upon the efforts of your predecessors and propelled us forward. Thank you! Coming aboard the editorial team with Mallory are LT Caleb Levee and LT Gene Pontes both of HSC-3, Capt. James Everett of HMH-466 and LT Greg Westin of HSC2. We say farewell to LT Mike Hearon who served as our NHA West Editor. Mike, thanks for all that you’ve done to infuse Rotor Review with voices from the Fleet. You’re efforts have been pivotal to taking the magazine and NHA into the future! Additionally, CDR Jeff Sargent and LT Todd Barriger of HSC-3 have joined the NHA Scholarship staff. Welcome aboard to all! As we discussed at the Symposium this year, the future is bright for our community across the sea services. I
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CDR Bailey sitting in the audience during the Aircrew Panel
Photo taken by LT Arlen Connolly, USN
encourage you to use Rotor Review as a forum for critical thought on what that future will look like in regards to sensors, weapons and platforms. Write about your ideas and continue to share your unit successes. The Navy, Marine Corps and Coast Guard are as relevant today as at any other time in our history. We are a sea-going nation, and our sea services will always be required to ensure our prosperity and way of life. The Rotary Wing community is intricately joined across our services, routinely operating together in Amphibious Ready Groups, on law enforcement detachments, and with Marine Corps Special Operations and Maritime Security Response Teams. You can look in any area of operations around the world today and you will find elements of our services operating, often together, to keep the peace or take down the enemy. We must keep advancing our community forward - together. Summer is on the way, and many Regions will host events that will foster professional development and camaraderie. Continue to use the website to keep abreast of these events and register when the time comes. We look forward to the Gulf Coast Fleet Fly-In the week of October 24-28 organized by HT-8 this year at Whiting Field. Semper Fortis!
Executive Director’s Notes by CAPT Bill Personius, USN (Ret)
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he Symposium is over and we’re on to other events. We hope that you were able to attend this year’s Symposium, had a good time, and took away a positive experience that you will remember until you can come back to another event in the future. I would personally like to thank the East Coast Symposium Committee led by CDR Chris “Blackjack” Bailey and LT Alex Harrell who managed the Symposium and coordinated all the events to include all the administrative requirements. Well done. I would also like to thank our Chairman RADM Shannon, President CDR Shawn Bailey, our NHA Board of Directors, corporate partners, sponsors, donors, Flag Officers, Captains of Industry, briefers, PERS 43 detailers and all the other personnel who helped make this year’s events special. I was especially grateful that the weather held throughout the week for the Members’ Reunion, Tides baseball game, and the golf tournament as the weather forecast predictions were for rain. It was nice that we got all the events accomplished without getting wet. Thank you to the Sheraton Hotel Staff for all your support and to those personnel from GES who set-up and took down all the exhibits. Overall it was a great week and we’ll look forward to the Fleet Fly-In in October and then another Symposium May 15-19, 2017 at the Bahia Resort Hotel on Mission Bay in San Diego. The Bahia should prove to be a great venue close to the beach, as well as, provide a different flavor from
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the Town and Country Hotel where we have gone every other year since 1982. We plan to have our Members Reunion at the hotel on the beach, a ball game and an evening on the Midway. We don’t have all social events confirm; however, this is what we’re working toward. We’re hoping to make the 2017 Symposium another professionally rewarding event highlighted by some fun and exciting social functions. Congratulations to this year’s NHA Award and Scholarship Winners. Congratulations to Mr. Joe Battaglia on an outstanding career and receiving the first ever NHA Corporate Leadership Award. We’ll hope to catch up with RADM Lescher and get him the Golden Helix Award sometime this year at another venue given he was unable to join us this year. Overall, I think this year’s Symposium was a success. If you have comments, concerns or suggestions, please send me your thoughts in an email to executivedirector@navalhelicopterassn.org and we’ll see what we can do to fix the problem, right a wrong, or incorporate your suggestion into future events. We’d like to hear your ideas. Thank you again for your continued support of NHA and keep your turns up. Regards!
Aircrewman’s Corner
ellow Aircrewmen, Good day to all of you! WOW! What a great NHA Symposium in Norfolk this year. Another great time and experience for the rotary community and it seems to get better each year. If you were unable to attend this year, make the effort to participate in the many panels and events offered throughout the week next year. Next year is back in San Diego, May 15-19, 2017, so go ahead and save the date. Get ready to receive the most updated information on where the rotary communities are headed and talk directly with the partners of industry that developed the current systems used today. I would like to take this time to extend a special “Thank You” to AWCM Robert Hoffmann (CNAP Aircrew Training), AWCM Mikel Carr (SARMM), AWSCS Derek Nord (PERS 4013 Placement), AWOCS Lon Vicknair (ECM), and AWRCS Chris Atkinson (Detailer) for participating in the Aircrew Panel. The panel allowed all aircrewmen to hear specific information from the respective offices on current events that affect aircrewmen today. For any of you that took the time to either participate, volunteer or cheer on the participants of the Aircrew Competition, “Thank You” for the support. A big “Thank You” to AWCM Jason
by AWCM Justin Tate, USN
Vanburen and HM1 Ryan Honnoll for putting together and executing a very challenging and competitive race course for all Aircrew Competition participants. First Place went to “Don’t Forget About Us” from USFF and Second Place went to the “Red Tentacles” from HSC-28. The Aircrew Competition would not have been as successful without the sponsorship of ADS and also for them providing an amazing T-shirt for all participants to wear. This issue is about “35 Years of Rotor Review.” The magazine and the articles contained within it are written by rotary community pilots and aircrewmen in the effort to make all readers aware of specific situations that have taken place or community events that have happened. Take the time to read them so you can be aware and continue to conduct yourselves professionally, and if needed, make informed decisions to successfully complete a task or mission. I commend serving and striving to make the Aircrew community better each and every day. Fly Safe!
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In the Community NHA Scholarship Fund by CAPT Paul Stevens, USN (Ret.)
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reetings from the Scholarship Fund desk! What a great NHA Symposium this year! As always, we announced this year’s 21 Scholarship winners at the Awards Presentation. Applicant records get stronger every year and NHA’s job to select the best of the best gets harder every year. My only disappointment comes when I can only select 21 out of the hundreds we read through. All deserve our congratulations and I’m sure all will succeed in their college studies. We hope to see an updated application from all in next year’s cycle. I would be remiss if I didn’t once again recognize those corporate entities and individuals who make these scholarships possible. Many thanks to Don Patterson Associates, Lockheed Martin, Sikorsky, North Grumman, CAE, Raytheon, the Charles Kaman and the Mark Vanderberg Charitable Trusts, NHA Historical Society, Ream and McCarthy families and all those who contribute through fundraisers and the Combined Federal Campaign (CFC) in their NHA Regions. If you don’t see your name here, call me and I’ll tell how we can make that possible. Speaking of CFC, we will again be participating in this year’s CFC. While we are not eligible to participate in the National Campaign, active duty can donate to our non-
profit Fund by using the CFC number 10800. You may not see our number in the handout/pamphlet you’ll get in your local area but through the Universal Giving program, you can still use our 10800 number. I’ll talk more about that as we approach the fall CFC date. Finally, I am asking for your help in finding a new President for the Scholarship Fund. I’ve been managing the Fund for more than eight years, and I feel it’s time to get some new ideas and more energy in growing the Fund. While we’ve been able to increase both the bottom line and the number and award levels of our scholarships, I know with the right person leading our efforts, we can grow much faster. I still want to be an active participant and will remain on the Fund’s headquarters team, perhaps as a Vice President of Scholarships or Operations. If you are looking for a way to give back to the community that gave you both the training and opportunity to succeed in your career, leading the NHA Scholarship Fund is a good way to do just that. We have a great team of people here in San Diego anxious to help you along the way. Look through our website at www.nhascholarshipfund.org then call (619)339-8226 or email me at pstevens.nhasf@cox. net to discuss how you can make a difference. Hold fast!
Naval Helicopter Association Historical Society by CAPT Bill Personius, USN (Ret)
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ello from the NHA Historical Society! We hope that everyone had an enjoyable time at this year’s NHA Symposium in Norfolk. The NHA Historical Society took advantage of being able to present the Mark Starr Pioneer Award this year to one of our own. Mr. Paul Whitten, Sr. was a mainstay within the helicopter community and an avid NHA Historical Society Board of Director’s Member for many years. Paul passed away in January after a struggle with cancer. His wife, Mrs. Terry Whitten, was with us on Tuesday, May 10, 2016, to accept the award on behalf of her late husband. Joe Peluso read the award citation while I presented the award. The crowd provided a standing ovation for the many instrumental accomplishments and outstanding support Paul provided over a lifetime of
Rotor Review #133 Summer ‘16
dedication to the Rotary Wing community, specifically in the areas of vibration analysis and rotor blade track and balance. Joe Peluso and I also presented a check to CAPT Paul Stevens for the NHA Scholarship Fund in the name of Paul that were provided to the NHA Historical Society in his name. Speaking to Terry after the ceremony she was indeed grateful and honored to be able to attend the event and highly moved by the outpouring of love and respect she felt from the NHA members in attendance acknowledging Paul’s many accomplishments. NHAHS was glad that Terry was able to travel to Norfolk to receive the award. You will see the picture of Terry receiving the award in the Symposium Awards Presentation section in this month’s magazine. The Historical Society would like to thank everyone on the Board that contributes to making the Mark
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Starr Pioneer Award a reality each year as there is a lot of work that goes on behind the scenes in the organization to make it happen to include gathering the nominations, voting, having the award produced, notification letters, citation creation, presentation, etc. We always look forward to the annual Symposium each year to recognize yet another giant in the Rotary Wing Community. Speaking of superstars in the Rotary Wing Community, we would also like to congratulate and recognize this year’s Mark Starr Scholarship Winner Ms. Kendall Langum who
will be studying Nutritional Science at Texas A&M. So it is on with the rest of the year’s activities now that the Symposium is over. We look forward to being involved in more Region One events. We also will be working on updating our website and we will continue to work on our spaces at the Midway Museum. If you have not visited Ready Room Two on USS Midway and the adjoining exhibit, stop on over to the ship and see what we have on display. Keep your turns up!
A View From The Labs: Supporting The Fleet by CAPT George Galdorisi, USN (Ret)
Happy Anniversary Naval Helicopter Association and Rotor Review
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here are many old sayings, some true, some trite. One that rings more and more true over the years is: “We stand on the shoulders of giants.” For all of us who have been members of the rotary wing community over the past four and a half decades, whether we’re still wearing flight suits or have them “somewhere” in our attics, we are blessed that “someone” had the vision to create the Naval Helicopter Association 45 years ago. In 1971, 12 pioneers in our community decided that it might be a good idea to form a professional association to bring together a growing but diverse and stove-piped community. I’ll put just their last name below in bullets for impact - we owe them all so much.
• • • • • •
Emig Hayes Pepper Purtell McLinden Monahan
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Nachlin Nicholas Smiley Starr Staight Walloch
Diverse is putting it mildly. For those of you flying today, there are two main helicopter communities: the Maritime Strike (HSM) and Sea Combat (HSC) communities, which fly the same basic airframe. In 1971, we were diverse to the point of being fractured. We had the Anti-Submarine (HS) community, flying H-3 off our aircraft carrier decks; the Combat Support (HC) community, flying the H-2, the H-3 and H-46; the Mine Warfare (HM) community flying the H-53; and the search and rescue community, flying various models of the H-2 as well as the H-1. The community that became known as LAMPS (Light Airborne Multi-Purpose System) was just getting started as a result of a 1970 CNO urgent requirement.
In 1971, we were still in combat in Vietnam! We had Helicopter Attack Squadron (Light) 3, or HAL-3, flying riverine patrol and the HS and HC community pulling off heroic rescues of downed pilots behind enemy lines. Many of those pilots became instructor pilots when they returned from combat, training a generation of future pilots in the H-57 and H-1. On a personal note, one of those instructor pilots in my flight at our helicopter training base at Ellyson Field was Medal of Honor recipient Clyde Lassen. And none of us knew! Heroes don’t talk about their heroics. Back in 1971, the Naval Helicopter Association didn’t have a professional magazine (Rotor Review wasn’t “born” for another decade), we didn’t have regional organizations and officers, and we didn’t have an executive director, office, core staff and all the rest. But we did have an annual convention that was the envy of most other professional organizations. While it was just a once-a-year gathering, it brought the community together as aviators, aircrew and maintainers, as we descended on San Diego to renew old friendships, swap sea stories and, most importantly, share the realization that we were all in this together. That helped the lines between our diverse and stove-piped communities to begin to blur - and that was a good thing. Suffice it to say that NHA has been the glue that’s held us all together for the last 45 years - thanks to those pioneers with a great idea back in 1971. And Rotor Review, our professional magazine for the last 35 years, has been that one constant that has reached so many of us in our mailboxes - and now online too - knitting our community together even tighter.
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Industry and Technology
New Navy Osprey Variant Brings Longer Range, New Radios Article by Kris Osborn. Orginally published in SCOUT WARRIOR (May 24, 2016) printed with permisson
MV-22 Ospreys assigned to VMM -236 prepare for flight operations onboard USS Wasp (LHD 1) Photo taken by Cpl. John Hamilton, USMC
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he new Navy Osprey will have a longer range, improved radios and greater fuel carrying capacity than the existing Osprey. It will both hover like a helicopter and reach airplane speeds as fast as 280 mph. The Navy is in the early stages of building its own variant
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of the V-22 Osprey tiltrotor aircraft to perform its critical Carrier Onboard Deliver (COD) mission to delivery forces, supplies and weapons to forward-stationed ships at sea. The service plans to procure 44 new CMV-22B Ospreys for the COD mission, replacing the 1960’s era C-2 14
INDUSTRY AND TECHNOLOGY speed,” Rick Lemaster, Director for Business Development, Bell Boeing, told Scout Warrior in an interview. The Navy has contracted Bell-Boeing to develop the engineering changes needed to meet this range requirement, as well as the other changes, to enable the CMV-22B to fulfill Navy’s COD mission.
New Technologies For The Navy Osprey
Greyhound aircraft. The C-2 Greyhound is a twin-engine, high-wing cargo aircraft first introduced in the 1960s. Since that time, 35 C-2s have been in the Navy inventory, service officials said. Unlike the C-2 fixed wing aircraft, which requires a catapult to lift off of the deck of a carrier, the Osprey tiltrotor can both reach airplane speedsof 220 mph and also hover like a helicopter such that it can come in for vertical landings on the carrier deck. “280 mph is the maximum
The new Navy Osprey variant will be engineered with some new technologies and additional fuel carrying capacity to achieve a longer range than the existing MV-22 Marine Corps Osprey, however the Navy and Bell-Boeing are taking special measure to maximize commonality between the two services’ variants. “Bell-Boeing will examine various methods to meet the range requirement, including additional fuel and how to carry it. The solution will be incorporated as a “cut-in production” engineering change to the MV-22B, producing the CMV-22B,” Navy spokesman ENS Marc Rockwellpate told Scout Warrior. “The Navy’s Osprey will add more than 200 miles to the nautical range of the existing Corps’ variant of the aircraft in order to extend its reach out to sea on-board aircraft carriers and amphibious assault ships. “The Navy’s operational range requirement for the Carrier Onboard Delivery mission is 1,150 nautical miles. This is required to provide long range aerial logistics support of the Seabase, and reflects an increase of approximately 200 nautical miles to the baseline MV 22B,” Rockwellpate said. The new Osprey, slated to first be operational by 2021, will perform the full range of missions currently executed by the C-2s. This includes VIP transport, humanitarian relief missions and regular efforts to deliver food, spare parts and equipment for sailors aboard carriers. Also, V-22 aircraft have a reconfigurable cargo bay which can create space for 12 stretchers for medical evacuation and transport. The existing Corps MV-22 Osprey is also known for what is called “mounted vertical maneuver” wherein Marines use the speed, range and maneuverability of the Osprey to fly in behind enemy lines, land vertically and conduct a range of operations, including assisting amphibious missions. The Osprey can transport Marines, equipment and weapons systems with a combat radius of 450 miles. The new, indevelopment Navy variant will extend this combat radius to allow for ocean transport of supplies, equipment and weapons to assets on the open seas far from shore. The aircraft can also move important cargo between ships such as carriers and amphibs. In addition, the Osprey is being developed as a tanker aircraft able to perform aerial refueling missions; the idea is to transport fuel and use a probe technology to deliver fuel to key aircraft such as an F/A-18 or F-35C. The first Navy Ospreys will be procured in 2018 with some early “long-lead” items acquired in 2017, Lemaster said. Some of the requirements for the new aircraft have already been established, there are others still in the
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MV-22 Ospreys assigned to VMM -236 prepare for flight operations onboard USS Wasp (LHD 1)
process of being determined and refined. “The Navy Osprey will have increased range and we are still working toward the engineered changes that will give them all the requirements and range they are looking for,” Brian Roby, Bell Field Manager, San Diego, told Scout Warrior
in an interview. While the Navy’s aerial delivery mission does not require an armed aircraft, there will be occasions which require the aircraft to operate from forward bases in a higher threat environment, Rockwellpate said. The Marine Corps, however, is in the early stages of determining
MV-22 Osprey, from Marine Operational Test and Evaluation Squadron 1, lands on USS Carl Vinson. Photo taken by MC3 Matthew Brown, USN
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INDUSTRY AND TECHNOLOGY
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he Navy has contracted Bell-Boeing to develop the engineering changes needed to meet this range requirement, as well as the other changes, to enable the CMV-22B to fulfill Navy’s COD mission. requirements to arm their MV-22 Osprey with rockets or other kinds of weapons. “In order to decrease this risk, the CMV-22B will retain the MV-22B’s survivability systems, which include a missile warning system as well as chaff and flares,” Rockwellpate explained. The CMV22B will also be configured with a high frequency radio to provide a redundant “beyond line of sight” safety of flight communications capability, reducing risk during long-range over-water flights to an underway Carrier Strike Group, he added. “They are looking at all the requirements still. It’s going to have as a minimum as 400 cubic feet. What we have is
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about 439 cubic feet,” Roby said. Also, in order to successfully perform the long-range aerial logistics support mission, the CMV-22B must be interoperable with U.S. and international civil aviation and military air traffic management systems. In preparation for these developments, the Navy’s Atlantic Fleet completed a military utility assessment several years ago where in they conducted Osprey flights from Mayport, Fla., and Norfolk, Va., to the USS Harry Truman out at sea. The idea for the flights was to assess the viability of the V-22 Osprey to perform COD missions to and from the deck of the aircraft carrier, Navy officials said.
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The Future of Vertical Lift Features
Highlights from the 2016 NHA Symposium Articles by the 2016 NHA Symposium Committee
(L-R) LT Christian Burrent, LT Nick Engle, and LT Brett Ballard enjoy the time walking around the NHA Symposium Exhibits. Photos taken by LT Arlen Connolly, USN
(Pictured Left) Mr. Mike Murphy presents the LCS Update Brief to NHA Audience. Photo taken by LT Arlen Connolly, USN (Pictured Right) HSC-2 performed a flyover during the Norfolk Tides game. Photo taken by George Hopson, NHA Art Editor
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FEATURES: 2016 NHA SYMPOISUM HIGHLIGHTS
(Right,Top to Bottom) CDR Sean Rocheleau, USN asks a question at the 2016 Captains of Industry Panel
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Photos taken by LT Arlen Connolly, USN
HA week kicked off with the Helicopter Sea Combat Squadron TWO (HSC-2) and Helicopter Mine Countermeasures Squadron TWELVE (HM-12) Open House, which put quite simply was a cornhole tournament, some finger foods and 500 cold beverages for the taking. Turnout was higher than expected, but the masses were unsuccessful in drinking the coolers dry…. there’s always next year! Midway through the Open House, HSC-2 held a “Soft Patch” where students got a surprise “welcome” from their gaining commands. Helicopter Sea Combat Squadron SEVEN (HSC-7) was so excited to get underway for their deployment that they showed up in their official “Dusty Dog” boat bathrobes, which, fortunately for all others in attendance, was not their only article of clothing and did not yet have the signature boat stink. The final event of the Open House was the raffling off of two sets of custom cornhole boards: one legacy helicopterthemed in honor of the Helicopter Antisubmarine Squadron (HS) sundown ceremony and one NHA-themed, featuring each squadrons’ patch and aircraft silhouette. LTJG Andrew Samp won the NHA boards and LCDR Dan Short won the HS boards, with over $250 raised for NHA Region Four. All in all, the event was a success, and we’re all looking forward to the Open House in Nashville, TN, or Biloxi, MS during NHA 2018! (Pictured Left) Symposium attendees mingle in flight suits
and boat robes at the Sundown Reception
Photo courtesy of HSC-11 Public Affairs
Some of the crew of HA(L)-3 Seawolves reunited for a photo op at the Symposium
Photo taken by LT Arlen Connolly, USN
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BRIEFS & PAN-
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highlight of the annual NHA Symposium is the opportunity for young pilots and aircrew (and their slightly aging seniors) to interact with Rotary Wing, industry, and fleet leadership. This year’s NHA Symposium featured several brief and panels: an Aircrew Panel, a Waterfront Perspective Panel, a Flag Panel, a Captains of Industry Panel, and a Commodore/CAG Roundtable. Read on for more...
(left) CDR Dick Barr, USN (Ret) recounts his inspiring operations while a member of the HA(L) 3 Seawolves. CDR Chris Bailey introduces RDML Christopher Murray before the Naval Safety Center Brief. Photo taken by LT Arlen Connolly, USN
(right) NHA Chairman RADM (Ret) Bill Shannon (right) presents Mr. Joe Battaglia with the 2016 NHA Corporate Leadership Award after the Captains of Industry Panel. Photo taken by LT Arlen Connolly, USN
Entries for the Symposium 2017 Theme and Logo Contest will be accepted August 31 to October 1, 2016.
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FEATURES: 2016 NHA SYMPOISUM HIGHLIGHTS
The 2016 Waterfront Perspective Panel(left to right): CAPT Mike McMillan, CAPT Ron Ravelo, CAPT Larry Getz, CAPT Ken Strong, CDR Chris Claybrook and LT Mike Greenstreet. Photo taken by LT Arlen Connolly, USN
BRIEFS & PANELS T HE WAT ER F R ON T PE R S PE CTIV E PA N E L
The Waterfront Perspective Panel at NHA Symposium 2016 provided attendees insights from leaders in the surface community of various platforms and positions. Panelists composing the Waterfront Perspective included CAPT Mike McMillan, Commander of Amphibious Squadron EIGHT; CAPT Ron Ravelo, Commanding Officer (CO) of USS Abraham Lincoln (CVN-72); CAPT Larry Getz, CO of USS Kearsarge (LHD-3); CAPT Ken Strong, Executive Officer (XO) of USS George Washington (CVN-73); CDR Chris Claybrook, Air Boss of USS Kearsarge; and LT Mike Greenstreet, Aircraft Handling Officer of USS Kearsarge. The panel exemplified the diversity of platforms and roles that rotary wing aviators may encounter or pursue in their careers. After stating their backgrounds, panelists fielded numerous questions from attendees, and considerable time was devoted to enlightening attendees on the misconceptions of the disassociated sea tour. Panelists explained that a shipboard disassociated tour was beneficial to their leadership and career development as well as necessary for an understanding of rotary wing operations from the shipboard perspective. Furthermore, earning the Officer of the Deck (OOD) letter provides Rotary Wing aviators the opportunity to be for selected for major command at sea later in their careers. Panelists mentioned that tours such as Handling Officer, Shooter or Air Boss provided unmatched learning in maintenance and deckplate leadership which could be carried to the next level in a naval career. Discussion evolved into the future of MH-60S and MH-60R placement aboard various ships and the implementation of Unmanned Aerial Vehicles (UAVs) into the surface warfare space. Panelists suggested that expanded use of UAVs and more integration trials with manned helicopters were warranted in both airspace and deckspace.
BRIEFS & PANELS T H E C OMMOD OR E /C A G R OU N D TA B LE
Few panelists at each NHA Symposium keep a closer pulse on the Rotary Wing community than the panelists of the Commodore/CAG Roundtable. The 2016 NHA Symposium Commodore/CAG Roundtable consisted of the four HSC/ HSM Commodores from both coasts: CAPT Ben Reynolds, Commander, Helicopter Sea Combat (HSC) Wing, Pacific; CAPT Sil Perrella, Commander, Helicopter Maritime Strike (HSM) Wing, Pacific; CAPT Pat Everly, Commander, HSC Wing, Atlantic; and CAPT Scott Walsh, Commander, HSM Wing, Atlantic.
The panelist of the Commodore / CAG Roundtable included the following (L-R): CAPT Sil Perrella, CAPT Ben Reynolds, CAPT Scott Walsh, CAPT Pat Everly, CAPT Ben Hewlett and CAPT Jeff Czerewko . Photo taken by LT Arlen Connolly, USN
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Few panelists at each NHA symposium keep a closer pulse on the Rotary Wing community than the panelists of the Commodore/CAG Roundtable. The 2016 NHA Symposium Commodore/CAG Roundtable consisted of the four HSC/ HSM Commodores from both coasts: CAPT Ben Reynolds, Commander, Helicopter Sea Combat (HSC) Wing, Pacific; CAPT Sil Perrella, Commander, Helicopter Maritime Strike (HSM) Wing, Pacific; CAPT Pat Everly, Commander, HSC Wing, Atlantic; and CAPT Scott Walsh, Commander, HSM Wing, Atlantic. Two Carrier Air Wing (CVW) commanders joined them on the panel: CAPT Ben Hewlett, CVW-1 and CAPT Jeff Czerewko, formerly CVW-2 and currently Director of Battlespace Awareness at OPNAV N2N6 F2 in the Pentagon. The composition of Rotary Wing and Carrier Air Wing leaders on the panel provided attendees with an opportunity to ask a multitude of questions pertaining to the future of Rotary Wing aviation platforms, missions, and personnel. A considerable amount of the panel’s time focused on questions and answers that were personnel-centric and addressed retention and advancement concerns, in particular, advancement to the O-4 level. The panel also made an effort to elucidate common career questions such as how to maintain flying proficiency in a constricted budgetary environment and whether a Rotary Wing aviator has an opportunity to select for command of a Carrier Air Wing. More platform and mission-centric discussion included the role of the helicopter in the battlespace and how new weapons systems might be employed in future conflicts. Discussion touched on the possibility of a conflict with a peer competitor and specifically mentioned employment of a Naval Strike Missile (NSM) for the anti-surface warfare picture. The anti-submarine warfare discussion also included how to best employ the MH-60R in an Expeditionary Strike Group or Amphibious Ready Group. Though not limited to these issues, the panel illuminated for the attendees some of the most pressing and interesting matters in Rotary Wing aviation.
BRIEFS & PANELS A IR C R E W PA N E L
2016 NHA Aircrew Panel
Photo taken by LT Arlen Connolly, USN
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his year at the NHA Symposium in Norfolk, VA we were able to have an esteemed group of professionals participate on the Aircrew Panel. They were AWCM Mikel Carr from SAR Model Manager, AWCM Robert Hoffmann from CNAP Aircrew Training, AWSCS Derek Nord from PERS Helo Placement, AWOCS Lon Vicknair from PERS32 Enlisted Community Manager and AWRCS Chris Atkinson from PERS 404 AWR/S Detailer. The room was filled with Commodores to AWR3’s where the panel talked to specifics of what their jobs do and new business practices that are now in place. When the presentations were over the panel was opened up to questions from the audience. This venue opens up the communication between the Sailors and the panel members where they can hear the information directly from them. Make time next year to show up and hear what they have to say.
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BRIEFS & PANELS CA P TA IN S OF IN D U ST RY PAN E L
The 2016 Captain of Industry Panel(left to right): Mr.Joe Battaglia, Mr. John Burke, Mr. Ray Duquette, Mr. Shane Eddy, Mr. Harry Hewson, Mr. Robert LaBelle, Mr. Sam Mehta, Mr. Bob Novak, Mr. Dan Spoor and Mr Vince Tobin Photo taken by LT Arlen Connolly, USN
The 2016 NHA Symposium Captains of Industry Panel was once again a success and a great benefit to this year’s symposium. The panel brought together leaders in the manufacture, design and technology fields of vertical lift. Participants included Mr. Joseph Battaglia of Telephonics Corporation, Mr. John Burke of Airbus Group, Mr. Ray Duquette from CAE, Mr. Shane Eddy of GE Aviation, Mr. Harry Hewson from Elbit Systems of America, Mr. Robert LaBelle of Leonardo Helicopters, Mr. Sam Mehta from Sikorsky, Mr. Bob Novak from BAE, Mr. Dan Spoor from Lockheed Martin, Mr. Vince Tobin of Bell Helicopter and the moderator again this year was Mr. Donald Williamson of INSITU. With the theme for the symposium this year being “The Future of Vertical Lift,” many of the questions were aimed towards where the leaders of the industry see the community going from a basic aircraft configuration and design standpoint. Bell Helicopter is extremely excited about the V-280 Valor, a more capable and robust design than the current tilt-rotor aircraft. While the future of tilt rotor looks bright, many concerns were centered on how to make existing aircraft more survivable and combat lethal. One common focus from the community is the relationship between power required and power available. Mr. Shane Eddy is confident in the future of the T700 program and the capability that it will continue to bring to the H-60 program. In concert with power increases is power requirement reduction, this being possible through decreasing aircraft component weight. Mr. Joseph Battaglia discussed decreasing the size of communications components and a lightweight radar that could be mounted to the MH-60S. Lastly, replicating the mission sets in the simulator has a bright future as well as increasing our capabilities in the electromagnetic spectrum with the Helmet Mounted Display Systems (HMDs) and cueing discussed by Mr. Bob Novak from BAE. Lastly, we would be remiss to not mention our sincere gratitude to Mr. Joseph Battaglia for his support of NHA throughout many years. Congratulations on your retirement and good luck on the golf course, sir. Hit ‘em straight. 2016 Captains of Industry Panel (top) moderated by Mr. Donald Williamson from INSITU. Photo taken by LT Arlen Connolly, USN
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BRIEFS & PANELS F L A G PA N EL
The 2016 Flag Panel(L-R): VADM Grosklags, VADM (Sel) Scott, RADM Haley, RADM Grady, RADM Manazir, RDML Hughes, RDML Murray, RDML Bull, and RDML Peters Photo taken by LT Arlen Connolly, USN
Finally, the NHA Symposium at Sheraton Norfolk Waterside ended its list of professional briefings and panels with a BANG as another year of NHA Flag Panel entertained and answered questions from the audience. The panel members were VADM Paul Grosklags, Principal Military Deputy/Assistant Secretary of the Navy for Research, Development, and Acquisitions (ASN(RDA)); VADM (Sel) Kevin Scott, Vice Director J7, Joint Staff; RADM John Haley, Commander, Naval Air Forces Atlantic; RADM Chris Grady, Commander, Naval Surface Force Atlantic; RADM Michael Manazir, Director, Air Warfare (OPNAV N98); RDML Jeffrey Hughes, Commander, Naval Recruiting Command; RDML Christopher Murray, Commander, Naval Safety Center; RDML Dell Bull, Chief of Naval Air Training; RDML Dean Peters, Program Executive Officer for Air ASW, Assault, and Special Mission Programs, PEO (A); and RDML Daniel Fillion, Commander Expeditionary Strike Group THREE. The flag panel session addressed a range of issues including the future rotary wing and tilt-rotor aircraft training platform (the TH-57B/C replacement); how the helicopter community is training and exercising to meet potential threats; the implementation of the Optimized Fleet Response Plan; and more. Several audience members asked the flag officers questions about transitioning platforms and how the Navy plans to employ its warfighting forces, today and in the future. Panel members also discussed the potential for the first Carrier Air Wing Commander (CAG) from the Rotary Wing community and the future of overland in-theater helicopter detachments from deployed carrier squadrons. 2016 NHA Flag Panel moderated by RDML Dan Fillion, USN Photo taken by LT Arlen Connolly, USN
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FEATURES: 2016 NHA SYMPOISUM HIGHLIGHTS ME MB E R S ’ R E UNI O N
Members’ Reunion set sail on board the Spirit of Norfolk. Photo courtesy of Norfolk Water Cruises
This year’s annual NHA Members Reunion set sail on the majestic Elizabeth River on the Spirit of Norfolk. Active duty and retired members got the chance to enjoy an delicious cruisine on board, as well as, a flowing of different spirit. Then they were able to let their hair down on the dance floor. After a cruise around downtown Norfolk, a night of fun continued with Casino Night in the Poplar and Providence ballrooms of the Sheraton. Players were able to win tickets from blackjack, poker, roulette and craps games to put toward raffle prizes at the end of the night. Event sponsor, Airbus Helicopters, donated fabulous prizes such as a big screen TV, a Xbox One bundle, and a PlayStation 4 bundle. Players were also able to enter raffle tickets for a beautiful Breitling watch that was raffled off at the end of the week. By the end of the night, all the raffle tickets were collected and the prizes were presented by the Casino Night volunteers: LTJG Fryer, Lynch, and Rosner. Coincidentally, LTJG Rosner had one of the hottest streaks of the night as shooter on the craps table and actually ran the table out of raffle tickets. One of bigger winners of the evening was LTJG Guarino, who made off with both a O’Connor and Smartmouth Brewing Company gift basket and the Xbox One bundle. Thank you to all of our sponsors, and thank you to everyone for making it a great event.
Members try their hands at a game of Black Jack after the harbor cruise.Photo taken by LT C. Cabatu, USN
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A IRCRE W CO MP ET IT ION
The 2016 NHA Aircrew Competition was held at Naval Weapons Station Yorktown/Cheatham Annex on Wednesday, May 11. The course was approximately 10 miles total in length and was comprised of eight stations. We had 21 teams that started in five minute intervals. The first event was on the driving range where the four-man teams were responsible for finding a golf ball with a red dot for each team member. Once all four team members had found their golf ball, they moved onto the next event. After a short run they arrived at the USMC confidence course where they had to complete nine separate stations and were assessed a penalty if unable to complete the station. We had seven highly motivated Marines from the Security Forces Detachment that facilitated the course and provided safety, motivation and obstacle demonstrations if needed. Following this event, the teams made their way across the baseball field to the gym where they were required to get a 95 pound bar from the ground to over their head, collectively 100 times. From this even, teams went directly across the street to the 2nd Street Grill. At this station, teams were presented with a choice. Each team member could eat two chili dogs, or they could take the penalty of 50 burpees - most people opted for the burpess. Once all team members collected themselves, they proceeded about a half mile to the next station where they had to carry an egg on a spoon over a distance of about 100 yards without breaking the egg. If the egg broke, a penalty would be assessed. From here they proceeded to the woods where they completed about three miles on a muddy and densely wooded trail run. During this evolution the teams hit a station where for a quarter mile two members had to be fireman carried. They could switch as many times as they wanted, but for the length of the quarter mile only two team members could have their feet on the ground. As they made their way to the end of the trail run they exited the woods at a clearing where they had to split up as a team. Two team members proceeded about three quarters of a mile in kayaks up the lake to a rendezvous point and the other two team members got on bikes and completed a three mile bike ride over various terrain. Both of the two-man teams met back up at the north end of Cheatham Lake on the boat dock and proceeded on foot to the finish line. Out of the 21 teams, the fastest team to complete the course came in at 1:46:10 and our slowest time was 3:30:14. All in all, we had a great time and had a fantastic turnout. We had teams from all over the HSC, HSM and HM communities participating and showing each other a huge amount of support. See you on the course in San Diego next year.
Aircrew Competition was held at Cheatham Annex, NWS Yorktown. Photo courtesy of Naval Weapons Station Yorktown
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FEATURES: 2016 NHA SYMPOISUM HIGHLIGHTS 5K FU N R UN
The NHA 5K Fun Run was held on Thursday, May 12, at Norfolk’s Ocean View Fishing Pier. In unseasonably cool temperatures, participants gathered at 7:00 a.m. to run on the beach along the Chesapeake Bay. Prior to the race, runners enjoyed refreshments and snacks while catching up with familiar faces from far and wide. Starting at the pier, runners ran west on a combination of soft and hard packed sand, turned around at the midway point, and finished back at the pier. Course completion times varied, but LTJG Alex Chang finished first place overall with a time of 21:39. LT Jessica Phenning finished first for the women. The run, hosted by Helicopter Mine Countermeasures Squadron TWELVE (HM-12), was led by LT Chad The men’s top three finishers, from L to R: LT Chris McDonald Peterson with the assistance of fleet replacement pilots, aircrew instructors, and fleet replacement aircrew. After (3rd), LT Brian Paskey (2nd), and LTJG Alex Chang (1st). all runners finished the race, participants were treated Photos taken by LT Chad Peterson, USN to their choice of three different burritos provided by Jessy’s Taqueria, a local favorite. We would like to thank SOML Racing, ADS Inc., MASSIF and L-3 Crestview Aerospace for sponsoring the event. Furthermore, we would like to thank Ronnie Boone, Jr, owner of the Ocean View Fishing Pier, for allowing us to use the restroom facilities, beach site and parking lot for the race. Hopefully, everyone enjoyed the race, and we look forward to next year’s Symposium located at the Bahia Resort in beautiful Mission Beach, San Diego. Women’s top three finishers, from L to R: LT Elizabeth Leckie (3rd), LT Jessica Phenning (1st), and LT Kathryn Sutter (2nd). Photo taken by LT Chad Peterson, USN
AWARDS CEREMONY S YMP OSIU M 2 0 1 6
Command Naval Air Forces Achievement Awards
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AWARDS CEREMONY SY M POS IU M 2 0 1 6
Aviation Squadron Battle Efficiency Winners
Single Action Awards Enlisted Aircrewman of the Year Sponsored by USAA Awarded to the top enlisted aircrewman from the Pacific and Atlantic Fleets, who throughtout the year has consistently demonstrated superior aeronautical ability and performance in his/her assigned billet. CNAP Enlisted Aircrewman of the Year
CNAL Enlisted Aircrewman of the Year
AWS1 Carlos Martínez-Vidal, USN HSC-14
AWR1 Cylass Ross, USN HSM-46
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AWARDS CEREMONY S Y MP OS IU M 2016
Sustained Performance Awards
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AWARDS CEREMONY SY M POS IU M 2 0 1 6
Sustained Performance Awards
NHA Service Awards
At Symposium each year the Naval Helicopter Association acknowledges the combination of dedication and hard work of individuals who have significantly enhanced the foundation of our organization and supported the camaradarie within the rotary wing community.
The Service to NHA Award was presented to CAPT Brent Gaut, USN This award is presented to an individual who has contributed most significantly to achieving the goals of the Naval Helicopter Association and is sponsored by Lockheed Martin Mission Systems and Sensors
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FEATURES: HSC-4 STRAFE
El Centro is Open for Business…Even for Nuggets Article by LTJG Matt Prevatt, USN
be cool.” The helicopter aircraft commander (HAC) for my first strafe flight was a first tour junior officer and a seasoned strafe instructor. After starting the aircraft, we taxied from the combat aircraft loading area (CALA) to the arm/de-arm area near the approach end of Runway 26 with 600 rounds of 20mm ammunition and 19 unguided rockets. Black Knight ordnancemen armed the systems, showed us the HSC-4 maintainers prepare the aircraft for flight while the aircrew get ready to fly. pins, and we were ready Photo courtesy of HSC-4 Public Affairs Office to roll. We departed to the east and headed toward restricted area R-2512. After he M-197 and unguided rocket systems for the checking in with the range control officer and visually MH-60S are no longer the stuff of rumors and clearing the range, we set up to begin dry runs on the speculation for the average Helcopter Sea Combat (HSC) community helicopter second pilot (H2P). The Navy southern target called “Inky Barley.” The target, a tank with a tire-ring bullseye, was optimal because it had let me shoot them, and I have talked to friends who are also no run-in heading restrictions. We chose north to south getting qualified on the relatively new weapons platforms. This increase in qualification opportunities correlates run-ins to avoid staring into the afternoon sun. This orientation had the added benefit of lineup reference with the Seahawk Weapons and Tactics Program syllabus from a jeep trail paralleling the final attack heading. transition that is currently underway. It is an exciting time The practice began with a wagon wheel racetrack to be a helicopter pilot in the U.S. Navy. However, with pattern. After completing a couple dry runs, I heard the any new system comes new challenges, and one of the big call over the radios that the lead aircraft was going to challenges that the HSC community has faced with the make the next pass live. As I pulled off from the last dry introduction of these weapons has been utilization of them in and around Southern California. There are numerous stories run, my HAC asked if I was ready for live work. I replied that I was, but mentally asked myself the question again. about the difficulties encountered when squadrons strafe I was a little nervous. My thumb pulled at the edge of the out of North Island or from an aircraft carrier, and, during trigger guard. I have heard my fair share of horror stories a recent detachment to El Centro, the Naval Air Facility El both from live Hellfire missile shoots and live strafing: Centro (NAFEC) was not yet certified to support the new missiles going off the rails without clearance, launching weapons systems. However, the legendary Black Knights rockets at the wrong part of the profile, or just spreading of HSC- 4 did not let this uncertainty about El Centro’s your first stitch of 20mm rounds across a football-fieldcertification stand in their way. While on deployment late sized swath. We practice on ranges to prevent mishaps, last year, our Gunner called NAFEC and told them we’d but no one wants to be the cautionary tale of exactly be there in February to strafe. The HSC-4 Gunner and the what to avoid. HSCWING Gunner ensured that NAFEC could safely I rehearsed the procedure in my head on the downwind support HSC-4’s strafing flights. and started spitting out the calls as I turned in toward the I showed up to the brief for my early afternoon flight. At target. “In with guns, left pull…” I tipped in, heard an first glance, everything was business as usual. It was just another day on detachment in El Centro; however, that day “on target” call from the back, and depressed the trigger with my thumb. You really can walk the rounds onto the felt a little different to me. That day was my introduction to guns and rockets. Not only that, but I was on the first Navy target. My first set of bullets shaped a question mark in the dirt as I made corrections, but the last few made MH-60S flight to strafe out of NAFEC. Like any Naval sparks as they hit the tank in the center of the bullseye. Aviator, I masked my excitement with a calm exterior. What Shortly after, I was pulling off to the left and my HAC was that first lesson we learn as pilots? Oh yeah, “always
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HSC-4’s Aviation Ordnance team stands by to assist. Photo courtesy of HSC-4 Public Affairs Office
was safing the weapon. It was easy. No spiral validation required. No inhibits or constraints. True, the targeting system is primitive, but it is a relatively quick and effective way to get rounds on target. Arm the gun, point the nose, and pull the trigger. We completed several more live patterns with the M-197 but were unable to fire all 600 rounds due to a link separation, an unfortunate but known weakness in the system. However, the rockets proved just as exciting. It took a few runs to get a feel for the drop of the rocket, and we noticed that steeper runs were more effective. We finished our live work just as our range time was ending and headed to Old Holtville, just south of the restricted area, to complete dry dual-ship patterns. We worked our way up to the flat eight patterns, which seemed complicated on paper, but proved intuitive in the aircraft.
Several more days of strafing ensued during HSC-4’s El Centro detachment, resulting in the qualification of five more strafe operators and three strafe instructors. The training was not without challenges, as Yuma Range publications are not yet written for MH-60S with 20mm and unguided rockets, and existing guidance had to be clarified with the range manager. We had to share space on the CALAs with Marines and our pointy-nosed brothers and sisters who occasionally bumped us from our scheduled spots with unscheduled jets. Finally, known link separation issues with the weapon system plagued some of the strafe sorties. It took creativity and a concerted effort by maintenance and aircrew alike to achieve success with this new system, but the results proved well worth the effort.
Proving the Concept: HSC-23 Sets the Standard for ARG Integration Article by: LTJG Andrew Wilson, USN
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his past August, Helicopter Sea Combat Squadron 23 (HSC-23) Detachment ONE began its work-up cycle in preparation for deployment with the USS Boxer (LHD 4) Amphibious Ready Group (ARG) and the 13th Marine Expeditionary Unit (MEU), scheduled for February 2016. One of the first integrated work-up events for the Marines was a three week operation at Fort Hunter Liggett near Paso Robles, CA. The Realistic Urban Training (RUT) encompassed numerous raids by Marine ground forces with support from the MEU’s Aviation Combat Element (ACE), VMM-166 (REIN – short for reinforced). While RUT is an integral component of any MEU’s work-up cycle, this is not a mandatory work-up for a LHA/LHD HSC expeditionary detachment. In recent years, amphibious HSC detachments have tried to further integrate with their Marine brethren by supporting RUT
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for their respective ACE/MEU. Most recently, HSC-23 Det. ONE sent three MH-60S helicopters from Naval Air Station North Island to take part in the exercise. The goal of the detachment was to build a cohesive relationship with not only the ACE, but the entire Marine Ground Combat Element (GCE) that would be deploying with the ARG. An additional goal was to dispel the notion that the HSC detachment’s only mission is SAR. Currently, the HSC community possesses a number of wide-ranging primary mission areas, including Special Operations Support (SOF), Personnel Recovery (PR), and Anti-Surface Warfare (ASUW). RUT offered an opportunity for the Det. ONE pilots, aircrew, and maintenance team to hone these tactical mission sets in an overland environment and showcase the unique capabilities of the armed MH-60S. The exercise presented many new challenges for the Det. ONE “Goonies”. The crews were exposed to the widely
FEATURES: HSC-23 Det. ONE varying terrain of Fort Hunter Liggett’s diverse landscapes as well as the urban environments encountered on longrange raids throughout southern California. Additionally, missions were flown with live assets and multiple Marine rotary platforms using tactics that did not always precisely conform to practiced Naval Air Warfare Development Center (NAWDC) rotary wing procedures. The unfamiliar setting, inclusion of live assets, and differing tactics in a realistic operating environment created an invaluable realworld component to training that is difficult to simulate without external players. Adding to these challenges was the pace of the MEU’s mission planning process. Throughout the three week event, warning orders were issued for short-notice missions (in less than 24 hours) that sparked a frenzy of flight and mission planning. With minimal manning, Det. ONE adapted to the more rigid, fast-paced approach of the MEU. Multiple crews would hand off planning and products to others for flight execution, driving home the importance of tactical standardization. This quick reaction planning ability should prove to be an invaluable skill as the detachment moves forward through work-ups and into deployment. The RUT proved to be an excellent learning experience for all members of Det. ONE, but it was also a great opportunity to display the wide range of HSC-23’s capabilities to the 13th MEU. While any helicopter with a hoist is suited for the SAR mission, the MH-60S is a versatile weapon that makes it an invaluable asset in an ever-changing and diverse tactical environment. The newest Block 3B aircraft can carry AGM-114 Hellfire missiles, unguided rockets, a 20mm fixed forward firing gun and crew-served weapons including M240 and GAU-21machine guns. This puts the MH-60S somewhere between the AH-1Z and the UH-1Y with regards to firepower available to assist the ARG/ACE team. Additionally, the MH-60S’ Multi-Spectral Targeting Sensor (MTS), or FLIR, customizable cabin and troop lift capacity allow it to fill the gap between the ACE’s MV-22 and the UH-1Y platforms for assault and assault support missions.
Throughout this particular exercise, detachment pilots and aircrewmen effectively demonstrated the MH-60S’ versatility. As a result, Det. ONE was fully integrated into all mission planning and confirmation briefs. The detachment supported Marine operations through a wide array of functions, flying command and control sorties, acting as a casualty evacuation (CASEVAC) aircraft, and delivering real-time intelligence, surveillance and reconnaissance (ISR). Marine Raid Force operators were inserted to discreet locations using varying techniques that included paradrops, urban inserts and fast roping. As a command and control asset, Det. ONE aircraft provided the Ground Force Commander enhanced situational awareness of the battlespace by utilizing video data link (VDL or ROVER) and digital map kneeboard capabilities and the necessary communications capabilities to act as Air Mission Commander. Stepping into this role as a non-traditional ISR asset, the detachment was able to successfully demonstrate its capabilities and provide the MEU Command Element with vital support as another organic air asset. Despite the demands and high tempo of the MEU’s operations at RUT, the detachment found time to support other units that were training at Fort Hunter Liggett, including the USMC War Lab and Naval Special Warfare Group One. This timely addition allowed for further training and the ability to enhance the aircrew’s employment of tactics that the detachment may be called upon to execute in the future. HSC-23’s successful involvement in RUT continues to prove that the HSC community can provide layered lethal capacity, whether on the ARG or CVN, well beyond simply being SAR-capable. Det. ONE stands ready to all potential integrated operations with the Marines and Sailors of the 13th MEU and USS Boxer.
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Author Notes: LTJG Wilson is a HSC-23 Det. ONE pilot.
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Focus
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here were you in the Spring of 1981? Ronald Reagan had just been inaugurated President, the Space Shuttle made its first flight, disco music had finally run its course, average annual income was $21,000, inflation was a whopping 10.35%, and a gallon of gasoline cost $1.25. Later that year, IBM launched its first personal computer using Microsoft’s new MS-DOS, the film “Raiders of the Lost Ark” was released, and MTV was launched on cable TV to play music videos. Video games were played in arcades where Frogger was a hit, the Rubik’s Cube was still quite a fad, and “Dallas” was the highest-rated TV show. In the Navy, the workhorse helicopters were the H-3 Sea King, the H-46 Sea Knight and the SH-2F Seasprite. The new SH-60Bs were still being tested at Pax River. All of these aircraft are now retired from naval service, except for the VH-3Ds that still fly the President as Marine One.
It’s quite possible that you weren’t even born yet. If you were alive in 1981, you’re at least a senior O-4 by now. Even the present CNO, ADM Richardson, was just a midshipman in 1981. All this nostalgia may seem a bit fun but pointless. However, it conveys the times when the Navy Helicopter Association published its first issue of Rotor Review. Rotor Review Issue Number 1 was a six-page newsletter, printed in black and white, published in Spring 1981.
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Although NHA had been an active organization for decades, its energies had been focused on the annual convention and safety symposium, and communication was by wordof-mouth and telephone among the NHA leadership in helicopter squadrons, on staffs and in the retired community. In fact, the year 1980 marked NHA’s 32nd Convention, Safety Symposium and Awards Banquet, so NHA itself was a growing concern. After the 1980 convention, the trustees
Article by CDR John Ball, USN (Ret)
moved to create a publication to “serve and enhance” the association. The NHA directors concurred and named CAPT Wayne Jensen, USN (Ret), as Editor, so Rotor Review was born as a quarterly publication of the Navy Helicopter Association in early 1981. (Note that NHA would be renamed the Naval Helicopter Association three years later to become more inclusive.) In the very first issue, Wayne Jensen wrote, “Your publication will involve major sections composed of current operational naval matters, retired news, Washington developments, industrial concerns, command changes and feature articles. It is envisioned that the ROTOR REVIEW will progress from a newsletter style publication to that of a professional association journal within a three year period.” These were prophetic words, and today Rotor Review continues to be a vital link to NHA members. Thus CAPT Jensen, a retired and energetic Navy helicopter pilot, had been already involved in NHA, and became our first Editor, publishing Rotor Review out of his house in Chula Vista, California. There was no NHA office. It may seem like the dark ages now, but at that
time there was no public internet, the first stand-alone personal computers, no desktop publishing, no cell phones, and not even telephone answering machines. Photocopier machines were just becoming common in offices, replacing mimeograph machines and carbon paper. For example, in 1981 when this author was a test pilot at Pax River, my flight test reports were written long-hand - yes - then my pages were given to a secretary who typed up the report on a slick IBM Selectric electric typewriter, leaving room for photographs and charts which were photocopied. The result was given to the base printing office that copied those typewritten pages, inserted photos and material, printed the required copies and stapled them together. We then mailed a final report, each numbered, to each official recipient. Yes, in 1981 the U.S. Mail was used for more than magazines, catalogs and junk mail. Publishing Rotor Review in the early ‘80’s involved a lot of manual labor, and Wayne Jensen shouldered the burden, gathering inputs, typing articles, selecting photographs, working with a local printing company and manually maintaining an address file. I am sure there were some long nights and a few cups of coffee as deadlines approached.
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A
fter the 1980, convention the trustees moved to create a publication to “serve and enhance” the association... as a quarterly publication of the Navy Helicopter Association in early 1981. By 1985, the convention issue Number 10 was 32 pages long, but Rotor Review was still typed, with photographs, all in black and white. In late 1985, Chairman Bill Stuyvesant, a retired captain and tireless promoter of all things helicopter, announced that NHA had hired its first paid employee Pam Vulté to become its first Executive Director. In the next issue, Bill announced that NHA finally had a national office, located on NAS North Island’s Bldg. 654, which is still home to NHA’s offices. You just can’t beat free office space on base. The impact of Pam Vulté, experienced in publicity, advertising, fund raising, administration, editing and photography, cannot be underestimated. She encouraged firms to advertise and become corporate members, bringing in operating funds; she organized NHA’s business and budget; she assisted Wayne Jensen in publishing Rotor Review; and she brought the magazine into the digital age. By the next issue, Rotor Review appeared with some blue color, a nod to printing technology that made two colors affordable. By the very next issue in April 1986, Rotor Review was 40 pages long and it sported full-color covers and appropriate fonts, a big step up from the typewriter look of the early issues. At that time, this was a big stride for a self-published magazine, as color was still quite expensive. By now though, Rotor Review really had the look and feel of a professional magazine.
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In 1987, I was assigned to the AIRPAC staff and became involved with Rotor Review, and took over as Editor for Wayne Jensen who was truly the father of Rotor Review, raising it from an infant to an adult in seven years. In the August 1988 issue, Chairman Gene Pellerin recalled the beginnings of Rotor Review, “The major concern was who would edit the publication, manage the submission of material, provide quality and see that it was published and distributed. Wayne Jensen has been the glue that got all of these efforts stuck together and the result is there for you to see….I would like to acknowledge Captain Jensen’s truly outstanding contribution and thank him for the years of hard work and super dedication.” With a full-time Executive Director and office space, NHA became more organized and Rotor Review reflected that. With Pam’s encouragement, we developed a cadre of editors to gather and edit inputs from the fleet. Pam established the concept of focus issues in 1987, with some early topics being the V-22, Naval H-60’s, and the Training Command. NHA now had a staff, although it was only a few people, and volunteers did most of the work, just as they do now. Back then, publishing the magazine was quite a cumbersome process. Articles were received in hard copy, all the text was typed and saved onto a zip drive which was then provided to the printer in San Diego, who set each page and provided NHA with a set of paper galley proofs, which were full-size cardboards with each page set as it would appear in print. NHA proofread these mock-ups and provided any corrections in the margins. The printer would receive the edits, re-arrange the type and print another copy. After a few round trips to the printer - inevitably at the last minute - time ran out and we went to press.
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FOCUS: Rotor Review : 35 Years and Going Strong In the next few years Pam led the utilization of publishing software to begin streamlining the process, In 1999, NHA hired a graphic artist with both web and print experience, Allyson Nesseler, and the position of Design Editor was created. Rotor Review Number 64 was the first in which layout and electronic pre-press were done entirely in house. Now contributors could simply email an article to NHA where the entire layout was done. Since 2005, that responsibility has rested with George Hopson, a retired Navy sonarman with a talent for art and layout design. In the year 2000, Pam Vulté passed down the position of Executive Director to Col. Howard Whitfield, USMC (Ret), Two years ago CAPT Bill Personius, USN (Ret), became NHA’s current Executive Director. As for me, I retired from the Navy and relocated in 1991, passing my post as Editor to John Driver, beginning a succession of editors that continues to this day. Most of
our Editors have been junior officers, each with a drive to volunteer their talents to making a great publication even better. Rotor Review is in good hands now with Editor in Chief LT Mallory Decker, USN, her editorial team and George Hopson, the full-time design editor. They deserve your full support. Now, NHA Members have access to all 132 issues of Rotor Review on NHA’s website. Every page of every issue has been scanned in, thanks to the vision of Executive Director Bill Personius, enabling a trip down memory lane for old-timers and a history lesson for younger members. Just log into NHA online (www.navalhelicopterassn.org), and on the “Members Only Section” page, select Rotor Review Issues.
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Editor Note: CDR John Ball, USN (Ret) was the second Editor-inChief of Rotor Review.
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Rotor Review — 35 years Ago
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ake a look back at Rotor Review! The covers reprinted here are from the first issue, published in 1981, and # 51 (Fall of 1995). It is a reproduction of the lithograph by Andy Whyte showing Capt. Scott O’Grady ‘s rescue.
On June 2, 1995, he was shot down over Bosnia by an SA-6 mobile SAM launcher and forced to eject from his F-16C.
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Focus: Rotor Review —35 Years Ago
The Rotor Review staff selected a variety of articles from Rotor Review issues over the years to highlight major changes and topics of discussion within the Rotary Wing community. Issue 3, from the fall of 1981, took a look at the history of vertical replenishment.
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Issue 13, published in 1986, included an article on career decision making that showcases how many Rotary Wing sub-communities existed before the advent of the Navy H-60 Seahawk.
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Focus: Rotor Review —35 Years Ago
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Focus: Rotor Review —35 Years Ago Issue 19 featured the up-and-coming V-22 Osprey. Enthusiasts have been advocating for the V-22 since at least 1986, when Jerry O’Rourke argued that the SV-22 could be used as an effective ASW platform. Thirty years later, the Navy has just recently started the acquisition process for the V-22, but with a slightly different mission in mind.
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Focus: Rotor Review —35 Years Ago
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Focus continues on page 52 Rotor Review #133 Summer ‘16
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Focus: Rotor Review —35 Years Ago
Moving forward through time, an excerpt from Issue 74 featured the now-retired SH-2, the Mighty Sea Sprite. In Issue 78, Fall 2002, there were articles regarding the community transition from the H-46 Phrog to the H-60 Seahawk. Finally, the earliest Rotor Review issues also included pilot poetry: Low Flight and Helicopter Pilot are reprinted here from Issues 4 and 5 respectively. Enjoy!"
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2nd MAW
CHSCWL
USCG Aviation Logistics Center
Brig. Gen. Matthew G. Glavy, USMC relieved Maj. Gen. Gary L. Thomas, USMC on June 9, 2016
CAPT Mark Leavitt, USN relieved CAPT H.P. Everly, USN on May 26, 2016
CAPT Jim Seeman, USCG relieved CAPT Jim Martin, USCG on May 13, 2016
HX-21 BLACKJACK
Lt. Col. Richard E. Marigliano, USMC relieved CDR Timothy Burke, USN on April 21, 2016
USCG Air Station
Atlantic City
CAPT Eric S. Gleason, USCG relieved CAPT Peter A. Mingo, USCG on May 20, 2016
Rotor Review #133 Summer ‘16
HSC-7 DUSTY DOGS
CDR Stephen Minihane, USN relieved CDR Timothy Moore, USN on April 28, 2016
HSC-22 SEA KNIGHTS
CDR Michael W. Hoskins, USN relieved CDR Kevin P. Zayac, USN on May 19, 2016
HSM-79 GRIFFINS
HSM-41 SEAHAWKS
CDR Marcos D. Cantu, USN has taken command on June 2, 2016
CDR Christopher H. Herr, USN relieved CDR G. Scott Thoroman, USN on June 9, 2016
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USCG Air Station
Sitka
USCG Air Station
Borinquen
CAPT Keith A. Overstreet, USCG relieved CAPT Patricia A. McFetridge, USCG on July 8, 2016
USCG Air Station
Savannah
CDR Daniel W. Testa, USN relieved CDR Teague R. Languens, USN on July 4, 2016
CDR Marshall Branch, USCG relieved CDR John Rivers, USCG on July 6, 2016
HSM-70 SPARTANS
HSC-9 TRIDENTS
CDR Edward R Fossati, USN relieved CDR Jeremy T. Vanghan, USN on July 8, 2016
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CDR Nick Mantalvanos, USN relieved CDR Jeff Sowers, USN on July 16, 2016
Change of Command and Establishments
CDR Chip Lewin, USCG relieved CDR Mark Vislay, USCG on June 10, 2016
HSM-74 SWAMP FOXES
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W I T H
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O U R
n the age of drones, most UAV opponents would be hard-pressed to come up with a viable argument against expanding the capabilities of drones into the realm of Search and Rescue. Not only is it cost effective and uses considerably less manpower to execute, but it is also an extremely efficient rapid response tool. A single drone with real-time optic capabilities; flying a preplanned route, scanning miles of potentially rugged terrain, is far more effective than a search party of volunteers traversing the same territory. What could take hours for a 100+ men and women just to cover a somewhat level terrain, could be accomplished by a drone with thermal imaging in a matter of minutes. UAVs are not confined to simply locating personnel on land either. In the event of natural disasters or tragedies, when every second counts, UAVs could be on site hours before the first manned aircraft ever takes off. Hover capable UAVs, like the MQ-8B Fire Scout, can even provide assistance to the survivors below by acting as a mobile cell tower to better coordinate rescue efforts below. Potentially it can even be outfitted with supplies or life rafts that can be dropped with precision from a safe altitude, or even have rescue hoists attached for evacs that can be employed for land and maritime SAR operations. With groups of civilians already employing their own UAVs in wilderness search and rescue efforts; it is not just our responsibility to recognize the potential for UAVs, but to also begin steering the course of technology to creative new fronts that can not only be used for reconnaissance but also to save lives. - AWV1 Brian Hoyt, HSC-3
Will unmanned helicopters ever conduct SAR? Why or why not? “No. A UAV operator does not possess the three dimensional situational awareness necessary for SAR.” – LT Harris, HSM-40
“I think it is inevitable that unmanned systems will eventually take the place of all manned systems and technology grows well beyond the capacity of human interaction to conduct the same missions. However in the short term (career of someone in the military now) the level of technology and trust in that technology (vs. a human operator) will not reach the level of confidence necessary for unmanned SAR.” – Instructor at HSM-41
“I think not. A pilot needs to be up front to assess the situation. There are too many variables that need to be accounted for to have a computer making decisions.” - LT McDonough, HSM-40
In terms of the flying portion, a UAS could take over almost immediately, but the reason I think it will be quite a while if SAR is ever replaced by an unmanned system is because of the evaluation and treatment of survivors. I believe that the essential thing that discriminates SAR from other mission sets is that many survivors require immediate assistance that often requires deploying a trained professional to assist in their rescue and then provide first responder care. Searching can be very difficult as well, but I don’t believe that’s prohibitive to a UAS with a remote sensor operator. For at least the next few decades though, I do not believe the technology will be able to compare to the on-scene care and evaluation rescue personnel provide survivors, and that will keep unmanned helos from SAR for the foreseeable future.” – LT Ryan Hammond, US Coast Guard
“I think the technology will get to that point, but I think there will be pushback from pilots that will prevent it from replacing the status quo due to job security and the lack of bottom line monetary concerns.” - LT Lennon, HSC-2 “Yes and no. Yes, during the search phase firescout, FLIR, and other sensors can play a helpful part. No, for the actual pickup phase of the rescue because of all the variables (wind direction, sea state, debris, etc.) that are involved with it. The ability to maintain a hover in a suitable spot in relation to the swimmer seems too difficult to achieve without actually being on scene. It also seems unlikely that rescue swimmers would be willing to depart an unmanned helo let alone fly in one.”– Instructor at HSC-3
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“Never. Crewmen wouldn’t do it.” – LT Rick Dugan, VT-28 54
R E A D E R S As an aircrewman, what are some of your concerns with SAR using an unmanned (or remotely piloted) helicopter? Our motto is ‘So Others May Live.’ People expect the best and most highly trained crews to conduct a SAR. As a SAR crew, we want people to know that we have a vested interest in saving the life of their loved ones.” -AWS1 Benjamin Shaw, HSC-7 “What happens if ICS is lost? How are we supposed to give hand signals to continue the rescue? But if any group was crazy enough to give it a shot, I think our rescue swimmers would.” -AWS1 Russell Larkin, HSC-3
Would Rescue Swimmers feel comfortable conducting SAR from an unmanned helicopter? “I would be comfortable conducting a SAR from an unmanned helicopter, but I would be concerned about the ability to conduct an effective search pattern with only two aircrewmen in the back to look for a survivor. For example, would there also be sensors that would detect a survivor’s heat signature?” – AWS2 Zivic, HSC-2
“Look at the ‘SOF Truths.’ The first one says, ‘People — not equipment — make the critical difference in the success or failure of a mission.’ Equipment can’t replace a highly trained person.” - AWS2 Kevin Gordon, SERE Brunswick “Personally, I feel that there are too many real-time variables that require a human to make a hasty decision for this ever to be possible. Maybe if the scenario calls for an ambulatory survivor to be extracted from a known safe location it could be done by an unmanned helo, but is that SAR?” - AWS1 Sierra, HSC-3
Next Issue: What is the funniest thing that’s happened to you in the cockpit or cabin? Submit answers to: mallory.decker@navy.mil 55
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Eligibility
4th Annual Rotor Review Photo and Video Contest is open to all Naval Helicopter Association (NHA) members. NHA National and Regional Officers, Board of Directors, NHA Staff and Rotor Review Editorial Staff, including their immediate families, (spouse, parents, siblings, and children) are not eligible to enter.
Entry Period
The 4th Annual Rotor Review Photo and Video Contest began at 12:00 a.m. EDT on June 27, 2016 and ends August 19, 2016 at 11:59 p.m. PDT (the “Entry Period”). Entries submitted before or after the Entry Period will not be eligible. The NHA website is the official time-keeping format for the Photo and Video Contest.
What to Enter
Acceptable photo entries need to be high resolution (HI-JPEGs) with a 300 dpi or more without photo manipulation. Acceptable video entries need to be in an mp4 format. If music or any other audio is included in the video, it must be royalty-free or have proof of authorization for use to prevent copyright violations. Also all entries must meet the following guidelines: • Media does not display any classified information or material. • No depictions of sensitive actions or personnel. • No “outside” NATOPS maneuvers or actions or said actions that could be perceived as violating procedures. • All submissions shall be tasteful and in keeping with good order and discipline of the Navy. • All submission should portray the Navy, Marine Corps, and Coast Guard and individual unity in the best light. • Any entries that don’t meet the guidelines above will be subject for disqualification.
Judging
All NHA members will judge the entries of the 4th Annual Rotor Review Photo and Video Contest. All votes will be cast on our NHA website and NHA Facebook page via WooBox app. The voting process will begin 12:00 a.m. EDT on August 24, 2016 to 11:59 p.m. PDT on August 31, 2016.
Prizes
NHA will give out the following prizes for winning photos and videos in 1st, 2nd, and 3rd place categories: • 1st Prize: $250.00 Visa Gift Card • 2nd Prize $150.00 Visa Gift Card • 3rd Prize $100.00 Visa Gift Card The 1st Prize Photo submission will be placed on the cover of the Rotor Review. The 1st Prize Video submission will be featured on the front page of the NHA website.
Authorization of Release
Entry into this contest authorizes the Rotor Review Editorial Staff and NHA authorization to publish in Rotor Review and any other NHA media.
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Rotor Review #133 Summer ‘16
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Finding Big Mother Historical by Eric Oxendorf
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hen I was discharged from the Navy, I heard about a company near Philadelphia in Perkasie, PA that refurbished H-3s and S-61s for industry and export. I applied as an Aviation Electrician, but they just weren’t hiring. I went on to other career options. Forward on to 2015: as a private pilot, I was on an instrument approach to Billings, Montana one day, when I spotted an H-3 ahead on final approach to land. When I taxied to the ramp, I parked next to this H-3 and saw it was a new, modified S-61 from Carson Helicopters. The pilot was the former commanding officer of Helicopter Anti-Submarine Squadron EIGHT (HS-8), and this ramp encounter started my renewed interest in finding some of our old aircraft. Months later, I found myself doing work in Philadelphia and decided to search out Carson in Perkasie. Driving through a beautiful, rolling countryside, there were three large hangars amidst the farms, with a small sign stating, “Carson Helicopters.” I was cordially greeted by Jeff Hill, Vice President at Carson, who listened to my brief story and H-3 experiences with Helicopter AntiSubmarine Squadron SIX (HS-6), Helicopter Combat Supporty Squadron SEVEN (HC-7) and Detachment 110. He stopped me mid-story and said he had heard of HC-7, especially Det. 110 and their rescues. We then walked into a busy hangar where crews were methodically transforming Danish Navy SH-3Hs into cargo and personnel carriers. I must admit my heart was racing with the prospect of what I
was about to find, all topped off with the neverforgotten smell of hydraulic fluid. Neatly lined up on a long wall were various incarnations of the Sikorsky ‘Sea King.’ Several were new acquisitions from Denmark and Spain, and about six were SH/HH-3s from the U.S. Navy’s HS and HC squadrons. Amongst them were two HH-3s from HC-7, recently acquired from an auction at Davis-Monthan Air Force Base, Tucson. Jeff let me roam around them as he explained what was going to be done with them. He also mentioned that the H-3 from the U.S. Navy were well maintained and cared for…a welcome comment! Jeff explained that all the wiring was inspected, glass cockpits installed, blade-fold removed and main rotor blades designed by Carson were installed. There was a little corral of main rotor heads and a forest of inverted tail pylons, with one pylon from a VH-3 Presidential bird. Jeff also mentioned that young engineers from Sikorsky often came for day-long visits to see “how the engineers solved problems in the old days!” Knowing that the HC-7 reunion was happening in three months, I called Jeff and asked him if they would bring our refurbished “Big Mother” to Florida for a nostalgic visit. This was not possible, but he knew that two of our HC-7 aircraft were at the State Department Hangar at Patrick Air Force Base. After a bit of running around, a few emails and phone calls, and the help of an HC-7 pilot, CAPT Bill Vivian, the final arrangements were made, and on the first day of our reunion, over 60 Sea Devils and their spouses were cordially invited to enter the spotless hangar to visit Big Mother 70, as well as a UH-46, now serving with the U.S. Marine Corps. Big Mother 70’s next combat duty tour is Baghdad, Iraq. Uncle Sam certainly got its money’s worth - not only did Big Mother serve with HC-7 to save downed pilots and personnel in Vietnam, but it is still serving our State Department in Iraq and Afghanistan 50 years later.
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eatly lined up on a long wall were various incarnations of the Sikorsky ‘Sea King.’ Several were new acquisitions from Denmark and Spain, and about six were SH/HH-3s from the U.S. Navy’s HS and HC squadrons. Amongst them were two HH-3s from HC-7, recently acquired from an auction at Davis-Monthan Air Force Base, Tucson. Jeff let me roam around them as he explained that the H-3 from the U.S. Navy were well maintained and cared for…a welcome comment!
Author Note: Eric Oxendorf was discharged from the Navy as an Aviation Electrician’s Mate Second Class. He served with HS-6 and HC-7 Det. 110 between 1969 and 1971.
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Just Because The Army Had It The Flight of the Dawdling Dromedary Article by CDR Tom Phillips, USN (Ret)
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his is the story of the “Dawdling Dromedary,” a Navy SH-3A (BUNO 152104), which set a non-stop, unrefueled, distance record for helicopters in 1965.
Sikorski SH-3A: the Dawdling Dromedary
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n 27 September 1964, an Army UH-1D Huey flew from Edwards AFB to Rogers, Arizona, a distance of 1171 nm, barely eclipsing a 1952 distance record (1057 nm, Fort Worth to Niagara Falls, NY),2 set in a Bell H-13. Yes, an H-13! That must have gotten the Navy’s juices flowing because the Dawdling Dromedary went out and broke that record just five months later, March 6, 1965. Launching from USS Hornet (CVS-8) off San Diego, to USS Franklin D. Roosevelt (CVA-42) moored pierside at Naval Station Mayport, Florida (near Jacksonville), she covered a distance of 1829 nm. (Actually, the Navy had tried for the distance record three years earlier and failed, which MAY have gotten the ARMY’s juices flowing for their 1964 record – who knows.3)
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For this second Navy attempt, the helicopter aircraft commander was specially credentialed, Commander James R. Williford, head of the Rotary Wing Branch, Flight Test Division, at the Naval Test Center, Patuxent River, Maryland. His copilot was Lieutenant David A. Biel, and their lone crewman was ADJ1 (jet engine mechanic) Paul J. Bert.4 A second crewman, normal for the SH-3A, was not included to save that weight. Clearly, the Navy Sea King had to be modified for the attempt, its normal fuel capacity being just over 5700 usable pounds. In fact it carried almost double that: 11500 pounds, installing a blivet in the cabin, and ended up using all but 400 pounds of it5 – apparent accurate (or lucky?) planning, and both low fuel lights probably illuminated (records do not state such but the low light comes on in
HISTORICALS: Just Because The Army Had It the SH-3A at about 200 pounds each main tank). In fact, the whole evolution was hallmarked by careful planning…. and good luck, as is always the case with any aviation event involving pushing or stretching an envelope. At takeoff, the helo weighed in at 23,000 pounds, the NATOPS maximum gross weight then being 19,100. Everything nonessential which could lighten the bird was removed, including the heater, both to reduce that weight and to reduce fuel usage as the heater burned JP: 8 pounds per hour. (Doesn’t seem like much, but over the 15-hour flight, that’s 120 pounds, and remember they landed with 400. They stacked the deck as much as possible, optimizing date and launch point: • Conducted the flight in the cool month of March rather than power-draining summer heat. • Also, historically, the highest westerly winds are in March – an even bigger factor than the OAT. • Launched from USS Hornet which (I am assuming NOT stated in the records, but why else launch from a ship instead of a runway), steaming into the wind, generated plenty of wind on the nose for takeoff – at least 30 knots, and probably using a deck run up the axial to stay in ground effect as they gradually increased speed (again details have faded over the years). Williford and Biel used every aerodynamic calculation and judgement derivable from those performance pages found in the back of the flight publications, augmented by
test center calculations for needed values beyond standard charts: • Stayed low initially to avoid excessive fuel expenditure had they climbed while very heavy. This actually was a benefit as winds aloft early in the attempt were, contrarily, from the east, increasing in strength with altitude, as expected, clearly to be avoided. • They had to average at least a ten-knot tailwind for the attempt to succeed. So the first 8-9 hours were a worry because those unlucky easterlies at all altitudes threatened to frustrate the distance record attempt for a second time, but they pressed on and finally burned off enough fuel to be able to climb and pick up a critical tail wind.6 • Flew as fast as weight would allow short of blade stall, while very heavy and low– greatest range at fastest speed if limited to low altitudes and dual engine. Blade stall speed is a function of weight and density altitude, lower with higher weight, higher with lower altitude. The flight records are no longer around, but at 23,000 pounds, low altitude on a cool day in March, the blade stall speed for an SH-3 would have been about 85 knots. • Threaded a path of lower ground elevation through the mountains of the west. Unfortunately the highest land elevations were when the Dawdling Dromedary was heaviest.
Crew of the Dawdling Dromedary: ADJ1 Paul J. Bert, LT David A. Biel, CDR James R. Williford.
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•
Flew great circle route once beyond the last of the western high ground at Guadalupe Pass, Texas and over the plains.7 • Once weight allowed, and as the ground elevation fell away, the crew shut down one engine as greater distance could be achieved single engine (albeit at a slower speed) at higher altitudes. They flew single engine for nine and a half hours, restarting the second engine descending into the Jacksonville area for the landing aboard FDR.8 At best range altitude, single engine, the airspeed envelope would have been about a minimum of 50 knots indicated airspeed (power limited) to maximum of 70 knots indicated (blade stall limit) to maintain level flight. They were able to find 35-knots of tail wind at 15,000 feet for much of the last portion. During that portion, they paid the price for no heater, the OAT at altitude being -11°F and their rubber boots, long johns and jackets were not enough to keep the crew from becoming thoroughly chilled.9 At altitude, the crew used portable oxygen bottles. That tail wind gave them a chance and mitigated their greatest worry, a night autorotation with empty fuel tanks to join the snakes and alligators in the vast Okeefenokee Swamp, spread across the flight path and unavoidable if they were going to have any chance to reach the FDR.10 Departing at 04:18 PST, The Dawdling Dromedary Endnotes
finally settled to the deck of USS Franklin D. Roosevelt fifteen hours and 52 minutes later at 11:10 PM EST.11 It was a distance record, not a speed record, they didn’t call the helo the Dromedary DAWDLING for nothing. The completion of the first coast-to-coast non-stop flight of a helicopter brought accolades for the crew from Chief of Naval Operations on down, with Williford concluding that “the flight was executed almost exactly as planned; a combination of aerological, airframe, engine, engineering and aeronautical talents.”12 The unrefueled, non-stop record of the Dawdling Dromedary stood for only a little over a year, being snared by a Hughes Corporation YOH-6 flown by legendary Allison civilian test pilot Jack Schweibold, who flew from Culver City, Ca. to Ormond, Fl. - 1922 nm.13 Nobody who knows much about the Howard Hughes of the mid-century should be surprised by that. In 1967 the USAF set a non-stop distance record crossing the Atlantic in an HH-3E, but they did that with NINE in-flight refuelings from an HC-130P, a capability then recently installed into the HH-3E and the HC-130P for use by the Air Force combat SAR forces in Vietnam.14 Finally, in an interview with a reporter from the local Jacksonville fishwrap, someone representing the “Navy” was quoted as saying they made the distance record attempt just because the Army had it.15
8. http://www.pddnet.com/blog/2015/03/todayengineering-history-first-nonstop-helicoptercrossing-na
1. Deck Log USS Franklin D. Roosevelt, 6 March 1965, by e-mail from National Archives 24 May 2016 2. http://www.helis.com/featured/world_records.php sighted 28 March 2016. Distances converted to nm from km using .5399
9. Commander James R. Williford, United States Navy, Naval Aviation News, May 1965, NavWeps No. 00-75R-3, pgs 8–9 sighted 28 March 2016 at: http://www.thisdayinaviation.com/6-march-1965/
3. http://www.navalaviationmuseum.org/history-upclose/sea-king-crowned-record-flight/ sighted 28 March 2016
10. http://www.navalaviationmuseum.org/history-upclose/sea-king-crowned-record-flight/ sighted 28 March 2016
4. http://www.navalaviationmuseum.org/history-upclose/sea-king-crowned-record-flight/ sighted 28 March 2016
11. http://www.pddnet.com/blog/2015/03/todayengineering-history-first-nonstop-helicoptercrossing-na sighted 28 March 2016
5. http://www.pddnet.com/blog/2015/03/todayengineering-history-first-nonstop-helicoptercrossing-na
12. http://www.navalaviationmuseum.org/history-upclose/sea-king-crowned-record-flight/ sighted 28 March 2016
6. http://www.pddnet.com/blog/2015/03/todayengineering-history-first-nonstop-helicoptercrossing-na sighted 28 March 2016
13. http://www.helis.com/featured/world_records.php sighted 28 March 2016. Distances converted to nm from km using .5399 sighted 28 March 2016
7. Commander James R. Williford, United States Navy, Naval Aviation News, May 1965, NavWeps No. 00-75R-3, pgs 8–9 sighted 28 March 2016 at: http://www.thisdayinaviation.com/6march-1965/
14. http://www.helis.com/featured/world_records.php sighted 28 March 2016. Distances converted to nm from km using .5399 sighted 28 March 2016
Rotor Review #133 Summer ‘16
15. Wilmington Morning Stat newspaper, Wilmington, N.C. pg 2. Monday March 8 1965 “Navy Copter Achieves Record” sighted 28 March 2016 62
HISTORICALS
High Drink
Part 1 of a Part 3 Series Article Article by CDR Tom Phillips, USN (Ret)
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ecessity has been identified as being the mother of invention, and Mars accused of copulating with necessity in times of war to bring forth some bastard inventions which laugh at convention (and prudence too sometimes). Helicopter In-Flight Refueling (HIFR, the Navy way, and IFR, the Air Force way) were two of those wartime bastard children of necessity and Mars. Operation Rolling Thunder, the bombing of North Vietnam by the Air Force and the Navy brought forth a renewed interest in combat rescue of necessity, a skill which had been allowed to disappear from both the Air Force and the Navy after the Korean War, a war which was believed by “The Pundits” to be both an aberration in the nuclear age, and the last conventional war. (Don’t the pundits get tired of being right all the time?) Both the Navy and the Air Force scrambled to get combat rescue going again with the assets at hand, none of which were designed or equipped for it, nor were the aircrew trained for it. Initial efforts in support of Operation Rolling Thunder in March of 1965 (which REALLY spooled up the air war) were guardedly successful, but the demand signal for better combat rescue quickly exceeded the leaning curve. As Rolling Thunder gradually rolled farther and farther north, the ability of the available makeshift combat rescue forces to provide rescue was diminished by the lengthening distances involved. And the distances were great. Air Force strikes came mostly from bases in Thailand and had to cross the intervening neutral (and disputed) country of Laos, to get to targets in western and northwestern North Vietnam. Air Force combat rescue supporting the bombing of the peace-loving Democratic Peoples Republic of Vietnam, was stationed in Da Nang, Republic of Vietnam (380 miles
from Hanoi), and in Thailand, at Udorn RTAB (340 miles from Hanoi) and Nakon Phanom RTAB, called NKP or Naked Fanny (285 miles from Hanoi).
US Air Force Helicopter In-flight Refueling
Air Force efforts to deal with the tyranny of distance eventually resulted in their development of in-flight refueling for their H-3 helicopters; the helicopter using a refueling probe like fixed wing planes to plug a basket trailing behind an airborne tanker, just like the NavyMarine jet boys, only slower. On June 21, 1967, a little over two years after the commencement of Rolling Thunder, out over the Gulf of Tonkin, the pilot of an HH3E flew the new in-flight refueling probe installed on his helicopter into the new refueling basket adorning the end of the extended hose trailing back from the outer wing of an HC-130P. When the probe seated with sufficient pressure to activate the valve and begin to transfer fuel, two momentous things were assured: the end of almost fifty years of combat rescue by military flying boats or amphibious aircraft, and the theoretical extension of Air Force combat rescue coverage over virtually the entire theater of combat in Southeast Asia. This in-flight refueling capability did not just spring up full-grown. In fact, if popular wisdom had prevailed, it would not have happened at all. Many thought that it would be nearly impossible for a helicopter to keep up with a C-130 even if the C-130 was flying at its slowest speed (it would have to be the propeller plane tanker to be able to fly slow enough: no KC-135 could do it). The speed envelope of the helicopter and the speed envelope of the C-130 just barely overlapped at the helicopter highspeed end (the retreating blade stall end) and the C-130 low-speed end (the fixed wing stall end). Most engineers, confronted with the idea, believed the wake of the refueling delivery platform would tear the helicopter apart. To avoid this concern, some n November 1966, the first HC-130P was suggested putting the cart before the horse, delivered to the Air Force, even as crews having the helicopter reel out the drogue and began to receive training in the refueling have the C-130 plug, then have the Herc pump the fuel uphill to the helo. techniques at Eglin AFB, and the first in-flight This option was quickly shot down by Air transfer of fuel was accomplished December Force Major Harry P. Dunn, the helicopter 14, almost exactly a year after Dunn’s historic pilot who was working the issue for the H-3 coupling. HC-130Ps began to deploy to Systems Project Office at Wright-Patterson AFB, Ohio. Not only would this idea add Thailand replacing the HC-130H in early the significant weight of the reels, hose, June 1967, and Sikorsky field teams rushed drogue, etc. to the helicopter, it would put the to Thailand and modified the HH-3Es to be helicopter, which would want to slow in any emergency, in front of the C-130 which would properly configured on their end. want to accelerate, both aircraft instinctively
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seeking the middle of their speed envelope in an emergency. Dunn himself had, by coincidence, recently flown behind a C-130 during a program evaluating icing in the H-3 while the C-130 sprayed the helicopter with water from its cargo ramp. He and two engineers, James Eastman and Richard Wright, thought it could be done with the helicopter riding the slipstream of the C-130 getting a boost from it similar to the extra support from being in ground effect; the hard slipstream acting like the ground. Dunn convinced Captain Don Eastman, an Air Force H-3 test pilot and Major Bob Nabors, an Air Force C-130 test pilot, to do some formation flying with the H-3 in a trailing position to evaluate the feasibility of helicopter aerial refueling. Eastman began by flying the H-3 behind the C-130 cargo ramp and below the vertical stabilizer, but quickly found out that the area had a very strong downwash kicking him around big time. He would be thrown into a very quick descent, sometimes reaching 2000 feet per minute with very little control authority. After several attempts to hold formation with the same turbulent results, Eastman decided to take a break and moved the H-3 from directly aft of the C-130 to off of the left wing tip. Once established behind the wing tip, Eastman noticed there was no downdraft, and that there was a significant power reduction for the H-3. For some reason it took roughly forty to fifty percent less power to maintain position when flying off of the wing than it did when flying directly behind the C-130. It was this serendipitous discovery which made helicopter IFR possible. (Eastman, intrigued by this phenomenon, explored it while in graduate school and proved that this power reduction was a result of upwash from the C-130’s flaps which increased the helicopter’s effective angle of attack, reducing the induced drag and requiring less power to maintain the speed needed to keep up with the C-130. ) Next, Dunn worked out a trial with the Marines, which was the only service with a prop-driven tanker, the KC-130. On December 17, 1965, using a jury-rigged, unplumbed refueling probe, Don Eastman and Sikorsky civilian test pilot Dick Wright, successfully plugged the drogue basket trailed for him by the Marine KC-130. The Air Force quickly went ahead with converting eleven HC-130H AMC (rescue airborne mission control) aircraft to the HC-130P aerial refueling-capable configuration. In November 1966, the first HC-130P was delivered to the Air Force, even as crews began to receive training in the refueling techniques at Eglin AFB, and the first in-flight transfer of fuel was accomplished December 14, almost exactly a year after Dunn’s historic coupling. HC-130Ps began to deploy to Thailand replacing the HC-130H in early June 1967, and Sikorsky field teams rushed to Thailand and modified the HH-3Es to be properly configured on their end. The first operational Air Force helicopter IFR was performed two weeks after the first HC-130P arrived, 21 June ’67, as mentioned above. This was arguably the most revolutionary innovation in helicopter operations since Igor Sikorsky’s first successful helicopter beat the air into submission.
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And was it tactically effective? One example: On the last day of the year 1969, a 23rd TASS OV-10A FAC ran into some trouble over Ban Thapachon, a Laotian town about equidistant between NKP and the DMZ, when a 37mm gun knocked the Bronco out of control and the FAC ejected, parachuting down into thick jungle on the western slope of a valley. Lieutenant Commander James Quinn, USCG, nearing the end of his exchange duty with the 39th ARRSq, orbiting to the north in command of his HC-130P, picked up the Mayday and launched the Sandys. Behind them came RCC (rescue helicopter commander) Lieutenant Junior Grade Robert Ritchie, also U.S. Coast Guard, in his HH-3C Jolly Green Giant. There being no hostile fire, the Sandys, who could not get visual on the downed pilot, invited Ritchie to come down and have a go. No one in Ritchie’s crew could see the downed man, and he, Captain R.R. Russell, could not see the helicopter either, even when it sounded like it was passing directly overhead. After some effort, the Jolly crew thought they had a reasonable position and sent down the jungle penetrator. At that time, Russell’s radio gave up the ghost. The helicopter hovered for some time waiting for the shake of the hoist cable which would indicate someone was on the penetrator waiting for a lift. No joy. After a suitable wait, they raised the hoist and moved to a new spot. No joy. Another move. No joy. This fishing expedition continued with no signals or sign of Russell. With no word that Russell was injured, and no evidence of hostile interest, and the apparently impenetrable jungle below, Ritchie was reluctant to send down his PJ, and they kept fishing until the fuel situation became a concern. A long 20 minutes flight time from NKP at full speed, they could hang around a few minutes more, and Jolly advised King (callsign, then and now, of the HC-130). Just as it was time to go (imprudently, with nothing to spare), and as Ritchie ordered the FE to retract the penetrator, the FE reported he thought he felt someone jiggling the cable. It took an interminable five minutes to get the hoist back with a happy Captain Russell aboard. Now the low-fuel caution lights were on, which meant the engines had between 15 and 20 minutes fuel remaining. Ritchie alerted Quinn to his critical situation and climbed out at full power. Suddenly the adrenalin jolted his heart as something dark and massive appeared just below his nose. It was an HC-130P with fuel drogues streamed. Quinn had quit his assigned orbit, eased south as the fuel situation grew worrisome (he, too, could do the math and knew from experience the fuel flow of the HH-3E in a hover), and dropped down to the treetops to slide right into position in front of the Jolly even before it had cleared the valley. All Ritchie had to do was hit the basket floating, skittishly, in front of him. Simply overtake the Kingbird with enough rate of closure to seat the probe solidly with at least 160 foot-pounds of force. Charge in too fast and miss, and you stand the chance of cutting the fueling hose with the rotors. That would be
HISTORICALS: High Drink bad. Closing the probe to the basket takes a bit of planning and anticipation. When the helicopter accelerates, the nose dips. When it slows the nose rises. To accelerate to get the foot-pounds and nail the basket with the probe required sweeping the probe in an arc down and forward to the receptacle, not simply driving forward like a fixed wing plane can do. Under the unblinking glare of two very bright amber caution lights screaming FUEL LOW, Rob Ritchie seated the probe first try. Probability of hitting the basket first try? Not 100% even under the best of conditions. Not the typical Air Force helicopter IFR, violating rules about where tankers should go, but one which proved its worth, saving one USAF helicopter and five brave men. Most USAF helicopter IFR was at safely located airborne holding orbits topping off rescue helicopters to best be ready for a rescue attempt. Big C-130s loaded with fuel flown into hostile defended airspace, were about as appropriate as an old lady in a barroom brawl, but that did not prevent them from standing into danger when the chips were down.
US Navy Helicopter In-flight Refueling (HIFR) Navy rescue helicopter distances were also great. Our farthest targets were typically around Hanoi, roughly 270 nautical miles from Yankee station.
South SAR was PIRAZ, the station of a missile cruiser (and her shotgun, when assigned). PIRAZ (Positive Identification Radar Advisory Zone) was an air surveillance and control station performing a variety of missions: providing early warning of enemy air activity, and controlled the barrier combat air patrol (BARCAP), which, together with the cruiser’s long-range surface-to-air missiles, provided a first line of defense against air threats against Yankee Station. PIRAZ also counted the Yankee Air Pirates as they “coasted in” to North Vietnam, counting the planes returning to “feet wet,” and checking that no “louses” followed the returning planes. These PIRAZ cruisers provided a third potential rescue helicopter flight deck in theory, although the cruiser skippers were reluctant to have a helicopter on the flight deck as it prevented the rapid employment of their surfaceto-air missiles should they be needed on short notice. (All (cont. from page 65) missile cruisers had missile launchers aft: Chicago and Long Beach were double-enders.). The helo deck was an afterthought shoehorned on the fantail right in the face of the all-important missile launcher, the primary reason for the existence of the cruiser after all. As Operation Rolling Thunder accelerated, and losses mounted, Navy combat rescue helicopters were assigned to the SAR stations, so they would be close to the action,
So how to deal with the distance problem we faced?
Historicals continues on page 75
Well, we owned the water, and while we kept our carriers down on Yankee Station, in the safer, relatively open water south of Hainan Island (PRC) and east of the DMZ and Da Nang, we pushed “small boys,” destroyers (DDs), guided missile destroyers (DDGs), guided missile destroyer leaders (DLGs) and cruisers (CAs - heavy cruisers, CGs – guided missile heavy cruisers, CLGs – guided missile light cruisers), forward for a variety of missions: blockade, naval gunfire interdiction, ESM surveillance and radar early warning among the more important. In April 1965, a month after Rolling Thunder kicked off, combat rescue “lily pad” was added to the several tasks of some of the forward-staged ships of the Tonkin Gulf Yacht Club. Two forward rescue stations were established: North SAR, about a dozen miles off the DRV port city of Haiphong; and South SAR, a similar distance off the principal southern DRV city of Vinh. Each SAR station usually had two small boys; a missile ship (a DDG or a DLG), and a non-missile ship “shotgun” consort. North and South SAR were about 90 nautical miles apart, floating around a bit as the tactical situation dictated, sometimes within sight of the hostile coast. Roughly equal distance between North and
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There I Was
Pallets, Passengers, Patrols, and a Main Transmission Chip Handling Emergencies during a Multi-Mission Day Article by LTJG Kevin Holland, USN
Scan out the cockpit windscreen: nothing but blue water fading into the Arabian Gulf haze. Scan down to the displays: all instruments in the green and indicating normal.
But the Main XMSN Chip caution light that flickered on 15 minutes prior still topped the advisory panel, and the uneasiness of flying over open water with a possibly degraded main transmission was only compounded by the additional 30 minutes required to fly before we were back on deck. Besides the caution light seemingly burning a hole through our mission displays, the day had been progressing as originally planned. The Air Plan called for our detachment to provide two MH-60Ss to support three hours of vertical replenishment (VERTREP) in the morning, followed by one aircraft to conduct a passenger, mail, and cargo (PMC) run to and from a nearby destroyer (DDG), while the other aircraft flew plane guard as the airborne search and rescue (SAR) asset for AV-8B Harrier operations. Both crews preflighted at 6:00 am, completed a NATOPS brief, and then launched to take station in the port and starboard deltas by 7:45 am. Shortly thereafter, the T-AO supply ship had pulled alongside our amphibious ship (an LHD), and both ships gave us green deck to commence VERTREP. After about three hours of slinging loads, our aircraft landed to top off on fuel, install four seats in the cabin for our passengers, brief the passengers, and switch mindsets with our change of mission from moving external cargo between ships to a longer distance shipto-ship passenger transfer. Our transit to the flight II DDG was uneventful. We were supplied with a bearing and range to the ship that backed up our Link 16 picture in the cockpit, and we obtained sweet lock on the ship’s TACAN with ease. After about 30 minutes airborne, we established contact with the DDG’s Control and switched to their Tower to set up for a landing. The ship requested surface surveillance coordination (SSC) support after we dropped off the passengers, so after deliberation as a crew, we planned to drop the passengers, conduct a handful of deck landing qualifications (DLQs), assist the ship with SSC support, then land to top off on fuel
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before returning to the LHD with the passengers again on board. At noon we lifted from the DDG and assumed a 10-15 mile tether to begin passing contact information to Control. For the next 45 minutes, we bounced between tankers and fishing vessels, informing Control of their location and any pertinent information to assist the DDG. Between contacts, we ran through multiple go/no-gos and scenarios focusing on the importance of fuel and discussing the advantages and disadvantages of our nearest divert options; from our location, Bahrain International lay equidistant but in the opposite direction from our LHD. Some emergencies, like a loss of tail rotor control, would require the length of runway at Bahrain. Other emergencies, like an engine failure, could be completed with our given power margin and best winds at the LHD, but consideration was also given to flight deck availability given the number of pallets we had just dropped on the LHD’s flight deck and the aircraft movement required for the upcoming operations. These divert scenario discussions soon proved to be valuable training topics. “OK, Main Transmission Chip caution light, actual.” I began running through the critical memory items, asking the crew if anyone saw, felt, or smelled any signs of an imminent transmission failure while turning towards the head of the TACAN needle. With no signs of an imminent failure, we checked our transmission oil pressure and temperature gauges for secondary indications and to help assess the extent of degradation to the transmission. Both the oil pressure and temperature gauges read well within the normal range and the helicopter aircraft commander (HAC), now running through the pocket checklist to ensure all the steps had been completed appropriately, wrote down the numbers to help with system monitoring. With the aircraft now in a safe flight profile and the landing criteria established (land as soon as practicable), we briefly discussed our landing options and decided to return to the LHD, leaving our passengers on the DDG. While the severity of a failed main transmission is high, the probability of the gearbox failing, given the lack of 66
THERE I WAS any changes in oil pressure or temperature and the absence of abnormal power requirements, vibrations, or fumes, was determined to be low. We communicated our intentions with Control and requested pigeons to the LHD while beginning a turn towards the Link 16 track on our mission displays. As we set a constant 60% torque to reduce power changes on the main transmission, we asked Control if they could communicate our intentions with the LHD over chat and see if they could close the distance by having the LHD begin steaming our direction. The DDG also confirmed they were adjusting their position and intended movement (PIM) and following behind us at full speed to provide assistance if we required it. After multiple failed attempts to contact Green Crown or Center on our second radio and no response
“Sure enough, the engine flamed out with no re-light during the test, spewing white smoke from the exhaust.” after sending a Link 16 message, we heard another aircraft outbound from the LHD communicating with Center. We relayed our initial report and intentions through the other aircraft to Center and began searching for the ship off our nose with the multi-spectral targeting system (MTS). After obtaining visual sight of the LHD steaming directly towards us and following a positive push to Tower, we entered directly into the Charlie pattern and set ourselves up for an approach requiring minimum changes to our power setting while expediting the landing. At 1:15 pm, we landed back aboard the LHD and shutdown as our maintenance team came out to pull the chip detector. A small amount of metal shavings were discovered, requiring a replacement of the filters, paddings, and detector, but the aircraft would be ready for a 30 minute ground turn and 30 minute hover check within the next two hours. At 3:15 pm, our crew started the aircraft up, hoping to complete the ground turn and be off deck prior to the Harrier launch at 4:15 pm. We noted a slow light-off on the #2 engine during startup, prompting us to pay particular attention to the engine during the engine overspeed/autoignition test after engaging the rotorhead. Sure enough, the engine flamed out with no re-light during the test, spewing white smoke from the exhaust. Our crew chief quickly informed us of the smoke, prompting the aircraft commander to manually shut off the engine. We discussed the situation as a crew and determined, based on the slow initial light-off and subsequent failure to re-light the engine after flameout, there most likely existed a problem with the ignitors. Our Aviation Machinist’s Mate (AD), suspecting
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the ignitors and leads as well, pulled them from the engine and confirmed their failure, estimating about 10 minutes to acquire and install new ones. Now running closer and closer to the Harrier launch, we decided to fold and stuff the aircraft to permit their on-time takeoff while allowing our maintainers to install the ignitors. With the Harriers off deck and the DDG now about ½ mile off our starboard side in position to transfer our passengers back to the LHD by small boat, we uneventfully started the aircraft back up and began the ground turn. Thirty minutes later, we assumed position over spot 10 and began the 30 minute hover check just aft of the fantail. While sitting in the hover, overlooking the flight deck steaming towards the now setting sun, we had a chance to reflect on the past 11 hours. What had initially begun as a standard VERTREP/ PMC line on the Air Plan had manifested into an emergency divert followed by maintenance troubleshooting, a flameout on deck that put us on a tight timeline with Harrier operations, and now a confidence check hovering aft of the ship. I learned that, especially with a multi-mission day like ours, you must be flexible and able to focus your crew to quickly adapt to the changing roles the aircraft and environment may throw at you. I also learned the importance of continually assessing diverts and having a plan for if certain emergencies or situations presented themselves. We had been playing through scenarios that day; these mental practices during a flight are not just good preparation for aircraft commander boards but are also vital to understanding how to safely handle the aircraft if faced with a system or aircraft degradation. Additionally, I came to appreciate the importance of applying as many mitigating factors as possible into a risk decision and using all available assets at your disposal. By having our LHD start closing the distance, the DDG follow in trail in case a secondary indication popped up; and by using Link 16 and other airborne assets to communicate with ship controllers, we reduced time airborne, had an out if things went bad, and were able to maintain good communication with the necessary entities. Finally, I learned the importance of Crew Resource Management (CRM) when handling emergency procedures and when fatigue begins to set in as a crew day starts to reach double digits. Throughout the entire VERTREP evolution, PMC, DLQs, SSC, Main Transmission Chip, ignitor failure, and hover check, our entire crew remained engaged - focused not only on the current task at hand, but able to quickly shift mindsets as the situations dictated throughout the day. As I walked away from the aircraft in the dark after the successful hover check, shutdown, and water wash, I thought about these important lessons in Operational Risk Management (ORM) and CRM and how to properly apply them as a future aircraft commander.
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Command Updates
From the Boardroom to the Cockpit Article By LCDR Mike Palladino, USN
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here is tremendous work being done by maintainers and aircrew alike, as part of Helicopter Mine Countermeasures Squadron FIFTEEN(HM-15)DetachmentII, forward deployed in Manama, Bahrain. The squadron, as a whole, maintains a worldwide 72-hour Airborne Mine Countermeasures (AMCM) rapid deployment posture. The four aircraft forward deployed in the Arabian Gulf, execute the squadron’s most critical achievements of AMCM and Vertical Onboard Delivery (VOD). Ensuring operational tasking is executed with capable, mission ready aircraft, is no small feat considering the MH-53E Sea Dragon is the most maintenance intensive aircraft in the Fleet. But let’s add a new wrinkle to the story. Active duty Naval Aviators with both HM-15, and her sister squadron HM-14, are complemented with Selected Reservist (SELRES) aviators. Most have come from within the community and provide years of knowledge and experience, while holding higher-level
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qualifications. SELRES pilots can account for nearly 20% of the Wardroom. These particular individuals routinely juggle the responsibilities of full-time civilian employment and the requirements of being a competent, proficient aviator. Make no mistake…the “one weekend a month, two weeks a year” stigma of the Navy Reserve does not apply in this community. SELRES members of these two squadrons are routinely conducting operations and flight training both domestically and abroad. One of the many countless examples of HM SELRES aviators operating forward occurred on April 28, 2016. LCDR Erik Strzempka (University of Rochester, Class of 2004) and I (United States Naval Academy, Class of 2002) responded to tasking in support of Operation INHERENT RESOLVE. Conducting a PMC (passengers/ mail/cargo) run to the USS Harry S. Truman (CVN-75), our aircraft delivered 14 passengers and 7,000 lbs of cargo 180 miles across the Arabian Gulf. The mission itself was commonplace, but our effort to voluntarily 68
COMMAND UPDATES: HM-15 / HSM-40 forward deploy was not. LCDR Strzempka has mobilized for a year, immediately following an 11-year career on active duty. I volunteered to deploy for a 120-day period and have been affiliated with HM-15 for four years, following my own 10-year active duty career. It is ignorant to think this mission could not have been accomplished by any HAC in the squadron, or that the HM community would not
survive without the supplemental experience of SELRES pilots. It does go to show, however, that partnership between Active Duty and Reserve is real, necessary, and prolific. SELRES aviators seamlessly support, actively contribute, and effectively lead lives of service and lives of their own.
NHA Region Three First Annual Spring Barbecue Article By LT Michelle Sousa, USN
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he first annual NHA Region Three barbecue was hosted by Helicopter Maritime Strike Squadron FORTY (HSM-40) on March 4, 2016. The event took place at Naval Station Mayport, Fla., at the Seawalk Pavilion and included a Search And Rescue (SAR) challenge, which kicked off earlier in the morning. The weather cooperated perfectly, allowing teams to compete for best time overall in a litter carry, sand bag carry, pull-up challenge, canoe race and triage scenario. Winners were to be funded for travel to the NHA Symposium in Norfolk to compete in the SAR challenge there. For those not competing in the SAR challenge, yard games, such as beach beer pong and cornhole, were available.
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After the challenge, the crowd gathered for the NHA Region Three President, CDR Loo, to hand out the NHA Region Three awards. Award submissions are open to all branches in Region Three and this year’s winners included several Coast Guard aircrewmen and flight crews. Following the awards ceremony, food and adult beverages were available. The event was catered by Mojo’s Barbecue and drinks were provided by the most recent Fleet Replacement Squadron (FRS) class to graduate from HSM-40. The event was open to all NHA members for free and non members for a nominal fee. All personnel involved in Rotary aviation are encouraged to attend next year.
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USFF Announces 2015 Fleet Sea, Shore Sailors of Year Article release by U.S. Fleet Forces Public Affairs
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ommander, U.S. Fleet Forces Command (USFFC) ADM Phil Davidson announced the 2015 USFFC Fleet Sea and Shore Sailors of the Year during a ceremony hosted by the Hampton Roads Navy League at the Sheraton Waterside in Norfolk, March 24. Aviation Boatswain’s Mate 1st Class (AW/SW) Tinisha Franklin, a native of Brooklyn, New York, stationed aboard aircraft carrier USS Harry S. Truman (CVN 75) was announced as the 2015 Sea Sailor of the Year (SOY) and Aviation Warfare Systems Operator 1st Class (AW/SW) Brian McGarrigle, a native of Clearwater, Florida, stationed at Helicopter Maritime Strike Squadron 40 (HSM-40) as the Shore SOY. “For the Shore Sailors of the Year standing behind me, they come from some 280 commands and 27,000 Sailors, so the handful of Sailors that are up here today are truly the cream of the crop,” said Davidson. “For the sea commands, there are 400 commands and some 73,000 Sailors and they come from the East Coast to Bahrain.” Davidson congratulated all 13 candidates for their outstanding performance and the support of their family and friends. “We constantly talk about making the fleet ready to fight and win, and I’ll tell you, these Sailors standing behind me today are the ones who put that ‘win’ into the
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words fight and win, no doubt about it,” said Davidson. The announcement came at the conclusion of five full days of activities designed to highlight the individual accomplishments of the 13 finalists. Social functions sponsored by local Hampton Roads military and civilian supporters led to the final event of the SOY competition, an intense review board for each candidate to determine who will represent USFF as the Fleet Sea and Shore SOYs. “This is completely humbling, it is so surreal and I still can’t believe they called my name,” said Franklin. “I didn’t really expect this for myself at all. I expected and hoped this for the others but to be the one actually receiving the award is an amazing experience.” Franklin credits a large portion of her success to those around her. “I am here because my Sailors, my leadership and my family believed in me,” said Franklin. “Even when I didn’t believe in myself; they saw something in me that I didn’t see and kept me motivated to get to this point.” The USFF SOY program recognizes the best and brightest Sailors throughout USFF. Davidson awarded each of the finalists the Navy and Marine Corps Commendation Medal. Franklin will be meritoriously promoted to the rank of chief petty officer by the Chief of Naval Operations
COMMAND UPDATES: HSM-40 / HS-11 in May. McGarrigle will go on to the next round of competition at the Chief of Naval Operations Shore SOY competition later this month in Washington, D.C. Retired Master Chief Torpedoman Rich Corey, the first Submarine Forces and Atlantic Fleet Sailor of the Year, and the honorary guest speaker of the ceremony, enlisted in the Navy in 1960 and served aboard USS George Washington (SSBN-598) before assuming duty as an instructor at Submarine Base New London, in Groton, Connecticut. “My selection back in 1972 was one of the most memorable moments of my naval career,” said Corey. “I recall there being such great talent and professionalism
among my competitors, any one of which were capable of winning. Today’s talent is just as strong.” Established in 1972 by the then-Chief of Naval Operations ADM Elmo Zumwalt and then-Master Chief Petty Officer of the Navy John Whittet, the Sailor of the Year program recognizes Sailors who best represent the ever-growing group of dedicated professional Sailors at each command and ultimately the Navy. When the program began, only the Atlantic and Pacific Fleet Sailors were recognized. Within 10 years, the Sailor of the Year program was expanded to include the shore establishment and Navy Reserve Sailors.
NHA HS Symposium Recap
Article By LTJG David Moore, USN
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n May 9, 2016, Helicopter Anti-Submarine ELEVEN (HS-11), the last HS squadron, hosted the HELANTISUBRON Sundown ceremony in their new hangar aboard Naval Station Norfolk. Current and former members of the HS community gathered to say farewell to 64 years of excellence by the HS community and the venerable SH-60F Seahawk helicopter. The ceremony began with a brief introduction from CAPT Pat Everly, Commander Helicopter Sea Combat Wing Atlantic. VADM (Ret.) Kendall L. Card, a respected HS pilot and the former Deputy Chief of Naval Operations for Information Dominance/Director of Naval Intelligence, graciously served as the guest speaker. He reminisced about the HS legacy, highlighting the multiple accomplishments
attained and the myriad of challenges overcome by the community throughout six decades of service. Additionally, he recognized community veterans, asking former SH-34 Seabat and SH-3 Sea King pilots in the audience to stand, a fitting tribute to those who paved the way for the successes of today. In closing, he reminded everyone of how far the community has come over the years and the exciting times ahead now that the helicopter master plan has been fully realized. The ceremony was capped off with a ceremonial fly-by of the Navy’s last SH-60F helicopter from HS-11 and a new MH-60S armed helicopter from HSC-2, symbolizing the passing of the torch from the HS to the HSC community. Guests gathered afterwards in the hangar for food, beverage and good old fashioned conversation. Overall, the ceremony and reception served to quickly bring out sea stories and reunite old friends and colleagues. The HS Sundown ceremony was a huge success and great way to kick-off NHA week. Thanks to the men and women of HS-11 whose hard work and dedication made this event possible.
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Guam-based HSC-25 Assists in Distressed Persons Recovery in Mariana Islands Article by Amphibious Forces 7th Fleet Public Affairs
Sailors recover chocks from a MH-60S Sea Hawk helicopter attached to Helicopter Sea Combat Squadron (HSC) 25 on the flight deck of amphibious assault ship USS Bonhomme Richard (LHD 6) photo by Mass Communication Specialist 2nd Class Stacy M. Atkins Ricks.
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he MH-60S Knighthawk was able to locate and relay the position of the distressed personnel to the U.S. Coast Guard Sector Guam Command Center, which was able to coordinate with the Fire Division of the Commonwealth of the Northern Mariana Islands (CNMI) Department of Public Safety (DPS) to recover the personnel. “It means a great deal to be able to help save a life. You can’t put into words the feeling of helping two people make sure they get ashore safely and see their families,” said LT Amanda Lowery, aircraft commander of the HSC-25 aircraft that responded to the search and rescue. “A lot of credit goes to Coast Guard Sector Guam who were able to give us the search data to locate the vessel in distress.” The HSC-25 aircraft was launched at 9:35 p.m. local on June 18 in response to an emergency call received by the U.S. Coast Guard Sector Guam over
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the Coast Guard’s Rescue 21 communications system. At 10:19 p.m., the HSC-25 aircraft arrived on scene of the last known position of the vessel and then commenced its first leg of search as directed by the U.S. Coast Guard Sector Guam. At approximately 10:30 p.m., the HSC-25 aircraft spotted the capsized vessel and the two personnel. The aircraft marked the location by hovering overhead, and passed the information to Coast Guard Sector Guam. Soon after passing the position, a rescue boat with the Fire Division based out of Saipan arrived and threw life rings to the personnel and the personnel swam to the rescue boat. The rescue boat safely recovered the personnel and brought them to Saipan. The HSC-25 aircraft returned to Anderson Air Force Base after the personnel were safely on the rescue boat.
COMMAND UPDATES: HSC-25 / HMHT-302
External Lifts Expand HMHT-302’s Capabilities
Article By Lance Cpl. Aaron Fiala, USMC
Williamson explained how CH-53E was ground-guided to a large metal beam with two ropes attached, simulating the cargo for transportation. The external load is attached to a rig in the aircraft by either single or double point connectors that hang through the floor of the craft. I f t h e c a rg o b e i n g transported is unbalanced, the helicopter can improve the stability of the cargo by distributing the weight across two A CH-53E Super Stallion carries an external load during training excercise at Landing connectors. The pilots Zone. Photo taken by Cpl Aaron Fiala, USMC conducted several lifts to ensure confidence in their abilities to safely arines with Marine Heavy Helicopter Training maneuver their load around the Marines on the ground. Squadron 302 and Combat Logistics Battalion The Marines attaching the cargo utilized keen situational 6 conducted external lifts at Landing Zone awareness to ensure they were following all safety Albatross on Marine Corps Base Camp Lejeune, June 9, 2016. procedures while working under the helicopter. “The squadron’s mindset is focused on training new crew Landing support specialist on the ground each held a chiefs and pilots in order to maintain a mission-ready specific role during the lifts. One Marine grounded the mindset,” said LCpl Christopher Angelo, a crew chief with static electricity from the CH-53E, two Marines attached the unit. “The pace here at HMHT-302 is that of a deploying the cargo, and another two helped guide and ensure safety squadron and we constantly maintain the aircraft. We make measures were in place. sure that all birds are flight-ready and mission-capable at “If someone were to touch the chopper before it is all times.” grounded, they would receive a potentially fatal shock from Angelo explained the CH-53E Super Stallion’s mission is the built up static electricity,” said Angelo. “On top of that, to support ground troops, and how external lifts contribute the pilots need to be very careful because they can’t see the to their mission readiness. External lifts increase the amount Marines underneath the aircraft. The Marines rely on verbal of gear and supplies the CH-53E can carry by rigging cargo and visual responses from the landing support specialist underneath the aircraft. guiding them to let them know if they are too high, too far “They applied what they have learned from prior flights, left and when it’s safe to take-off with the load.” simulated flights and many classroom hours to get to where The CH-53E is capable of carrying more than 70,000 they are now,” said Maj. Jonathan Williamson, a logistics pounds in total weight, making it an asset to the Marine officer and pilot with the unit. “They need to operate the Corps as it grants Marines on forward operating bases the CH-53E while conducting a precision hover about 10 feet ability to have supplies or artillery equipment delivered to off the ground and then take-off with a significantly heavier their positions using its heavy lifting capabilities. load than they are used to.”
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Introductory Flights
New River Familiarization
By Lance Cpl. Aaron Fiala, II Marine Expeditionary Force
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arines with Marine Light Attack Helicopter Squadron 167, 2nd Marine Aircraft Wing familiarize a new pilot with their squadron through local flights around Marine Corps Air Station New River, N.C., June 20, 2016. Staff Sgt. Stephen Ferguson, a crew chief with the unit, explained that when new pilots conduct familiarization flights to acclimatize to navigating the UH-1Y Venom in a new environment. The UH-1Y is a helicopter capable of carrying multiple weapon systems, to include various mounted machine guns and rocket pods as well as a small squad of Marines. They flew to several training landing zones off base, which allowed unit’s new pilot to get hands-on experience and training with his new unit. Capt. Ryan E. Casey, a pilot with the unit, oversaw the introductory flight while the new pilot was tasked with performing various types of take-off and landing techniques at the different landing zones they traveled between. The different landing zones allowed the new pilot to practice several maneuvers upon approach and take-off. First, the pilot was coached through each landing zone and participated in a demonstration of what he was expected to do. Then, he performed the maneuvers. The pilots practiced high-speed, low-level approaches as well as a multitude of confined area landings. Lowlevel approaches and confined area landings provides
concealment from the ground as the pilot is manipulating the craft just above the tree tops. “It’s important to control your entry into a landing zone when conducting these tactical approaches because in many environments there is the threat of hitting a tree or other obstacle,” said Casey. “Staying vigilant while flying low and following the terrain helps mitigate that threat.” The crew concluded with some emergency drills that simulated losing power in their engines. “This simulation involved flying the aircraft at high velocity to gain momentum,” said Ferguson. “Then they had to navigate it in a way that angled the helicopter as it neared the ground and slowed it down enough to attempt a safe landing.” This technique is difficult to perform because the pilots can’t cut power to the aircraft to try and replicate the same conditions as an emergency. Casey explained losing power in both engines does not stop the helicopter’s blades from spinning naturally and rotations actually increase in speed as the aircraft descends. “It is at this time that the pilot manipulates the helicopters blades in a way that allows them to angle the aircraft for a safer landing,” Casey said. Casey explained that in the event of engine failure, they need to be able to think and react quickly to land the craft in the safest possible way, with minimal risk for the crew and any passengers.
A UH-1Y Venom conducts high-speed, low-level approaches at a landing zone during a training exercise at Camp Davis near Marine Corps Base Camp Lejeune, N.C. Photo taken by Cpl Aaron Fiala, USMC
HISTORICALS: High Drink (cont.) North SAR, for example, being not more than about 100 miles from Hanoi. And since Hanoi was usually the most distant target of the carrier aircraft, the helos staged to North and South SAR were easily within range of wherever the attacking Navy aircraft struck. Since the combat rescue helo corporate memory earned at great cost during the Korean War had been neglected and evaporated in the interim years after the 1953 armistice, the first helos assigned combat rescue duties were stripped from carrier UH-2A plane guard detachments (the first one, HC-1 Det 1 Unit M from USS Ranger (CVA-61), the second one, HC-1 Det 1 Unit A from USS Midway (CVA41) – it made the first Navy helo rescue under fire from North Vietnam in September 1965 - the third from USS Independence (CVA-62), an Atlantic Fleet bird farm, HC-2 Det 62. Stripping an untrained, unarmored, carrier plane guard detachment of one of its three helos was the interim bandaid clearly not the war college solution, buying time while HC-1 cobbled together dedicated single plane UH2A/B combat rescue detachments from scratch.
The first trained combat rescue detachments began arriving nine-ten months after Rolling Thunder began: the first, HC-1 Det 9, in early December 1965 and the second, HC-1 Det 5, in January 1966. These dets were assigned directly to host surface combatants, the helo dets marrying with their hosts in Cubi Point, Philippines, before the ships sailed across the South China Sea to the Gulf of Tonkin. It wasn’t long before the limitations of the little, short-range, single-engine, underpowered, UH-2A/B became clear. By the beginning of October, 81 Navy aircraft had been downed and there had been 11 HU-16 rescues, 4 Air Force H-3 rescues, two Air America rescues, two Navy destroyer rescues, and only two Navy helicopter rescues. Eight Navy airmen had become POWs, including Jim Stockdale. While these grim statistics were not entirely the fault of the little H-2, even before the first dedicated HC-1 CSAR detachments were deployed, alternatives were already being considered.
The Phrog Log Preparation is a Bear
Article by LCDR Chip Lancaster, USN (Ret)
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hen you belong to a museum in any capacity you begin to see things a little differently. You have another perspective; there’s no military supply lines and no corporate bottom line. It’s a matter of “head above water” and how to keep it there, how to keep the museum in assets and keep it working. You become part of nonstandard supply channels and word of mouth, it is exactly “who you know.” One of those channels is the Defense Reutilization and Marketing Office (DRMO). When you get recognized by the Department of Defense (DoD) as a legitimate museum, in this case Classic Rotors Rare and Vintage Rotorcraft Museum, you can purchase used DoD equipment through DRMO. So you stay abreast of what’s for sale, and so it was that a number of H-46s came up. These H-46s were some of the last in the USMC inventory and Classic Rotors was able to acquire one. That’s where the story begins and this is the day-by-day log of how it happened.
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The following account is a log, titled the “Phrog Log,” to keep tabs on Classic Rotors latest acquisition. Last Sunday, three of our members, Howard, Joe and Chip, left San Diego at zero dark thirty to go to MCAS Cherry Point to pick up an HH-46E. The helo was recently retired from the Marine Corps inventory as one of the last SAR birds at Cherry Point. We arrived at the little town of Havelock, North Carolina about 11:00 p.m. where Marine Corps Air Station Cherry Point is located. The trip there was an epic undertaking in itself: San Diego to Washington, DC, DC to Raleigh/
Durham, NC. I was fortunate enough to have a dog as my seat mate on the first leg, making the conversation easy. Her name was Lulu and she was being handled by her owner Trevor. Lulu is a PTSD Service Dog. She was a real sweetheart, with head in my lap and/or nose to window for most of the flight, so I was covered with dog hair by the time we got to DC. A several hour layover in DC where we were able to get something to eat and a little airport shuteye. Car rental in Raleigh/Durham was another experience, with Howard haggling with the manager to get us the lowest possible rate, luckily it didn’t come to parts bartering and we were able to get out of there around 8:00 p.m. Howard was dealing with other issues; one of his teeth was aching terribly and would have to be taken care of once we got to Havelock. Cherry Point is fairly well isolated major airline-wise being a couple hour drive from Raleigh/Durham. A middle of the night oils and grease transfer took place about half way there in Kinston, NC. Literally, at a gas station road crossing in the middle of pretty much nowhere. Joe had prearranged the mid-drive transfer and Stuart and his pickup met us like clockwork and loaded a couple of hundred pounds into the trunk of our too costly Chevy. Speaking of gas, the prices in Carolina were (cont. from page 75) amazing by California standards averaging about a buck and a half a gallon. Arriving in Havelock, we set up our headquarters in the EconoLodge, getting to bed about midnight for another zero dark thirty wakeup. Our bird was parked in the “Dog
Historicals continues on page 79
The newest naval helicopter pilots going to the fleet
Winging Class March 24, 2016
Top Row: Lt. Col. Cory E. Dekraai, USMC, Commanding Officer, HT-28; ENS Brendan Egan, USN, HT-18; 1st Lt. Len Sloan, Jr., USMC, HT-28; 1st Lt. Paolo Deluca, USMC, HT-18; LTJG Andrew Herron, USN, HT-28; CAPT Robert V. Goodloe, USN (Ret), Guest Speaker Middle Row: Lt. Col. Rafford M. Coleman, USMC, Commanding Officer, HT-18; LTJG Treston Taylor, USCG, HT-18; ENS McMillan Hastings, USN, HT-8; LTJG Diego Costa Giani, ITNAVY, HT-28; LT Rocky Ward, USCG, HT-28; ENS Joshua Tassone, USN, HT-18; CAPT Mark Murray, USN, Commodore, TRAWING-5 Bottom Row: CDR John D. McBryde, USN, Commanding Officer, HT-8; LTJG Nicholas English, USN, HT-8; ENS Lyndsey Peters, USN, HT-18; 1st Lt. Michael Spinello, USMC, HT-18; LT Mark Amendolara, USCG, HT-28; LT Corinne Swager, USCG, HT-8
Winging Class April 8, 2016
Top Row: Lt. Col. Cory E. Dekraai, USMC, Commanding Officer, HT-28; 1st Lt. Logan Beardslee, USMC, HT-8; LT Paul Junghans, USCG, HT-8; ENS Michael Jones Jr., USN, HT-28; LTJG Bradley Harbert, USCG, HT-18; ENS Tyler Trainor, USN, HT-28; ENS Aaron Fleming, USN, HT-18; CAPT Guy Vilardi, USN, Guest Speaker Middle Row: CDR John D. McBryde, USN, Commanding Officer, HT-8; LTJG Ahemed Asseiri, RSNF, HT-8; ENS Elizabeth Frey, USN, HT-18; ENS Daniel Fisher, USN, HT-8; ENS Luke Walocko, USN, HT-28; ENS Mary Kiekintveld, USN, HT-18; 1st Lt. James Turner III, USMC, HT-28; CAPT Mark Murray, USN, Commodore, TRAWING-5 Bottom Row: CDR Brian Sanderson, USN, Commanding Officer, HT-18; 1st Lt. Jarrett Loftis, USMC, HT-8; ENS Amanda Zablocky, USN, HT-18; 1st Lt. Anton Shomshor, USMC, HT-28; ENS James McMahon, USN, HT-28; 1st Lt. Mark Reaser, USMC, HT-28; ENS Yechan Kim, USN, HT-18; ENS Erin Snook, USN, HT-18
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Winging Class April 22, 2016
Top Row: CDR Robert Dulin, USN, Executive Officer, HT-28; LTJG Jonathan Worstell, USN, HT-8; ENS Jacob Neal, USN, HT-28; ENS Frederick Shaak III, USN, HT-28; 1st Lt. John Rauch, USMC, HT-28; ENS Sara Baugh, USN, HT-18; LTJG Trevor Mays, USCG, HT-8; ENS Austin Heneveld, USN, HT-18; LTJG Mohammed Alsultan, RSNF, HT-8; ENS Joseph Martin, USN, HT-18; ENS Gerold Haumschild, USN, HT-8; CAPT Mark Truluck, USN, Commanding Officer, Naval Aviation Schools Command Middle Row: CDR Brian Sanderson, USN, Commanding Officer, HT-18; ENS Brett Crawford, USN, HT-18; 1st Lt. Joseph Radloff, USMC, HT-8; LTJG Saleh Altoyour, RSNF. HT-8; LTJG Robert Kreyer, USN, HT-28; LTJG Ryan O’Neill, USCG, HT-8; LTJG Eric Bonomi, USCG, HT-8; 1st Lt. Adam Helig, USMC, HT-28; ENS Pietro Inzerillo, ITNAVY, HT-28; ENS Laura Collier, USN, HT-28; 1st Lt. William Martin, USMC, HT-18; ENS John Wilson, USN, HT-28 Bottom Row: CDR Stephen Audelo, USN, Executive Officer, HT-8; LTJG Erin Warwick, USCG, HT-28; ENS Laura Burzenski, USN, HT-8; LTJG Emily Bogdan, USCG, HT-18; ENS Angela Stearn, USN, HT-18; ENS Samuel Kim, USN, HT-28; ENS Michele Ronchi, ITNAVY, HT-18; ENS Christopher Junghans, USN, HT-18; ENS Taryn Voller, USN, HT-8; ENS Taylor Poli, USN, HT-18; ENS Kendal Johnson, USN, HT-28; LTJG Audra Forteza, USCG, HT-28; CAPT Mark Murray, USN, Commodore, Training Wing 5
Winging Class May 13, 2016
Top Row: Lt. Col. Cory DeKraai, USMC, Commanding Officer, HT-28; ENS Alden Marton, USN, HT-8; 1st Lt. Reilly Costello, USMC, HT-8; LTJG Marco Tinari, USCG, HT-8; ENS Richard Selby, USN, HT-8; LTJG Robert Becerra, USN, HT-8; ENS Jake Reid, USN, HT18; 1st Lt. Richard Viehdorfer, USMC, HT-28; ENS Victor Nguyen, USN, HT-18; ENS Cameron Little, USN, HT-8; LTJG Abdulaziz Almoglani, RSNF, HT-18; Col. Damien Marsh, USMC, Director of Inspections, Inspector General of the Marine Corps (Guest Speaker) Middle Row: CDR John McBryde, USN, Commanding Officer, HT-8; ENS Christopher Burns, USN, HT-18; ENS Brandon Cespedes, USN, HT-28; ENS Donna Jones, USN, HT-8; 1st Lt. Christopher Fox, USMC, HT-28; LTJG Anders Manley, USCG, HT-28; LTJG Lucas Taylor, USCG, HT-28; LTJG Khaled Alasiri, RSNF, HT-18; ENS Amanda De Armand, USN, HT-8; 1st Lt. Steven Kempa, USMC, HT28; LTJG Benjamin Wolhaupter, USCG, HT-28 Bottom Row: CDR Brian Sanderson, USN, Commanding Officer, HT-18; ENS Kristina Byrne, USN, HT-8; 1st Lt. Bryan Frazier, USMC, HT-8; LTJG Frank Conenna, USN, HT-28; LTJG Anthony Monteforte, USCG, HT-8; ENS Austin Gallegos, USN, HT-8; ENS Erika Pedersen, USN, HT-8; ENS Julia Zook, USN, HT-18; ENS Joseph Mangano, USN, HT-18; ENS Maria Sabatino, USN, HT-18; CAPT Mark Murray, USN, Commodore, Training Wing 5
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Winging Class June 10, 2016
Top Row: Lt. Col. Cory DeKraai, USMC, CO HT-28; ENS Alden Marton, USN, HT-8; 1st Lt. Reilly Costello, USMC, HT-8; LTJG Marco Tinari, USCG, HT-8; ENS Richard Selby, USN, HT-8; LTJG Robert Becerra, USN, HT-8; ENS Jake Reid, USN, HT-18; 1st Lt. Richard Viehdorfer, USMC, HT-28; ENS Victor Nguyen, USN, HT-18; ENS Cameron Little, USN, HT-8; LTJG Abdulaziz Almoglani, RSNF, HT-18; Col. Damien Marsh, USMC, Director of Inspections, Inspector General of the Marine Corps (Guest Speaker) Middle Row: CCDR John McBryde, USN, CO HT-8; ENS Christopher Burns, USN, HT-18; ENS Brandon Cespedes, USN, HT-28; ENS Donna Jones, USN, HT-8; 1st Lt. Christopher Fox, USMC, HT-28; LTJG Anders Manley, USCG, HT-28; LTJG Lucas Taylor, USCG, HT-28; LTJG Khaled Alasiri, RSNF, HT-18; ENS Amanda De Armand, USN, HT-8; 1st Lt. Steven Kempa, USMC, HT-28; LTJG Benjamin Wolhaupter, USCG, HT-28 Bottom Row: CDR Brian Sanderson, USN, CO HT-18; ENS Kristina Byrne, USN, HT-8; 1st Lt. Bryan Frazier, USMC, HT-8; LTJG Frank Conenna, USN, HT-28; LTJG Anthony Monteforte, USCG, HT-8; ENS Austin Gallegos, USN, HT-8; ENS Erika Pedersen, USN, HT-8; ENS Julia Zook, USN, HT-18; ENS Joseph Mangano, USN, HT-18; ENS Maria Sabatino, USN, HT-18; CAPT Mark Murray, USN, Commodore Training Wing 5
Winging Class June 10, 2016
Top Row: Lt.Col. Cory DeKraai, USMC, Commanding Officer, HT-28; LTJG Alexander Geis, USN, HT-18; LTJG Isaac Eickmeier, USN, HT-8; LTJG Daniel Cozad, USN, HT-18; RDML Kyle Cozad, USN Middle Row: CDR Brian Sanderson, USN, Commanding Officer, HT-18; LTJG Shane Hass, USN, HT-28; LTJG Andrew Robinson, USN, HT-18; LTJG Richard Schuster Jr., USN, HT-18; LTJG Ethan Mayne, USN, HT-8 Bottom Row: CDR John McBryde, USN, Commanding Officer, HT-8; LTJG Garrett Bennett, USN, HT-8; LTJG Blase Busse, USN, HT-28; LTJG Christopher Ketay, USN, HT-28; LTJG Matthew Bernard, USN, HT-28
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HISTORICALS: Phrog Log (cont.) going to have to Google the instructions); all the while accompanied by the roar of Harriers, F-35’s and C-130’s since we’re right next to the runway. Howard also presented the Dog Pound crew with hats and calendars, they have been a big help. Ended up with an after sunset base tour looking for the wash rack and the comptroller’s office; the former to see where we will be towed for an engine wash and the later to try and coordinate a fuel buy from the Marines. Ooorah! From Cherry Point, more tomorrow.
Wednesday 3/02/16
Pound,” base slang for the DRMO yard on the far side of the base. Weather was on the cool side with a pretty good wind and beautiful clear blue skies. We found the Phrog (the affectionate slang term for an H-46) in beautiful shape overall but still needing a lot of servicing and other work to get her ready for the trip. Joe and I got to work while Howard hit the road to the dentist in New Bern about 25 miles north. Howard was back for lunch at noon so we all went out for lunch and to get a cheaper rental car. The customer service representative at Enterprise in Havelock was a rental car wizard, really sympathizing with our cause and fixing us up with a much better deal. The Dog Pound crew was also super, accommodating us with whatever we needed. They also sympathized with my recovering-from-knee-surgery situation and fixed me up with some booster steps to help get in and out of the Phrog. So the first day was a total success: Howard got a root canal to fix him up, I got steps and the Phrog got tires, hydraulics and tranny serviced up to the point that we were able to light off the auxiliary power unit (APU) and check out some of the other systems. Howard has to go back tomorrow for a follow up and Joe and I will continue with a multitude of other things that need to be done, hopefully ending the day spread on the base washrack for engine cleaning. The Phrog Log will continue then.
Tuesday 3/01/16
Didn’t make it to the washrack today, but got a lot accomplished. Howard got an up chit from the dentist but not before a bit more pain in the chair; I guess the dentist really made him earn it. Serviced the forward transmission, installed the VHF radio and data plate. We can’t go to the wash rack until we get the ship loaded with all of the parts and equipment that we will be taking back. Most of the afternoon spent going through the parts storage and storing them in the ship. We did acquire two cool Air Force aluminum folding pallet boxes for this purpose. Still have to load on some major parts which will require towing out into the center of the Dog Pound and using the forklift. All of this while continuing to clean, clean, clean along with a failed attempt to install a bubble window hatch (probably
Woke to a rainy day, not torrential like last January but enough to make a mess. Arrival at the ship saw puddle clean up and window bagging for the missing bubble window and rescue hatch. Cardboard boxes were also cut up and laid down for the cabin entry and length down to the ramp. While Chip was bagging-n-boxing, Howard and Joe emptied the forward cargo container to get at the hell hole (cargo hook location area) where we had inadvertently left the gunners belt. The belt is needed for the crew chiefs station checks in flight. This cargo rearrangement also allowed for some minor package relocation to the “cellar.” Turns out we weren’t going to make it to the washrack again today due to the need to change out some lord mounts on the sync shaft. No new lord mounts in the parts conex so Joe departed to Bogue Field, a USMC outlying field about 30 minutes southwest, where HH-46E number 03 was located. Aircraft 03 was a hangar queen without a hangar and might have good lord mounts. It did and Joe recovered two to replace our bad ones. While Joe was gone it was clean, clean, clean time back at the ship. In addition to grease, oil and dirt, the wet weather here encourages rapid mold growth; concentration areas this morning were the cockpit and flight control closet and cleaning the wind shield and starboard cabin windows. Howard also made a pattern and found some sheet aluminum to make a window filler for the rescue hatch. After lunch saw checking the VHF radio and communication system, servicing the engine oil and utility hydraulic system, swapping out the lord mounts and installing the rescue hatch and hatch seal. The hatch and seal installation was without a doubt the hardest thing we’ve done so far on the bird. Just saying it does nothing to convey the level of difficulty and frustration this process entailed. Following three previous failed attempts, it still took several hours to do a successful install. Following yesterday’s Phrog Log, Matt back on the home front was bombarded with recommendations which he compiled and texted to us. The most valuable suggestion was to use copious amounts of waterless hand cleaner as a lubricant, thanks Matt! Looking forward to the rack tomorrow morning, getting the bird spread, engines washed and a test flight. To be continued.
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Thursday 3/03/16
Things got tense last night as the toilet backed up, threatening to sink our headquarters. Management came to the rescue and transferred us across the hall before disaster set in. Woke up in the morning to a big temperature drop resulting in a significant increase in clothing layers. Work commenced at the ship in a cold 20 knot blustery wind, making outside jobs difficult. Joe went to it though, installing the other Lord mount while Howard and Chip made further attempts at putting in the bubble window hatch. Quick aside to introduce our cast of characters. For the Phrog we have Howard the aircraft commander and second mechanic, Joe the crew chief and first mechanic and Chip the second pilot, mechanic’s helper, grease and mold getter, general gofer and narrator. For the Dog Pound we have George the head dog of the pound with Keith, Chris and Larry as pound mates. There’s also JP who is constantly enroute to and fro from the other side of the base getting us whatever he can to help with getting the Phrog ready. I cannot stress enough what a help everyone in the Pound has been Back to the job; the first two re- attempts at bubble installation have failed. Howard is ready to eat the bubble when JP arrives with the aluminum insert for the rescue hatch which mellows the situation. Howard sits down with the aluminum, file, drill and camlocks to complete the installation while Chip sits down with the bubble to remove excess contact cement from the previous day’s attempts (we were trying everything). Somewhere in here, Howard makes a run to mainside to look for the base comptroller to see if they will sell us any fuel. Returning with a negative whiskey-tango-foxtrot over, another failed attempt at bubble install commences before leaving for lunch. We return from lunch to encounter a miracle. While we were gone, George contacted his buddy, Tommy, on the other side of the base who is a window installer expert. They arrive right after we do, there’s handshakes all around, Tommy looks at our pathetic attempts grabs the tools and gets to work. 15-20 minutes later it’s installed; he even did it twice because the first bead wasn’t long enough. We all stare slack jawed in amazement, promising him a hat and a patch, small payment for his miracle work. The rest of the day saw the APU reserviced, the electrical system energized and more and more cleaning. Also recovered rescue hoist cabin parts from another Phrog so our separate external hoist wouldn’t feel lonely; our Phrog arrived in the Pound without one. So, tomorrow it is washrack, spread, engine wash and test flight time ... honest. TBC
Friday 3/04/16 The day started out wet and cold, solid low ceiling overcast and getting colder and windier as the day progressed. It progressed with good news, bad news and frustrations galore. It had rained through the night before so the Dog Pound was wet but the inside of the ship wasn’t thanks to our
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hatch work. Howard and Chip sat in the cockpit going over checklists and avionics. We found pilot and aircrew PCLs (pocket check lists) in 00 next door and discovered that the navigation equipment and radar altimeter all worked. We think the transponder works too but haven’t been able to get a test on it and are still having VHF radio issues, but the internal communication system works for everyone. Joe also discovered a satellite radio head which he used to fill an empty avionics hole. The tow tractor arrived and we started the two mile tow over to the washrack on the other side of the tower. We unfolded the rotors, resolving a quick issue with the aft red blade pitch locking pin and then gave the helo a quick rinse; Howard thought it would make the Phrog go faster. Then it was off in JP’s truck to the fuel farm and the tower. The good news here is that the fuelies agreed to give us 600 gallons of jet fuel which we could pay cash for, thanks to the never-take-no-for-an-answer Master Sargent who made it happen. The bad news is that we could find no one at base operations to authorize flight line passes for us; all of the bureaucrats in that chain giving us the “salute.” Which recalls the military adage, if you want something done go to the Sargent and Corporal, if you never want to see it happen go to the Colonel and his staff. Well, we got the gas and that’s a biggie. Arriving back at the Phrog, the gas truck was there so we towed out onto the flight line and fueled. The plan was to wash the engines and do a hover check. The reality was that there was no wash cart and nobody around; it was Friday afternoon and people were quickly disappearing. So we decided to do the next best thing and start up the engines and engage the rotors. We cranked up and stopped the engines to verify the oil levels. All of the electronics, hydraulics and flight controls checked good on prestart. The engines started okay with a bit of an engine oil pressure split but both in the green. It then ran expeditiously up to fly with everything stabilizing at 100%. Going through the post engagement checks, we found that the Forward Linear Collective Trim (FLCT) actuator would not program. This an important part of the Automatic Flight Control System (AFCS) so we decided to shut down and trouble shoot. The FLCT was not responding to signals from its amplifier. We had previously recovered one from hangar queen 03 to save as a spare. Unfortunately, it was stored in the hell hole. So we had to unload the forward cargo container then dig it out of the hole. Hooking it up to the power cable we found that it would program. The next couple of hours was spent servicing an aft head damper and swapping out FLCTs. The latter operation was the tough one requiring Joe and Howard to work up on the forward pylon in 40 degree weather and 20 knots of wind, which figures to 33 degrees F. This Herculean effort resulted in an operating FLCT. It was dark now and time to go to the Crabbie Patties crab shack. To be continued. Chip out! Stay tuned for the second installment which logs the flight from Cherry Point to Ramona, CA.
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