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Naval Helicopter Association FALL 2016 ISSUE 134
WHY NHA? BECAUSE ...
ON THE COVER
FOCUS WHY NHA?
BECAUSE WE ARE NHA! 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 keeps membership informed of NHA activities. As necessary, the President of NHA will provide guidance to the Rotor Review Editorial Board to ensure the Rotor Review content continues to support this statement of policy as the Naval Helicopter Association adjusts to the expanding and evolving Rotary Wing community.
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RR134: As we enter our 45th year as an organization this issue answers the question, "Why NHA?"
Why NHA 42
Why NHA ? We Asked and You Responded
Rotor Review (ISSN: 1085-9683) is published quarterly by the Naval Helicopter Association, Inc. (NHA), a California nonprofit corporation. NHA is located in Building 654, Rogers Road, NASNI, San Diego, CA 92135. View s expressed in Rotor Review are those of the authors and do not necessarily represent the policies of NHA or United States Navy, Marine Corps, or Coast Guard. Rotor Review is printed in the USA. Periodical rate postage is paid at San Diego, CA. Subscription to Rotor Review is included in the NHA or corporate membership fee. A current corporation annual report, prepared in accordance with Section 8321 of the California Corporation Code, is available on the NHA website at www. navalhelicopterassn.org. POSTMASTER: Send address changes to Naval Helicopter Association, P.O. Box 180578, Coronado, CA 92178-0578. ©2016 Naval Helicopter Association, Inc., all rights reserved
Rotor Review #134 Fall ‘16 Rotor Review #134 Fall ‘16
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2
Gulf Coast Fleet Fly-In: Be There
26
Photo Contest Winners
34
The Phrog Log: Part 2 LCDR Chip Lancaster, USN (Ret.)
38 Vinson Completes V-22 Osprey Fleet Battle Experiment MC2 Kristina Young, USN 39
FEATURES
21
Happy Birthday Skipper! CDR Joe Skrzypek, USN (Ret)
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
In appreciation of our advertisers Robertson Fuel Systems Rockwell Collins Bell Helicopter Rockwell Collins Navy Mutual Hover Girl Properties MASSIF Sikorsky Aircraft Corporation
HSC Editors
LT Gene Pontes, USN (HSC West) eugene.pontes@navy.mil
LT Kristin Hope, USN (HSC East) kristin.hope@navy.mil
LT Greg Westin, USN (HSC East)
Page
gregory.westin@navy.mil
HSM Editors
LT Sean Castle, USN (HSM West) sean.castle@navy.mil
LT Michelle Sousa, USN (HSM East) michelle.sousa@navy.mil
USMC Editor 5
Chairman’s Brief
6
In Review
7
Letters to the Editors
12 From the Organization 14 In Our Community 16 Industry and Technology Game-Changing Flight for Naval Aviation: First Flight with 3-D Printed, Safety-Critical Parts VADM Paul Grosklags, USN, Commander, Naval Air Systems Command
Vacant
60 Historical
High Drink: Part 2 CDR Tom Phillips, USN (Ret.)
60 Changes of Command
USCG Editors LT James Cepa, USCG james.e.cepa@uscg.mil
LT Doug Eberly, USCG douglas.a.eberly@uscg.mil
Aircrew Editor
64 Radio Check
AWS1 Dan Mitchell, USN
66 Command Updates 74 Engaging Rotors
daniel.l.mitchell@navy.mil
Technical Advisor
LCDR Chip Lancaster, USN (Ret.) chipplug@hotmail.com
Historian
77 Signal Charlie
CDR Joe Skrzypek, USN (Ret.) 1joeskrzypek1@gmail.com
Editors Emeriti Wayne Jensen John Ball John Driver Sean Laughlin Andy Quiett Mike Curtis Susan Fink Bill Chase Tracey Keef Maureen Palmerino Bryan Buljat Gabe Soltero Todd Vorenkamp Steve Bury Clay Shane Kristin Ohleger Scott Lippincott Allison Fletcher Ash Preston Emily Lapp
U.S.Presidential Helo Clears Critical Review Pat Host, Reprinted from Aviation Week MQ-8B New Radar Capability U&W Public Affairs News Release CTI Wins Training Contract
Historians Emeriti CAPT Vincent Secades,USN (Ret.) CDR Lloyd Parthemer,USN(Ret.)
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Corporate Members
Correspondence and Membership P.O. Box 180578, Coronado, CA 92178-0578 (619) 435-7139 President.........................................................CDR Chris Herr, USN Executive Director...........................CAPT Bill Personius, USN (Ret.) Rotor Review Design Editor.......... ...........Mr. George Hopson Membership/Registration ...................................Ms. Leanne Anderson Marketing...............................................................Mrs. Linda Vydra Logistics Editor...................................Ms. Allyson Darroch VP Corporate Membership...........CAPT Don Williamson, USN, (Ret.) VP Awards ..............................................CDR David Collins, USN VP Membership ................................CDR Ryan Hayes, USN VP Symposium 2017..............................CDR Sean Rocheleau USN Secretary......................................................LT Ben Storozum, USN Treasurer ................................................LT Mary Hesler, USN NHA Stuff..............................................LT Adrian Andrade, USN Senior NAC Advisor..................................AWCM Justin Tate, USN
Out thanks to our coporate members for their strong support of rotary wing aviation through their membership in the Naval Helicopter Association, Inc. AECOM Airbus Group BAE Systems Electronics Bell Helicopter Textron, Inc. Boeing Breeze-Eastern CAE, Inc. CTI Crew Training International Elbit Systems of America Flir Systems, Inc. GE Aviation Kongsberg Defense Systems L-3 Communications/Crestview Aerospace L-3 Communications/Link Simulation & Training L-3 Communications/Vertex Logistics Solutions Leonardo Helicopter Lockheed Martin Systems Integration LSI, Inc. MD Helicopters, Inc. Navy Mutual Aid Association Northrop Grumman Integrated Systems Raytheon Robertson Fuel Systems, LLC. Rockwell Collins Simulation & Training Solutions Rolls Royce Corporation Rosemont Aerospace, Inc. SES Science Engineering Services Sikorsky Aircraft/A Lockheed Martin Company Telephonics Corporation USAA Vector Aerospace, Inc.
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 Mike Mineo, USNR 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.)
NHA Scholarship Fund
President............................................CAPT Derek Fry, USN, (Ret.) Executive Vice President............CAPT Kevin “Bud” Couch, USN (Ret.) VP Operations......................................CAPT Paul Stevens, USN (Ret.) 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 Barriger, USN Finance/Investment............................CDR Kron Littleton, 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 Steve Audello, USN 2016 Fleet Fly-In..........................................LT Andrew Hass, USN Region 6 - Far East Director....................................................CAPT John Bushey, USN President...............................................CDR Carey Castelein, 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 #134 Fall ‘16
Naval Helicopter Association, Inc.
NHA Junior Officer Council President..................................................LT Jeremy Cappalo, USN Region 1......................................................LT Dave Thomas, USN LT Laura Woessner, 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! I hope everybody had a great summer and your favorite football team is in the middle of a winning season! The theme of this Rotor Review edition is “Why NHA?” As you look through the magazine, you’ll notice some thoughts on NHA membership from some long time members. With that in mind, I thought I’d throw in my observations on the value of NHA membership based on my 35 plus years of participation:
➢ Expand your professional horizon: As a young junior officer, you spend the first couple
of years in a squadron buried in NATOPS and other publications learning your aircraft and its associated missions. That’s exactly what you should be doing, but at some point, it will be time to broaden that horizon and become familiar with the larger Rotary Wing community. NHA, through its magazine, symposium, regional events and fleet fly-in, offers a wide range of opportunities to learn about the larger community you are a part of. ➢ Expand your social horizon: You’re not going to spend your entire career in one squadron. NHA, with its many social events, can help you expand your social sphere so that as you move to new commands, you will already have friends and acquaintances there.
➢ Develop pride in our heritage: Our job is not just a job: it’s a calling, a duty. It is a deep seated commitment of service over self that we sometimes need to have reinforced. When we meet warfighters who have gone before us and hear their trials and triumphs, it helps strengthen our resolve for the days ahead when we may be challenged. At NHA events and in our magazine, you will learn about daring missions and superb feats of airmanship. ➢ Educate our leadership: Senior leaders from across our Navy attend our events: type commanders, system commanders and strike group commanders; air wing commanders and commodores. They come to listen…to us. At the last NHA Symposium, we had 10 Flag Officers on the Flag panel. When we question them during the Q&A session, they learn about our mission, resources, and concerns…and they always walk away impressed! ➢ Get the word out: Need to get the word out quickly about changing policy, new technology, safety issues, etc.? NHA can provide multiple avenues to reach across the Rotary Wing community fast! I have many great memories from NHA events in the past and look forward to many more. That’s all for now, see you at the Fly-in! It's 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
T
he midshipman in the back of my helicopter made a bold statement: "I have never thrown up in my life. Maybe when I was a baby, but definitely not since then." My co-pilot and I looked at each other with raised eyebrows. Our response: "That sounds like a challenge." It was the middle of a hot summer deployment, and we were on the tail end of a plane guard flight with a midshipman in the back. Unfortunately, the fixed-wing recovery was already in progress, so our ability to really test our passenger's so-called iron stomach was limited, and we soon moved on to counting landings and preparing for the hot seat. But maybe 15 minutes later, our crew chief asked if anyone had a spare plastic bag. "He's looking a little green!" Turns out, all it took was a warm cabin and a couple of completely mild, 30 degree angle-of-bank turns to break the middy's questionable boast. Okay, I admit that story was funnier in the moment than in my retelling. But it's my contribution to this issue's "Radio Check with Readers" segement, in which readers submitted anecdotes about the funniest things to happen to them in the helicopter (and keep on sending them! We'll keep sharing). Not only do sea stories allow us to laugh and learn at each other's expense - and supply creative call signs - but they reinforce our bonds as helicopter pilots and aircrewmen. And NHA, through various events, get-togethers, the annual symposium and Rotor Review, provides us with a forum to share them. This issue of Rotor Review asks the question, "Why NHA?" and attempts to answer it with funny stories, amazing photographs, squadron updates, testimony from long-standing members and a great editorial from CAPT (sel) Shawn Bailey. Read on if you've ever wondered what NHA does outside of producing this magazine and the annual symposium. Read on to hear about the professional benefits of having a network of like-minded aviators within your reach. Read on to feel a shared kinship and sense of community. Hopefully, you'll agree that the answer to, "Why NHA?" is, "Because it's us!" And, oh, don't worry about that poor puking midshipman - he told us he wanted to go SWO anyways. Happy Flying!
WITH OUR READERS Check it out on pages 64 and 65!
Rotor Review #134 Fall ‘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 from the High Drink Author Dear Editor:
Naval Helicopter Association 2016-2017 Submission Deadlines and Publishing Dates
More Combat Rescue History Discovered.
Winter 2017 (Issue 135) ...........November 16, 2016 / January 2017
Spring 2017 (Issue 136) .................. February 22, 2017 / April 2017 Regarding my article in the last RR, about “HIGH DRINK,” no sooner had the draft of Part 1 gone to Articles and news items are welcomed from NHA’s general press, than I lucked into finding some additional membership and corporate associates. Articles should be of general undiscovered early history to add to our evolving interest to the readership and geared toward current Navy, Marine process of identifying just how much combat rescue Corps and Coast Guard affairs, technical advances in the helicopter the Navy actually did in the Southeast Asia War Games industry or historical anecdotes. (aka the Vietnam War). Navy records are pitifully Rotor Review Submission Guidelines sporadic, inaccurate, and vague, and it has been a long, 1. Articles: Word documents as attachements are the preferred slow, erratic, and continuing, trail sleuthing out our format. Do not embed your images; send as a separate combat rescue history from that era. attachement. 2. Photos and Vector Images Should be as high a resolution Part 1 of HIGH DRINK credited Ranger (CVA-61), as possible and sent as a separate file from the article. Midway (CVA-41) and Independence (CVA-62) with Please include a suggested caption that has the following providing a plane guard det helo for combat rescue information:date, names, ranks or titles, location and credit duty early in the war before HC-1 could muster up its the photographer or source of your image. 3. Videos must be in a mp4, mov, or avi format. first trained CSAR detachment to take over the duty. • With your submission, please include the title and At least five other attack carriers could have caption of all media, photographer’s name, command taken their turn offering helicopters, and three pretty and the length of the video. likely: Coral Sea (CVA-43), Oriskany (CVA-34), and • Verify the media does not display any classified Bonhomme Richard (CVA-31). information . • Ensure all maneuvers comply with NATOPS procedures. Now I can add O-boat to the list of carriers who (for • All submissions shall be tasteful and in keeping with sure now) sent forward a plane guard helo, untrained, good order and discipline. alone, and unafraid. On November 9 1965, LT • All submissions should portray the Navy, Marine Corps Tommy Saintsing, LTJG Jim Welch, and an unnamed and Coast Guard and individual units in positive light. aircrewman from HC-1 Det 1 Unit G went forward in All submissions can be forwarded to your their UH-2A single-engine Seasprite to USS Gridley community editor via email or by mail to (DLG-21) for combat rescue duty. That very night, Rotor Review c/o Naval Helicopter Association, Inc. they were launched for a rescue and saved LCDR Paul P.O. Box 180578, Coronado, CA 92178-0578 Merchant of VA-152 and an O-boat shipmate. Enemy boats were closing in on Merchant and Saintsing’s helo was under fire. On the 18th of the same month, Saintsing and company rescued LTJG W. D. Sharp, Crusader pilot of VF-191 and Bonnie Dick. This was a daylight rescue and featured Sharp shooting one of the Vietnamese who had brought him aboard their craft as a captive. When they were distracted by the low pass of a Navy jet, Sharp produced a hide gun, shot the man covering him with a rifle and dived overboard as the other VN did likewise. He swam to a fishing buoy and was picked up by Saintsing and his crew. Jim Welch was one of the five HC-1 pilots who perished in the Oriskany fire on October 26, 1966. Anybody out there have more info about these early days of Navy combat rescue? Please contact me at thomas.phillips.ctr@score.com or (619) 313-2275 (Work San Diego). Fly NAVY. LCDR Tom Philips, USN (Ret.)
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More about ACAN Darlene Westling Dear Historical Editor, I was pleasantly surprised to see the historical article in the Spring issue of Rotor Review about the two WAVES receiving “Honorary Helicopter Pilot” cards back in 1954. I was the pilot that provided the tour and Helo ride for ACAN O.A.Westling. I dug into my “archives” and pulled out a copy of the photo of ACAN Westling with me presenting her card. I really don’t remember much about the event after 60+ years, but do remember she was quite appreciative of the experience. Thank you for the historical articles that are published in Rotor Review. I think that the “Legacy of the Past” enhances the strengths of the present and ensures success in the future. I am always amazed at what I read about the now routine operations and capabilities of the Helo Community that contribute so profoundly to the success of our military! Thanks so much! John F. Triplett LCDR, USNR (Ret.) (HU-1 1952-1955) Helo Designation # 1143
ACAN Westling (left) standing next to AN Pat Keefe holding their honorary helicopter cards
Response from Rotor Review’s Historical Editor Dear John, ((HU-1 1952 - 1955) Helo Designation # 1143) Thank you so much for your email with attachments. Your interest and support for Navy Helicopter History as described in your email, is deeply appreciated. We as Navy helicopter pilots are grateful for these human interest stories that bring back many memories. I was interested in this story because it brought back to mind a UH-1N Huey flight I did at NAS Fallon in 1978. My passenger was a PAO WAVE who wanted to fly and take pictures of the surrounding area. After about two hours of mountain ranges and many wild mustangs we ended the flight and she was very thankful for the experience. Later, she sheepishly confessed that the camera had no film, but nevertheless the scenes viewed were very memorable for all aboard. Keep your turns up! V/R Joe Skrzypek NHAHS Secretary
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Editor, Rotor Review Sept. 5, 2016 I enjoyed reading your article, The Dawdling Dromedary on page 60 of the Summer 2016 issue. Near the conclusion however, an error was noted. Jack Schweibold was not the pilot who flew the record setting distance flight. The record breaking long distant, non-stop and non-refueling flight was set by my friend Robert G. Ferry, the Chief Test pilot for Hughes Helicopters. Bob’s solo flight from Culver City, Calif. to Osmond Beach Fla. on April 6-7, 1966 in a Hughes YOH-6A helicopter ( Army serial number 24213) was accomplished in 15 hours and 8 minutes (took off at 2:20 p.m., 6 April and landed at 8:28 a.m. EST on April 7 with approximately 10 lbs. of fuel remaining). He flew 2,213 miles. The ratified record states this as 3,561.55 km. I believe the record remains current today. Photos of Bob in the cockpit of Army aircraft 24213 can be found online at "This Day in Aviation" https://www.thisdayinaviation.com/. Chris Jensen La Jolla, California SH-3A Pilot, HS-6 from June 1962 to October 1965 Test Pilot, Hughes Helicopters 1967-1987
Test pilot Bob Ferry in the cockpit of Hughes YOH-6A 62-4213, with engineer Dick Lofland, before the non-stop coast-to-coast flight. (Hughes Aircraft)
A photo correction Paul Caine writes:
The caption for the photo on page 61 in RR133 should read as follows: Crew of the Dawdling Dromedary: ADJ1 Paul J. Bert, CDR James R. Williford, LT David A. Biel
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MORE LETTERS TO THE EDITOR
The Author of the Low Flight Poem Dear Editor, Re: Page 51 of Summer 2016 Rotor Review. Here is some additional information on the take-off of John McGee’s poem, "High Flight." This appeared in the VX-3/HU-1/HU-2 reunion book at the reunion held at the Turtle Inn, Jax Beach, FL on 22 -26 April 1992. My recollection is that it was written by an original HU-1 pilot some years before. I revised the poem somewhat in 1993. CDR Robert Close, USN (Ret.) Helo Pilot #153, May 29, 1949 Ex-HU-2, HS-3, XO & CO HU-4
Low Flight
Anonymous – from VX-3 /HI-1/HU-2 Reunion Book 1992 In rememberance of the late 40’s days of flying the HORSE (Sikorsky HO3S-1) Oh! I have slipped the surly bonds of deck-plates And hovered high out of ground effect on whirling-flex’ed wings; Earthward I’ve auto’ed and met the rising fates On non-paved lands- and done a hundred things You would never dare to- spun and drooped and flared Low in the heat-soak roar. Hov’ring there. I’ve chased the earthbound folks to ground, and bared My limbering craft to shouted curses and even flung’ed chair. Then forward, full-powered and a little up, losing air I’ve pruned the Admiral’s prize’ed trees with thwapping blades Down where never Phantom or even Hellcat dare And, while with shuddering craft and benumb’ed mind I flew The low untrespassed sanctity of Restricted Space Put out my hand and grabbed a case, Of Chief Hatuey brew. CDR Close, thanks so much for your note! The original poem “High Flight” by John McGee is such a classic among aviators that we couldn’t resist publishing a helo pilot’s take on it. Thanks for sending us your version! - LT Mallory Decker, Editor-In-Chief
VX-3 HO3S-1 in Antarctica for Operation Highjump in 1947
Rotor Review #134 Fall ‘16
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,
From the Organization President’s Message
by CAPT (sel) Shawn “Opie” Bailey, USN
G
reetings Rotary Wing warriors! I hope this issue of Rotor Review finds you and your family well. This is my last post as your National President. In September, I will be turning over with Skipper Chris “Shooter” Herr of HSM-41. Shooter is a phenomenal officer whom I’ve had the privilege of serving with at sea when we were OICs of detachments attached to the USS Bonhomme Richard Expeditionary Strike Group. I can’t think of a better person to turn this office over to. He will serve you and NHA well. Welcome, Shooter, and enjoy the ride! We are headed into fall, and many Regions have exciting events planned that will be enriching on both a professional and personal level. I’d like to extend my thanks to all the Region Presidents and Directors for their hard work on all of our behalves. Their efforts continue to bring us together around the globe. So check your regional event calendar or the NHA website, and come out and enjoy the benefits of camaraderie and membership in your professional organization. Whether you are in a squadron, part of ship’s company, or stationed on a far flung outpost in FDNF, there’s a Region Team that is striving hard to keep you connected to the greater vertical lift community across all of Naval Aviation. I also want to thank all the many volunteers across this great organization - the NHA Representatives in each squadron and unit, the many volunteers on the National Staff, the NHA Scholarship Fund Staff, and the Naval Helicopter Historical Society, my hats off to you all!
Nothing NHA does would happen without all of you volunteering your precious time and energy to make every event and gathering possible. Thank you! I also pass my personal thanks to our incredible National Staff – CAPT Personius, Leanne, Linda, George, Allyson and again, all of our National Staff volunteers from across the Fleet. I am deeply grateful for your support of our organization and me. Each one of you has been an inspiration and truly made a difference across the entire Rotary Wing and vertical lift community. Lastly, many thanks to our members. Without you NHA would cease to be. As I’ve said many times, this organization is unique in that it is 100% for the membership and by the membership, representing all of rotary wing and vertical lift – Navy, Marine Corps and Coast Guard. You make it happen. Your service to our great nation inspires me everyday, and it has been a privilege and honor to serve you as NHA President. Thank you for participating and making the organization strong. Mark your calendars, Training Wing FIVE’s Gulf Coast Fleet Fly-In is almost upon us. HT-8’s Skipper JD McBryde and Executive Officer Steve Audelo have an exciting line up planned. NHA will be there, and we all look forward to seeing you at Whiting Field October 24-28. Fair winds and following seas! Semper Fortis
On the flight line at NAS Whiting Field
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Executive Director’s Notes by CAPT Bill Personius, USN (Ret.)
W
ell, it is that time of the year again when we head back to the birthplace of Naval Aviation and our roots at Whiting Field. The Fleet Fly-In / NHA Join-Up 2016 is here, and we are looking forward to another great time this year in Pensacola. It is fitting that this issue of the Rotor Review is dedicated to “Why NHA?” CAPT (sel) Shawn “Opie” Bailey did a nice job outlining the many reasons it is important to be a part of your professional organization in his article, “What does NHA do for you?” that is featured in this month's magazine. Honestly… I can tell you that everything that was good that happened to me over the course of my 30 year career, that spanned commanding two helicopter squadrons and ultimately a big deck gator for my major command tour, to include my underway qualifications and even my tour in the Pentagon as the Deputy DNS, I can trace directly back to the many people and relationships that I made while I was in NHA.
The Navy to me is like one big family… and those people that work hard, take care of business and support the organization are normally rewarded and taken care of by those that they serve. A pretty simple concept that is just human nature. This question comes up all the time, so we are planning to put a section on the NHA website to add testimonials from junior and senior personnel so everyone can see the benefits of being part of NHA. I hope that you enjoy this edition of the Rotor Review magazine, and more importantly, I hope that it motivates you to get involved and do something for NHA. We are always looking for volunteers and have plenty of all kinds of projects that we could use your support for. Get involved, get out and do something to benefit your community and the NHA organization. You won’t regret it. Keep your turns up.
Aircrewman’s Corner
by AWCM Justin Tate, USN
F
ellow Aircrewmen, Good day to all of you! It is amazing what the United States military service is doing to keep the connection and communication going for all. Relationships with organizations like NHA continue to be the bridge that brings the active, reserve, retired and partners of industry together to make sure all voices are heard and as much rotary community information can be communicated as to what direction we all are headed. It is the support that NHA brings to the warfighters that keeps everyone involved. One of the events coming up that is dedicated to the new pilots and aircrewmen in Pensacola is the annual Fleet FlyIn. If you have never attended one, you absolutely should. This is where you have the opportunity to really impress
on these new men and women what the specific rotary communities do. Talking with these amazing young men and women gives me a renewed confidence in who will be leading the communities in a few years to come. Come on out and meet them all. No matter what service you serve in, your selfless sacrifice and dedication to support and defend this great country does not go unnoticed. I personally thank each and every one of you for what you do and challenge you to continue to make your communities the best. Fly Safe!
Aircrewmen run an obstacle course in the 2016 NHA Symposium Aircrew Competition U.S. Navy photo by Mass Communication Specialist Seaman Apprentice Conor Minto
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In the Community NHA Scholarship Fund by CAPT Paul Stevens, USN (Ret.)
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reetings from the Scholarship desk! Hopefully by now you have heard that I’m stepping down from the Fund’s President position. After more than eight years in that position, I thought it was time to bring new ideas and energy into the life of the Fund. I’ve always felt indebted to the Naval Rotary Wing community and all those I have served with for providing me with the training and opportunity for a great naval career. Working with the Scholarship Fund seemed like a natural way to give back to an organization (NHA) and community that helped make that career a success. Needless to say, I hope to stay on the Fund’s headquarters team for as long as I am needed. I know I am not alone in thinking that the work of the Scholarship Fund is extremely important. In the last month, I have received a dozen inquiries from both the retired sector and active duty ranks about taking over the leadership of the Fund. By the time you read this, we will have chosen my relief and I am encouraged to know that any one of these individuals has the skill and experience to successfully lead the Fund. The theme of this Rotor Review is “Why NHA?” While I can fill in this entire column on my personal experiences as a long- time member of NHA, let me give you some hard facts about your NHA Scholarship Fund. Just in my ten-
ure, the Scholarship Fund has awarded more than $200,000 in scholarships to family members, active duty and those who formally served in the Naval Rotary Wing community. I’m sure that since the Fund’s inception in 1993, awards have more than doubled that amount. Four years ago, our parent, NHA, began funding four scholarships for active duty personnel. Those scholarships would not be available without NHA’s direct contribution. Much of our funding for all our scholarships come from companies with corporate ties to NHA and/or from fundraising by NHA Regions. Simply put, even though the Scholarship Fund is a standalone nonprofit, we would not be in business without the support of the NHA. As a reminder, the Scholarship Fund started a new application cycle that runs from September 1 to January 31. Please help us get the word out to both family members and active duty alike that our scholarships support anyone who has worked in the Naval Rotary Wing community. One final note. If you are a retiree who served in the Naval Rotary Wing community, your kids and grandkids are eligible to compete for our scholarships. NHA has served the Naval Rotary Wing community past and present and the NHA Scholarship Fund has always been considered “NHA’s most worthwhile endeavour.” Hold fast
Naval Helicopter Association Historical Society by CAPT Bill Personius, USN (Ret.)
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he Naval Helicopter Association Historical Society (NHAHS) is a 501c (3) nonprofit public benefit corporation that benefits the Naval helicopter community. Established in 1997, the organization was formed to “Gather, Preserve and Display the Legacy of Naval Helicopter Aviation.” Its ultimate vision is to make NHAHS the premiere repository of all Naval Helicopter History. Currently, NHAHS occupies Ready Room Two on board the USS Midway Museum and houses its artifacts and organizational library at the San Diego Air and Space Museum in Balboa Park. The NHAHS office and headquarters are located on NAS North Island in building #654 Rogers Road next to the NEX Uniform Shop. The Historical Society actively looks for opportunities to display its artifacts, grow the organization and support the endeavors of the Naval Helicopter Association (NHA).
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NHAHS has an active body of volunteers and a Board of Directors (BOD) that meets frequently to discuss issues related to preserving the history of Naval Helicopters. It collects artifacts, written documents, oral histories, squadron histories, personal biographies, sea stories, and video thumbnails. Many of these items are currently displayed electronically on the Historical Society website! NHAHS can be reached at: http://www.nhhs.org/. The NHAHS Guiding Principles: • Practice long-term planning • Inform and educate our followers openly and effectively • Achieve the mission through teamwork • Exercise sound judgment in meeting the active duty and retired Helicopter Community and NHA’s needs • Demonstrate honesty and integrity in all actions • Encourage and support innovation in gathering our 14
history Value all the contributions of our culturally-diverse members Treat each other with courtesy and respect
Outside of San Diego, you can mail your artifacts or donations to: NHAHS PO Box 180578 Coronado, CA 92178-0578
Donate your artifacts: Do you have helicopter historical related items in your attic, garage, squadron spaces that you would like to see preserved for posterity and potentially displayed with our collection? Make a donation to NHAHS. We will pick up your old plaques, award citations, ceremony programs, models, cruise books, flight gear, scrap books, etc. (no trash please) and add it to our collection of existing helicopter memorabilia that is being stored as part of the San Diego Air and Space Museum in Balboa Park. Our collection of artifacts is stored in a climate controlled facility and our documents are being digitized to be archived (and thus accessible) online. For FREE pick-up in the greater San Diego area, contact Bill Personius at billpersonius@ gmail.com or 858-538-1455.
Volunteers: NHAHS is actively looking for volunteers to support our committees. Donate your time to help preserve our Naval helicopter history in any number of ways! Contact Bill Personius at billpersonius@gmail.com or 858-538-1455 to volunteer or for additional information and details. Areas where we need your support: • San Diego Air and Space Museum • USS Midway Museum • NHA Symposium • Flag Officer Bios • Awards Committee • Finance Committee • Part-time volunteers and or committee chairs/ leadership
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A View From The Labs: Supporting The Fleet by CAPT George Galdorisi, USN (Ret.)
Why NHA?
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’m mindful that our Executive Director, CAPT Bill Personius, has invited others to address the question that’s the theme of this issue of Rotor Review, “Why NHA?” I suspect that some of this commentary - especially from those who were wearing flight suits “back in the day” when NHA was established, or soon after our professional organization got rolling - will have insightful and memorable things to share with all of you. For this short column, I’d like to focus on what I’ve learned in the 15 years since I took off my flight suit for the last time. What I’ll share goes to the banner at the top of all of these columns: “A View From the Labs: Supporting the Fleet.” BLUF - or bottom line up front - it all goes to the value of being part of a professional organization. I work at SPAWAR Systems Center Pacific - the Navy’s C4ISR (command, control, communications, intelligence, surveillance, and reconnaissance) lab. For those of you have been around for a while, we’re sort of like Prince in that we’re formerly known as NRAD, or a bit further back, formerly known as NOSC. In any event, this is a highly technical place. We probably have over 300 Ph.D.s in fields ranging from computer science, to physics, to electrical engineering, to chemistry,
to well, you name it. They’re all hard core scientific disciplines. And the scientists and engineers who work here share one thing in common - they all belong to professional organizations or societies - sometimes more than just one. Why? Because this is their professional niche. They are vastly less concerned with where they fit into our lab’s organizational chart, or what their “position” is, and far more about how well they excel in their field. So how do they measure that? They do it through the professional organizations or societies that bring together - in person at events, in journals and magazines, as well as online - all the people in their field. Even the youngest scientists and engineers at our lab are members of “their” appropriate professional organization or society - and for many of them it is a major mentoring avenue where they connect with seniors who have been working in their field for decades. Not doing so leaves them out-on-a-limb career-wise. It’s the same for us. We have, arguably, the strongest organization in the Navy - and maybe in the entire U.S. military. For me, the question, “Why NHA?” pretty much answers itself.
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Industry and Technology
Game-Changing Flight for Naval Aviation: First Flight with 3-D Printed, Safety-Critical Parts
Article by VADM Paul Grosklags, USN, Commander, Naval Air Systems Command Orginally posted in: INSIDE THE NAVY, TECHNOLOGY. Reprinted with permission
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n July 29, an MV-22B Osprey completed a successful test flight while outfitted with a flight-critical aircraft component built using additive manufacturing or 3-D printing. The successful use of this technology in a test flight is a first for Naval Air Systems Command and a significant game-changing milestone for Naval Aviation. 3-D printing works by using digital design data to build components in layers of metal, plastic and other materials. The component used in the V-22 test event – a titanium, 3-D printed link and fitting assembly for the engine nacelle – was printed at Naval Air Warfare Center Aircraft Division in Lakehurst, New Jersey. This link and fitting assembly is one of four that secure a V-22’s engine nacelles to the primary wing structure and will remain on the aircraft for continued evaluation. Additive manufacturing technology has the potential to revolutionize Naval Aviation by putting the ability to build parts into the hands of maintainers and operators in the fleet. The test flight marks a great step forward as we work toward a future where all parts can be made on-demand around the globe and where industry partners can stock digital data instead of ordering, stocking and shipping parts. Think about what this could mean for our warfighters. Rather than having to order a part and wait for it to arrive, a maintainer serving overseas could just print out a required part when it is needed. This not only reduces the supply chain timeline but also reduces the need to store and transport parts – resulting in increased warfighting readiness at the best possible cost. As we look ahead, the Naval Air Systems Command Additive Manufacturing Integrated Product Team will continue to work with the V-22 to go from the first flight demonstration to a formal configuration change to use the 3-D printed parts on any V-22 aircraft. The team has identified six safety-critical parts, including the V-22 link and fitting assembly, that they plan to build and test over the next year for three U.S. Marine Corps rotorcraft platforms — the V-22, H-1 and CH-53K. An MV-22B Osprey equipped with a 3-D printed titanium link and fitting inside an engine nacelle maintains a hover as part of a July 29 demonstration at Patuxent River Naval Air Station, Maryland. The flight marked Naval Air System Command’s first successful flight demonstration of a flight critical aircraft component built using additive manufacturing techniques. U.S. Navy photo
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INDUSTRY AND TECHNOLOGY Our additive manufacturing team has done incredible work in a relatively short period of time – both internally through its production of aircraft components to be used in flight testing, and externally through its liaison with industry and other government organizations. It is absolutely critical that we understand what it takes to successfully manufacture and qualify additive manufacturing parts for use in deployed aircraft flying in theater. Together with industry, we will continue to work toward getting 3-D printing capability into the hands of our warfighters – giving them the ability to print required parts where they need them, when they need them.
A 3-D printed titanium link and fitting for an MV-22 Osprey engine nacelle.
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U.S. Presidential Helo Clears Critical Review Article by Pat Host, Reprinted from Aviation Week Tuesday, July 26, 2016
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ikorsky has demonstrated that its VH-92A meets U.S. Marine Corps requirements for transporting the U.S. president and provides exceptional, affordable and supportable mission performance by completing a critical design review earlier this month, company and military officials said. The review clears the Lockheed Martin unit to begin assembly, test and evaluation of the VH92A under a $1.24 billion fixed-price incentive engineering and manufacturing development (EMD) contract the Navy awarded Sikorsky in May 2014. The contract includes production options; the Naval Air Systems Command (NAVAIR) plans to acquire two test aircraft and 21 operational ones based on the S-92. The two EDM aircraft are undergoing EMD VH-92A - Photo courtesy of Lockheed Martin modifications at Sikorsky’s Stratford, Connecticut, facility, according to Lockheed Command’s Presidential Helicopter’s Program Office. The Martin, adding the first flight of a VH-92A-configured successful review “demonstrates this helicopter system aircraft is planned for 2017. meets the requirements of the USMC and gives them “This is an important step forward in the replacement exceptional mission performance from a platform that is of our presidential fleet of helicopters,” said Marine Col. affordable and supportable for this important mission.” Robert Pridgen, program manager for the Naval Air System The main presidential transport today is the Sikorsky VH-3Ds flown by Marine Helicopter Squadron One (HMX-1), which also operates Sikorsky VH-60Ns and Bell Boeing V-22s. Pridgen has said some of HMX-1’s 11 VH-3Ds have been flying since 1974 and some of its eight VH60Ns date to the 1980s. A previous effort to procure a new presidential transport was killed in 2009 by former Defense Secretary Robert Gates after it fell under heavy criticism for anticipated cost overruns and delays. That ended a process that had begun six years earlier. After the EMD VH-92A’s first flight, Pridgen said, the government is to take delivery of it for government testing one year later in 2018. Initial fielding of the VH-92As is slated for 2020 with
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production running through 2023, according to the Navy. Pridgen said the Marines are using a twopronged approach to help contain requirements creep and hold the VH-92A program under budget: keeping the aircraft in compliance with the S-92’s type certificate and running a requirements chain-of-command instituted by Pentagon acquisition czar Frank Kendall. Pridgen said if there was a requirements change is proposed that would affect cost, schedule or performance, it must clear layers of bureaucracy and must be able to fit within the “box” of FAA certification. The critical design review “demonstrates Sikorsky and NAVAIR are well aligned,” said Spencer Elani, Sikorsky’s director of the VH-92A. “We got here by completing several milestones on or ahead of schedule. We are committed to staying on that track as we head into the building phase of the program. Sources: Richard Aboulafia at Tealgroup.com, U.S. Marine Corps and Sirkorsky Aircraft | Alberto Cuadra and Richard Johnson/The Washington Post April 22, 2014
MQ-8B New Radar Capability News Release from PEO (U&W) Public Affairs
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he MQ-8B Fire Scout unmanned helicopter recently deployed with the USS Coronado (LCS4) to begin flight operations using its new maritime surveillance radar. The AN/ZPY-4(V)1 radar, built by Telephonics Corporation, will be used to improve the situational awareness of the Fire Scout operators and the ship’s crew in maritime and littoral environments. The AN/ZPY-4(V)1 will also improve Fire Scout’s target classification for maritime and overland targets. Helicopter Sea Combat Squadron Two Three (HSC-23) will operate both the Fire Scout and the MH-60S Seahawk to increase situational awareness and threat warning in a high-traffic littoral environment. “This air package will significantly improve the Navy’s surface search capabilities for LCS and its action group,” said CAPT Ben Reynolds, Commodore, HSC Wing Pacific. MQ-8B Fire Scout heading back to USS Coronado “The expanded capability will allow our assets to employ (LCS-4) after being used in support of RIMPAC 2016 an autonomous aircraft off of a naval vessel for search, this summer. detection, surveillance, and tracking of maritime surface Photo is courtesy of NAVAIR vessels.” The radar will be used in support of Surface Unit Warfare objectives. It will significantly expand the search area for the ship’s combat team with the ability to simultaneously track up to 150 targets and increase detection accuracies out to 70 nautical miles.
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“Our overall goal for the first-ever HSC/LCS deployment is to integrate the MQ-8B Fire Scout and MH-60S in all available scenarios in order to act as a force multiplier for ships and to function as a vital arm of distributed lethality for the tactical commander,” Reynolds said. This capability allows the manned/unmanned aviation detachment, working in concert with the LCS and mission package crew, to expand and vastly improve their battle space awareness while building a more detailed common operational picture, he said. “We continue to evolve into full manned-unmanned teaming by conducting simultaneous missions in the air by determining how best to use MQ-8B and MH-60S for traditional maritime operations,” said Capt. Jeff Dodge , Fire Scout program manager. The MQ-8B Fire Scout will also support the Navy’s biennially RIMPAC exercise this summer while deployed aboard LCS-4.
Crew Training International (CTI) Wins Contract Award with the Naval Air Warfare Center Training Systems Division (NAWCTSD) Press Release by Rachel Cuccias, Proposal Coordinator, CTI
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eptember 19, Memphis, TN). Crew Training International (CTI) recently won a contract award with the Naval Air Warfare Center Training Systems Division (NAWCTSD) to perform Curriculum Revision and Maintenance (R&M) in support of Naval Aviation Helicopter Training Programs. Specifically, CTI is responsible for all Computer Based Training (CBT), Computer Aided Instruction (CAI), Interactive Multimedia Instruction (IMI), simulator and other training requirements that support our warfighters. This is a four-year agreement and is valued at over $10M. “This Navy Helo contract is an important win for us,” said Alan Mullen, CTI’s CEO. “We are proud to support the United States Navy and bring them the resources to effectively and efficiently train their personnel.”
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The contract includes maintenance of Electronic Classrooms (ECR), Learning Resource Centers (LRC), network systems, and Foreign Military Sales (FMS). CTI conducts this training at North Island, CA, Mayport, FL, Jacksonville, FL, and Norfolk, VA. Crew Training International, Inc. delivers cutting-edge learning through innovative technologies and current adult learning principles. This ensures successful transfer and retention of critical skills. Using our experience in critical environments, we develop customized training solutions to help organizations like the United States Navy and other dynamic commercial organizations. Crew Training International also operates a flight training academy with bases in Florida and Memphis-Millington Airport under the name CTI Professional Flight Training. For more information on Crew Training International, visit www.cti-crm.com or call (901) 754-8839.
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AECOM
THE KEARNS GROUP
BELL HELICOPTER
L-3 VERTEX LOGISTICS
AIRBUS GROUP
CAE
BREITLING
CTI CREW TRAINING
ENSTROM HELICOPTER CORP. FIRST COMMAND FINANCIAL SERVICES FLIR SYSTEMS, INC.
FRASCA INTERNATIONAL
HOVER GIRL PROPERTIES
Rotor Review #134 Fall ‘16
L-3 CRESTVIEW AEROSPACE LEONARDO HELICOPTER LOCKHEED MARTIN
MD HELICOPTER, INC. SIKORSKY AIRCRAFT SKY WEST
12 O'CLOCK HIGH USAA
VECTOR AEROSPACE
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Features
4th ANNUAL PHOTO & VIDEO
CONTEST E
ach year, the Rotor Review photo contest gives members a chance to share their experiences in Naval Rotary Wing Aviation. This year’s entries invited us all to live vicariously through the artist's camera lens. Our NHA members had some tough choices to make when voting for their favorite photo via Facebook and Twitter. So congratulations to this year’s winners! AWS1 Joshua Vest’s “Rappeling Training” won first place; second place went to LCDR Scott Moak’s “Lady Liberty;” and LT Colin McGeehan’s “RIMPAC… Overhead” received third. In this issue, you will see the first, second and third place winners along with the rest of the top ten finalists. The first place photo will also be featured on the Winter 2017 cover of Rotor Review. All the winners will also be posted on the NHA website in January.
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"Rappeling Training� The winning photo shows the Whidbey SAR crew conducting rappeling training under cold conditions. Photo by AWS1 Joshua Vest, USN
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Lady Liberty Redhawk 746, from the Fleet Angels of HSC-2 ,and Bayraider 737, from the Dragon Whales of HSC-28, perform a formation flight by the Statue of Liberty during the parade of ships for Fleet Week in New York. Photo by LCDR Scott Moak, USN
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Overhead 3 RIMPAC The third place photo features HM-14 aircraft 544 during a photo-ex in support of the mine countermeasures exercise portion of RIMPAC 2016. Photo by LT Colin McGeehan, USN
Rise in the Desert 4 Moon HSC-8 conducts a night strafe with a new moon rising in the background.
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Fleet Week NYC Part 1 and Part 2
Up-close and long-distance views of HM-14 flying in New York during Fleet Week. Photos by LT Jeff Fudge, USN
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Night Snow Landings in the Pacific Northwest
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Mt Hood Rescue
Night snow landings in the Cascade Mountains from NAS Whidbey Island SAR. Photo by AWS1 Joshua Vest, USN Photo by AWS1 Joshua Vest, USN
Crew of Rescue 58 headed to Mt. Hood for a rescue at 10,500 ft. Photo by AWS1 Joshua Vest, USN
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Whidbey Sunset
Sunset in the Cascade Mountains
Photo by AWS1 Joshua Vest, USN
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Big Iron
A MH-53 from HM-15 conducts a high power takeoff from the airfield at Camp Dawson, WV during a mountainous terrain detachment this past July. Photo by Paul Morreira 33
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FEATURES
The Phrog Log Part Two The Way of The Air Mail Pioneers
Article by LCDR Chip Lancaster, USN (Ret) Saturday 3/05/16 The bird is sitting on the flight line and is almost good to go but for want of a couple of things. The day started off with a number of problems: how to return our rental car to a town 15 miles away, how to get back on base and onto the restricted flight line, how to get the FAA Inspector onto the base and onto the restricted flight line and, finally, to verify that replaced parts were going to work. The Dog Pound comes to the rescue again. Larry ferries us to get the rental car returned and then gets us back on base where we hook up with JP who’s able to get us back on the flight line. It’s Saturday morning and the base is very quiet; the Marines value their time off. Over at base ops, the duty desk sergeant is the only one in charge. Unlike the day before, he’s more than happy to help out and ensure that a Visiting Aircraft Line (VAL) truck will be able to pick up the FAA Inspector at the front gate and deliver him to the restricted flight line ... sergeants make it happen! Back at the Phrog, Joe has completed a maintenance daily inspection of the ship and greased the swash plates, hangar bearings and aft vert shaft thrust bearing. We’ve also finalized the FLCT hook up and verified its operation. Inside the ship, clean up continues, making sure everything is properly secured, strapped down and made shipshape in preparation for inspection. The FAA Inspector (called a DAR, for Designated Airworthiness Representative) shows up at 12:45 p.m. with a friend in tow. Chip hops in the VAL van and Daisy, the driver, takes him to pick them up and bring them back to the ship. I bring Daisy’s name up because it turns out that she knows Classic Rotors and even has a hat from her days working VAL at Miramar years earlier; it’s a small world after all. Jerry, the DAR, inspects the ship inside and out and questions Joe and Howard regarding maintenance and records. Satisfied, Jerry signs off on the airworthiness
Ship is opened for inspection at the Dog Pound
matter what we do we aren’t able to transmit out of this radio. We even have hand held VHF radios, but we are not able to get the tower to acknowledge our transmissions on them. In frustration, we taxi over to base ops and shut down while Howard gets out and goes in to talk to the tower. Coordination is made so that we can taxi back out to the taxiway at the base of the tower and attempt to contact them again on the hand held. They acknowledge our hand held takeoff request with a green light, thumbs up and waves, and we takeoff, finally on our way out of town. We aren’t able to get airborne until 4:30 p.m., so there’s only enough daylight for one leg. So it’s off into the Carolina countryside enroute to our first stop. Without effective radio comms, we will avoid tower controlled and special use airspace so our track is laid out accordingly. Our navigation is done with paper sectional visual flight rules charts backed up by Joe’s GPS notebook and occasional TACAN (Tactical Air Navigation) bearings and ranges. The Marines took out the communication radios but left the TACAN, the IFF (Identification Friend or Foe) and RADALT (Radar Altimeter) all of which prove invaluable on our trip. It’s 179 miles to our first destination of SanteeCooper Regional Airport near Manning, S. C. We arrive at Santee-Cooper just before sunset and it’s very quiet. It’s a little airport in the middle of the woods. Joe and Howard refuel at the self-serve station while Chip is on his IPhone searching for transportation and rooms for the night. No joy on the phone except to discover that there are no taxis, no shuttle services and no Uber in this part of the world. Howard sees a vehicle enter the hangar area on the ramp opposite us and checks it out. Turns out to be Jim and his adult son Ken checking out their airplane. They agree
“We even have hand held VHF radios, but we are not able to get the tower to acknowledge our transmissions on them.”
certificate making us legal to depart. Lunch and we’re back to the ship ready to go, but a new problem raises its head. The Marines took the Phrog’s radios out before they put her in the Pound, so we have configured her with a separate VHF radio. The radio is set up in the ship so that only one person can talk on it while everyone else is on the intracommunication system. Unfortunately, no
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to give us a ride into town 15 miles away. In Manning, we’re able to get a room, dinner and tucked in for the night. Tomorrow is another day. Sunday 3/06/16 Sunday morning in Manning, S.C., everything’s quiet. The problem: how to get back out to the airport 15 miles away. Howard sweet talks the overnight desk clerk, Miss Peggy, who agrees to take us back out when her shift is over. When we get back out to Santee-Cooper Regional, we give Peggy a tour, pay for her gas and she’s on her way. Howard also gives Jim and Ken who are back in their hangar an American Helicopter Society calendar with our tandem rotor stack up on the cover. We’re on our way on our next leg. The weather is pretty good and it’s very quiet. We literally do not see another aircraft of any sort in the air the whole day. The next stop is Cherokee County Airport in Canton, Ga., 214 miles away. Canton is located about 40 miles north of Atlanta. Cherokee County presents a particular problem for refueling. In looking for the best gas rates there is both full service and self-service. For full service, the truck comes to your location, where the gas man pumps it into your ship with single-point pressure refueling. For self-serve, you pull the aircraft next to the pump, put in your credit card and pump it yourself, over-the-wing gravity fill. Self-serve is always cheaper and our preference if we can get it, but it’s not always available. Additionally, with the Bullfrog HH46E stubwing configuration, more fuel can be taken onboard with pressure refueling than with gravity. Cherokee County has self-serve, but the problem is that the pumping station is designed for the aircraft to be taxied in nose first, shut down, filled up and then pushed back out. This is not normally a problem for a light civil aircraft, but a bit of a problem for the 20,000 pound Phrog. This is handled by taxiing the Phrog backward into the refueling station, which Howard does quite nicely. Off on the next leg to McCharen Field in West Point, Miss., 218 miles away. To get to McCharen, it’s necessary to skirt around the north side of Columbus Air Force Base’s Class C airspace to get to the airport on the west side of the base. At McCharen Field, we run into another problem. The self-serve station won’t take our credit card and full serve is not available. Chip’s on the IPhone looking for another gas station in the area. He quickly finds Ralph, who in a thick southern drawl, explains that his gas truck has exactly 500 gallons of Jet A, just waiting for someone to buy it. We tell him we’re on our way! Ralph and his truck are in Grenada, Miss., 59 miles away. We turn up and launch, reaching Grenada 30 minutes later. Turns out, Grenada is a big gas stop for transient military aircraft. Ralph is so happy to see us that he takes us into town to have lunch at the Wendy’s after pumping the ship. Ralph is the most genial of Fixed
Base Operators (FBOs). It is a pleasure listening to him recount the history of the area and his airport. We even give some brief Phrog tours there and then leave Ralph with a Classic Rotors patch and a calendar. He leaves us with a Grenada Airport ball cap, which Chip wears for the rest of the trip. The last leg of the day is going to Mount Pleasant, Texas some 266 miles away. Along the way we cross the Mighty Mississippi into Arkansas. We fly straight across southern Arkansas to Hope and then cut south crossing the Red River into Texas. Mount Pleasant is 50 miles across the TexasArkansas border on the way to Dallas-Fort Worth. We arrive in Mount Pleasant in the late afternoon Just before sunset, refueled and took a courtesy car into town for the evening. It was a long 6.4 hours of flight time day, and the crew was pooped. Mount Pleasant was pleasant but not without its share of difficulties, not the least of which was finding accommodations which would give us one room
Refueling with Ralph
with two beds and a roll-away for the three of us. After several attempts, we finally end up at another EconoLodge with an IHOP across the street which we repair to for a bite before crashing for the night. Monday 3/07/16 Today looks to be a long one, with the plan to get out of Texas. For those who have driven across Texas, you know it’s a big state that takes a long time to cross. We’re in “The terrain is flat and unnoteworthy, being mostly the same. There are, however, a series of large lakes enroute helping with the dead reckoning navigation. The TACAN, it seems, is not picking up anything.”
northeast Texas, so the idea is to head southwest initially, swinging around the southern end of the Dallas-Fort Worth special use Class B airspace then heading west to land at Sweetwater. Sweetwater is about halfway between Fort Worth and Midland, 290 miles away, so it’s an ambitious first leg. The weather, however, does not look promising with forecasts for low ceilings and rain in central Texas. So we’re off with a scattered cloud layer overhead and pretty good visibility. The terrain is flat and unnoteworthy,
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Quick Sidebar Here. Mount Pleasant Airport is also the home to the Mid-American Flight Museum owned by Scott Glover (check it out at www.midamericaflightmuseum. org). Scott’s brother met us on the flight line when we taxied in the afternoon before. He gave us info on the museum and invited us to see their aircraft. Unfortunately, we didn’t have the time. A couple of the museum aircraft were sitting on the line: a Douglas A-26 Invader and a Grumman HU-16 Albatross. being mostly the same. There are, however, a series of large lakes enroute helping with the dead reckoning navigation. The TACAN, it seems, is not picking up anything. Rounding our course south of Dallas-Fort Worth and turning to the west, the ceilings are dropping and the visibility decreasing. Finally, it’s forcing us below 500 feet so we elect to find a place to land and wait it out. We are now about 45 miles southwest of Dallas-Fort Worth International. A slight turn to the left takes us off our main track about 5 miles to Granbury Regional airport in Granbury, Texas. In Granbury, we’re welcomed into the pilot coffeen-doughnuts discussion in the FBO office. A good round robin discussion on our story and theirs transpires. While the discussion is underway, Joe and Chip slide into the flight planning room to reroute to El Paso and rebase Joe’s GPS. We lay waypoints into Joe’s GPS to match up with hard copy sectionals which will be in the cockpit. The weather is still down, so they offer us a car to drive into Granbury for lunch. Downtown Granbury is just a couple of miles away. We pull into Fuzzy’s Taco Shop for a Tex-Mex lunch. On the way back to the airport we also visit the pharmacy to pick up some cold meds; appears we have acquired a bug from the Dog Pound residents. Back at the airport, the weather has lifted significantly allowing us to depart. We take off on our next leg. We’ve shifted the course to the south a bit, cutting south of Abilene’s Class C airspace. Our next planned fuel stop is Schlemeyer Field in Odessa, Texas, 240 miles away. Again, the terrain is flat with very little in the way of navigation checkpoints making dead reckoning navigation difficult. The occasional TACAN cut and Joe’s GPS is keeping us on track over this long stretch. Approaching the Odessa area from the east, it’s necessary to circle south of Midland’s special use Class C airspace to get to Schlemeyer Field on the west side of Midland. We refuel quickly there and takeoff on our next leg to Deming, N.M., 307 miles away. This will be the longest leg of our trip. It also requires threading through El Paso’s special use Class C airspace surrounding the international airport and Fort Bliss Army Airfield. West Texas is even more difficult to navigate over with its lack of recognizable terrain features and radio navigation aids - it can be likened to navigating over the ocean. Additionally, Joe’s GPS is getting low on battery, so we can’t keep it on all of the time. We finally get a visual on the Salt Flat VORTAC navaid 65 miles due east of El Paso. Luckily, they paint these devices white, making them easy
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FEATURES to see from a distance. The weather has also lifted, giving us unlimited visibility. With the GPS, occasional TACAN cut and great visibility, we’re able to cut around the north end of the El Paso Class C and start a final leg to Deming 75 miles west and a little north. Approaching Deming, the sun is getting low in the west. We land right at sunset and taxi up to a very quiet ramp. There’s definitely no one in attendance at the airport. It’s also getting a little chilly with the approaching darkness and Deming being at 4300 feet above sea level. Fortunately, Chip’s sister, Debbie Robertson, lives in Deming and a quick call starts her and her husband David in route to the airport. We’re able to have pizza and spend the night at their house only a couple of miles from the airport. Of note here is that Classic Rotors recovered their HRP helicopter from a storage yard adjacent to the airport and David was a key player coordinating the manpower and crane necessary to get this unique aircraft. It’s been a long day, so everyone crashes in short order looking forward to getting home tomorrow. Tuesday 3/08/16 This is the final part of our trip. We wake that morning to find that it had rained through the night and it is still raining although not very hard. Fortified with waffles, juice and coffee, we hit the wet streets for the airport. It is still lightly raining when we get there, and we are able to get in touch with the fuel truck. We gas up and say warm good byes to the Robertsons, thanking them profusely for their generous hospitality. Startup leads to higher than expected turbine temperatures, so it is decided to adjust the fuel controls. This doesn’t take too long, it gives the weather a chance to clear and this is a shorter distance day so we can afford the time. Complications are encountered in the process and it takes longer than expected. However with patience, perseverance and a good deal of tech assist from our Cherry Point contact, Joe defeats the fuel controls and gets them properly adjusted. It is about 11:30 a.m. when we finally get airborne on our first leg of the day back to home plate. This leg takes us 179 miles through the southern New Mexico and Arizona desert to Marana Regional airport northwest of Tucson. The leg has us going west across trackless desert south of Lordsburg, New Mexico to San Simon, Ariz. just across the New Mexico-Arizona border. Our TACAN doesn’t give us much (nothing actually) in the way of guidance information, but once again there is unlimited visibility and we are able to spot the white painted San Simon VORTAC from miles away to help guide us. We continue from San Simon due west to Tucson. Getting across Tucson to Marana is another story though. Tucson is bordered by mountain ranges to the east towering to above 9,000 feet on the north to 8,500 feet on the south and both ranges are covered with a variety of wilderness areas which we have to avoid. Fortunately, there is a pass
called Redington Pass between these two sets of peaks. On this particular day, both sets of peaks are capped with storm clouds. It is also overcast across the pass but the ceiling is high enough to give a comfortable passage beneath it. Adding to the terrain difficulties is the Class C special use airspace surrounding Tucson International and Davis Monthan Air Force Base immediately west of the mountains. Luckily, we can drop below the outer special use airspace layer immediately on the other side of the pass and turn northwest to follow the western foothills dropping down from Mount Lemon. We cross a final low ridge line northwest of Tucson to drop down into Marana Regional airport. This is the busiest uncontrolled airport that we have been to and things were definitely happening. There was a gathering of official looking vehicles and personnel at the approach end of the runway looking perhaps concerned as we passed by. When we clear the runway and taxi onto the ramp, we are met by a flashing light-covered SUV and another bright red SUV and wondering what sort of exercise we had stumbled into or what we had done wrong. The bright red SUV was the airport manager there to welcome us to Marana and the flashing light-covered sidekick vehicle was airport security who followed the manager around. We breath a collective sigh of relief that we aren’t in any sort of trouble. The manager says that he had acknowledged our hand-held VHF calls and was happy to get the fuel truck over and even give us a ride to the airport cafeteria a considerable distance away. He even comes back to pick us up and take us back
Landing at Ramona Airport and home safe. Photo taken by Skip Robinson
to the ship. We are gassed up and ready to go with special departure instructions from the manager on the best way to leave his airport area. The next leg is the longest of the day, taking us 227 miles to Imperial County airport in southern California. The first stretch of this leg, again across some pretty trackless desert, is northwest 80 miles to Gila Bend southwest of Phoenix. From Gila Bend it is 100 miles to Yuma tracking north of the interstate to stay between large restricted areas on both sides of our course. We skirt north of Yuma International and the Marine Corps Air Station to continue west to Imperial County. At Imperial County airport, we are greeted enthusiastically by airport personnel giving us a small ice chest of drinks and snacks. Leaving the airport, it is necessary to fly about five miles due south toward the Mexican border before turning west in order to clear NAF El Centro’s Class D airspace just west of Imperial County airport. We are back in home territory now, just like flying the H-21 back from the El Centro Air Show years earlier. From Imperial County airport, it’s about 87 miles back to Ramona. Topping the Laguna ridge line at Jacumba, we follow the interstate past Pine Valley to the El Capitan Reservoir then to Ramona. In order to land at Ramona, prior arrangements were made for us to approach from the south and get a green light from the tower. The arrival goes smoothly, and we are soon taxiing onto the tower ramp for photo shots and a warm greeting from a waiting Classic Rotor crowd. After a photo and interview session, the ship is towed to the museum hangar for some TLC. It’s sitting there today, so come on up to the museum and check it out along with the rest of the museum tandem rotor lineage including the Phrog’s great grandfather the HRP. In summary it was a great trip. The experience included six and a half days of preparation and three and a half days of flying. The flight took 18.8 hours covering over 2,100 miles across 10 states. The fact that it was done with an inoperable radio is not recommended as a safe Naval Aviation practice: make sure those radios are in operational condition. It does point out, though, that there are thousands of uncontrolled airports across this country and around the world and probably thousands of small radioless aircraft using them. Be wary, it might be the way the mail service pilots did it in aviation days of old, but it’s not the safest of flight plans to follow. Thanks for reading,
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FEATURES
Vinson Completes V-22 Osprey Fleet Battle Experiment ________________________________________
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Article by MC2 Kristina Young, USN ircraft carrier USS Carl Vinson (CVN 70) completed a Fleet Battle Experiment (FBE) for the future Navy variant CMV22B Osprey. Commander, Naval Air Forces conducted the FBE, July 22 through Aug. 4. The experiment explored, analyzed and documented the characteristics of operating a detachment of MV22s for the carrier strike group as a replacement for the Navy’s C-2A Greyhound carrier on-board delivery (COD) platform. “We look forward to the flexibility the CMV-22B will bring the carrier strike group,” said Vice Adm. Mike Shoemaker, commander, Naval Air Forces. “The analysis and conclusions from this experiment will inform future concept of operations and how we will employ this aircraft and integrate it within the carrier A MV-22B Osprey, from Marine Operational Test and air wing.” Evaluation Squadron 1, prepares to lift off the flight deck of During the FBE, 34,590 pounds of cargo and 563 the aircraft carrier USS Carl Vinson (CVN 70) as a MH-60S passengers were transported to and from the ship via the Sea Hawk helicopter from the “Indians” of Helicopter Sea MV-22B Ospreys. One notable advantage of the V-22 Combat Squadron (HSC) 6 passes by. as the carrier on-board delivery platform is its ability to Photo by MCSN Daniel P. Jackson Norgart, USN deliver logistic support to the carrier at night. “Overall, it was a successful evaluation,” said CDR Lucas Kadar, Carl Vinson’s air boss. “The Ospreys were able to integrate into the carrier environment seamlessly. It gives us a lot of options, a lot of flexibility, in the sense that we can recover it more as a helicopter or sometimes we can treat it more like a fixed wing aircraft.” Future CMV-22B detachments will capitalize and build on the flexibility, mobility, responsiveness, and independence of today’s C-2A Greyhound detachments. “I believe there’s a lot of value added by having this aircraft on board the ship,” said Kadar. “For being in the initial stages of evaluating the suitability of the V-22 to conduct the carrier on-board delivery mission, it went surprisingly well.” “The Ospreys bring the best of both worlds as far as the platform types go,” added Kadar. “I look forward to seeing how the program continues to progress.”
A MV-22B Osprey, from Marine Operational Test and Evaluation Squadron 1, lands on the flight deck of the aircraft carrier USS Carl Vinson (CVN 70). Photo by MC3 Matthew Brown, USN
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HAPPY BIRTHDAY SKIPPER! World Famous Naval Officer and Aviator Celebrates 90th Birthday By CDR Joe Skrzypek, USN (Ret) NHAHS Secretary and HC-7 CSAR Pilot 1967
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t was a beautiful day, Saturday 20 August 2016 in San Diego and an extraordinary naval officer and aviator had invited hundreds of his friends to celebrate his 90th birthday along with his loving family. For all of you Naval Aviation enthusiast here is the genesis of this amazing man. Lloyd grew up a farm boy from Kansas who joined the Navy during World War II. He earned his aircrew wings in 1945 as an Aviation Ordinanceman in fixed-wing aircraft. One of his earliest exploits was flying as aircrew on patrol aircraft searching the Bermuda Triangle for the “Lost Squadron.” He earned his wings of gold in 1950 as a stiffwing aviator flying a wide variety of aircraft: everything from the SNJ, T-34, T-28, T-2 and T-33 to the F-2, F-9, FJ to the multi-engine C-45 and S-2. He transitioned to rotary-wing in 1957, again flying a wide variety of helicopters from the H-13, H-19, H-34 and HUP to the H-3, H-46 and AH-1. Lloyd is an aviator’s aviator who earned both aircrew and pilot wings, tempering them in peacetime and combat during an extensive and exceptional career. If you have the good fortune to meet Lloyd, he’ll shake your hand and give you his card showing the wide variety of aircraft that he has experience in. He’ll then be happy to bend your ear on anything Naval Aviation wise, a true font of information and history. And so it was on this beautiful sunny day that Lloyd’s family and friends came together to celebrate him. All met poolside and inside his home, which was decorated with dozens of historic photos and mementos, for a wonderful catered lunch and cake and, above all, comradery.
Posing with Lloyd (left to right): CAPT Randy Bogle, CDR Lloyd Parthemer, Col. Howard Whitfield, and RADM Bill Terry
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Focus
W H Y ? BECAUSE WE ARE NHA! Rotor Review #134 Fall ‘16
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FOCUS: Why NHA?
From: RADM Steven Tomaszeski, USN (Ret.) Founded in 1971, NHA continues to promote, educate and enhance the warfighting value of our Naval Rotary Wing community. But “Why NHA?” What’s in it for me? For me, NHA is synonymous with serving, or having served, as a member of the helicopter community. NHA is, quite literally, an extension of the ready room or maintenance control. While serving in helicopter squadrons, NHA provided me an expanded forum for professional development, national/regional recognition opportunities for my squadron mates and served as a conduit for cross-community communication and contact. When I was on dissociated, non-aviation tours, NHA kept me up to speed with my community and provided an entertaining vehicle for relevant tactics and fleet experiences. Signature NHA events I have and continue to enjoy are: regional recognition and scholarship activities, our unrivaled NAS Whiting Field “Fleet Fly-In,” the nonpareil, member driven Rotor Review magazine and our annual national Symposium. But why did I join and remain an NHA member? Bottom line: it’s fun. Both fun and personally satisfying to provide a maintainer, aircrewman or junior officer the ability to address and question senior naval aviation leadership directly or through Rotor Review about just why are things this way? Over the past decade, the technical sophistication and war fighting insights discussed at NHA is yet another mark of our membership’s engaged professionalism. Believe me, this is well appreciated by naval aviation leadership. CAPT Personius asked us “longtime” members to comment on how NHA affected us “personally and professionally.” Here are three examples: 1. I earned my wings in July 1976. I was an intra-service transfer, a lieutenant and former SURFPAC “Blackshoe.” Orders sent me to the HS-9 “Sea Griffins” in Jacksonville, FL. The only people I knew there were the former student naval aviators I had been with in Pensacola. Then I went to my first NHA event. I met lots of people from all over the Jax / Mayport area I had not seen in several years: HS, HSL and even P-3 guys (free beer, some things just never change for MPA). The ability for Liz and I to connect with friends as newcomers to the aviation community is an NHA JAX memory we’ll never forget. And this happens to us at just about every symposium. An NHA member listens as RDML Jeff Hughes (right photo) answers his question to the Flag Panel during this year’s NHA Symposium. Photo by LT Arlen Connolly, USN
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2. In 1989, I was the commanding officer of HS-1, the FRS. We were the “model manager” for the H-3 and with that came the direction to develop the flight curriculum for what was called Night Vision Goggles (NVGs). This was new, eye-watering technology. Every instructor and aircrewman wanted the NVG flying experience. And there was the pressure of the always sage advice from above: “don’t screw this up!” LCDR Greg Boschert led his NVG team in both flight and curriculum development. He briefed his progress to NHA gatherings in Jax / Mayport and Norfolk. He had the best flying billet on the seawall and was selected as NHA’s Pilot of the Year in 1990 for his NVG work.
3. Cross-community communication and contact. We were organized differently in 1989-90. We were HS/HSL/HC/HM. East coast HS was at Jax, HSL in Mayport. The debate between us was, “what’s best? Squadron deployment on a carrier (HS) or HSL squadron detachment life on a small boy?” (see Rotor Review #108 Winter 2010). My counterpart at HSL-40 was CDR Scott Canfield, a boat school classmate and a pretty good guy (for an HSL bubba). After several of these NHA led discussions on what career path was “best,” Skipper Canfield and I worked a plan with BUPERS for two volunteer HSL-40 instructor pilots and two HS-1 instructor pilots to “swap” communities for one 2 year sea tour. The deal was after their HS/HSL sea tour they could continue to serve and compete in that community or return to their original community. Think about that... Worth the risk? LT John Smith, HS-1, decided to take that professional risk for the unique experience it represented. He had a ball as an HSL bubba, returned to the HS community and then went on to command HS-11 and HS-10. I am convinced none of this would have happened without the venue NHA provided and LT Smith’s intrepid decision (RADM Smith is now Chief of Staff, US European Command). So, “Why NHA?” When you earn your Wings of Gold, aircrewman’s wings or Aviation Warfare Specialist Insignia AND you join the coolest, best led and most operationally diverse community in Naval Aviation, joining NHA is a “no brainer.” NHA is all about you; your career, your profession, your aircraft. NHA: It’s what we do, it’s who we are.
Ensign Allison Berg chats with Rear Admiral Steven Tomaszeski, Oceanographer of the Navy, after she was presented with the first Pittenger Fellowship for naval officers studying in the MIT/WHOI graduate program.
Photo by Dave Gray, WHOI Graphic Service
SAN DIEGO (May 14, 2015) RDML John Smith,USN looks on as VADM Allen Myers, right, is greeted by RADM Pat McGrath, Executive Director of the Centennial of Naval Aviation, before making his keynote speech at the 63rd annual Naval Helicopter Association Symposium in San Diego. U.S. Navy photo by Petty Officer 1st Class Chris Fahey
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What does NHA do for you? by CAPT (sel) Shawn “OPIE” Bailey
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hat does NHA do for me? It is a question I get
often. The short answer is, whether you know it or not, the Naval Helicopter Association (NHA) does a lot for you. It is more than a magazine subscription, more than a social group and does quite a bit more than the free beer and pizza at regional gatherings around the country during the year. The things I’ve listed already are far more than any other “subscription” or “membership” will do for you. You won’t find these types of benefits in your National Geographic membership. You A Brietling watch was presented at the 2016 NHA Sympsium won’t find them as a part of your BIKE, SURFER, or Outside subAs such, our flag panel boasts Flag Officers from across the scriptions. NHA does even more though. Let me explain. First off, when you read “Rotary Wing community” or Naval Aviation Enterprise and Surface Warfare. Command“vertical lift community” in this article, I’m referring to er, Naval Air Forces (CNAF), Commander, Naval Air Systhe whole community – Navy, Marine Corps, and Coast tems Command (NAVAIR); Commander, Naval Air Force, Guard who fly helicopters or tilt rotor aircraft. No other Atlantic (CNAL); the Director of Air Warfare (OPNAV organization advocates for the whole community across all N98); the Chief of Naval Air Training (CNATRA); Expeditionary Strike Group and Carrier Strike Group Commandthree services like NHA. NHA’s mission is to support and showcase rotary wing ers; Commander, Naval Safety Center; and Commander, aviation and the people who make up this great commu- Navy Recruiting Command are all examples of leaders from the highest levels that you are able to engage with. nity. NHA was founded on November 2, 1971 to be an advocate for the naval vertical flight community, Navy, On this year’s panel, four helicopter Flag Officers were in Marine Corps and Coast Guard. NHA seeks to promote attendance. You also have the opportunity to engage with the accomplishments, attributes and utilization of vertical Commodores and Carrier Air Wing commanders (CAGs), lift aircraft across our sea services, while providing rec- carrier and amphibious ships commanders, Amphibious ognition and enhancing the prestige of our community. It Squadron (PHIBRON) commanders, Personnel Command (PERS) and Programs Office Directors. Industry leaders also seeks to inform, educate and connect its members, as from every company that supports Rotary Wing across all well as provide a forum for discussion of the advancement of our maritime services are present on the exhibition floor, of the Rotary Wing community. NHA helps facilitate communication within and between Naval Rotary Wing com- and company leaders form our Captains of Industry panel munities within the Navy, Marine Corps, and Coast Guard. to engage with you. The symposium brings in briefers from Senior naval leadership recognizes NHA as a professional all over Naval Aviation to cover procurement, design and group, which fosters camaraderie, esprit de corps, and ex- construction, operations, and implementation at the operacellence in performing our missions. NHA provides a voice tional and strategic level of war. Future platforms, weapon to junior officers, naval aircrewmen, and senior Navy lead- systems and simulator modeling, career information, and higher education opportunities are all covered as well. Topership and industry partners. Our annual symposium has become a benchmark among ping it all off are several social events that bring old friends ALL Armed Forces symposiums. Through this event, you together and offer opportunities to network with mentors have unprecedented access to every level of leadership in and leaders. If you’re wondering what’s going on in the our community. We serve in a community that is distribut- community, or in the minds of our top leaders, you will find ed across several platforms, deployment modes and areas the answers at symposium. Keep reading… Gulf Coast Fleet Fly-In, hosted every year by Training of responsibilities, and span the gamut of naval warfare. 45
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FOCUS: Why NHA? Air Wing FIVE, brings Fleet aviators back to the cradle of Naval Aviation to engage with Student Naval Aviators (SNAs) and aircrew candidates. Fleet aviators fly in Navy, Marine, and Coast Guard aircraft to connect SNAs and recent wingers with the bright future ahead of them. NHA is there, along with industry partners, who fly in their developmental aircraft, man exhibits, and host social gatherings. All of this is designed to bring the future of Naval Aviation up close with their future platform, and the squadrons, pilots, and aircrewmen who fly them. When you graduated from flight school and earned your wings, you received your first set from NHA. I still have mine, pinned on by my wife in 1997: "Compliments of NHA." NHA and industry partners sponsor a host of awards given at the regional and national levels to recognize and promote the accomplishments of the squadrons, units and people of Naval Rotary Wing. These awards recognize, pilots, aircrewmen, rescue swimmers, instructor pilots and aircrewmen, maintenance officers, enlisted maintainers, shipboard aviators and community leaders across all of our services. This past year the national winners came from the Navy, Marine Corps and Coast Guard. NHA affords you opportunities to enhance your network of professional colleagues. With 3,000 members, you have a unique resource of people with similar interests and concerns and the potential for collaborative opportunities. While the premier forums for interchange and discussion are the annual symposium and Fleet Fly-In, the near real-time forum is on the Internet with NHA connections to Facebook, Twitter and LinkedIn. Keep reading. NHA sponsors professional and social functions in six
regions. You're stationed in one of those regions now, wherever you are. Whether you are stateside or Forward Deployed Naval Forces (FDNF), you can participate in professional, social, and sporting events and share in the camaraderie of our profession. Chapter meetings, regional events, and outings are a great opportunity to develop your leadership skills, share sea stories with other pilots and aircrew who face similar challenges that you do, and contribute to the overall organization and profession. The NHA Scholarship Fund provides several competitive scholarships for undergraduate and graduate students each year. It's truly a worthy cause, giving opportunity to children of our own warrior tribe as well as active duty service members. Win a scholarship or help someone you know win a scholarship. Interestingly, to enjoy the fruits of NHA, you don't have to join. NHA will give you a set of wings, honor you with an award, present your child with an academic scholarship, and welcome you at any event put on by the organization. So here's my question to you - why wouldn't you join an organization like that? NHA cares about you and the work you do. Get involved in an effort that matters to your profession, share your perspective and make a difference. Why join? If you want to stay connected with one of the most venerated fraternal orders in military history, the Naval Rotary Wing community, then I think you know the answer. NHA is your professional organization. It is for the membership and by the membership, representing all of Rotary Wing and vertical lift - Navy, Marine Corps and Coast Guard. No other organization is so completely and uniquely devoted to our community. Join today.
NHA is aircrew
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From: RADM Gary R. Jones, USN (Ret.) Aviation. It is why I joined NHA as a young junior officer, and have remained a member ever since. NHA afforded me a venue where professional ideas, opinions, topics were shared and examined…and debated. In and out of the cockpit, NHA aided me in growing as a professional. Upon retirement and entry into commercial business, I was struck by the number of and commitment to the numerous professional societies in industry and business. I quickly learned that if I was to become relevant in and better understand my industry, I had to join (and become an active participant in) those pertinent professional societies. Bottom line: NHA is where professional rotary wing aviators amass to share best practices, grow as professionals, and engage in networking opportunities that make the Rotary Wing community a vibrant, dynamic force in the maritime domain. As a professional, I am a member of and strong believer in NHA!!"
“The Naval Helicopter Association is the Rotary Wing community’s professional society. As a junior officer in my first Fleet Squadron, my wise executive officer imparted some sage insight that stuck with me for the next 30+ years of flying, driving ships, tours in the Pentagon, and assignments overseas. It was simple but spot-on guidance. He stated that striving to be a professional aviator required professionalism in and out of the cockpit. Being a professional required a commitment to being proficient and skilled at every aspect of your chosen profession. He went on to share that for Naval Aviators, it meant not only being skilled in the air and knowing warfighting procedures, but also being professional while on the ground/in whatever squadron job or assignment assigned. That, to me, is where NHA fit into my career as a professional. NHA is the professional organization and open forum for the Rotary Wing community in Naval
Great Lakes, Ill. (Oct. 25, 2006) - Commander, Naval Service Training Command, RDML Gary R. Jones shows his office keepsakes to Chief Quartermaster ManSuk Woo (left) and Kichun Nam, drill instructors with the Korean Navy, following an exchange visit to Recruit Training Command, Great Lakes, Ill., Chief Quartermaster Kichun Nam (right), a recruit division commander at Recruit Training Command, served as translator during the visit. U.S. Navy photo by Hospital Corpsman 1st Class Duane Snader
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From: RDML Dean Peters, USN Program Executive Officer for AIR ASW, Assault & Special Mission Programs, PEO(A) "One great thing about NHA is that it provides you with both a sitrep on where you are in your career (real-time) and a lens to where you can expect to be in the future. Whether flying fleet helicopters for the first time at the NHA fly-in, reading about sister squadrons and detachments returning from sea in Rotor Review, learning about the next great technology at a Symposium, or just getting together for a beer on a Friday afternoon, NHA is the backbone of the helo community. Another great thing about NHA- and what makes it particularly compelling- is that NHA is a guiding organization where the vectors and corrections can come from all levels of the community, junior and senior. At the 1990 Symposium in San Diego, the leadership had determined that the prescribed uniform would be service khakis. The pullover sweater was allowed, but leather flight jackets were prohibited (and it was an unusually cold spring in San Diego). The backlash from the junior officers was forceful and immediate. The following year in Virginia Beach there were some admins in which specific groups tried to behave like their air wing counterparts at Tail Hook. The more senior rotor heads let everyone know that this was “not who we are.” There are many more examples, but suffice it to say that NHA provides a forum to keep the community focused and evolving, both personally and professionally. A hearty Bravo Zulu to all NHA members community wide."
SAN DIEGO (April 11, 2007). CDR Jack Hanzlick and Exhibitor Rick Tarr discuss the Naval Aviation Enterprise at the Annual Naval Helicopter Association Symposium Exhibition. The symposium is held for members of the aviation community to discuss Navy helicopter operations. U.S. Navy photo by Mass Communication Specialist 2nd Class Shannon Warner
From: CAPT Mike “Babe” Ruth Commanding Officer, USS Boxer (LHD 4) “When I think about my relationship over the years with NHA, the first thing that comes to mind is how proud I am to be part of this elite club. We are the premier. . .the best, maritime helicopter pilots in the world. The men and women that make up Navy and Marine Corps Rotary Wing are a special breed. . .night, low altitude over the sea, in all types of weather, in all parts of the world. . . you never take it for granted, and you only really understand it if you’ve done it. We share a common bond. I’ve made lifelong friends and acquaintances within NHA... one of the best networking mechanisms out there for Naval Aviation alumni... I’m constantly networking amongst NHA members...and confident that will continue for many, many more years.”
USS Boxer (LHD 4)
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PHROGS Forever
From: CAPT Chuck Deitchman USN (Ret.) Director Naval Requirements Sikorsky Aircraft Corporation "I originally became involved in NHA in my first tour. There were two primary reasons: my CO and XO were active members and “encouraged” us to attend. Once I started attending the functions, I realized it was a lot of fun. I really enjoyed the symposiums because it provided an opportunity to catch up with my flight school buds who were stationed on the opposite coast. The more I participated, the more I came to realize what a great organization this was for building our helicopter community. We hardly had any flag representation then, and it seemed like the only time Navy leadership paid any attention to us was when they came to the symposium. The more senior I became, the more I learned about how NHA works. It is funded largely through industry donations which make most events a really good deal for those attending. More importantly, it provided the structure to promote the Navy helicopter community. NHA contributed directly to the airframes you are flying today and to the proposed upgrades to keep you relevant. It is an organization that respects what you do and promotes it to the greater Navy and the civilian world. As one of the old timers now, I still enjoy attending events and learning from what the fleet is doing today, and I still have a great time."
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From: CAPT Dennis DuBard, USN (Ret.) Manager, Public & Government Relations General Dynamics NASSCO “In today’s networked and social media world, joining a professional association may well be one of the most important aspects of today’s business and professional careers. Having been retired for almost nine years, I am not sure I fully appreciated the opportunity that NHA provided me while on active duty. Today, I am involved in several associations that offer valuable information and resources that keep me connected to current developments in my professional as well as personal life. NHA is a classic example of a professional organization that allows you to connect with your peers, share ideas, ask for advice and to deepen your relationships as well as make new contacts. NHA is more than just a trip to the annual symposium or a monthly meeting in your respective region, it’s where everyone throughout the Rotary Wing community shares something in common, service to our craft.”
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From: CAPT Dave Bean, USN (Ret.) “Indian One,” 2002-2003 "As a retired officer ‘of a certain age,’ I am frequently asked if I miss the Navy. The answer is, of course, yes; more importantly, I miss the people I had the honor to serve with, and this is where NHA made a difference. From the professional, energetic staff in the front office, to the many great members I got to know, NHA became an important part of my development as an officer and as a rotary wing aviator. Discussions begun on the pages of Rotor Review, and continued in ready rooms and at symposiums, served to advance our community in a way that more established, Navywide publications could not. This was our community, and we were able to take ownership of it in very tangible ways. NHA has always cemented that special bond amongst unrestricted Naval Aviators – on both a professional and personal level. It continues to do so long after you last step off the flight deck. Be part of something special: join and support this organization and continue a legacy of excellence!"
From: CAPT Sil Perrella, USN, Commander, Helicopter Maritime Strike Wing Pacific "I first got actively involved in NHA in 1997 when assigned to the FRS as an Instructor Pilot. I volunteered to run registration for the Symposium that year and that was when it hit me that this was truly “our” organization to run, organize, and benefit from. The energy and enthusiasm from both the National Office and the volunteers that help make sure these events are a success have inspired me throughout my career and really drove home the importance of maintaining and advocating for our professional
organization – this is what makes what we do so special! The camaraderie, networking, and professional reading NHA brings to Naval Rotary Aviation is a large part of what has kept me serving for so many years and is why I not only advocate for the organization, but continue to actively stay engaged as member and community leader. NHA is “our” professional organization and is the uniting connection that bonds all of us wearing wings of gold regardless if we are Navy, Marine Corps, USCG or officer and enlisted. If we fly maritime rotary – we are in. I am proud to call NHA my professional organization and intend to be a member for life."
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From: CAPT Thomas Freeland, USN (Ret.) “Why NHA…..for those still serving and those like me who now only watch, we are and always will be Naval Aviators who aircrew rotary wing aircraft. We are not unique, but are different from others who fly. We are qualified in both fixed and rotary wing. Unlike fixed wing aircraft, our rotary wing pilot skills are our ejection seat and parachute. We fly through the weather, not over it. Our aircraft is a weapon system that goes to war, but is also an angel of mercy for those in peril on the sea or in need of assistance no one else can reach. NHA has fought long and hard to bring these and many other attributes of Naval Rotary Wing Aviation to the forefront, ensuring that both the Navy and the country understands the importance of what you do and who you are. NHA has been around for almost a half century. Over that time a lot of things have happened, some good, some bad. One thing is certain, without the support of those who crew and maintain Naval rotary wing aircraft, NHA could not do what it has done and still needs to do to make Naval Rotary Wing Aviation better for the next generation-for those like you who want to experience the Wings of Gold and the thrill of vertical flight."
From: CAPT Gene Pellerin, USN (Ret.) "The Naval Helicopter Association came into my world when I was told that I was appointed as the NHA Membership Chairman. I had just returned from Vietnam (HAL-3) in 1972 and assigned the safety officer’s job at the ASW Wing. I should point out that my office had been the women’s head so I had my own water closet. Only the Wing Commander and I had our own heads, but I digress. CAPT Mark Starr and CDR Reid Carleton handed me a stack of NHA membership cards and told me I was it. At that point, I did not know what NHA was. The first symposium had been held the week before I arrived stateside so I had missed the first gathering of the faithful. At that point, membership in NHA was $1.00 for a lifetime. Over the years, NHA has evolved into an important part of the Navy helicopter community. It provided us the opportunity to meet flag officers, industry CEOs, Chief of Naval Operations, Secretary of The Navy, and best of all, each other. While most of us served on both the east and west coasts, as the community grew and personnel policies (funding restraints) reduced the cross country transfers, the east and west communities did not experience the intermingling that we had early on. As a point of interest, early in our careers we were told that we should gain experience in other aviation missions (VP, VS, etc.) if we wanted an opportunity to get promoted. Over time, that perspective changed, and it became apparent that the helicopter business was reaching the point that squadrons needed well-seasoned air crews. The community needed to share
experiences, ideas and develop a plan for the future, and make sure we operated safely. NHA provided the helicopter community an opportunity to be observed as a professional and talented arm of Naval Aviation. As our operational expertise became evident throughout the chain of command, our opportunity for promotion improved significantly. NHA was a prime mover in garnering attention to the community, the quality of talent and mission capabilities. Through our work with aircraft and system manufacturers, we have had a significant involvement in our operational effectiveness. Our skills are well known, however, because Naval Aviation is dynamic and there is a need to keep the ball rolling. We cannot rest on our laurels - NHA helps work the problems, stress safety and work throughout the Navy to continue the amazing success enjoyed by the community."
HAL-3, LST-821, October 1967
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From: AFCM Bill “Red Dogg” Moss, USN (Ret.) "In the spring of 1978, my operations boss at Pacific Missile Range Facility (PMRF) came to me and said, “Chief, put together a slide show because you are going to NHA in San Diego.” NHA?? What the hell is that? PMRF had seven H-3’s and about 10 SAR crewman; all pilots had to be second tour H-3 guys and we were short six aircrewmen according to the detailing manual. Money was so tight that I was sent as an 8215 SAR guy without any fleet replacement aircrew or H-3 maintenance schooling. On-the-job-training, baby!!! We needed crewman to fill the required billets. I was being sent with my dog-and-pony slide show to give the PMRF presentation but mainly to do a face-to-face with the detailers and discuss crew shortages. Which happened due to my being able to have a one-on-one with the detailers at the NHA Symposium. After that initial symposium in 1978, I joined NHA. I might be one of the oldest enlisted members still around. I don’t think that is continuous membership due to deployments, etc., but close. Why NHA? Over the years, and especially during the late 1970s and all through the 1980s, I attended every NHA Symposium there was and even when I was in HC-5 on Guam, Skipper Bogle made sure I got back to San Diego to attend. The reason for this was at the NHA Symposiums, you are exposed to vendors, admirals, detailers and a wide assortment of folks that can help you do your job. As a maintenance chief, I had access on a personal basis to folks that would not ever talk to me on the phone. They knew me and I knew them. Through NHA, I met the NAESU representative and was able to secure the very first Sikorsky Technical Rep ever at Barking Sands.
PRMF SAR Crew circa 1978 from http://helos4ever.com/
Through NHA, I was able to fly to Pensacola and speak to the director of field operations (whom I had met at a previous NHA Symposium) and not only secure an H-3 Transmission and a field service team to come to Barking Sands but got to have lunch with him too! Through NHA, I learned the fine points of Vibration Analysis from the guys that built the machines! Through NHA, I learned of hoist cables and SAR Equipment and what the other guys were doing in the SAR world. There was always a unique session at every NHA Symposium. Which I would always log as “things I did not know.” Now in my “waning” years, I attend the symposiums for the comradarie and to visit with old friends and shipmates. Some of my good friends that were vendors have passed as have some of my skippers. But it does this old Master Chief's heart good to see the young aircrewmen wandering around and just taking it all in. They don’t understand it yet but one day they will find that the relationships you build through NHA will last a lifetime! That’s WHY NHA…"
From: CAPT Chris Heaney, USN (Ret.) "If you ask me about what I enjoyed most about my career in Naval Aviation, I will always answer that the two best parts are saying that I got to fly the hell out of a Phrog in the best community the Navy has ever produced, and that I made some of the best friends I have ever known. Flying in the HC community was, from day one, absolutely the best stroke of luck I could have had out of flight school. The Phrog, and even the Knighthawk, were really flown by both the pilots and the crewmen. It was a team, and a great one, at that! Starting when I was in flight school at NAS Whiting Field, I learned the value of spending the end of a long day at the office by unwinding at the club with mentors, friends and protégés. The NHA social might have seemed like mandatory fun once or twice, but it truly helped define the best part of being a helicopter pilot. No matter how the day had gone, sitting at the bar and talking about the job we all knew we were lucky to have made any challenge
worth it…yes, even the late Friday night FCF…!! So, Why NHA? Why not NHA!!!?? I miss lots about my career, but I know that there will always be a NHA social and a Fleet Fly-In and a Symposium that I can travel to. There, I will find good friends and meet the newest generation of unrestricted naval aviators. We all can and should be proud of that…and keep it going by talking it up and getting all the youngsters to join and make it theirs. Just like we did!!
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From: CAPT Sam Phillips, USN "I joined NHA as a young replacement pilot at HC-3 in 1991, and I have never let my membership lapse. Lately, I have not participated in person as much as I would like, but I cherish being an NHA member because it helps me feel connected to the helicopter community that means so much to me. NHA provides great opportunities to serve and to meet other people. I was lucky enough to be the "NHA Stuff" officer in the mid-nineties, and that was great. That meant I was a "national officer" and I got to attend meetings and interact with the senior leaders in the helo community. I became friends with the great civilian staff at NHA Headquarters. I helped plan the NHA Symposium, and I met hundreds of people throughout the community by simply doing my "Stuff" duties. These are memories that I will always have, and I hope to continue to make more memories and build new friendships through NHA for the rest of my life."
From: CAPT Mike Fuqua, USN (Ret.) "'What did you do in the Navy?' That’s a pretty common question as I’ve navigated civilian life since 1999. After 25 years in the Navy, I suppose there are a lot of answers to that question. My drill instructor, Staff Sergeant Penn, in Class 29-74 at Aviation Officer Candidate School, always told us that he was molding us to become Naval officers first. It’s true that when I pinned on the Wings of Gold, I became a Naval Aviator. Like all of my friends throughout the years, I had a wide variety of jobs with varying responsibility from lowly (although I didn’t know it at the time) communications officer to commodore. I was a student at some of the nation’s most prestigious military schools. And I still see people who I will forever call shipmates. But by far…by a very large margin…I was a helo pilot. It’s what I wanted to do to from the start and is as much a part of my identity as my birthday. It didn’t take me very long to become immersed in my first squadron and Naval Aviation. And through the next 25 years, I embraced my role as a helo pilot in almost every assignment and everything I did. Back in the day, if you were a helo pilot, you joined NHA. It’s what you did, no questions asked. I had a great time at every event, rekindled friendships, and participated fully in NHA throughout my career. Honestly, we didn’t take ourselves too seriously back then, and NHA provided a venue to have fun with squadron mates and others up and down the flight line. Along the way, I was selected as the NHA president and subsequently director. I’ve seen the organization evolve tremendously from a small, loose association of like-minded people to an organization that sets the bar for military professional organizations. Since retirement, NHA provides a great link to the most important thing in any military career, the people. The second question people ask me is “Do you miss it?” You can probably guess that my answer is always, “Hell yes!” But the modifier is that while I miss the life, the flying, the action…what I really miss are the people. Whether it’s the annual symposium, the Fleet Fly-in, the Scholarship program, Rotor Review, or a myriad of other programs, NHA is always there and serves as a touchstone for all who came before and those who are living the dream of Naval Helicopter Aviation today."
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Why NHA? ...Because We All are NHA!
HSC-15, a max beep squadron
HSM Weapons School Atlantic
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Helo History
High Drink
Part 2 of a 3 Part Series Article Article by LCDR Tom Phillips, USN (Ret.)
This is Part Two in a series about the product of necessity and Mars. Part one recounted the development of USAF helicopter in-flight refueling (IFR). This part continues with the development of Navy helicopter in-flight refueling (HIFR).
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ear Admiral Evan “Pete” Aurand, Commander of Carrier Anti-Submarine Warfare (ASW) Group One, embarked on USS Hornet (CVS12), facing a deployment in October, 1965, was well aware of the tactical challenges of Operation Rolling Thunder, and of the poor Navy combat rescue performance. He strongly advocated employing the SH-3A Sea King helicopter for combat rescue. Its longer range, greater time in the air, larger payload, more spacious cabin and twin engines were characteristics preferred over what the H-2 could provide, and Aurand believed these attributes would improve the tepid early Navy rescue performance. His arguments were persuasive, and H-3s were available, for it was apparent the submarine threat was minimal; certainly North Vietnam had none and it was not likely the Chinese or Soviet Union navies were going to become involved. The standard complement of an anti-submarine carrier (CVS) HS squadron in 1965 was 16 helicopters, so without a plausible ASW threat from foreign submarines, some could be diverted for rescue work. But while the potential ASW threat was no problem, there was STILL the problem of the distance from the potential rescue helicopter’s “mother.” Like the attack aircraft carriers (CVAs), a CVS would not be risked forward along the North Vietnam coast. In the big scheme of things, a CVS was a consort to a CVA, bringing the ASW defenses to the non-ASW-capable attack carrier, and symbiotically, relying on the air warfare umbrella of the attack carrier for its air defense, not being itself AAW capable.
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An H-3 refuels. Yes, there was color back then.
So the transit for an H-3 from the parent CVS to the forward SAR stations, roughly 200 nautical miles, initially had to be back and forth each day because there were no decks forward they could use to spend the night: in 1965, none of the surface combatants flight decks were certified for the H-3, only for the
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H-2. Until the deck certification process could be remediated, there was no authorized place to land to get fuel. In 1965, if a helicopter could not land, it could not refuel. Not that there would be many certified decks once approval eventuated. Early on, in 1965, only about ten percent of the 300 surface cruiser-destroyer combatants in the Navy had flight decks which could land (and refuel) any helicopter, and until the Vietnam War provoked the demand, only fleet flagship surface combatants actually embarked helicopters (HUPs, HO4Ss, HU2Ks) routinely, so once the demand signal arose, there was plenty of learning to be done. The 12 missile cruisers in the 1965 U. S. Navy inventory, all converted from WW II all-gun cruisers, (plus Long Beach – CGN-9), were already beginning to fade away as they reached the end of their service lives (they would be down to five by 1968). The other ships with helo decks were the Destroyer Leaders – DLGs (a designation no longer used today). They were larger than destroyers and smaller than cruisers. In 1965, there were 19, eleven in the Pacific Fleet, to rotate to the Western Pacific. Of the two classes, Farragut and Leahy, neither of which had been designed with a helicopter deck, retrofits had rearranged the clutter of their fantails and laid out tight flight decks, suit-
able for the diminutive UH-2. None of these modifications addressed the strength of the flight deck to support an H-3 combat loaded. So while we could expect at most two or three ships with helo decks on station in the South China Sea, for a while there would be no flight deck for an H-3. USS Gurke (DD-783) advertises for customers in the Aurand knew spirit of providing a drink to thirsty helicopters (who all this, but he had brought the mail). a solution. Being in charge of an ASW carrier group, were the all-gun types who were behe also knew that, of the roughly 260 ing used as shotguns. While DASH destroyers in the fleet in 1965, 138 of may not have been a roaring success, the two largest classes of destroyers – having reliability, controllability, and Sumner and Gearing, plus three of the confidence issues, it meant those 145 earlier Fletcher class, four Mitscher ships had bunkers of jet fuel, but how class DLs (and eleven small DEs could manned helicopters get a sip? which were not used on the line in There was no way any of those classes Vietnam)– had been modified to car- could practically be modified to land a ry the QH-50 Drone Anti-submarine manned helicopter. Figuring out how to get to that fuel Helicopter (DASH), an idea before its without landing became the task of time. Adding the drone was one of sev- Commander Don Hayes and the men eral modifications known as FRAM of HS-2, Aurand’s HS squadron as(Fleet Rehabilitation and Moderniza- signed to CVSG-57, in Hornet. (CVStion). These four classes of destroyer 12)
HS-4 CSAR bird (side numbers 67-71 were CSAR while 51-66 were ASW). Aircraft 68 slides left after hooking up. Once the rotors were offboard, the helo decreased altitude to improve fuel transfer rate. Rotors would be even with superstructure beside them.
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Simple really. Especially compared to the development of Air Force Helicopter In Flight Refueling. Equip the FRAM destroyer with an aircraft-compatible pressure fueling fitting: a Parker fitting. Hover over the fantail and raise the Parker fitting up to the helicopter using the rescue hoist. Plug it in and pump away. This would work for the H-3, where the pressure fueling port was right under the cargo door, but would not work for the H-2 because the pressure fueling port was located out of reach of the crew. Everything needed was there; the fuel aboard the destroyers, Parker pressure fueling nozzles, and the willing problem solvers of HS-2. But it was not perfect. The SH-3A pressure refueling fitting is located directly below the cabin door, a foot below the cabin deck. To plug on the Parker fitting, the crewman had to lie down, head and arms out the cabin door and wrestle the cumbersome Parker nozzle onto the pressure fueling fitting. That was doable, but there were concerns. The Parker fitting had no breakaway feature. Should the helicopter have an emergency and need to break hover, it was tied to the ship. A dangerous condition to say the least. (note) Were there alternatives to the initially-dangerous HIFR? Before the implementation of HIFR, HS-2 exper-
The Parker pressure fitting attached to the ground pressure refueling port beneath the cabin door. This is a North Island Rig, with a Wiggins Quick-Disconnect fitting (the light color segment) between the hoist and the ship. The lines went to a manual toggle the crewman could use to initiate disconnect on command, but the QDC would part if pressure was high enough, so the helo could fly away in an emergency and the hose would separate. BIG improvement over the original rig.
accountable to anyone aboard Hornet. The tank gave a helicopter an extra 300 gallons (2,000 pounds) of fuel,
The 55-gallon drums could be jettisoned out the cabin door, albeit with some effort, if necessary, but not so the drop tank. Without the ability to HIFR, if a certified deck was not available, using the SH-3 simply wouldn’t work: the helo would hardly arrive before it would have had to start back (it normally took most of 2,000 pounds of a 4,000-pound capacity to get to North SAR.) With the HIFR innovation in play, the SH-3A could transit the 200 miles or so to the SAR station, and HIFR on arrival: topping off to be ready for a rescue. Before go-no-go (enough fuel to get back to the nearest carrier deck) the crew would HIFR again… and again…. And again – usually about every hour-and-a-half, for the duration of the day. The “day” averaged about eight hours, with about 30% averaging 11 hours without landing, and doing three to five HIFRs per day: and without getting out of the pilot’s seat except to use the relief tube available on the side of the flight control servo compartment (the broom closet) just behind the pilot seat. But climbing out of the cockpit to use it was an uncomfortable procedure since both pilots would be needed in the cockpit in the event of an engine problem requiring the use of the emergency throttles (the emergency throttles were located on the
“The “day” averaged about 8 hours, with about 30% averaging 11 hours without landing, and doing three to five HIFRs per day, and without getting out of the pilot’s seat except to use the relief tube..” imented with installing 55-gallon fuel translating into two hours of additional overhead throttle quadrant and could drums in the cabin on wooden pal- flight time, extending the combat op- not be operated by the pilot at the conlets, much like the Air Force HH-43s tions significantly. It was jury-rigged trols while still flying the aircraft). As in the cabin and gravity fed the main a result, one pilot’s absence from the had once tried ashore. This Rube fuel tanks through a “local modifica- cockpit was tolerated only when the Goldberg arrangement was viewed tion” to the cabin deck and fuel tank. with alarm aboard ship where the increased risk of fire was considNOTE: The Parker fitting would be replaced in a couple of years ered unacceptable, so the drums with the so-called North Island rig, which has a “quick-disconnect” were kept empty between flights, feature known as a Wiggins fitting, featuring both a manual disconand they soon rusted, contaminat- nect toggle, and an automatic breakaway under increasing tension, ing the fuel, and proving altogether far safer than its predecessor. The HIFR fueling fitting would also unacceptable. They were replaced be eventually moved into the cabin on the bulkhead just aft of the with an A-4 centerline fuel drop cabin door, a much more comfortable location when doing the HIFR tank, “discovered” on the hangar connecting than lying head-down out the cabin door. bay of Hornet, and strangely un-
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bladder overpressure sensor could no longer be ignored, and even then only when the flight regime was profoundly benign). Some crews would give a pilot a break by putting a crewman in the seat while the pilot stretched and rested. For example, on the 7th of July 1966, Lieutenant Ron Clarke’s HS-6 crew was orbiting at North SAR, whiling away the time awaiting their third HIFR refueling by letting the gunners take turns flying while one of the pilots rested in the cabin. Not only were they battling boredom, the pilots were fighting fatigue and dehydration. In the mostly glass cockpit, under the “greenhouse” upper canopy windows, the air temperature was exceeding 40ºC (104ºF), and the nomex flight suit and gloves, survival vest, Mae West life preserver, and heavy ballistic helmet were blocking air and stimulating copious sweat. Copilot Lieutenant Junior Grade Jerry Smith was stretching in the back, out of the merciless Sun, while ADJ2 George Armstrong was getting some stick time in the right pilot seat under the close supervision of Clarke. As an Air America pilot, Clarke’s life had been saved by similar precautionary training when he, the sole pilot of his H-34, was taken violently ill from the delayed effects of a concussion, and his observer had flown back to safety; making him a firm believer in providing at least some flight training for his crewmen. Alerted by Harbor Master (the northern Gulf of Tonkin SAR coordinator), for a rescue, the crew swapped back to normal and proceeded into Haiphong harbor, North Vietnam for a satisfying rescue under fire of VA-216’s Lieutenant Commander William Isenhour. The following May 22, HS-2 launched for a night overland rescue attempt for two USAF Phantom crewmen. Since the day’s Navy strikes were completed for the day, the ready alert orbiting Big Mothers had returned from North SAR to Kitty Hawk, so the stand-by crew, Lieutenants Junior Grade Stephen Porch and Stuart Williams and their crewmen, both Second Class ASW Technicians (AX2), Paul DeGennaro and Duane Shaffer were
sent back to North SAR, launching at 9:00 p.m. On arrival, they had to refuel using the HIFR method before they could attempt the rescue. Night HIFRs are among the most challenging of helicopter flight evolutions under any circumstances, but that night’s HIFR featured an added wrinkle because the rescue hoist, normally used to bring up the refueling hose, was suffering an intermittent electrical gremlin. To save the temperamental hoist for the rescue, DeGennero suggested they use their emergency coil of manila line, and Porch agreed. Hovering as low as he could, Porch held the helicopter steady while DeGennero dropped the end of the line to the ship, where the refueling party bent it on the fuel hose, and DeGennero and Shaffer heaved around on the line pulling the dead weight of fuel hose and pressure refueling fittings up to the helicopter using Swedish steam.
As Big Mother completed this unusual HIFR evolution successfully, they were cleared for the penetration. The culmination of this night combat rescue will have to wait for another edition of Rotor Review, perhaps. This is, after all, an article about the evolution of helicopter in-flight refueling….. At least four other combat rescues were enabled by the HIFR procedure, not to mention routine HIFR refueling of orbiting CSAR helicopters on a near-daily basis in the first few years of the war. Part 3 will be featured in the next issue of Rotor Review.
Ship’s company tends the fueling hose on the DASH deck, about 15 feet above the water line. In daylight, the hover would be very low to speed fuel transfer with wheels up, set to enter the water if the engine failed. An emerge ncy landing was not an option as the H-3 did not fit on a DASH deck.
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Commander, Naval Air Force Atlantic
3RD MAW
Maj. Gen. Mark Wise, USMC assumed command from Maj. Gen. Michael Rocco, USMC on July 22, 2016
RADM Bruce H. Lindsey, USN relieved RADM John R. Haley, USN on July 29, 2016
HSM-79 GRIFFINS
HSM-51 WARLORDS
CDR Marcos D. Cantu, USN assumed command on June 2, 2016
CDR Carey F. Castelein, USN relieved CDR Stephen Froehlich USN on July 28, 2016
CDR Christopher H. Herr, USN relieved CDR G. Scott Thoroman, USN on June 9, 2016
HSC-23 WILDCARDS
HSM-41 SEAHAWKS
CDR Christopher H. Herr, USN relieved CDR G. Scott Thoroman, USN on June 9, 2016
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HSM-41 SEAHAWKS
CDR David Collins, USN will relieve CDR Dewon Chaney, USN on November 17, 2016
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HSM-74 SWAMP FOXES
CDR Tina J. Pena, USCG relieved CAPT David W. Cooper, USCG on June 24th, 2016.
CDR Daniel W. Testa, USN relieved CDR Teague R. Languens, USN on July 4, 2016
HSM-70 SPARTANS
CDR Edward R Fossati, USN relieved CDR Jeremy T. Vanghan, USN on July 8, 2016
Rotor Review #134 Fall ‘16
HSC-9 TRIDENTS
CDR Nick Mantalvanos, USN relieved CDR Jeff Sowers, USN on July 16, 2016
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HSM-77 SABERHAWKS
CDR Robert Wickman, USN relieved CDR Kenneth Ward, USN on October 5, 2016
Change of Command and Establishments
USCG NEW ORLEANS
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Book Review
Tom Clancy's Op-Center Scorched Earth Author: George Galdorisi Reviewed by: LCDR Chip Lancaster, USN (Ret.)
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hen George Galdorisi took on Tom Clancy’s series, we didn’t know what to expect. Could he fill the giant shoes left with Clancy’s passing? In Out of the Ashes, he answered that question with a flourish. Now, with Scorched Earth, Galdorisi continues to amaze. He pulled a page from today’s headlines, making Scorched Earth relevant as you drink your morning coffee. This next installment of the Op-Center series takes us back into the envelope of potential world conflagration. The novel starts off with an unexpected and gritty assassination, throwing us into the action from the getgo. The situation unstoppably escalates to the point where the Op-Center needs to get involved. Chase Williams and his somewhat incorrigible cast of characters jump into the fray feet first. The action is fast and furious and takes very few prisoners. Just when you think there’s resolution, another wrench is thrown into the machinery, taking the situation in a new direction. New characters, both good and bad, are added along with the great character development that Galdorisi has come to be known for. Scorched Earth twists and turns, leaving the reader with resolution but, at the same time, open to something new. It’s a “page-turner,” taking you from the politically incorrect environs of Washington, D.C., to IED-laden byways a half a world away. Even though it seems the terrorists are going to have a field day with this one, the Op-Center geeks and operators get into action, keeping you guessing. Galdorisi’s novel is an enjoyable and satisfying read, introducing new characters and concepts for future development. Check it out; you won’t be disappointed.
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What’s the funniest thing to happen to you in the cockpit or the cabin? “My co-pilot thought the collective was the parking brake…” – Instructor at HT-18 “A dark night on plane guard: I was awkwardly half standing to get a better angle with the relief tube. I didn’t realize it at the time, but my foot had hit the radio button. So when I announced “it’s going everywhere!” everyone on Tower heard I was peeing all over myself.” - Instructor at HSC-3 “I used to call ‘Seahawk Ball’ during night recoveries to the carrier. I don’t think Tower appreciated it that much.” Instructor at HSCWSP “This was a lot of fun for us, but not so much fun after - we decided it logically made the most sense to practice (dry) gun patterns to an actual moving target, so we used the boat. During a FOD walkdown. I got called to the Tower immediately after landing.” - A super tactical former member of HSC-6 “After almost 80 straight days at sea, we finally got a port call to Naples. I was flying section lead on an admin run and having trouble getting in touch with ATC. Finally, I asked dash two to call us in, thinking I was having radio problems. But as soon as they heard her feminine voice, those Italian controllers were all ‘Ayyyyy, yes, of course you land here! Please stay! I bring you the cappuccino, you come spend the day with me!’ It was payback for all the time in Fifth Fleet the girls got nothing but static from local controllers.” - HAC who needs to work on his radio voice
A Mission Display showing aircraft attitude
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"RIMPAC 2012. The world’s largest international maritime exercise, occurring biennially, that dates back to 1971. I was a bright-eyed and optimistic PQM trying to get my bearings on my first detachment. Having 22 different nations participating in the exercise presented an unparalleled opportunity for logistical experience. I got that good deal flight on the schedule, a multi-deck hit log run, refueling on an Australian ship, then returning to Hickam Air Force Base terminal for a DV passenger dropoff and hot seat. The log run went on without incident, continuing inbound to HMAS Ship for a quick gas and go. We landed (crushed it, obviously), and asked for chocks and chains. Arrogantly brushing off the two weeks of detachment salt I’d built up, I threw up the hand signal for a drink of gas. I thought nothing of it, but the Royal Australian Landing Signalmen seemed mildly perplexed, and sent a couple of deckhands scurrying inside the hangar bay. We waited a couple of minutes, gave the signal again, and received a hearty “Drink of gas, please” double-fisted thumbs up. The two deckhands swiftly reappeared with two covered boxes in hand, requested to enter the rotor arc, and went directly to the gunner’s window. Not knowing what was going on, I could hear some laughter in the back. “Uh, sir, I hope you like Victoria Bitters, because we just got two six packs.” In an effort to encourage international relations and not wishing to offend, we graciously accepted their humble offering (to be imbibed at a later time). They swiftly departed the rotor arc, waved goodbye and the tower gave us a green deck for launch, to which we replied, “But seriously, we still need that fuel.” LT Nick Danger, HSC-4 “During the summer months, even forward deployed ships are not immune from the scourge of midshipmen. After thrilling tours of the ship’s locksmith and scullery, the mids usually wanted to hang out with the helo squadrons for the rest of their month on board. Midshipman familiarization flights were de rigueur, but were often filled with boredom after the first fifteen minutes. One hot afternoon, a particularly good looking midshipman had been flirting with a particularly young AW, who connived with the crew chief to convince the JO HAC to demonstrate a tactical hoist. After about three minutes in the hover, the HAC asked, “So, 1/C Jones, what do you think? Jones? Are you there?” “Sir, she’s about twelve feet above the water right now...” - Clueless Nom de Plume “This one time, during a PAX run or the start of a multi-pilot DLQ event, we completely confused the poor Supply Corps Helicopter Control Officer (HCO) on a small boy when we checked in. Once passed to tower, we checked in with our posit, altitude, souls, and state. We finished the transmission with something to the effect of ‘inbound for PAX drop off and a drink.’ After a pronounced silence, the HCO came back with: ‘What would you like? We have Coke, Sprite, Mountain Dew...’ After a few minutes of laughter, we clarified that Cokes would be fine but we’d really like some fuel.” - LCDR Bradley Holmes, USFFC "Flying around on a completely cloudless, sunny day, my co-pilot suddenly asked, 'Is it raining in here? I feel rain drops.' Nope, not rain - one of the crewmen decided to do a leak check with both doors wide open. Somehow the suction from the open doors resulted in cabin showers..." - Pilot who could have used an in-flight umbrella
Next Issue: What role do you think Naval Rotary Wing Aviation should play in U.S. Special Operations? Submit answers to: mallory.decker@navy.mil
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Command Updates
The Mighty Vanguard Takes part in RIMPAC 2016 Navy News Service
Three MH-53E Sea Dragon helicopters, assigned to the “Mighty Vanguard” of Helicopter Mine Countermeasure Squadron (HM) 14, arrive at Naval Air Station North Island to take part in the multinational exercise Rim of the Pacific Southern California. Twenty-six nations, more than 40 ships and submarines, more than 200 aircraft and 25,000 personnel are participating in RIMPAC from June 30 to August 4, in and around the Hawaiian Islands and Southern California. The world’s largest international maritime exercise, RIMPAC provides a unique training opportunity that helps participants foster and sustain the cooperative relationships that are critical to ensuring the safety of sea lanes and security on the world’s oceans. RIMPAC 2016 is the 25th exercise in the series that began in 1971. Photo by LT Emily Wallis, USN
Blackhawks Forge Ties during Operation Steele Root By Mass Communication Specialist 1st Class Barry Riley, Navy Public Affairs Support Element
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ORT DRUM, N.Y. (NNS) -- Helicopter Mine Countermeasure Squadron 15 (HM-15) “Blackhawks” pilots and aircrewmen visited Fort Drum, New York, July 27, to participate in Operation Steele Root alongside the U.S. Army 1/108th Field Artillery Regiment. During the three-day training exercise, the pilots took shifts flying over the regiment in an MH-53 Sea Dragon helicopter to perform sling-load external lifting operations. Each pilot practiced individually lifting and moving five M777 Howitzers, a 155mm 39-caliber towed gun, testing the power and maneuvering capabilities of the aircraft. According to HM-15 Weapons and Tactics Training Officer LT Jeff Spencer, the purpose of the exercise was to work with the soldiers to provide training for rotary-wing
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movement of their M777 Howitzers while simultaneously providing HM-15 pilots with real-world joint heavy-lift experience and proficiency. “For our community and our airframe, it’s rare that we get operational tasking that requires this amount of coordination which pushes the limits of the aircraft and our aircrew,” he said. “This real-world training provides us experience and proficiency to mitigate the risks associated with these types of missions.” This is the third year the squadron has participated in the training evolution, which is held annually in different locations around the U.S., and according to Spencer, this is a unique training opportunity that doesn’t come often for the squadron.
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An MH 53E Sea Dragon helicopter from the Blackhawks of Helicopter Mine Countermeasures Squadron (HM) 15 approaches the flight deck of the Afloat Forward Staging Base (Interim) USS Ponce (AFSB(I)15) after completing a mine countermeasures operation during International Mine Countermeasures Exercise (IMCMEX) Photo by LTJG T. Scot Cregan, USN
“Our primary mission doesn’t provide us much time to get out and test the full capabilities and limitations of the MH-53 like this,” he said. Naval Aircrewman (Helicopter) 1st Class Nick Borah said the training provided a unique opportunity for the aircrewmen to get hands-on experience with unusual single-point load lifting. “We expected the Howitzer to move a bit because we’re picking up something that has different snag points,” said Borah. “We’re used to doing this in a nice grass field with a concrete block where it’s pretty much a controlled environment, so this was a good gauge to see how we need to operate under these conditions.” Naval Aircrewman (Helicopter) 1st Class Nathan Moore said he felt the joint environment and working with the Army’s ground sling load crew helped build the aircrew’s situational awareness. “We train to the block and that’s a base-level skill,” said Moore. “Here we’re adding different layers and going for a higher skill level. There were more people on the ground, different rigs and unfamiliar terrain. The field we were at had a lot more dust for the helicopter to kick up into the air, so it made us focus more, which was tricky because we also had to look out for the Army sling load team’s safety as well as our own.” The pilots faced their own set of obstacles including power availability and maneuvering the aircraft with a massive amount of extra weight, explained Spencer. “Most of the challenges we faced this year were with pushing the power limits of the aircraft, which we rarely do,” said Spencer. “In these lifts, especially early on, we were operating at about 13 percent below the maximum capability of the engines, which provides us a good safety margin for training. It’s something we’re not used to seeing. It forces the pilots
to closely monitor and manage the power output and usage of the engines.” In a real-world environment, the skills learned during Operation Steele Root could be applied during defense support of civil authorities and humanitarian aid and disaster relief, where the squadron could be tasked with taking on massive amounts of cargo and passengers, or performing external lifts similar to the training, Spencer explained. “This airframe provides capabilities that others just can’t, so it’s important that we get this training, and to be ready and able to properly execute that,” he said. “I think the interoperability with the Army gives us an outside perspective on how other people do things, and lets people evaluate us and see how we can better operate.” One of the most important facets was communication, explained Spencer. The high-paced training environment allowed the aircrewmen to see how they would manage the flight, and how communication flows. “We have one intercom system and everyone is on it, and there is information about the load and what’s happening on the ground that the pilot needs, that he can’t physically put eyes on,” he said. “In this situation, the aircrew essentially becomes the eyes for the pilot. Practicing that at this high of a level broadens capability to work together as a team, and increases the safety margin in everything we can do.” Moore said he felt the skills he and his counterparts will return home with will help broaden the capabilities of the squadron as a whole, and are essential to raising the bar in the aircrewman field. “In the end, this type of training helps us develop better crew chiefs and a better skill level throughout the squadron and the community,” said Moore.
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Helicopter Sea Combat Squadron (HSC) 28, Detachment 1 Aboard USS Mount Whitney (LCC 20) On July 26, 2016, Military Sealift Command Boatswain’s Mate Marion O’Malley signals an MH-60S Sea Hawk helicopter assigned to Helicopter Sea Combat Squadron (HSC) 28, Detachment 1, for take off from the U.S. 6th Fleet command and control ship USS Mount Whitney (LCC 20), July 26, 2016. Mount Whitney is forward deployed to Gaeta, Italy, and operates with a combined crew of U.S. Navy Sailors and Military Sealift Command civil service mariners. Photo by MCSN Alyssa Weeks
Helicopter Maritime Strike Squadron (HSM) 48 Deploy with Eisenhower Carrier Strike Group The guided-missile cruiser USS Monterey (CG 61) stands by as two Sailors from the search and rescue team are hoisted up to a MH-60R Sea Hawk helicopter assigned to Helicopter Maritime Strike Squadron (HSM) 48 during a Search and Rescue training evolution. Monterey, deployed as part of the Eisenhower Carrier Strike Group, is supporting maritime security operations and theater security cooperation efforts in the U.S. 5th Fleet area of operations. U.S. Navy photo by Mass Communication Specialist 2nd Class William Jenkins
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HSC-7 Fires New Weapon System for the First Time Article by MC3 Desmond Parks, USN
An MH-60S Sea Hawk helicopter attached to the Dusty Dogs of Helicopter Sea Combat Squadron (HSC) 7 fires an Advanced Precision Kill Weapon System II during a live-fire qualification exercise at a practice range off the Virginia coast. The Dusty Dogs are preparing for a deployment with the USS Dwight D. Eisenhower (CVN 69) Carrier Strike Group in the 5th Fleet area of responsibility.
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(U.S. Navy photo by Mass Communication Specialist 3rd Class Desmond Parks
he “Dusty Dogs” of Helicopter Sea Combat Squadron (HSC) 7 became the first helicopter squadron in the Northeast to fire an HSC Advanced Precision Kill Weapon System II (APKWS II) from an MH-60S Seahawk helicopter during a live-fire exercise Aug. 17. The exercise marked the start of the HSC-7 work-up cycle in preparation for deployment in the 5th Fleet area of operation with the USS Dwight D. Eisenhower (CVN 69) Carrier Strike Group (CSG) 10. “We’re also making combat maneuvers during the exercise in preparation for our combat deployment,” said LCDR Jason Walters, HSC-7 training officer. “We have to have so many qualified people capable of actually pulling the trigger.” The APKWS II is a laser-guided rocket similar to standard, unguided AGM-114 Hellfire missiles. The new system serves as a low-cost, high accuracy variant to the Hellfire missiles previously used against lightly armored targets.“For MH-60S aircraft specifically, the LAU-61G/A and APKWS II add a medium-range guided option to its robust weapons footprint,” said LT Erik Gustafson, HSC-7 tactics officer. “The MH-60S will employ APKWS II along with its existing 20mm cannon, 2.75” unguided rockets, Hellfire missiles, and crew-served door guns, providing the Warfare Commander with a lethal and effective helicopter weapons system.” The Dusty Dogs employed two helicopters for the exercise at a practice range approximately 20 miles off the Virginia coast near Naval Air Station Oceana - one performing combat maneuvers and firing the APKWS II at both stationary and moving targets, and one serving as a support aircraft, with an observing training officer and two rescue swimmers aboard. “It is a lot more precise,” said LT Brian Cramer while using the system during the exercise. “Instead of needing to fire multiple missiles to make sure you hit a target, this is just ‘one-and-go’.” The pilots deployed the missiles quickly, aimed at a target using a laser, and immediately deployed a volley of missile fire. Training officers and qualifying pilots observed significant damage to every sea surface floating target provided by the U.S. Navy Air Systems Command after firing a minimal number of missiles. “The event allowed HSC-7 crews to build proficiency in employing the system before we commence joint training with our Carrier Air Wing (CVW) 3 counterpart, Helicopter Maritime Strike Squadron (HSM) 74,” said Gustafson. “Together, we will provide CVW 3, CVN 69 and the whole CSG-10 team with an unmatched anti-surface warfare capability.”
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Swamp Foxes Conduct First Swing Loaded Operational Flight By Mass Communication Specialist 3rd Class Cole Keller, USS Dwight D. Eisenhower (CVN 69) Public Affairs
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he trek that U.S. Naval vessels take from N o r f o l k , Vi rg i n i a , to the Persian Gulf does not entail a warm welcome. As the aircraft carrier USS Dwight D. Eisenhower (CVN 69) (Ike) maneuvers into hostile waters surrounded by countries unfriendly to the United States, the tension aboard is palpable and it is obvious that the ship and its crew are far from the safe feelings of home. To assist in countering this, the pilots of Helicopter Attack Squadron (HSM) 74 (Swamp Foxes) recently gained a new An MH-60R Seahawk, the Navy’s next generation submarine hunter and surface attack weapons system to bolster the helicopter, was swing loaded with both AGM-114 Hellfire missiles and Advanced Precision crew’s safety and peace of mind. Kill Weapon System II (APKWS II) in an operational area. Both the Swamp Foxes and the Navy saw an operational breakthrough on July 12 when transiting through the Strait of Bab-el-Mandeb (BAM). For the first time, an MH-60R Seahawk, the Navy’s next generation submarine hunter and surface attack helicopter, was swing loaded with both AGM-114 Hellfire missiles and Advanced Precision Kill Weapon System II (APKWS II) in an operational area. The thin, 16-mile wide strip of waterway in the BAM sees an enormous amount of activity and is located between Yemen on the Arabian Peninsula, and Djibouti and Eritrea in the Horn of Africa. Because of the fact that it connects the Red Sea to the Gulf of Aden, it is an essential route of travel for the Navy, but can also prove a very dangerous one. Bab-el-Mandeb is an Arabic phrase meaning “Gate of Tears” and derives its name from its inherent navigational dangers. Many of those dangers were circumvented during Ike’s recent transit because of the advanced weaponry the Swamp Foxes flew with. “The swing load helps in some of the more dangerous chokepoints where we want the flexibility of different weapons systems,” said CDR Nicholas Deleo, executive officer of HSM-74. The APKWS II is a laser-guided rocket similar to standard Hellfire missiles. The new system serves as a low-cost, high-accuracy variant to the Hellfire missiles previously used against lightly armored targets.“For MH-60R aircraft, the APKWS II adds a medium-range guided option to its robust weapons footprint,” said LT Brian Crosby, HSM 74 tactics officer. “The MH-60R will employ APKWS II along with its Hellfire missiles and crew-served door guns, providing the warfare commander with a lethal and effective helicopter weapons system.” The Helicopters of the Swamp Foxes serve to bridge the gap between long range weapons and the crew-served weapons aboard Ike. Swing loaded, the MH-60R has both the range and bulk of the Hellfire with the addition of the lighter and more numerous APKWS II. This means that both small, close-range watercraft and farther, heavier targets can be effectively neutralized by one crew on one platform. The Swamp Foxes are the first squadron on the East Coast to have the software capable of supporting both weapons systems on one helicopter. While it was not a requirement to go fully operational, they are the first to put their trust in both their training and their equipment. “This system has been briefed up to the highest levels of the Navy and everyone has been extremely pleased with how HSM-74 has been able to utilize and prove the weapons,” said CDR Daniel Testa, commanding officer of HSM-74. “We’ve well surpassed all goals that we’ve set.” Ike will not always operate near friendly countries, and there will always be the looming threat of those wanting to attack. Ike is protected by an array of defenses and the addition of the swing load for the MH-60R is a major step to ensuring that the crew is protected. From the pilots in the cockpit to the aviation ordnancemen who load the weapons, the men and women of the Swamp Foxes are ready to defend their ship.
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HSM-35 Detachment Embarks MH-60R on USS America (LHA 6) in Proof of Concept During RIMPAC 2016 Article by LCDR Sean Locke, USN
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his summer, the Magicians of Helicopter Maritime Strike Squadron 35 (HSM-35) embarked two MH-60R helicopters with Detachment FOUR onboard the Amphibious Assault Ship USS America (LHA 6) for the Rim of the Pacific (RIMPAC) 2016 Multinational Exercise. The cruise was the first of its kind for the MH-60R and an Amphibious “L-Class” ship. The intent was to provide a proof of concept for Commander Expeditionary Strike Group THREE (ESG 3) for the use of an MH-60R detachment in a traditional Amphibious Ready Group (ARG) or in an “Up-Armored” ARG when combined with the HSC detachment’s MH-60S. The detachment, ship’s company, and the embarked staffs worked to identify challenges of embarking two additional maritime helicopters and the opportunities those helicopters bring to expand an ARG’s organic Surface Warfare (SUW) and Anti-Submarine Warfare (ASW) capabilities. Between June and August, the detachment flew over 200 hours in support of this proof of concept, with the bulk of that time being spent in support of the multinational Amphibious Task Force during RIMPAC 2016. “I was very pleased that America was chosen to test embarkation of MH-60Rs, in combination with a robust MH-60S det, during RIMPAC 2016. Our amphibious
assault ships are incredibly capable and versatile across the spectrum of conflict, especially strong because of the synergy of the Navy/Marine Corps team. But there are warfighting areas we could use help in. Specifically, I think of the benefits of enhancing our organic ASW and ISR [Intelligence, Surveillance, and Reconnaissance] capabilities - especially as our amphibs often operate without Cruiser/Destroyer escorts. Inclusion of MH-60Rs and/or MQ-8B/C Fire Scouts in ARGs of the future could be an important means of improving in these warfighting areas. Figuring out how that might work - logistics, interoperability with ship and ACE [Air Combat Element] assets, pros/cons - was what this proof of concept run was all about,” said CAPT Michael W. Baze, Commanding Officer, USS America. RIMPAC 2016 was the first major underway for America, during which it embarked its largest number of helicopters to date. Although the full complement was not a complete USMC Air Combat Element, America still embarked five MV-22 Ospreys and four CH-53 Sea Stallion helicopters, as well as an armed helicopter detachment of three MH60S helicopters from Helicopter Sea Combat Squadron 23 (HSC-23). Adding two MH-60Rs to America’s flight deck allowed an expanded Naval Aviation team to employ their
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respective platforms in complementary roles similar to those used in the modern Carrier Air Wing (CVW). These relationships were first demonstrated via Strike Coordination and Reconnaissance (SCAR) training during the initial group sail from San Diego and were later expanded on to include a composite Defense of the Amphibious Task Force (DATF) demonstration and Helicopter Visit Board Search and Seizure (HVBSS) training. While those events were executed within the America ARG, other events required a temporary shift in tactical control to nearby partner nation combatants. By embarking additional MH-60Rs in America, the Amphibious Task Force was able to maintain a more persistent maritime recognized picture (RMP) using helicopters embarked from both traditional destroyers and the defended ship. The manning structure for Det FOUR was similar to a traditional two-helo, three-crew structure used in current CRUDES (Cruiser/Destroyer) deployments. In this instance, Det FOUR brought a Logistics Specialist to assist with parts support and a fourth AWR (Naval Aircrewman Tactical Helicopter) to improve the detachment’s ability to conduct simultaneous operations with both aircraft. Det FOUR also brought with it an extra O-4 aircraft commander as a liaison to Commander Amphibious Squadron (CPR) THREE to help manage proper MH-60R employment. The detachment was able to identify potential seams in an ARG’s execution of traditional Sea Combat Commander duties. One such recommendation was to increase available billets for Anti-Submarine Tactical Air Controllers (ASTAC) and Sea Combat Air Controllers (SCAC). Another capability gap identified during the cruise was the lack of host-ship DATALINK to share ASW and SUW data. AMERICA has a Tactical Common Data Link (TCDL) but it was incompatible with live MH-60R data and video without HAWKLINK or the Carrier Tactical Support System (CV-TSC) suite. Parts support for the seven-week cruise was serviced with a Full Pack-up Kit (PUK) which is normally loaded and managed by smaller air-capable ships and their embarked MH-60R detachments. Future MH-60R helicopter detachments in amphibious ships could potentially get their parts support from the Aviation Common Allowance List (AVCAL) and embarked Aircraft Intermediate Maintenance Department (AIMD) which already services the MH-60S armed-helo detachment. During RIMPAC’s closing days, HSM-35 Det FOUR was able to prove their value to the Amphibious Task Force by locating and tracking a threat submarine from the opposing force. The MH-60R, equipped with an Automatic Radar Periscope Detection and Discrimination (ARPDD) radar, located the submarine’s periscope and then was able to prosecute with the Airborne Low Frequency Sonar (ALFS) once the submarine dove underwater. Such events are not uncommon with independent CRUDES ships and Carrier Strike Groups, but are less common in an ARG with little to no CRUDES support. Although the MH-60R detachment was constrained by the standard ten hour fly day in the
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LHA/D ships, the additional MH-60R support in the Task Force allowed for a more liberal employment of maritime helicopters to locate and exploit subsurface threats with their robust ASW/SUW sensor suite. The MH-60R/S team also made strides in improving interoperability during an unexpected Search and Rescue (SAR) off of the Hawaiian Islands. Having rescue swimmers with common training and standardized procedures allowed the HSM-35 and HSC-23 dets to combine resources and stand up two composite alert SAR aircraft in the event that America was tasked to assist the Coast Guard with the search. The SAR ultimately reached a happy resolution without external support from America’s helos, but the embarked detachments learned valuable lessons in both flexibility and interoperability. Traditional MH-60R detachments and combat elements normally have only one full SAR-capable crew at a time, but adding an extra AWR to the MH-60R detachment roster allowed the two dets to provide a better and faster response to rapidly-changing requirements for Marine Corps Air Combat Element and Search and Rescue support. Overall, the experience for an expeditionary detachment to live and operate from a “big deck” was both unique and very positive for Det FOUR’s maintainers and aircrew. The MH-60R’s airborne suite of sensors let amphib sailors and staffs gain new insight into how an ARG can counter security challenges in a contested surface and sub-surface environment. While the MH-60R’s first home will always be a nearby cruiser or destroyer, the immersion into the flagship of an Amphibious Task Force will let all parties adapt to a complex environment and expand their capabilities into new warfare areas. There is definitely more to learn on how to best employ a MH-60R within an ARG. For instance: how will a fully embarked Air Combat Element change the dynamics as tested? What is the right combination of MH60 aircraft? And, would CRUDES support to the ARG be better optimized for the MH-60Rs capabilities? Hopefully, the lessons learned from America’s RIMPAC experience will provide Navy Leadership with options to augment an LHA, LHD, or LPD’s organic SUW and ASW capabilities with MH-60Rs for future deployments when needed.
RIMPAC 2016 Ships in Formation
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The newest naval helicopter pilots going to the fleet
Winging Class June 24, 2016 Top Row: Lt. Col. Cory DeKraai, USMC, CO HT-28; 1st Lt. Sean Brown, USMC, HT-18; LTJG Andrew George, USN, HT-28; LTJG Ben Taylor, USN, HT-18; LTJG Roscoe Thomas, USN, HT-28; LTJG Jeffrey Bari, USN, HT-8; 1st Lt. Daniel Kelly, USMC, HT-18; ENS Derrik Gammons, USN, HT-18; 1st Lt. Patrick Maguire, USMC, HT-18; CAPT Mark Murray, USN, Commodore, TW-5 Middle Row: CDR Brian Sanderson, USN, CO HT-18; LTJG Thomas Uyttebroek, USN, HT-18; 1st Lt. Ryan Tudas, USMC, HT-8; LTJG Aaron Lous Pfeil II, USN, HT-28; 1st Lt. Kayla Curtis, USMC, HT-18; LTJG Sean McDonald, USN, HT-18; LTJG Annie Lee Cutchen, USN, HT-28; LTJG Robert Dunlap, USN, HT-28; LTJG Chase Hubert, USN, HT-28; Col. Dan Verda, USMC (Ret.) Bottom Row: CDR John McBryde, USN, CO HT-8; 1st Lt. Brenda Amor, USMC, HT-28; LTJG Abigail Khushf, USN, HT-18; LTJG Jeremy Vasquez, USN, HT-8; LTJG Mary Hamilton, USN, HT-8; 1st Lt. Aaron Webster, USMC, HT-28, LTJG Amhed Alkhalil, RSNF, HT-8; 1st Lt. Daphne Vargas, USMC, HT-8; LTJG Karissa Mattimoe, USN, HT-18
Winging Class July 8, 2016 Top Row: Lt. Col. Cory DeKraai, USMC, CO HT-28; LTJG Derek Pelletier, USN, HT-28; LTJG Jason Torres, USN, HT-28; LTJG Alexander Goulette, USN, HT-18; LTJG Christopher Manchigiah, USN, HT-28; John Galdieri, Guest Speaker Middle Row: CDR John McBryde, USN, CO HT-8; LTJG Dalton Webster, USN, HT-8; LTJG Shane Kerber, USN, HT-8; LTJG Jordan Wall, USN, HT-28; LTJG Ryan DeFranco, USN, HT-18; Col. Davis Morris, USMC, Deputy Commodore TW-5 Bottom Row: CDR Brian Sanderson, USN, CO HT-18; LTJG Catalina Thompson, USN, HT-28; 1st Lt. David Fuentes, USMC, HT8; LTJG Daniel Lee, USN, HT-8; 1st Lt. David Hansen, USMC, HT-18; VADM Joseph Mulloy, USN, Deputy CNO, Integration of Capabilities and Resources
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Winging Class July 22, 2016
Top Row: Lt. Col. Cory DeKraai, USMC, CO HT-28; LTJG David Kaminky, USN, HT-18; 1st Lt. Joshua Elmore, USMC, HT18; LTJG Andrew Ireland; 1st Lt. Ryan Menasco, USMC, HT-8; LTJG Evan Ladner, USN, HT-8; CAPT Mark Murray, USN, Commodore, TW-5 Middle Row: CDR Brian Sanderson, USN, CO HT-18; 1st Lt. Spencer Caddell, USMC, HT-18; 1st Lt. Justin Lenhart, USMC, HT-8; LTJG Thomas Gaus, USN, HT-28; 1st Lt. Scott Griffith, USMC, HT-28; 1st Lt. Bradley Hood, USMC, HT-8; Col. Damien Marsh, USMC, Director of Inspections for the Inspector General of the Marine Corps Bottom Row: CDR Stephen Audelo, USN, XO HT-8; 1st Lt. Dustin Merli, USMC, HT-8; LTJG Matthew Anderson, USN, HT-8; LTJG Ethan Gray, USN, HT-18; LTJG Scott Rowe, USN, HT-8; 1st Lt. Peter Shelton, USMC, HT-18; 1st Lt. Audrianna Llinas, USMC, HT-18
Winging Class August 12, 2016
Top Row: Lt. Col. Cory DeKraai, USMC, CO HT-28; LTJG Jeffery Matcham, USN, HT-28; LTJG Timothy Henderson, USN, HT-18; LTJG Jeb Slick, USCG, HT-18; LTJG Tyler Bothel, USN, HT-28; 1st Lt. Samuel Phillips, USMC, HT-28; LTJG Johnathan Thornton, USN, HT-8; 1st Lt. Nicholas Rohrbaugh, USMC, HT-28; LTJG Scott Haeusler, USN, HT-8; 1st Lt. Robert Yaminicky, USMC, HT-28; LTJG Nicholas Mastrangelo, USN, HT-8; LTJG Zachary Farrell, USCG, HT-18; CAPT Mark Murray, USN, Commodore, TW-5 Middle Row: CDR Brian Sanderson, USN, CO HT-18; LTJG Andrew Best, USN, HT-28; LTJG John Dunne, USN, HT-8; LTJG Christina Miller, USN, HT-18; LTJG Pierre Ramos, USN, HT-28; 1st Lt. Edward Klausner, USMC, HT-18; LTJG Scott Whiteman, USN, HT-8; LTJG Jacob Myers, USN, HT-28; 1st LT Ross Roberts, USMC, HT-28; LTJG John Devine, USN, HT-8; 1st Lt. Samuel Kurtz, USMC, HT-8; LTJG Bo Merritt, USN, HT-8; 1st Lt. Jack McBride, USMC, HT-28; LTJG Tyler Thompson, USN, HT-8; Col. Robert B. Sofge, USMC, Assistant Wing Commander, 3rd Marine Aircraft Wing Bottom Row: CDR John McBryde, USN, CO HT-8; 1st Lt. Lee Henderson, USMC, HT-8; LTJG Andrew Skaggs, USN, HT-28; LTJG Turki Alturki, RSNF, HT-18; 1st Lt. Nathan Jones, USMC, HT-8; LTJG Natalie McFall, USN, HT-28; 1st Lt. Jorge Alvarez, USMC, HT18; LTJG Alexis Cowing, USN, HT-8; 1st Lt. John Howell Jr., USMC, HT-28; LTJG Jonathan Harris, USN, HT-8; 1st Lt. Josef Otmar, USMC, HT-28; LTJG Jonathan Garcia, USN, HT-18; LTJG Meghan Conner, USN, HT-8; LTJG Samantha Sofge, USN, HT-28
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Winging Class September 9, 2016 Top Row: Lt. Col. Cory DeKraai, USMC, CO HT-28; LTJG Ryan Demers, USN, HT-28; 1st Lt. Ethan Pagel, USMC, HT-28; LTJG Jacob Schmidt, USN, HT-18; LTJG James Loupos, USN, HT-18; LTJG Jesse Arnold, USN, HT-28; LTJG Brian Fedorchak II, USN, HT-18; 1st Lt. Joshua Meyer, USMC, HT-8; CAPT. Lawrence Getz, USN, Commanding Officer, USS Kearsarge (LHD 3) Middle Row: CDR Brian Sanderson, USN, CO HT-18; LTJG Gabriel Pogliano, USN, HT-18; LTJG Harrison Kane, USN, HT-18; LTJG Fahad Al-Shunaber, RSNF, HT-28; LTJG Jennifer Tutton, USN, HT-18; 1st Lt. Kelton Cochran, USMC, HT-18; ENS Eric Torres, USN, HT-18; LTJG Thomas Heriford, USN, HT-8; CAPT Mark Murray, USN, Commodore, TW-5 Bottom Row: CDR Stephen Audelo, USN, XO HT-8; LTJG Saad Al-Osaimi, RSNF, HT-28; 1st Lt. Daniel Mathenia, USMC, HT-18; LTJG Wilfrid Wilkinson V, USN, HT-8; 1st Lt. Thomas Jones IV, USMC, HT-18; LTJG Waleed Tolah, RSNF, HT-8; 1st Lt. Daniel Schneider, USMC, HT-8; LTJG Anna Hawkins, USN, HT-18
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Captain Dick Catone, following a memorial service for a fellow helicopter pilot, is credited with the following statement: "I guess we are all in Starboard Delta waiting for Signal Charlie.” Starboard Delta is the holding pattern for the airborne Search and Rescue helicopters on the starboard (right) side of the aircraft carrier. They fly at a low altitude so as not to interfere with the fixed wing aircraft recovery pattern, and only land when the last fixed wing aircraft is safe on board. When Tower calls the helicopter to “Charlie” to a landing spot, the crew knows the fixed wing recovery is complete, all is well, and it is time to come back. Hence, the statement appears appropriate that someday we will all receive our own “Signal Charlie” and will be called home for a final landing. The new Signal Charlie column has been created to inform our membership and honor the passing of fellow aviators, but it is only as good as the information we receive. If you have an obituary or other information that you would like to provide concerning the passing of a shipmate, co-worker or friend of the community, please contact the NHA national office and we will get the word out.
CAPT Charles "Chuck" Smiley, USN (Ret.) CAPT Charles "Chuck" Smiley, USN (Ret.), passed peacefully at home in San Diego on June 14, 2016, with his beloved wife Sally at his side. The son of Boone N. and Era O. Smiley, he was born in Oklahoma City, OK and graduated from Capitol Hill High School. He attended Oklahoma Baptist University until he entered the Navy in May 1952 as a Naval Aviation Cadet. Chuck was designated a Naval Aviator and commissioned in September 1953. He served as Commanding Officer of HS-4 and HS-10 in San Diego. The highlight of his career was serving as the prime recovery pilot for the Apollo 10 and Apollo 13 lunar missions. Chuck retired from the Navy in 1975 and began a second career as a Realtor in Bonita, CA, retiring in 1994. During retirement, he worked diligently with the team responsible for bringing the USS Midway to San Diego and served on the initial Board of Directors. Seeing the Midway established as a world-class aircraft carrier museum was one of his greatest joys. Chuck is survived by his wife, the former Sally Halstead of Oklahoma City, OK; sisters Nancy and Ann; children Chuck, Karen, David, and Brian; and grandchildren Stephanie, Matthew and Daniel. He was dearly loved by his family, many friends and the Good Guys, and his presence in our lives will be dearly missed. In lieu of flowers, the family suggests donations to USS Midway Museum, 910 Harbor Dr., San Diego, CA 92101, www.midway.org.
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CAPT Louis "Lou" Field Morris, USN (Ret.) CAPT Louis "Lou" Field Morris, age 64 of Warwick, MD passed away Tuesday, July 12, 2016. Born January 17, 1952 in Washington, DC, Lou was the son of Robert Langley Morris and the late, Hattie Mae Morris (Leonard). Lou grew up on the Eastern Shore of Maryland, where he attended Bohemia Manor High School and often worked at Woodstock Farm. After graduating from the U.S. Naval Academy in 1974, Lou devoted 26 years of distinguished service to his country, becoming a decorated Naval Aviator with an avid love of flying. Lou deployed numerous times to places around the globe and amassed over 2500 hours piloting H-53 helicopters in a career highlighted by command of the Helicopter Mine Countermeasures Squadron Fourteen "Vanguard." Lou went on to lead various programs for his helicopter community at the Naval Headquarters. After retiring from the Navy, Lou served as Executive Director for Fair Hill International for three years before continuing to support his former Navy community at civilian contractor organizations. Lou blessed his family and friends with an effervescent outlook on life; and, he loved his toys and tech gadgets, too. When he wasn't working, Lou took charge of "Fun Central," either socializing not far from the Chesapeake City Turning Basin, volunteering at equestrian events, riding his Gold Wing, grooming the Pony Club with Johnny Buckets, cruising the C&D canal in his Sea Ray, or flying the friendly skies of "MorrisAire." To have known Lou is to own a treasurable memory. Lou is survived by his wife, Diane Trefry; three children: Jeffrey Morris, Matthew Morris, Kelly Morris, and her spouse, Tracy Mullins; along with the mother of his children, Karen Morris; sisters: Cathie Morris and Susan Morris; brothers: Thomas Morris and Timothy Morris; father, Robert L. Morris; and several extended family members. Including his mother, Lou was preceded in death by his brother, Robert Allen Morris.
CDR Marc Del Homan, USN (Ret.) United States Naval Commander Marc Del Homan (ret.) was born April 6, 1963 to Mac Delano and Lila Christine Homan of Concord, California. Marc was raised by two public school educators, and in 1971 his father received a two-year International Teaching Fellowship in Victoria, Australia. Marc's time there led to his love of travel and passion for learning. In Australia, Marc played rugby, and once back in California he continued his athletic career by playing football, basketball, and baseball. When not playing sports, he developed lifelong friendships with his group of buddies, "the Hooters." Upon graduating Concord High School in 1981, Marc enlisted in the U.S. Navy and attended Nuclear Power School in Great Lakes, Illinois. He received a ROTC scholarship for the University of San Diego. At USD Marc pledged Sigma Chi, and while coaching "Derby Days," Marc met Niamh Foley, his future wife of seventeen years. Also at USD, he held leadership roles as a Resident Assistant and Battalion Commander, while also playing rugby and cycling. In 1987, Marc graduated with a Bachelor of Science degree in International Relations. The life of Marc “Homey” Homan was honored and celebrated on the flight deck of the U.S.S. Midway on Friday, Sept. 2, 2016, In lieu of flowers, please consider contributing to the educational trusts established for Siobhan and Declan Homan at JP Morgan Chase Bank, Coronado Branch.
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CAPT Dick Johnson, USN (Ret.) passed on August 4 of cardiac arrest following a medical procedure. CAPT Johnson was a former HSL commanding officer (H-2 pilot). He also flew H-53s and helped sweep the Haiphong Harbor following the Vietnam war. He was active in the community, church and with his family
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Statement of Ownership This document, Form 3526, is required to be filed annually by publishers for each authorized Periodical publication. The completed Statement of Ownership form is due by October 1 each year In addition to filing the completed form, the information on the completed form must be published in the publication for titles authorized under the General or Requester categories. This information is required to be published in the first issue subsequent to filing the form.
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